DOCSLIB.ORG

Trimet Streetcar Prototype Final Report

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Trimet Streetcar Prototype Final Report TriMet Streetcar Prototype Final Report JANUARY 2015 FTA Report No. 0085 Federal Transit Administration PREPARED BY TriMet City of Portland Portland Streetcar, Inc. COVER PHOTO Courtesy of Casey Ailes. DISCLAIMER This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. TriMet Streetcar Prototype Final Report JANUARY 2015 FTA Report No. 0085 PREPARED BY TriMet 1800 S. W. First Avenue Portland, OR 97201 City of Portland 1120 S. W. Fifth Avenue Portland, PR 97204 Portland Streetcar, Inc. 1031 N.W. 11th Avenue Portland, OR 97209 SPONSORED BY Federal Transit Administration Office of Research, Demonstration and Innovation U.S. Department of Transportation 1200 New Jersey Avenue, SE Washington, DC 20590 AVAILABLE ONLINE http://www.fta.dot.gov/research i FEDERAL TRANSIT ADMINISTRATION i Metric Conversion Table SYMBOL WHEN YOU KNOW MULTIPLY BY TO FIND SYMBOL LENGTH in inches 25.4 millimeters mm ft feet 0.305 meters m yd yards 0.914 meters m mi miles 1.61 kilometers km VOLUME fl oz fluid ounces 29.57 milliliters mL gal gallons 3.785 liter L ft3 cubic feet 0.028 cubic meters m3 yd3 cubic yards 0.765 cubic meters m3 NOTE: volumes greater than 1000 L shall be shown in m3 MASS oz ounces 28.35 grams g lb pounds 0.454 kilograms kg megagrams T short tons (2000 lb) 0.907 Mg (or “t”) (or “metric ton”) TEMPERATURE (exact degrees) o 5 (F-32)/9 o F Fahrenheit Celsius C or (F-32)/1.8 i FEDERAL TRANSIT ADMINISTRATION ii REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instruc- tions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503. 1. AGENCY USE ONLY 2. REPORT DATE 3. REPORT TYPE AND DATES COVERED January 2015 Final 4. TITLE AND SUBTITLE 5. FUNDING NUMBERS TriMet Streetcar Prototype, Final Report OR-26-7001 6. AUTHOR(S) TriMet, City of Portland, Portland Streetcar, Inc. 7. PERFORMING ORGANIZATION NAME(S) AND ADDRESSE(ES) 8. PERFORMING ORGANIZATION REPORT NUMBER TriMet, 1800 S. W. First Avenue, Portland, OR 97201 City of Portland, 1120 S. W. Fifth Avenue, Portland, OR 97204 FTA Report No. 0085 Portland Streetcar, Inc., 1031 N.W. 11th Avenue, Portland, OR 97209 9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSORING/MONITORING AGENCY REPORT U.S. Department of Transportation NUMBER Federal Transit Administration Office of Research, Demonstration and Innovation FTA Report No. 0085 East Building 1200 New Jersey Avenue, SE Washington, DC 20590 11. SUPPLEMENTARY NOTES [http://www.fta.dot.gov/research] 12A. DISTRIBUTION/AVAILABILITY STATEMENT 12B. DISTRIBUTION CODE Available from: National Technical Information Service (NTIS), Springfield, VA 22161. Phone 703.605.6000, Fax 703.605.6900, email [[email protected]] TRI-20 13. ABSTRACT This report documents the effort led by TriMet, the City of Portland (City) and Portland Streetcar, Inc. (PSI) to domestically manufacture a streetcar for operation in the Portland Streetcar system. The report includes documentation of the initial process of producing the streetcar, the extension of the grant to support domestic manufacture of the propulsion system by Rockwell Automation, and operation in revenue service. Also included is a discussion of the market for streetcars in the U.S. and a history of streetcar manufacturing in the U.S. 14. SUBJECT TERMS 15. NUMBER OF PAGES TriMet, streetcar 54 16. PRICE CODE 17. SECURITY CLASSIFICATION 18. SECURITY CLASSIFICATION 19. SECURITY CLASSIFICATION 20. LIMITATION OF ABSTRACT OF REPORT OF THIS PAGE OF ABSTRACT Unclassified Unclassified Unclassified TABLE OF CONTENTS 1 Executive Summary 3 Section 1: Background 5 Section 2: Streetcar Manufacture and System Performance 7 Domestic Propulsion System 8 Revenue Service Performance 9 Off-Wire Feasibility 10 Final Vehicle Acceptance 11 Section 3: Domestic Streetcar Production and Use 13 Streetcar Suppliers in the U.S. 18 Section 4: Lessons Learned 23 Issues for Streetcars in the U.S. 23 Recommendations for Future Research 25 Section 5: The Modern Streetcar Market 25 Reintroduction in the U.S. 27 The Modern Streetcar 30 Section 6: History of Streetcar Manufacturing in the U.S. 30 Horsecars to Cable Cars 33 Early Electric Railways 36 The Trolley Boom 37 Manufacturers 43 President’ Conference Committee 44 A Vintage Vision FEDERAL TRANSIT ADMINISTRATION iv LIST OF FIGURES 4 Figure 1-1: Timeline of TriMet streetcar prototype project 6 Figure 1-2: Prototype production 6 Figure 1-3: Prototype vehicle 7 Figure 1-4: U.S. DOT Secretary LaHood at prototype introduction ceremony 12 Figure 3-1: Sun Link streetcar in Tucson 12 Figure 3-2: DC Streetcar 14 Figure 3-3: Major streetcar vendor locations in the U.S. 27 Figure 5-1: Committed