International Lessons for Promoting Transit Connections to High-Speed Rail Systems
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The Las Vegas Monorail, an Innovative Solution for Public Transportation Problems Within the Resort Corridor
UNLV Theses, Dissertations, Professional Papers, and Capstones 4-1999 The Las Vegas Monorail, an innovative solution for public transportation problems within the resort corridor Cam C. Walker University of Nevada Las Vegas Follow this and additional works at: https://digitalscholarship.unlv.edu/thesesdissertations Part of the Public Administration Commons Repository Citation Walker, Cam C., "The Las Vegas Monorail, an innovative solution for public transportation problems within the resort corridor" (1999). UNLV Theses, Dissertations, Professional Papers, and Capstones. 198. http://dx.doi.org/10.34917/1439111 This Thesis is protected by copyright and/or related rights. It has been brought to you by Digital Scholarship@UNLV with permission from the rights-holder(s). You are free to use this Thesis in any way that is permitted by the copyright and related rights legislation that applies to your use. For other uses you need to obtain permission from the rights-holder(s) directly, unless additional rights are indicated by a Creative Commons license in the record and/ or on the work itself. This Thesis has been accepted for inclusion in UNLV Theses, Dissertations, Professional Papers, and Capstones by an authorized administrator of Digital Scholarship@UNLV. For more information, please contact [email protected]. The Monorail 1 THE LAS VEGAS MONORAIL, AN INNOVATIVE SOLUTION The Las Vegas Monorail: An Innovative Solution for Public Transportation Problems within the Resort Corridor By Cam C. Walker Bachelor of Science Brigham Young -
Improving Elevator Performance by Monitoring Elevator Cab Volume by James O’Laughlin
EW ECO-ISSUES: Continuing Education Improving Elevator Performance by Monitoring Elevator Cab Volume by James O’Laughlin Learning Objectives After reading this article, you should: N Understand why some elevator applications have the problem of full elevator cabs stopping unnecessarily to service hall calls. N Be able to describe several methods that help minimize the problem of full elevator cabs stopping unnecessarily to serv- ice hall calls. N Recognize why camera technol- ogy provides a better solution for monitoring consumed elevator- cab volume. N Know the application require- ments for monitoring consumed CEDES ESPROS/VOL camera installation (photo elevator-cab volume using courtesy of New York Elevator) infrared camera technology. sponding to hall calls. Increasing the N Obtain knowledge regarding the number of elevators is one possibil- installation and operation of the ity, but is generally cost prohibitive. CEDES ESPROS/VOL Camera Destination-dispatch systems can sensor. also help to alleviate this issue. How- ever, destination-dispatch systems Optimal elevator system perform- are best implemented in new instal- ance has always been a concern for lations, and also may be cost prohib- facilities and building management. itive for modernization applications. People expect that the elevator will More cost-effective solutions include Value: 1 contact hour arrive shortly after they press the hall using load-weighing systems or call button. When the elevator ar- camera-based monitoring to deter- This article is part of ELEVATOR WORLD’s mine a threshold that corresponds to rives, people are disappointed when Continuing Education program. Elevator-industry it is full, and they have to press the the consumed volume inside the ele- personnel required to obtain continuing-education hall call button and wait for the next vator cab. -
GAO-02-398 Intercity Passenger Rail: Amtrak Needs to Improve Its
United States General Accounting Office Report to the Honorable Ron Wyden GAO U.S. Senate April 2002 INTERCITY PASSENGER RAIL Amtrak Needs to Improve Its Decisionmaking Process for Its Route and Service Proposals GAO-02-398 Contents Letter 1 Results in Brief 2 Background 3 Status of the Growth Strategy 6 Amtrak Overestimated Expected Mail and Express Revenue 7 Amtrak Encountered Substantial Difficulties in Expanding Service Over Freight Railroad Tracks 9 Conclusions 13 Recommendation for Executive Action 13 Agency Comments and Our Evaluation 13 Scope and Methodology 16 Appendix I Financial Performance of Amtrak’s Routes, Fiscal Year 2001 18 Appendix II Amtrak Route Actions, January 1995 Through December 2001 20 Appendix III Planned Route and Service Actions Included in the Network Growth Strategy 22 Appendix IV Amtrak’s Process for Evaluating Route and Service Proposals 23 Amtrak’s Consideration of Operating Revenue and Direct Costs 23 Consideration of Capital Costs and Other Financial Issues 24 Appendix V Market-Based Network Analysis Models Used to Estimate Ridership, Revenues, and Costs 26 Models Used to Estimate Ridership and Revenue 26 Models Used to Estimate Costs 27 