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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. -
Metropolitan Transportation Authority New York City
CASE STUDY Metropolitan Transportation Authority New York City In 2019, Metropolitan Transportation Authority (MTA) released a tender to Shared Mobility providers to develop a new scalable and sustainable on-demand transit proposal. At a glance Liftango was engaged by the MTA for a The MTA network comprises the nation’s simulation service to predict the uptake largest bus fleet and more subway and for an implemented on-demand service. commuter rail cars than all other U.S. Liftango’s simulation technology was transit systems combined. The MTA’s provided to MTA as a benchmark to operating agencies are MTA New York City measure the realism and efficiency of Transit, MTA Bus, Long Island Rail Road, tender proposals from shared mobility Metro-North Railroad, and MTA Bridges and providers. Essentially, enabling MTA to Tunnels. make an educated decision on whom they should choose as their on-demand provider. The Metropolitan Transportation Authority is North America’s largest transportation network, serving a population of 15.3 million people across a 5,000-square-mile travel area surrounding New York City through Long Island, southeastern New York State, and Connecticut. 01 The Problem MTA needed to provide a one of the largest growing As MTA’s first time launching better transport solution sectors in the next five to ten this type of project, there to the people of New York years. The census shows was some risk surrounding City’s outer areas. Why? that a number of people are launch. By engaging Liftango, Existing bus services being leaving for work between 3-6 the aim was to mitigate risk, less frequent than a subway pm and therefore returning simulate possible outcomes service or completely during the overnight period. -
General Vertical Files Anderson Reading Room Center for Southwest Research Zimmerman Library
“A” – biographical Abiquiu, NM GUIDE TO THE GENERAL VERTICAL FILES ANDERSON READING ROOM CENTER FOR SOUTHWEST RESEARCH ZIMMERMAN LIBRARY (See UNM Archives Vertical Files http://rmoa.unm.edu/docviewer.php?docId=nmuunmverticalfiles.xml) FOLDER HEADINGS “A” – biographical Alpha folders contain clippings about various misc. individuals, artists, writers, etc, whose names begin with “A.” Alpha folders exist for most letters of the alphabet. Abbey, Edward – author Abeita, Jim – artist – Navajo Abell, Bertha M. – first Anglo born near Albuquerque Abeyta / Abeita – biographical information of people with this surname Abeyta, Tony – painter - Navajo Abiquiu, NM – General – Catholic – Christ in the Desert Monastery – Dam and Reservoir Abo Pass - history. See also Salinas National Monument Abousleman – biographical information of people with this surname Afghanistan War – NM – See also Iraq War Abousleman – biographical information of people with this surname Abrams, Jonathan – art collector Abreu, Margaret Silva – author: Hispanic, folklore, foods Abruzzo, Ben – balloonist. See also Ballooning, Albuquerque Balloon Fiesta Acequias – ditches (canoas, ground wáter, surface wáter, puming, water rights (See also Land Grants; Rio Grande Valley; Water; and Santa Fe - Acequia Madre) Acequias – Albuquerque, map 2005-2006 – ditch system in city Acequias – Colorado (San Luis) Ackerman, Mae N. – Masonic leader Acoma Pueblo - Sky City. See also Indian gaming. See also Pueblos – General; and Onate, Juan de Acuff, Mark – newspaper editor – NM Independent and -
On the Brink: 2021 Outlook for the Intercity Bus Industry in the United States
On the Brink: 2021 Outlook for the Intercity Bus Industry in the United States BY JOSEPH SCHWIETERMAN, BRIAN ANTOLIN & CRYSTAL BELL JANUARY 30, 2021 CHADDICK INSTITUTE FOR METROPOLITAN DEVELOPMENT AT DEPAUL UNIVERSITY | POLICY SERIES THE STUDY TEAM AUTHORS BRIAN ANTOLIN, JOSEPH P. SCHWIETERMAN AND CRYSTAL BELL CARTOGRAPHY ALL TOGETHER STUDIO AND GRAPHICS ASSISTING MICHAEL R. WEINMAN AND PATRICIA CHEMKA SPERANZA OF PTSI TRANSPORTATION CONTRIBUTORS DATA KIMBERLY FAIR AND MITCH HIRST TEAM COVER BOTTOM CENTER: ANNA SHVETS; BOTTOM LEFT: SEE CAPTION ON PAGE 1; PHOTOGRAPHY TOP AND BOTTOM RIGHT: CHADDICK INSTITUTE The Chaddick Insttute does not receive funding from intercity bus lines or suppliers of bus operators. This report was paid for using general operatng funds. For further informaton, author bios, disclaimers, and cover image captons, see page 20. JOIN THE STUDY TEAM FOR A WEBINAR ON THIS STUDY: Friday, February 19, 2021 from noon to 1 pm CT (10 am PT) | Free Email [email protected] to register or for more info CHADDICK INSTITUTE FOR METROPOLITAN DEVELOPMENT AT DEPAUL UNIVERSITY CONTACT: JOSEPH SCHWIETERMAN, PH.D. | PHONE: 312.362.5732 | EMAIL: [email protected] INTRODUCTION The prognosis for the intercity bus industry remains uncertain due to the weakened financial condition of most scheduled operators and the unanswerable questions about the pace of a post-pandemic recovery. This year’s Outlook for the Intercity Bus Industry report draws attention to some of the industry’s changing fundamentals while also looking at notable developments anticipated this year and beyond. Our analysis evaluates the industry in six areas: i) The status of bus travel booking through January 2021; ii) Notable marketing and service developments of 2020; iii) The decline of the national bus network sold on greyhound.com that is relied upon by travelers on thousands of routes across the U.S. -