streetcar cities 30 Figure 6-1: New York City horsecar 31 Figure 6-2: Steam Dummy 32 Figure 6-3: Andrew Hallidie 33 Figure 6-4: Cable car in San Francisco 33 Figure 6-5: Leo Daft’s Ampere Electric Engine 34 Figure 6-6: Ernst Werner von Siemens 34 Figure 6-7: Trolley system 35 Figure 6-8: Frank Sprague 35 Figure 6-9: Postcard of Sprague’s Richmond line 36 Figure 6-10: U.S. Postal streetcar 38 Figure 6-11: Stephenson’s reversible horsecar in mid-rotation 38 Figure 6-12: Barney and Smith Interurban 39 Figure 6-13: Patent drawings for Low’s Adjustable Car 39 Figure 6-14: Hammond’s California Car 40 Figure 6-15: Brill Convertible Car 41 Figure 6-16: Birney Safety Car 41 Figure 6-17: “Rubberstamp” Car 42 Figure 6-18: Thomas’s St. Charles Street streetcar post-Katrina 42 Figure 6-19: PCC Car 43 Figure 6-20: The Brilliner 44 Figure 6-21: Interior of PCC car with “standee windows” 45 Figure 6-22: Fifteen-bench replica LIST OF TABLES 15 Table 3-1: Major Streetcar Vendors in the U.S. 28 Table 5-1: U.S. Streetcar Vehicle Market 29 Table 5-2: Modern Streetcar Potential Manufacturers, U.S. Streetcar Market FEDERAL TRANSIT ADMINISTRATION v ABSTRACT This report documents the effort led by TriMet, the City of Portland (City) and Portland Streetcar, Inc. (PSI) to domestically manufacture a streetcar for opera- tion in the Portland Streetcar system. The report includes documentation of the initial process of producing the streetcar, the extension of the grant to support domestic manufacture of the propulsion system by Rockwell Automation, and op- eration in revenue service. Also included is a discussion of the market for street- cars in the U.S. and a history of streetcar manufacturing in the U.S. PROTOTYPE PROJECT REPRESENTATIVES TriMet Sandy Bradley, Capital Projects City of Portland Kathryn Levine, Vicky Diede, Streetcar Project Managers Portland Streetcar, Inc. Dan Bower, Executive Director Consultants Rick Gustafson, Carter MacNichol, Roger Shiels Shiels Obletz Johnsen, Inc. 1140 SW 11th Avenue, Suite 500, Portland, OR 97205 Denny Porter, Mike Guthrie, Dan Hartung, Jason Krause LTK Engineering 101 SW Main, Suite 810, Portland, OR 97204 Manufacturer Oregon Iron Works, LLC United Streetcar, LLC Kevin Clarke, President FEDERAL TRANSIT ADMINISTRATION vi EXECUTIVE This report documents the effort led by TriMet, the City of Portland (City), SUMMARY and Portland Streetcar, Inc. (PSI) to domestically manufacture a streetcar for operation in the Portland Streetcar system. TriMet is the regional transit provider for the Portland Metropolitan Region and the eligible Federal Transit Administration (FTA) grant recipient. The City owns the Portland Streetcar system. PSI is a non-profit entity designated as the Operating Entity by TriMet and the City of Portland. TriMet received a grant from FTA to domestically manufacture streetcars. Oregon Iron Works (OIW) was selected through a competitive process to develop a prototype vehicle produced by a domestic manufacturer. OIW entered into an agreement with Skoda for the production of the prototype vehicle. The purpose of the grant was to increase the capability of domestic manufacturers in the business of supplying streetcars. The report documents the initial process of producing the streetcar, the extension of the grant to support domestic manufacture of the propulsion system by Rockwell Automation, and operation in revenue service. Also included are a discussion of the market for streetcars in the U.S. and a history of streetcar manufacturing in the U.S. Portland began looking for a streetcar that was smaller than the typical light rail vehicle and capable of operating in mixed traffic. No streetcars were readily available in the U.S. at that time. Portland issued a Request for Proposals (RFP) in 1998 for streetcar vehicles and received two responses. A Czech Republic manufacturer, Inekon-Skoda, was selected to provide the vehicles for Portland. Tacoma (Washington) obtained options from Portland and placed an order for three cars. The Portland system opened in 2001. By 2005, two modern low-floor streetcar systems had been implemented in Portland and Tacoma. Many other cities expressed interest in developing a streetcar system for their communities. Portland was developing a major extension that would call for seven additional vehicles to support its system.
Load more

Recommended publications
  • Brooklyn Transit Primary Source Packet