Page i GAO-02-398 Amtrak’s Route and Service Decisionmaking Appendix VI Comments from the National Railroad Passenger Corporation 28 GAO’s Evaluation 37 Tables Table 1: Status of Network Growth Strategy Route and Service Actions, as of December 31, 2001 7 Table 2: Operating Profit (Loss), Operating Ratio, and Profit (Loss) per Passenger of Each Amtrak Route, Fiscal Year 2001, Ranked by Profit (Loss) 18 Table 3: Planned Network Growth Strategy Route and Service Actions 22 Figure Figure 1: Amtrak’s Route System, as of December 2001 4 Page ii GAO-02-398 Amtrak’s Route and Service Decisionmaking United States General Accounting Office Washington, DC 20548 April 12, 2002 The Honorable Ron Wyden United States Senate Dear Senator Wyden: The National Railroad Passenger Corporation (Amtrak) is the nation’s intercity passenger rail operator. -
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 -
Southern California Rapid Transit District (SCRTD)
Los Angeles County Metropolitan Transportation Authority Law ---------------------------------------------------------------------- With corresponding provisions of the Southern California Rapid Transit District Law and Los Angeles County Transportation Commission Law Los Angeles County Metropolitan Transportation Authority California Public Utilities Code Page 2 of 110 Introduction The Southern California Rapid Transit District, also known as the SCRTD or the “District” (1964-1993) was created by the State as the successor to the Los Angeles Metropolitan Transit Authority or “LAMTA” (1958-1964). LAMTA was the first publicly governed transit operator in Los Angeles and also responsible for the planning of a new mass transit system to replace the aging remnants of the transit systems built by Pacific Electric (1899-1953) and Los Angeles Railway (1895-1945). Unfortunately, the LAMTA had no ability to raise tax revenues or powers of eminent domain, and its board was appointed by the Governor, making the task building local support for mass transit improvements difficult at best. Dissatisfaction with the underpowered LAMTA led to a complete re-write of its legislative authority. While referred to in state legislation as a merger, the District law completely overwrote the LAMTA Act of 1957. The Los Angeles County Transportation Commission, also known as LACTC or the “Commission” (1977-1993) was created by the State in 1976 as a separate countywide transportation planning agency, along with transportation commissions in San Bernardino, Riverside, and Orange counties. At the time the District was initially created, there were no transit or transportation grant programs available from the State or Federal governments. Once funding sources became available from the Urban Mass Transit Administration, now the Federal Transit Administration, the California Transportation Commission, and others, the creation of county transportation commissions ensured coordination of multimodal transportation planning and funding programs. -
Intercity Bus Transportation System and Its Competition in Malaysia
Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2011 Intercity Bus Transportation System and its competition in Malaysia Bayu Martanto ADJI Angelalia ROZA PhD Candidate Masters Candidate Center for Transportation Research Center for Transportation Research Faculty of Engineering Faculty of Engineering University of Malaya University of Malaya 50603 Kuala Lumpur, Malaysia 50603 Kuala Lumpur, Malaysia Fax: +603-79552182 Fax: +603-79552182 Email: [email protected] Email: [email protected] Raja Syahira RAJA ABDUL AZIZ Mohamed Rehan KARIM Masters Candidate Professor Center for Transportation Research Center for Transportation Research Faculty of Engineering Faculty of Engineering University of Malaya University of Malaya 50603 Kuala Lumpur, Malaysia 50603 Kuala Lumpur, Malaysia Fax: +603-79552182 Fax: +603-79552182 Email: [email protected] Email: [email protected] Abstract : Intercity transportation in Malaysia is quite similar to other countries, which involve three kinds of modes, namely, bus, rail and air. Among these modes, bus transportation continues to be the top choice for intercity travelers in Malaysia. Bus offers more flexibility compared to the other transport modes. Due to its relatively cheaper fare as compared to the air transport, bus is more affordable to those with low income. However, bus transport service today is starting to face higher competition from rail and air transport due to their attractive factors. The huge challenge faced by intercity bus transport in Malaysia is the management of its services. The intercity bus transport does not fall under one management; unlike rail transport which is managed under Keretapi Tanah Melayu Berhad (KTMB), or air transport which is managed under Malaysia Airports Holdings Berhad (MAHB). -
The Signal Bridge