Apparel, Made-Ups and Home Furnishing
Apparel, Made-ups and Home Furnishing NSQF Level 2 – Class X Student Workbook COORDINATOR: Dr. Pinki Khanna, Associate Professor Dept. of Home Science and Hospitality Management iii-i---lqlqlqlq----'k'k'k'k----dsUnzh;dsUnzh; O;kolkf;d f'k{kk laLFkku]';keyk fgYl , Hkksiky PSS Central Institute of Vocational Education, Shyamla Hills, Bhopal Student Workbook Apparel, Made-ups and Home Furnishing (Class X; NSQF Level 2) March, 2017 Publication No.: © PSS Central Institute of Vocational Education, 2017 ALL RIGHTS RESERVED ° No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronically, mechanical, photocopying, recording or otherwise without prior permission of the publisher. ° This document is supplied subject to the condition that it shall not, by way of trade, be lent, resold, hired out or otherwise disposed of without the publisher’s consent in any form of binding or cover other than that in which it is published. • The document is only for free circulation and distribution. Coordinator Dr. Pinki Khanna Associate Professor, Department of Home Science & Hospitality Management Production Assistant Mr. A. M. Vinod Kumar Layout, Cover Design and Laser Typesetting Mr. Vinod K. Soni, C.O. Gr.II Published by the Joint Director, PSS Central Institute of Vocational Education, Shyamla Hills, Bhopal-462 013, Madhya Pradesh, India Tel: +91-755-2660691, 2704100, Fax: +91-755-2660481, Web: http://www.psscive.nic.in Preface The National Curriculum Framework, 2005, recommends that children’s life at school must be linked to their life outside the school. This principle makes a departure from the legacy of bookish learning which continues to shape our system and causes a gap between the school, home, community and the workplace. -
Logistics Perspectives
CONFIDENTIAL May 2019 Logistics Review The Unbundling and Innovation of Logistics DISCLAIMER: ComCap LLC make no representation or warranty, express or implied, in relation to the fairness, accuracy, correctness, completeness, or reliability of the information, opinions, or conclusions contained herein. ComCap LLC accepts no liability for any use of these materials. The materials are not intended to be relied upon as advice outside of a paid, approved use and they should not be considered a guarantee of any specific result. Each recipient should consult his or her own accounting, tax, financial, and other professional advisors when considering the scenarios and information provided. CONFIDENTIAL An introduction to ComCap § ComCap is a premier boutique investment bank focused on the intersection of commerce and capital, with key focus on B2B SaaS, B2C ecommerce, payments, mobile commerce, marketplaces and B2B services for retail technologies (IT and marketing services, in-store, fulfillment, logistics, call center, analytics or personalization). § Headquartered in San Francisco with European coverage from London and Moscow, as well as Latin America coverage from Sao Paulo. Our firm works with mid-cap public companies on buyside initiatives along with public and private growth companies on financing and strategic M&A. § In addition to being the only boutique focused on disruptive commerce models, we differentiate by: ‒ Bringing bulge bracket techniques to emerging models; ‒ A strong and uncommon buyside or strategy practice; ‒ Deep understanding -
Transit Service Design Guidelines
Transit Service Design Guidelines Department of Rail and Public Transportation November 2008 Transit Service Design Guidelines Why were these guidelines for new transit service developed? In FY2008 alone, six communities in Virginia contacted the Virginia Department of Rail and Public Transportation about starting new transit service in their community. They and many other communities throughout Virginia are interested in learning how new transit services can enhance travel choices and mobility and help to achieve other goals, such as quality of life, economic opportunity, and environmental quality. They have heard about or seen successful transit systems in other parts of the state, the nation, or the world, and wonder