    BROOKLYN TRANSIT PRIMARY SOURCE PACKET Student Name 1 2 INTRODUCTORY READING "New York City Transit - History and Chronology." Mta.info. Metropolitan Transit Authority. Web. 28 Dec. 2015. Adaptation In the early stages of the development of public transportation systems in New York City, all operations were run by private companies. Abraham Brower established New York City's first public transportation route in 1827, a 12-seat stagecoach that ran along Broadway in Manhattan from the Battery to Bleecker Street. By 1831, Brower had added the omnibus to his fleet. The next year, John Mason organized the New York and Harlem Railroad, a street railway that used horse-drawn cars with metal wheels and ran on a metal track. By 1855, 593 omnibuses traveled on 27 Manhattan routes and horse-drawn cars ran on street railways on Third, Fourth, Sixth, and Eighth Avenues. Toward the end of the 19th century, electricity allowed for the development of electric trolley cars, which soon replaced horses. Trolley bus lines, also called trackless trolley coaches, used overhead lines for power. Staten Island was the first borough outside Manhattan to receive these electric trolley cars in the 1920s, and then finally Brooklyn joined the fun in 1930. By 1960, however, motor buses completely replaced New York City public transit trolley cars and trolley buses. The city's first regular elevated railway (el) service began on February 14, 1870. The El ran along Greenwich Street and Ninth Avenue in Manhattan. Elevated train service dominated rapid transit for the next few decades. On September 24, 1883, a Brooklyn Bridge cable-powered railway opened between Park Row in Manhattan and Sands Street in Brooklyn, carrying passengers over the bridge and back.
    [Show full text]
  • Union Station Conceptual Engineering Study
    Portland Union Station Multimodal Conceptual Engineering Study Submitted to Portland Bureau of Transportation by IBI Group with LTK Engineering June 2009 This study is partially funded by the US Department of Transportation, Federal Transit Administration. IBI GROUP PORtlAND UNION STATION MultIMODAL CONceptuAL ENGINeeRING StuDY IBI Group is a multi-disciplinary consulting organization offering services in four areas of practice: Urban Land, Facilities, Transportation and Systems. We provide services from offices located strategically across the United States, Canada, Europe, the Middle East and Asia. JUNE 2009 www.ibigroup.com ii Table of Contents Executive Summary .................................................................................... ES-1 Chapter 1: Introduction .....................................................................................1 Introduction 1 Study Purpose 2 Previous Planning Efforts 2 Study Participants 2 Study Methodology 4 Chapter 2: Existing Conditions .........................................................................6 History and Character 6 Uses and Layout 7 Physical Conditions 9 Neighborhood 10 Transportation Conditions 14 Street Classification 24 Chapter 3: Future Transportation Conditions .................................................25 Introduction 25 Intercity Rail Requirements 26 Freight Railroad Requirements 28 Future Track Utilization at Portland Union Station 29 Terminal Capacity Requirements 31 Penetration of Local Transit into Union Station 37 Transit on Union Station Tracks
    [Show full text]
  • Evaluation Summary Public Review Draft
    Evaluation Summary Public Review Draft July 12, 2007 Table of Contents 1. Introduction .................................................................................................................................. 1 1.0. Corridor Background.................................................................................................................... 2 2.0. Study Organization and Decision-Making................................................................................... 4 3.0. Purpose and Need of the Alternative Analysis............................................................................ 5 3.1. Need for Transit Project.......................................................................................................... 5 3.2. Purpose and Need Statements................................................................................................. 6 4.0 Definition of Alternatives ............................................................................................................ 7 4.1. Early Alternatives Screened Out............................................................................................. 7 4.2. Alternatives Carried Forward ................................................................................................. 8 4.3 Capacity Considerations…………………………………………………………………….15 5.0. Evaluation of Alternatives ........................................................................................................ 17 5.1. Travel Time and Ridership..................................................................................................