THE SIGNAL BRIDGE Volume 18 NEWSLETTER OF THE MOUNTAIN EMPIRE MODEL RAILROADERS CLUB Number 5B MAY 2011 BONUS PAGES Published for the Education and Information of Its Membership NORFOLK & WESTERN/SOUTHERN RAILWAY DEPOT BRISTOL TENNESSEE/VIRGINIA CLUB OFFICERS LOCATION HOURS President: Secretary: Newsletter Editor: ETSU Campus, Business Meetings are held the Fred Alsop Donald Ramey Ted Bleck-Doran: George L. Carter 3rd Tuesday of each month. Railroad Museum Meetings start at 7:00 PM at Vice-President: Treasurer: Webmaster: ETSU Campus, Johnson City, TN. John Carter Duane Swank John Edwards Brown Hall Science Bldg, Room 312, Open House for viewing every Saturday from 10:00 am until 3:00 pm. Work Nights each Thursday from 5:00 pm until ?? APRIL 2011 THE SIGNAL BRIDGE Page 2 APRIL 2011 THE SIGNAL BRIDGE Page 3 APRIL 2011 THE SIGNAL BRIDGE II scheme. The "stripe" style paint schemes would be used on AMTRAK PAINT SCHEMES Amtrak for many more years. From Wikipedia, the free encyclopedia Phase II Amtrak paint schemes or "Phases" (referred to by Amtrak), are a series of livery applied to the outside of their rolling stock in the United States. The livery phases appeared as different designs, with a majority using a red, white, and blue (the colors of the American flag) format, except for promotional trains, state partnership routes, and the Acela "splotches" phase. The first Amtrak Phases started to emerge around 1972, shortly after Amtrak's formation. Phase paint schemes Phase I F40PH in Phase II Livery Phase II was one of the first paint schemes of Amtrak to use entirely the "stripe" style. -
Flip Or Flop? Real Estate Tobin Taxes
Flip or Flop? Tobin Taxes in the Real Estate Market ∗ Chun-Che Chiy Cameron LaPointz Ming-Jen Linx Academia Sinica Yale SOM National Taiwan University April 24, 2021 { Latest version here Abstract This paper estimates the optimal tax on property flips using a sufficient statistics approach applied to a 2011 reform in Taiwan which levied a sales surcharge of up to 15% on investment properties held for two years or less. Linking the universe of personal income tax returns to transaction records, we show via an hedonic bunching design that the tax generated a 75% drop in one-year flips and a 40% drop in overall second home sales volume. We use shocks to housing net worth from inheritances received after decedents' untimely deaths to show that investors with more portfolio exposure pass through the tax to buyers. While low-wealth out-of-town investors account for most of the drop in sales volume, locals and non-residents earn similar holding period returns in the pre-reform period. We use spatial and time variation in the severity of typhoon seasons to estimate a 20% share of noise trading prior to the reform. We combine our estimates of the noise trading share and change in short-term sales volume to parametrize a model of optimal financial transaction taxes. The optimal transfer tax on short-term sales is 4%, at most, which is close to the flat transfer tax rates imposed in many global real estate markets. Our results point to segmentation and inventory effects as key constraints on the ability of Tobin taxes to promote housing affordability. -
Surface Access Integrated Ticketing Report May 2018 1
SURFACE ACCESS INTEGRATED TICKETING REPORT MAY 2018 1. Contents 1. Executive Summary 3 1.1. Introduction 3 1.2. Methodology 3 1.3. Current Practice 4 1.4. Appetite and Desire 5 1.5. Barriers 5 1.6. Conclusions 6 2. Introduction 7 3. Methodology 8 4. Current Practice 9 4.1. Current Practice within the Aviation Sector in the UK 11 4.2. Experience from Other Modes in the UK 15 4.3. International Comparisons 20 5. Appetite and Desire 25 5.1. Industry Appetite Findings 25 5.2. Passenger Appetite Findings 26 5.3. Passenger Appetite Summary 30 6. Barriers 31 6.1. Commercial 32 6.2. Technological 33 6.3. Regulatory 34 6.4. Awareness 35 6.5. Cultural/Behavioural 36 7. Conclusions 37 8. Appendix 1 – About the Authors 39 9. Appendix 2 – Bibliography 40 10. Appendix 3 – Distribution & Integration Methods 43 PAGE 2 1. Executive Summary 1.1. Introduction This report examines air-to-surface access integrated ticketing in support of one of the Department for Transport’s (DfT) six policy objectives in the proposed new avia- tion strategy – “Helping the aviation industry work for its customers”. Integrated Ticketing is defined as the incorporation of one ticket that includes sur- face access to/from an airport and the airplane ticket itself using one transaction. Integrated ticketing may consider surface access journeys both to the origin airport and from the destination airport. We recognise that some of the methods of inte- grated ticketing might not be truly integrated (such as selling rail or coach tickets on board the flight), but such examples were included in the report to reflect that these exist and that the customer experience in purchasing is relatively seamless. -
Regional Rail Service the Vermont Way
