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M7 Electric Multiple Unitанаnew York
Electric Multiple Unit -M- 7 POWERCAR WITH TOILET ---10' 6' B END FEND I 3,200 mi , -: -" 0 C==- ~=0 :- CJCJ ~~[] CJCJCJCJCJCJ [] I D b 01 " ~) -1::1 1211-1/2 t~J ~~W ~~IL...I ~w -A'-'1~~~- I ~~ 309~mmt ~ 1 I~ 11 m 2205~16~m-! 591..1.6" mm --I I 1- -- 59°6" ° 4°8-1/2. , ~ 16,~:,60~m ~-- -;cl 10435mm ~ .-1 25.908 mm F END GENERAL DATA wheelchair locations 2 type of vehicle electric multiple unit passenger per car (seated) under design operator Metropolitan Transportation Authority passengers per car (standing) crush load under design Long Island Railroad order date May 1999 TECHNICAL CHARACTERISTICS quantity 113 power cars without toilet .power fed by third rail: 400-900 Vdc 113 power cars with toilet .auxiliary voltages: 230 Vac / 3 ph / 60 Hz train consist up to 14 cars 72 Vdc .AC traction motor: 265 hp (200 kW) DIMENSIONS AND WEIGHf Metric Imperial .dynamic and pneumatic (tread & disc) braking system length over coupler 25,908 mm 85'0" .coil spring primary suspension width over side sheets 3,200 mm 10'6" .air-bag secondary suspension rail to roof height 3,950 mm 12' II Y;" .stainless steel carbody rail to top of floor height I ,295 mm 51" .fabricated steel frame trucks rail to top of height 4,039 mm 13' 3" .automatic parking brake doorway width 1,270 mm 50" .forced-air ventilation doorway height 1,981 mm 6'6" .air-conditioning capacity of 18 tons floor to high ceiling height 2,261 mm 89" .electric strip heaters floor to low ceiling height 2,007 mm 79" .ADA compliant toilet room (8 car) wheel diameter 914 mm 36" .vacuum sewage system -
Historic Resources Evaluation Report
Archaeological and Historical Services, Inc. Historic Resources Evaluation Report Walk Bridge Replacement Project Norwalk, Connecticut State Project No. 0301-0176 Prepared for HNTB Corporation Boston, Massachusetts by Archaeological and Historical Services, Inc. Storrs, Connecticut for submission to The Connecticut Department of Transportation Authors: Bruce Clouette Marguerite Carnell Rodney Stacey Vairo August 2016 ABSTRACT AND MANAGEMENT SUMMARY The State of Connecticut, through the Connecticut Department of Transportation (CTDOT), is planning the replacement of the 1896 Norwalk River railroad swing bridge in Norwalk, Connecticut, in order to improve the safety and reliability of service along the state’s busiest rail corridor. The project will receive funding from the Federal Transit Administration (FTA), requiring consultation with the State Historic Preservation Office (CTSHPO) regarding possible impacts to significant historic and archaeological resources under Section 106 of the National Historic Preservation Act and Section 4(f) of the Department of Transportation Act. CTDOT is studying variants of the movable replacement bridge, including a vertical lift span option and a bascule span option. This report presents the results of research, field inspection, and analysis for the historic resources that may be affected by the project. Historic resources as considered herein are limited to above-ground (i.e., standing) properties: buildings, structures, objects, districts, landscapes, and sites that meet the criteria for listing in -
Meeting of the Metro-North Railroad Committee
• Metropolitan Transportation Authority ~ Meeting of the Metro-NorthI Railroad Committee May 2014 Members J. Sedore, Chair F. Ferrer, MTA Vice Chairman J. Balian R. Bickford J. Blair N. Brown J. Kay S. Metzger C. Moerdler J. Molloy M. Pally A. Saul C. Wortendyke Minutes of the Regular Meeting Metro-North Committee Monday, April 28, 2014 Meeting Held at 347 Maclison j\.venue New York, New York 10017 8:30 a.m. The following members were present: Hon. Fernando Ferrer, Vice Chairman, MTA Hon. James L. Sedore, Jr., Chairman of the Committee Hon. Mitchell H. Pally Hon. Jonathan A. Ballan Hon. Robert C. Bickford Hon. James F. Blair Hon. Norman Brown Hon. Susan G. Metzger Hon. Charles G. Moerdler Hon. John]. Molloy Hon. Carl V. Wortendyke Not Present: Hon. Jeffrey A. Kay Hon. Andrew M. Saul Also Present Hon. Ira R. Greenberg Hon. Mark D. Lebow Hon. Mark Page Hon. James Redeker, Commissioner, CDOT Joseph]. Giulietti - President, Metro-North Railroad Donna Evans - Chief of