DART+ South West Technical Optioneering Report Park West to Heuston Station Area Around Heuston Station and Yard Iarnród Éireann
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Transportation on the Minneapolis Riverfront
RAPIDS, REINS, RAILS: TRANSPORTATION ON THE MINNEAPOLIS RIVERFRONT Mississippi River near Stone Arch Bridge, July 1, 1925 Minnesota Historical Society Collections Prepared by Prepared for The Saint Anthony Falls Marjorie Pearson, Ph.D. Heritage Board Principal Investigator Minnesota Historical Society Penny A. Petersen 704 South Second Street Researcher Minneapolis, Minnesota 55401 Hess, Roise and Company 100 North First Street Minneapolis, Minnesota 55401 May 2009 612-338-1987 Table of Contents PROJECT BACKGROUND AND METHODOLOGY ................................................................................. 1 RAPID, REINS, RAILS: A SUMMARY OF RIVERFRONT TRANSPORTATION ......................................... 3 THE RAPIDS: WATER TRANSPORTATION BY SAINT ANTHONY FALLS .............................................. 8 THE REINS: ANIMAL-POWERED TRANSPORTATION BY SAINT ANTHONY FALLS ............................ 25 THE RAILS: RAILROADS BY SAINT ANTHONY FALLS ..................................................................... 42 The Early Period of Railroads—1850 to 1880 ......................................................................... 42 The First Railroad: the Saint Paul and Pacific ...................................................................... 44 Minnesota Central, later the Chicago, Milwaukee and Saint Paul Railroad (CM and StP), also called The Milwaukee Road .......................................................................................... 55 Minneapolis and Saint Louis Railway ................................................................................. -
Status of TTC 2015 06 Final.Pdf
Status of the Transportation U.S. Department of Transportation Technology Center - 2015 Federal Railroad Administration Office of Research, Development, and Technology Washington, DC 20590 DOT/FRA/ORD-16/05 Final Report March 2016 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. Any opinions, findings and conclusions, or recommendations expressed in this material do not necessarily reflect the views or policies of the United States Government, nor does mention of trade names, commercial products, or organizations imply endorsement by the United States Government. The United States Government assumes no liability for the content or use of the material contained in this document. NOTICE 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. 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 instructions, 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. -
Rail Deck Park Engineering and Costing Study
Contents EXECUTIVE SUMMARY ............................................................................................................. 1 1.0 BACKGROUND ............................................................................................................... 8 1.1 Purpose ..................................................................................................................... 8 1.2 Alignment with Other Initiatives ................................................................................. 8 1.3 Project Team ............................................................................................................. 9 City of Toronto.................................................................................................. 9 Build Toronto.................................................................................................... 9 WSP Canada Group Limited............................................................................ 9 2.0 STUDY METHODOLOGY.............................................................................................. 10 2.1 Study Area............................................................................................................... 10 2.2 Data Gathering ........................................................................................................ 10 3.0 EXISTING CONDITIONS............................................................................................... 12 3.1 Topography & Landforms....................................................................................... -
Colchester – Package 1 Share with Pride