    [Show full text]
  • Other Trams in the Bendigo Fleet
    Other trams in the Bendigo Fleet The status of the trams in the list below are one of the following: A. In storage B. Being restored/awaiting restoration C. On static display at the tramways D. On loan or lease to other tramways Tram Number: Historic and technical details: #2 Status: In storage Maximum Traction Bogie Tram History: This tram first operated in Melbourne as Hawthorn Tramways Trust #20. With the formation of the Melbourne and Metropolitan Tramways Board, it became M&MTB # 126. It was sold to the SECV Geelong Tramways in 1947 to become #34. Upon the closure of the Geelong Tramways in 1956, the tram was transferred to Bendigo where it became #2. Builder: Duncan & Fraser, Adelaide, South Australia (1916) for the Hawthorn Tramways Trust as #20. Technical Information: Trucks - Brill 22E. Motors - 2 X 65 hp GE 201. Controllers - GE B23E. Braking - hand brakes and air operated manual-lapping valves. Weight - 16.0 tonnes. Length - 13.59 metres. #3 Status: Undergoing restoration at the main depot. Single Truck Battery Tram History: Tram services using these trams commenced in June 1890 but because of the inefficiency of the battery trams, the entire system was abandoned in September 1890 and the assets sold to the Bendigo Tramway Company Limited. Builder: Brush Electrical Engineering Company Limited, Loughborough, United Kingdom (1889) for the Sandhurst and Eaglehawk Tramway Company Limited (S&ETCo Ltd) as #3. Technical Information: The trams were powered by a single motor, with a wheel operated controller located on each platform. Braking was obtained by the use of a hand brake also located on each platform.
    [Show full text]
  • Journals | Penn State Libraries Open Publishing
    I I • I • I• .1.1' D . , I * ' PA « ~** • * ' > . Mechanized streetcars rose out ofa need toreplace horse- the wide variety ofdifferent electric railway systems, no single drawn streetcars. The horse itselfpresented the greatest problems: system had yet emerged as the industry standard. Early lines horses could only work a few hours each day; they were expen- tended tobe underpowered and prone to frequent equipment sive to house, feed and clean up after; ifdisease broke out within a failure. The motors on electric cars tended to make them heavier stable, the result could be a financial catastrophe for a horsecar than either horsecars or cable cars, requiring a company to operator; and, they pulled the car at only 4 to 6 miles per hour. 2 replace its existing rails withheavier ones. Due to these circum- The expenses incurred inoperating a horsecar line were stances, electric streetcars could not yet meet the demands of staggering. For example, Boston's Metropolitan Railroad required densely populated areas, and were best operated along short 3,600 horses to operate its fleet of700 cars. The average working routes serving relatively small populations. life of a car horse was onlyfour years, and new horses cost $125 to The development of two rivaltechnological systems such as $200. Itwas common practice toprovide one stable hand for cable and electric streetcars can be explained by historian every 14 to 20horses inaddition to a staff ofblacksmiths and Thomas Parke Hughes's model ofsystem development. Inthis veterinarians, and the typical car horse consumed up to 30 pounds model, Hughes describes four distinct phases ofsystem growth: ofgrain per day.