Staff Ralph Agritelley- Vice President, Labor Relations Katherine Betries-Kendall- Vice President Human Resources Michael R. Coan - Chief, MTA POllce Department Susan Doering - Vice President-Customer Service & Stations Randall Fleischer - Senior Director, Business Development, Facilities and Marketing James B. Henly - Vice President and General Counsel Michael Horodniceanu, President, MTA Capital Construction John Kesich- Senior Vice President Operations Anne Kirsch - Chief Safety Officer Timothy McCarthy - Senior Director, Capital Programs Kim Porcelain - Vice President - Finance and Information Systems Robert Rodriguez - Director - Diversity and EEO Michael Shiffer - Vice President - Operations Planning Page 3 The members of the Metro-N orth Committee met joindy with the members of the Long Island Committee. -
Society for Industrial Archeologyทท New England Chapters
Society for Industrial Archeology·· New England Chapters VOLUME23 NUMBER 1 2003 CONTENTS NNEC-SIA Spring 2003 Meeting and Field Tour NNEC-SIA Spring 2003 Meeting and Field Tour Southern New England Chapter The spring meeting and field tour of the Northern New England President's Conunents 2 Northern New England Chapter Chapter, Society for Industrial Archeology, will be held on Saturday, May 10, President's Conunents 3 beginning at 9:30a.m. (if heavy rain on Saturday, then Sunday, May 11). The Field Site Committee Formed for the Northern sites visited will be six in number: three railroad bridges, the remnants of a New England Chapter 3 turntable and locomotive house, a woolen mill, and a granite quarry. From Square Dancing to Folk Engineering: Attendees should arrive at the north end of the Sarah Mildred Long or By A Visit to Thrall Hall 3 Pass U.S. 1 bridge spanning the Piscataqua River between Portsmouth, NH, Adapting to a Changing Steel Economy: and Kittery, ME, no later than 9:40 a.m. on May 10. Directions sent by email A Visit to Berlin Steel 4 Discoveries at the Haverhill-Bath and post will be sufficiently detailed to permit late arrivals to catch the con Covered Bridge 4 voy already heading northwest to the other sites. The registration fee for this History of the New York, New Haven and Hartford tour is $5 per person. Railroad's Central Avenue Interlocking Tower 5 Directions from the south: Proceed on I-95 North (New Hampshire Railroad Roundhouse Archaeology 17 Tpke) to Exit 5, leading to the Portsmouth Traffic Circle. -
Title: Flexible Carpooling to Transit Stations / GO Transit Prepared By
Title: Flexible Carpooling to Transit Stations / GO Transit Prepared By: Paul Minett / GO Transit Auckland, New Zealand / Canada Experiment: On Five Seattle-Area Transit Station Parking / Smart Commute Tool Objective is to investigate and define flexible carpooling service to increase the amount of carpooling to transit stations, and designed a field operating trial to test the concept. Many transit stations are overflowing therefore, Transit ridership could be increased/ the effectiveness of investments in parking at transit stations must improve, only if mechanisms could be developed that encourage more people to carpool to stations. There are two types of Carpooling defined in this article, one is Flexible Carpooling which is characterized by an absence of the trip by trip rearrangement found in other carpool formation systems, relying on sufficient people arriving at the meeting place seeking rides by lining up by the station. The other type is Informal Flexible Carpooling, which is seen as evidence that the underlying behaviors can occur, and that this style of carpool formation, without the complex matching systems found in other carpool solutions, this method can attract significant numbers of users. If a transit station is at a ‘high volume destination’, then they could create a system, so it can be established in which people would form flexible carpools and enable a greater number of people to access any given transit station and therefore increase transit ridership. It could the equivalent of a slug-line be established (a “formal flexible carpool” because it would be part of the formal public transport system) to get people to transit rather than all the way to a final destination. -
Metro-North Scenario Pack 01