how similar systems might serve their communities. They need objective and understandable information about transit and whether it might be appropriate for them. These guidelines will help local governments, transit providers and citizens better understand the types of transit systems and services that are available to meet community and regional transportation needs. The guidelines also help the Virginia Department of Rail and Public Transportation (DRPT) in making recommendations to the Commonwealth Transportation Board for transit investments, by 1) providing information on the types of systems or services that are best matched to community needs and local land use decisions, and 2) ensuring that resources are used effectively to achieve local, regional, and Commonwealth goals. Who were these guidelines developed for? These guidelines are intended for three different audiences: local governments, transit providers and citizens. Therefore, some will choose to read the entire document while others may only be interested in certain sections. -
Guidelines for the Safe Siting of School Bus Stops
Guidelines for the safe location of school bus stops 1. How are bus stops determined? Bus stops will be placed on public roadways and will avoid travel on private roads and/or driveways Bus routes are designed with buses traveling on main arterials with students picked up and dropped off at central locations. Visibility – Bus drivers need to have at least 500 feet of visible roadway to the bus stop. If there is not ample visibility (e.g. curve or hill) a “school bus stop ahead sign” is put in place before the stop in accordance with WAC 392-145-030 Bus drivers activate their school bus warning lights 300-100 feet before arriving at the bus stop, where the posted speed limit is 35 mph and under, and 500-300 feet before arriving at the bus stop where the posted speed limit is 35 mph and over. 2. Why are bus stops located at corners? Bus stops may be located at corners or intersections whenever possible. Corner stops are much more visible to drivers than house numbers. Students are generally taught to cross at corners rather than in the middle of the street. Traffic controls, such as stoplights or signs, are located at corners. These tend to slow down motorists at corners, making them more cautious as they approach intersections. The motoring public generally expects school buses to stop at corners rather than individual houses. Impatient motorists are also less likely to pass buses at corners than along a street. Cars passing school buses create the greatest risk to students who are getting on or off the bus. -
Intercity Bus Program Section 5311 (F) Presented By: FTA Region 4 Staff Lorna Wilson, HQ Juan Morrison, HQ
Federal Transit Administration Intercity Bus Program Section 5311 (f) Presented by: FTA Region 4 Staff Lorna Wilson, HQ Juan Morrison, HQ Federal Transit Administration OBJECTIVE Support the connection between nonurbanized areas and the larger regional or national system of intercity bus service. Support services to meet the intercity travel needs of residents in nonurbanized areas. Support the infrastructure of the intercity bus network through planning and marketing assistance and capital investment in facilities. FTA encourages States to use the funding under 49 U.S.C. 5311(f) to support these national objectives, as well as priorities determined by the State. FTA TPM ver3.1 2 GOVERNOR’S CERTIFICATION A State is required to expend at least 15 percent of its apportionment for an intercity bus program, unless “the chief executive officer of the State certifies to the Secretary of Transportation, after consultation with affected intercity bus service providers, that the intercity bus service needs of the State are being met adequately.” FTA TPM ver3.1 3 INTERCITY BUS The legislative history indicates that the assessment of intercity bus needs be made “relative to other rural needs in the State.” A State certifying that its needs are adequately met must demonstrate that it has assessed statewide intercity mobility needs no more than four years before the date of the certification The State must document in the State Management Plan (SMP) its consultation process and any process that it develops for periodically assessing statewide -
Country Bus Schedules