    [Show full text]
  • Downtown Access Strategy Phase 1 Context Setting: Projects to Be Constructed in the Next 10 Years Table of Contents
    DOWNTOWN ACCESS STRATEGY PHASE 1 Context Setting: Projects to be Constructed in the Next 10 Years September 25, 2013 Downtown Access Strategy Phase 1 Context Setting: Projects to be Constructed in the Next 10 Years Table of Contents I. Introduction ................................................................................................. 1 II. Review of Existing Plans, Projects, and Programs ......................................... 2 III. Potential Construction Concerns and Opportunities .................................. 3 A. Existing Construction Planning Tools 3 B. SDOT’s Construction Hub Coordination Program 4 C. Construction Mitigation Strategies Used by Other Cities 7 D. Potential Construction Conflicts and Opportunities 10 IV. Future Transportation Network Opportunities ......................................... 12 A. North Downtown 12 B. Denny Triangle / Westlake Hub 14 C. Pioneer Square / Chinatown-ID 15 D. Downtown Core and Waterfront 16 V. Future Phases of Downtown Access Strategy ............................................. 18 A. Framework for Phase 2 (2014 through 2016) 18 B. Framework for Phase 3 (Beyond 2016) 19 - i - September 25, 2013 Downtown Access Strategy Phase 1 Context Setting: Projects to be Constructed in the Next 10 Years I. INTRODUCTION Many important and long planned transportation and development projects are scheduled for con- struction in Downtown Seattle in the coming years. While these investments are essential to support economic development and job growth and to enhance Downtown’s stature as the region’s premier location to live, work, shop and play, in the short-term they present complicated challenges for con- venient and reliable access to and through Downtown. The Downtown Seattle Association (DSA) and its partners, Historic South Downtown (HSD) and the Seat- tle Department of Transportation (SDOT), seek to ensure that Downtown Seattle survives and prospers during the extraordinarily high level of construction activity that will occur in the coming years.
    [Show full text]
  • Seattle Center City Connector Transit Study LPA Report
    The Seattle Department of Transportation Seattle Center City Connector Transit Study Locally Preferred Alternative (LPA) R e port Executive Summary August 2014 in association with: URS Shiels Obletz Johnsen CH2MHill Natalie Quick Consulting John Parker Consulting BERK Consulting VIA Architecture Alta Planning + Design DKS Associates I | LOCALLY PREFERRED ALTERNATIVE REPORT ― EXECUTIVE SUMMARY LTK Cover image from SDOT Seattle Center City Connector Transit Study Executive Summary Volume I: LPA Report 1. Project Overview 2. Purpose and Need 3. Evaluation Framework 4. Evaluation of Alternatives 5. Summary of Tier 1 Screening and Tier 2 Evaluation Results and Public Input 6. Recommended Locally Preferred Alternative 7. Next Steps Volume I Appendix A: Project Purpose and Need Volume II: Detailed Evaluation Report 1. Project Overview 2. Evaluation Framework and Public Outreach 3. Initial Screening of Alternatives (Purpose and Need) 4. Summary of Tier 1 Alternatives and Evaluation Results 5. East-West Connection Assessment 6. Description of Tier 2 Alternatives 7. Tier 2 Evaluation Results 8. Tier 2 Public Outreach Summary 9. Tier 2 Recommendation Volume II Technical Appendices (Methodology and Detailed Results) Appendix A: Ridership Projections Appendix B: Additional Ridership Markets: Visitors and Special Events Appendix C: Operating and Maintenance Cost Methodology and Estimates Appendix D: Loading Analysis Appendix E: Capital Cost Methodology and Estimates Appendix F: Utility Impacts Assessment Appendix G: Traffic Analysis Appendix H Evaluation
    [Show full text]
  • A Ride Through Victoria's Tramway Culture
    Trammies A ride through Victoria’s tramway culture Trammies tells of Victoria’s rich and colourful tramway history from 1885 to the present. Discover when trams started, why they survived against the odds and the characters who continue to work on them. 21 February – 11 May 2003 The Trammie Family The trammie family is an experience for many of us who put on the tram uniform. Our common costume helps identify us to the public and to our co-workers, while shiftwork has us out and about at odd times; early morning, late at night, and of course during the day. Trammies meet with Melbourne’s citizenry every day, as well as the many visitors to our city that jump on for a ride. Trammies gather around the pool table at the Malvern Depot. Trammies work from Melbourne’s eight tram depots, while others work at the Preston Workshops, Civil Branch and the Overhead Electrical Department. Together they share the day’s experiences and have the long standing tradition of socialising through tramway social clubs, inter-depot competitions, balls, picnics and barbeques. This social tradition was encouraged in the days of the Melbourne & Metropolitan Tramways Board who actively sought to develop and encourage a harmonious ‘trammie family'. East Preston Depot vs South Melbourne Depot football match, 1995. South won! Ballarat Tramways Social Club, Grenville Street, Excerpts from the MMTB News, 1964 and 1967. c.1930s. Courtesy of Ballarat Tramway Museum. Melbourne’s 2003 Depots Brunswick Camberwell East Preston Essendon Glenhuntly Kew Malvern Southbank Melbourne – A Rare Tramway Survivor The changing fortunes of trams The Melbourne tramway system is the only surviving complete tramway system in the English-speaking world.