Realistic Routes and Scenarios for Train Simulator Metro-North Scenario Pack 01 About High Iron Simulations As a Train Simulator Partner Programme member, we collaborate with Dovetail Games to produce a wide variety of realistic content for Train Simulator. Our products now include more than 25 realistic Train Simulator scenario packs, each of which is available at the Steam Store and Dovetail Games Store. Metro-North Commuter Railroad Metro-North Commuter Railroad is one of the United States largest commuter operations, with daily ridership of approximately 300,000 passengers and annual ridership in excess of 87 million. Operating as an entity of New York’s Metropolitan Transportation Authority (MTA), Metro-North operates three commuter lines from New York City’s Grand Central Terminal — the Hudson Line extending, via Croton-Harmon, to Poughkeepsie, New York; the Harlem Line extending, via White Plains and Brewster, to Wassaic, New York; and the New Haven Line, extending via Stamford, to New Haven, Connecticut. The New Haven Line, operated in cooperation with the Connecticut Department of Transportation, includes branch lines to New Canaan, Danbury, and Waterbury, Connecticut. Metro-North also is a partner with NJ Transit in operating “West of Hudson” lines from Hoboken (New Jersey) Terminal to Spring Valley and Port Jervis, New York. To serve its three routes from Grand Central Terminal, Metro-North utilizes electric-multiple-unit (EMU) trains as well as diesel powered trains hauling Shoreliner “push-pull” equipment. Most diesel-powered trains utilize General Electric P32AC-DM locomotives. EMU trains on the Hudson and Harlem lines most typically employ Metro-North’s M7A electrics while the New Haven Line employs M8 EMUs, the latter of which are equipped to operate both from third-rail D. -
Ridesharing in North America: Past, Present, and Future Nelson D
This article was downloaded by: [University of California, Berkeley] On: 06 January 2012, At: 11:09 Publisher: Routledge Informa Ltd Registered in England and Wales Registered Number: 1072954 Registered office: Mortimer House, 37-41 Mortimer Street, London W1T 3JH, UK Transport Reviews Publication details, including instructions for authors and subscription information: http://www.tandfonline.com/loi/ttrv20 Ridesharing in North America: Past, Present, and Future Nelson D. Chan a & Susan A. Shaheen a a Transportation Sustainability Research Center, University of California, Berkeley, Richmond, CA, USA Available online: 04 Nov 2011 To cite this article: Nelson D. Chan & Susan A. Shaheen (2012): Ridesharing in North America: Past, Present, and Future, Transport Reviews, 32:1, 93-112 To link to this article: http://dx.doi.org/10.1080/01441647.2011.621557 PLEASE SCROLL DOWN FOR ARTICLE Full terms and conditions of use: http://www.tandfonline.com/page/terms-and- conditions This article may be used for research, teaching, and private study purposes. Any substantial or systematic reproduction, redistribution, reselling, loan, sub-licensing, systematic supply, or distribution in any form to anyone is expressly forbidden. The publisher does not give any warranty express or implied or make any representation that the contents will be complete or accurate or up to date. The accuracy of any instructions, formulae, and drug doses should be independently verified with primary sources. The publisher shall not be liable for any loss, actions, claims, proceedings, demand, or costs or damages whatsoever or howsoever caused arising directly or indirectly in connection with or arising out of the use of this material. -
New IDEAS for Transit
IDEA Innovations Deserving Exploratory Analysis Programs TRANSIT New IDEAS for Transit Transit IDEA Program Annual Report DECEMBER 2019 TRANSPORTATION RESEARCH BOARD 2019 EXECUTIVE COMMITTEE* OFFICERS CHAIR: Victoria A. Arroyo, Executive Director, Georgetown Climate Center; Assistant Dean, Centers and Institutes; and Professor and Director, Environmental Law Program, Georgetown University Law Center, Washington, D.C. VICE CHAIR: Carlos M. Braceras, Executive Director, Utah Department of Transportation, Salt Lake City EXECUTIVE DIRECTOR: Neil J. Pedersen, Transportation Research Board MEMBERS Michael F. Ableson, CEO, Arrival Automotive–North