Capital Area Rural Transportation System COUNTRY BUS SCHEDULES COUNTIES SERVED BASTROP BLANCO BURNET CALDWELL FAYETTE CAPITAL AREA RURAL TRANSPORTATION SYSTEM HAYS LEE TRAVIS WILLIAMSON CARTS COUNTRY BUS CARTS RIDE LINE 1 (512) 478-RIDE (7433) CARTS INTERURBAN COACH Regional Transportation for the non-urbanized areas of Bastrop, The Interurban Coach is a Regional Intercity Route providing Blanco, Burnet, Caldwell Fayette, Hays, Lee, Travis and Williamson connections between Austin, Bastrop, Bertram Burnet, counties & the San Marcos urbanized area. Georgetown, Liberty Hill, Lockhart, Luling, Marble Falls, Round CARTS delivers transportation tailored specifically for each of the one hundred and sixty-nine communities it serves. The Rock, San Marcos, Taylor, Texas State University, La Grange, service frequency in or to the various communities range from many times a day to once a month. Be sure to visit the CARTS Giddings, Paige, Smithville and Elgin. This service also makes web site at RideCARTS.com for updates and further route information for each community. Persons traveling out of town can use the Interurban Coach service. Most Country Bus schedules make connections to Interurban Coach services. connections to Greyhound, Capital Metro and Amtrak. Rides are scheduled Monday thru Friday from 8am to 4pm / 24 hours advance notice required. Local vehicles serve Registered CARTS customers who ride into Austin on the Interurban Coach routes can schedule a connecting ride on the neighboring towns so local ride times may vary. Grasshopper to their destinations in Austin. Most Country Bus schedules make connections to Interurban Coach Routes. CURB-TO-CURB SERVICES RESERVED BY PHONE CARTS GRASSHOPPER SERVICE CARTS customers who use the Interurban Coach Routes into Austin can schedule a connecting ride from the CARTS Station Enjoy the convenience of having a to medical appointments or other business in Austin. -
Concord Coach (NH) O Dartmouth Coach (NH) O Peter Pan Bus Lines (MA)
KFH GROUP, INC. 2012 Vermont Public Transit Policy Plan INTERCITY BUS NEEDS ASSESSMENT AND POLICY OPTIONS White Paper January, 2012 Prepared for the: State of Vermont Agency of Transportation 4920 Elm Street, Suite 350 —Bethesda, MD 20814 —(301) 951-8660—FAX (301) 951-0026 Table of Contents Page Chapter 1: Background and Policy Context......................................................................... 1-1 Policy Context...................................................................................................................... 1-1 Chapter 2: Inventory of Existing Intercity Passenger Services.......................................... 2-1 Intercity Bus......................................................................................................................... 2-1 Impacts of the Loss of Rural Intercity Bus Service......................................................... 2-8 Intercity Passenger Rail.................................................................................................... 2-11 Regional Transit Connections ......................................................................................... 2-11 Conclusions........................................................................................................................ 2-13 Chapter 3: Analysis of Intercity Bus Service Needs............................................................ 3-1 Demographic Analysis of Intercity Bus Needs............................................................... 3-1 Public Input on Transit Needs ....................................................................................... -
Transit Capacity and Quality of Service Manual (Part B)
7UDQVLW&DSDFLW\DQG4XDOLW\RI6HUYLFH0DQXDO PART 2 BUS TRANSIT CAPACITY CONTENTS 1. BUS CAPACITY BASICS ....................................................................................... 2-1 Overview..................................................................................................................... 2-1 Definitions............................................................................................................... 2-1 Types of Bus Facilities and Service ............................................................................ 2-3 Factors Influencing Bus Capacity ............................................................................... 2-5 Vehicle Capacity..................................................................................................... 2-5 Person Capacity..................................................................................................... 2-13 Fundamental Capacity Calculations .......................................................................... 2-15 Vehicle Capacity................................................................................................... 2-15 Person Capacity..................................................................................................... 2-22 Planning Applications ............................................................................................... 2-23 2. OPERATING ISSUES............................................................................................ 2-25 Introduction..............................................................................................................