DRAFT Regional Rail Service The Vermont Way Authored by Christopher Parker and Carl Fowler November 30, 2017 Contents Contents 2 Executive Summary 4 The Budd Car RDC Advantage 5 Project System Description 6 Routes 6 Schedule 7 Major Employers and Markets 8 Commuter vs. Intercity Designation 10 Project Developer 10 Stakeholders 10 Transportation organizations 10 Town and City Governments 11 Colleges and Universities 11 Resorts 11 Host Railroads 11 Vermont Rail Systems 11 New England Central Railroad 12 Amtrak 12 Possible contract operators 12 Dispatching 13 Liability Insurance 13 Tracks and Right-of-Way 15 Upgraded Track 15 Safety: Grade Crossing Upgrades 15 Proposed Standard 16 Upgrades by segment 16 Cost of Upgrades 17 Safety 19 Platforms and Stations 20 Proposed Stations 20 Existing Stations 22 Construction Methods of New Stations 22 Current and Historical Precedents 25 Rail in Vermont 25 Regional Rail Service in the United States 27 New Mexico 27 Maine 27 Oregon 28 Arizona and Rural New York 28 Rural Massachusetts 28 Executive Summary For more than twenty years various studies have responded to a yearning in Vermont for a regional passenger rail service which would connect Vermont towns and cities. This White Paper, commissioned by Champ P3, LLC reviews the opportunities for and obstacles to delivering rail service at a rural scale appropriate for a rural state. Champ P3 is a mission driven public-private partnership modeled on the Eagle P3 which built Denver’s new commuter rail network. Vermont’s two railroads, Vermont Rail System and Genesee & Wyoming, have experience hosting and operating commuter rail service utilizing Budd cars. -
Dynamic Changes in Rail Shipping Mechanisms for Grain
Agribusiness and Applied Economics Report No. 798 June 2020 Dynamic Changes in Rail Shipping Mechanisms for Grain Dr. William W Wilson Department of Agribusiness & Applied Economics Agricultural Experiment Station North Dakota State University Fargo, ND 58108-6050 ACKNOWLEDGEMENTS NDSU does not discriminate in its programs and activities on the basis of age, color, gender expression/identity, genetic information, marital status, national origin, participation in lawful off-campus activity, physical or mental disability, pregnancy, public assistance status, race, religion, sex, sexual orientation, spousal relationship to current employee, or veteran status, as applicable. Direct inquiries to Vice Provost for Title IX/ADA Coordinator, Old Main 201, NDSU Main Campus, 7901-231-7708, ndsu.eoaa.ndsu.edu. This publication will be made available in alternative formats for people with disabilities upon request, 701-231-7881. NDSU is an equal opportunity institution. Copyright ©2020 by William W. Wilson. All rights reserved. Readers may make verbatim copies of this document for non-commercial purposes by any means, provided this copyright notice appears on all such copies. ABSTRACT Grain shipping involves many sources of risk and uncertainty. In response to these dynamic challenges faced by shippers, railroad carriers offer various types of forward contracting and allocation instruments. An important feature of the U.S. grain marketing system is that there are now a number of pricing and allocation mechanisms used by most rail carriers. These have evolved since the late 1980’s and have had important changes in their features over time. The operations and impact of these mechanisms are not well understood, yet are frequently the subject of public criticism and studies and at the same time are revered by (some) market participants. -
Iiii3 9080 02993 0523Iiii
MIT LIBRARIESI IIII390803 0002993 02993 0523IIII0523 .2: HYDDIEAICS THE HYDROFOIL BOAT (Dos Tragflugelboot) AME 'IGCS Dipl..Ing. K. Bililer STRUCTURAL MECHANICS Translated by E.N. Lobouvie, Ph. D. APPLIED MAhETICS December 1959 Translation 293 PrNC-TN~6 (Rev. 9-b8) ' II This tuwstln.to be disdnd oely wNlt~ith m s thmit off tA* IWld States Ord ts TnrlfftwIn. ,IMI ilMMIM liIIi i il li 111 . -,11 THE HYDROFOIL BOAT (Das Tragfliigelboot) by Dipl.-Ing. K. Builler HANSA, No. 33/34 (1952), p. 1090 Translated by E.N. Labouvie, Ph. D. December 1959 Translation 293 ABSTRACT This report gives a short summary of the development of the hydrofoil boat during the past 50 years. The limitations of size, the power required, and the stability of these high-speed boats are discussed. 6nrr I- I I_, I I __I 311~ba~ 0 'THE HYDROFOIL BOAT Although work has been going forward on the development of the hydrofoil boat for more than fifty years and although a number of such boats of the most diverse types and sizes have been constructed, the general public is not very familiar with this type of high-speed craft. However, the state of research and technology as well as the test results obtained with hydrofoil boats built thus far have enabled us for years to utilize hydrofoil boats which are of considerable size and are safe to operate in ship traffic. The technical and economic inter- est presently being shown in these boats justifies the assumption that the hydrofoil boat will soon develop into a familiar means of transportation in high-speed ship traffic.