America, Detroit, MI Ginger Evans, CEO, Reach Airports, Arlington, VA Nuria I. Fernandez, General Manager/CEO, Santa Clara Valley Transportation Authority, San Jose, CA Nathaniel P. Ford, Sr., Executive Director–CEO, Jacksonville Transportation Authority, Jacksonville, FL A. Stewart Fotheringham, Professor, School of Geographical Sciences and Urban Planning, Arizona State University, Tempe Diane Gutierrez-Scaccetti, Commissioner, New Jersey Department of Transportation, Trenton Susan Hanson, Distinguished University Professor Emerita, Graduate School of Geography, Clark University, Worcester, MA Stephen W. Hargarten, Professor, Emergency Medicine, Medical College of Wisconsin, Milwaukee Chris T. Hendrickson, Hamerschlag University Professor of Engineering, Carnegie Mellon University, Pittsburgh, PA S. Jack Hu, Vice President for Research and J. Reid and Polly Anderson Professor of Manufacturing, University of Michigan, Ann Arbor Roger B. Huff, President, HGLC, LLC, Farmington Hills, MI Ashby Johnson, Executive Director, Capital Area Metropolitan Planning Organization (CAMPO), Austin, TX Geraldine Knatz, Professor, Sol Price School of Public Policy, Viterbi School of Engineering, University of Southern California, Los Angeles William Kruger, Vice President, UPS Freight for Fleet Maintenance and Engineering, Richmond, VA Julie Lorenz, Secretary, Kansas Department of Transportation, Topeka Michael R. -
New Haven Line Capacity and Speed Analysis
CTrail Strategies New Haven Line Capacity and Speed Analysis Final Report June 2021 | Page of 30 CTrail Strategies Table of Contents Executive Summary........................................................................................................................ 1 1. Introduction ............................................................................................................................. 2 2. Existing Conditions: Infrastructure, Facilities, Equipment and Services (Task 1)............... 2 2.1. Capacity and Speed are Constrained by Legacy Infrastructure .................................... 3 2.2. Track Geometry and Slow Orders Contribute to Reduced Speeds ............................... 4 2.3. State-of-Good-Repair & Normal Replacement Improvements Impact Speed .............. 6 2.4. Aging Diesel-Hauled Fleet Limits Capacity ..................................................................... 6 2.5. Service Can Be Optimized to Improve Trip Times .......................................................... 7 2.6. Operating Costs and Revenue ........................................................................................ 8 3. Capacity of the NHL (Task 2)................................................................................................. 8 4. Market Assessment (Task 3) ............................................................................................... 10 4.1. Model Selection and High-Level Validation................................................................... 10 4.2. Market Analysis.............................................................................................................. -
Ride On! Mobility Business Models for the Sharing Economy
OAEXXX10.1177/1086026614546199Organization & EnvironmentCohen and Kietzmann 546199research-article2014 Article Organization & Environment 2014, Vol. 27(3) 279 –296 Ride On! Mobility Business © 2014 SAGE Publications Reprints and permissions: Models for the Sharing Economy sagepub.com/journalsPermissions.nav DOI: 10.1177/1086026614546199 oae.sagepub.com Boyd Cohen1 and Jan Kietzmann2 Abstract The public perception of shared goods has changed substantially in the past few years. While co-owning properties has been widely accepted for a while (e.g., timeshares), the notion of sharing bikes, cars, or even rides on an on-demand basis is just now starting to gain widespread popularity. The emerging “sharing economy” is particularly interesting in the context of cities that struggle with population growth and increasing density. While sharing vehicles promises to reduce inner-city traffic, congestion, and pollution problems, the associated business models are not without problems themselves. Using agency theory, in this article we discuss existing shared mobility business