    [Show full text]
  • Congress Participants
    CONGRESS PARTICIPANTS "COMPAGNIA TRASPORTI LAZIALI" SOCIETÀ REGIONALE S.P. A. Italy 9292 - REISINFORMATIEGROEP B.V. Netherlands AB STORSTOCKHOLMS LOKALTRAFIK - STOCKHOLM PUBLIC TRANSPORT Sweden AB VOLVO Sweden ABB SCHWEIZ AG Switzerland ABG LOGISTICS Nigeria ABU DHABI DEPARTMENT OF TRANSPORT United Arab Emirates ACCENTURE Germany ACCENTURE Finland ACCENTURE Canada ACCENTURE Singapore ACCENTURE BRAZIL Brazil ACCENTURE BRISBANE Australia ACCENTURE SAS France ACTIA AUTOMOTIVE France ACTV SOCIETÀ PER AZIONI Italy ADDAX- ASSESORIA FINANCEIRA Brazil ADNKRONOS Italy ADV SPAZIO SRL Italy AESYS - RWH INTL. LTD Germany AGENCE BELGA Belgium AGENCE FRANCE PRESSE France AGENCE METROPOLITAINE DE TRANSPORT Canada AGENZIA CAMPANA PER LA MOBILITÀ SOSTENIBILE Italy AGENZIA ESTE NEWS Italy AGENZIA MOBILITA E AMBIENTE E TERRITORIO S.R.L. Italy AGENZIA PER LA MOBILITÀ ED IL TRASPORTO PUBBLICO LOCALE DI MODENA S.P.A. Italy AGETRANSP Brazil AIT AUSTRIAN INSTITUTE OF TECHNOLOGY GMBH Austria AJUNTAMENT DE BARCELONA Spain AKERSHUS FYLKESKOMMUNE - AKERSHUS COUNTY COUNCIL Norway AL AHRAME Egypt AL FAHIM United Arab Emirates AL FUTTAIM MOTORS United Arab Emirates AL RAI MEDIA GROUP-AL RAI NEWSPAPER Kuwait ALBERT - LUDWIGS - UNIVERSITÄT FREIBURG INSTITUT FÜR VERKEHRSWISSENSCH Germany ALCOA WHEEL AND TRANSPORTATION PRODUCTS Hungary ALEXANDER DENNIS LIMITED United Kingdom ALEXANDER DENNIS Ltd United Kingdom ALLINNOVE Canada ALMATY METRO Kazakhstan ALMATYELECTROTRANS Kazakhstan ALMAVIVA SPA Italy ALSTOM France ALSTOM MAROC S.A. Morocco AMBIENTE EUROPA Italy AMERICAN PUBLIC TRANSPORTATION ASSOCIATION USA ANDHRA PRADESH STATE ROAD TRANSPORT CORPORATION India APAM ESERCIZIO S.P.A. Italy ARAB UNION OF LAND TRANSPORT Jordan AREA METROPOLITANA DE BARCELONA Spain AREP VILLE France ARIA TRANSPORT SERVICES USA ARRIVA (ESSA ALDOSARI) United Arab Emirates ARRIVA ITALIA S.R.L.