models in an effort to unveil the optimal relationship between service providers (agents) and the local governments (principals) to achieve the common objective of sustainable mobility. Our findings show private or public models are fraught with conflicts, and point to a merit model as the most promising alignment of the strengths of agents and principals. Keywords sharing economy, business models, sustainability, carsharing, ridesharing, bikesharing, agency theory, Uber, Zipcar Introduction Over the past several years, a number of altogether new and different businesses have emerged. What their underlying business models have in common is that they operate in “sharing economies” of collaborative consumption(Botsman & Rogers, 2010), where people offer and share underuti- lized resources in creative, new ways. -
SLUGGING in DC Advantages to Slugging Etiquette and Rules (AND ELSEWHERE) Map of Locations Slugging Elsewhere Tuesday, February 9, 2010 David Leblanc & Marc Oliphant
5/24/2011 TOOLS OF CHANGE WEBINAR PART I: Slugging - Background History of Slugging What is “Slugging” How it Works How it all Started The Very Firs t Slug Line The Term “Slugging” SLUGGING IN DC Advantages to Slugging Etiquette and Rules (AND ELSEWHERE) Map of Locations Slugging Elsewhere Tuesday, February 9, 2010 David LeBlanc & Marc Oliphant What is Slugging How it Works “Slugging” is a term used to describe a unique form of Slugging occurs only during the High Occupancy Vehicle (HOV- commuting found in the Washington, DC and Northern 3) restricted hours along I-95/395 Virginia. Northbound 6:00 a.m. to 9:00 am Also known in other areas as: Southbound 3:30 p.m. to 6:00 p.m. “Instant Carpooling” “Casual Carpooling” A driver needing additional passengers to meet the required “Flexible Carpooling” HOV-3 (3-person minimum) requirement, drives to a slug line. “Dynamic Rideshare” It is unique because carpools are created “on the fly” The slugs (passengers) join the driver to create an “instant and the commuters are generally total strangers. carpool” of three occupants to meet the HOV-3 requirement How it Works How it all Started Slugging can trace its roots back to the Arab oil embargo of the 1970’s. Destination is “pre-arranged” based upon the slug During this era, gas prices soared and it became apparent that the line itself United States was dependent on foreign oil. No money is exchanged In an attempt to reduce its dependence on foreign oil, the United No conversation (unless initiated by the driver) States adopted a number of measures to curb gasoline consumption: Speed limits were reduced from 65+ m.p.h. -
Joint Sub Committee Proposal
TRB Emerging Ridesharing Solutions Joint Sub-Committee By Paul Minett, Ed Beimborn, Jane Lappin, and Susan Shaheen Draft: Mission Statement and Research Topics Introduction The Texas Transportation Institute’s 2009 Urban Mobility Report found that more than 2.8 billion gallons of gasoline were wasted in congested traffic in 2007, with over 4 billion hours of travel delay. With driving-age population growing at 1% per year, and a base of 118 million private vehicles, over a million vehicles will be added to the traffic each year if mode mix remains constant. Most of the growth will occur on urban roads that are already congested and the amount of delay and energy waste will increase exponentially. At the same time there is a new industry developing, brought about because of the emergence of new technologies that could enable greater levels of ridesharing. When the Metropolitan Transportation Commission in San Francisco went out to the market recently they found that there are over eighty potential providers of online or real time ride-matching services. Add to this the interest at a ‘Real Time Ridesharing’ workshop at MIT in April 2009, which saw biometric “ride-sharer ID cards”, i-Phone Apps, new incentive systems, specialised ridesharing meeting places, and discussions from slugs to smart jitneys, and one can conclude that there is a lot happening in this space, trying to create a supply of alternatives to driving alone. On the other side, congestion pricing initiatives are relying on mode shift to enable mobility in the face of higher charges, creating potential demand for these alternatives.