    [Show full text]
  • The Transfer Newsletter Spring 2013.Cdr
    Oregon Electric Railway Historical Society Volume 18 503 Issue 2 Spring 2013 Reminder to members: Please be sure your dues In this issue: are up to date. 2013 dues were due Jan 1, 2013. Willamette Shore Trolley - Back on Track.................................1 If it has been longer than one year since you renewed, Interpretive Center Update - Greg Bonn...............................2 go to our website: oerhs.org and download an Vintage Trolley History - Richard Thompson.............................3 application by clicking: Become a Member Pacific NW Transit Update - Roy Bonn...............................8 Spotlight on Members: Charlie Philpot ................................11 Setting New Poles - Greg Bonn..............................................12 Willamette Shore Trolley ....back on track! See this issue in color on line at oerhs.org/transfer miles from Lake Oswego to Riverwood Crossing with an ultimate plan to extend to Portland. Also see the article on page 3 on the history of the cars of Vintage Trolley. Dave Rowe installing wires from Generator to Trolley. Hal Rosene at the controls of 514 on a training run emerging Gage Giest painting from the Elk Rock Tunnel on the Willamette Shore line. the front of Trolley. Wayne Jones photo The Flume car in background will be After a several-year hiatus, the Willamette Shore our emergency tow Trolley is just about ready to roll. Last minute electrical and vehicle if the Trolley mechanical details and regulatory compliance testing are breaks down on the nearing completion. With many stakeholders involved and mainline. many technical issues that had to be overcome, it has been a challenge to get the system to the 100% state. Dave Rowe and his team have been working long hours to overcome the obstacles of getting Gomaco built Vintage Trolley #514, its Doug Allen removing old stickers from side tag-along generator, track work, electrical systems, crew of Trolley training, safety compliance issues, propulsion, braking, and so many other details to a satisfactory state to begin revenue service.
    [Show full text]
  • 115 Welcome the Following Mem­ Bers to the Museum:- APRIL 1968
    2 TROLLEY WIRE APRIL I968 help ! The Museum work force desperately needs the as­ sistance of members in three major works projects being undertaken at Loftus. The depot is to be rebuilt, preliminary work has already been undertaken but we still need several members to assist. The depot junction pointwork is presently being rebuilt. Remember this work must be completed before we can begin regular running of interstate cars on our sys­ tem, The Brisbane car, 180, needs a lot of time spent on it to strip off all the paint, inside and out, before minor repairs to bodywork and electrical etc, can be carried out. The regular workforce (all five of them....yes, FIVE of them) would be grateful for your help. ELECTION OF DIRECTORS The ninth annual meeting of the South Pacific Electric Railway Co-operative Society Limited will be held at 8.00 pm on Friday 28th June, 1968 at a venue to be ad­ vised . Any shareholder wishing to stand for election to the position of director should satisfy the following re­ quirements :- 1. He must be a financial member with all current museum financial requirements fully settled. 2. He must lodge his nomination with the Secretary at Box 103, G.P.O., Sydney, 2001 by 31st May, I968, bearing his own signature as well as those of a nominator and a seconder, both af whom must satisfy the requirements of part 1 above. 3. Those nominating for election, as well as the nominator and seconder must be 21 years of age or over on 31st May, I968.
    [Show full text]
  • 509 22,233 51%
    METALS & MACHINERY Benchmade A Manufacturing Powerhouse Greater Portland is home to firms that manufacture highly specialized products, including Freightliners from Daimler Trucks, passenger ferries and cargo ships at Vigor Industrial, and aerospace parts from Boeing. Other Portland-area firms include Schnitzer Steel and Precision Castparts. The region’s metals and machinery sector is outperforming its national peers in job growth by 10 percent. INDUSTRY SNAPSHOT 509 Total number of establishments 22,233 Total employment in metals and machinery industries 51% Manufacturers in Oregon account for 22%, or Employment growth versus $49.4 billion, of the state’s total economic output. the national average TOP METALS + MACHINERY FIRMS IN GREATER PORTLAND 10% Job growth outperforming Precision Castparts Vigor Industrial Leatherman Tool national peers in metals and Corp. 1,230 employees Group machinery sector. 3,849 employees 503 employees Greenbrier Schnitzer Steel 1,103 employees EVRAZ North 3,183 employees America A-dec 450 employees Daimler Trucks North 1,100 employees America Blount International 3,000 employees 527 employees The Boeing Company 1,500 employees —PBJ Book of Lists, 2019 SUCCESS STORIES BOEING OREGON MANUFACTURING The aerospace company employs over 1,500 at its plant INNOVATION CENTER in Gresham, where it makes parts for its jets. These parts The Oregon Manufacturing Innovation Center (OMIC) include a component used to extend and retract wing is a partnership between industry leaders, research flaps during flight. This is Boeing’s largest machine shop institutions and local agencies that provides advanced and provides components to every Boeing aircraft. technical training for the region’s workforce while developing new tools, techniques and technologies that PRECISION CASTPARTS address real-world manufacturing challenges facing the Founded in 1953, Portland-based Precision Castparts industry.
    [Show full text]