Colchester – Package 1 Share with Pride 23-Jul-14/ 1 Colchester Station – Project and Planning History PROJECT SCOPE Colchester Station is a key interchange on the Great Eastern Mainline (LTN1) and is historically difficult to block for engineering access. The route through Colchester carries mixed traffic, with large commuter numbers, the single point of access for Electric Freight to Felixstowe Port and a growing leisure market at weekends. The original scope was to deliver 36 Point Ends in Modern Equivalent Form and circa 4100 Linear Metres of Plain Line. The primary driver for the renewal was poor ballast condition leading to Track Quality issues and the associated performance issues. TRACK ACCESS The renewal work for the S&C and PL at Colchester was originally proposed to be delivered a number of years earlier (some elements as long ago as 2008/9). The original planning workshops with the Route, National Express and the Freight Operating Companies explored different vehicles for delivery: - 2x 8 Day Blockades – to complete all works. -1x 16 Day Blockade – to complete all works. - A series of “conventional” 28 and 52 hour Possessions – totalling 26x 52 hour weekends spread over 2 years. These options were discussed in detail with the TOCs and FOCs. There were a number of caveats concerning a blockade strategy. The FOCs would still have had to pass trains through Colchester due to a lack of capacity on the non electrified diversionary route and the TOCs requested to run a service in from both Country and London through the midweek elements of the blockade due to the physical number of passengers they needed to move. -
2015 Feasibility Report (PDF)
Feasibility Report on Proposed Amtrak Service Chicago-Milwaukee-LaCrosse-Twin Cities-(St. Cloud) M.W. Franke Senior Director State Government Contracts W.L. Lander Principal Officer – Corridor Planning B.E. Hillblom Senior Director – State Partnerships R. J. Rogers Business Planning and Analysis Manager Amtrak Chicago, Illinois May 6, 2015 Chicago-Milwaukee-Twin Cities-(St. Cloud) - Table of Contents - Page I. Introduction and Background 3 II. Study Purpose and Nature of Feasibility Study 3 III. Corridor Characteristics 4 III.A. Route Overview 4 III.B. Demographics and Transportation Alternatives 11 III.C. Route Inspection 12 IV. Station Facilities 13 V. Crew Labor 13 VI. Schedules 14 VII. Ridership/Revenue Forecast 17 VIII. Rolling Stock and Maintenance 17 IX. Operating Expense/Subsidy Requirement 19 X. Proposed Capital Infrastructure Improvements 19 XI. Mobilization Costs (one-time expense) 23 XII. Summary Table of Key Numbers 24 Tables Table 1 – Track Ownership Table 2 – MSA and Populations Table 3 – Schedules Table 4 -- Locomotive & Equipment Acquisition Table 5 – Financial Summary by Scenario Table 6 – Infrastructure Capital Projects Exhibits Exhibit 1 – Amtrak Task Schedule for Feasibility Studies Exhibit 2 – Stations and Routes Exhibit 3 – Corridor Photographs - Set 1 Exhibit 3 – Corridor Photographs - Set 2 2 I. Introduction and Background This report was prepared by the National Railroad Passenger Corporation (Amtrak) in response to a study request from the Minnesota Department of Transportation (MnDOT) in May 2012. The study’s purpose was to determine the feasibility of adding a “Second Frequency” intercity passenger train service between Chicago Union Station (CUS) and the Minnesota Twin Cities Area, including St. -
Electrification of the Freight Train Network from the Ports of Los Angeles and Long Beach to the Inland Empire
Electrification of the Freight Train Network from the Ports of Los Angeles and Long Beach to the Inland Empire The William and Barbara Leonard UTC CSUSB Prime Award No. 65A0244, Subaward No. GT 70770 Awarding Agency: California Department of Transportation Richard F. Smith, PI Xudong Jia, PhD, Co-PI Jawaharial Mariappan, PhD, Co-PI California State Polytechnic University, Pomona College of Engineering Pomona, CA 91768 May 2008 1 This project was funded in its entirety under contract to the California Department of Transportation. The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the U.S. Department of Transportation, The William and Barbara Leonard University Transportation Center (UTC), California State University San Bernardino, and California Department of Transportation in the interest of information exchange. The U.S. Government and California Department of Transportation assume no liability for the contents or use thereof. The contents do not necessarily reflect the official views or policies of the State of California or the Department of Transportation. This report does not constitute a standard, specification, or regulation. 2 Abstract The goal of this project was to evaluate the benefits of electrifying the freight railroads connecting the Ports of Los Angeles and Long Beach with the Inland Empire. These benefits include significant reduction in air pollution, and improvements in energy efficiency. The project also developed a scope of work for a much more detailed study, along with identifying potential funding sources for such a study. -
Overhead Conductor Rail Systems Furrer+Frey® Furrer+Frey® Overhead Conductor Rail Systems OCRS
Overhead Conductor Rail Systems Furrer+Frey® Furrer+Frey® Overhead Conductor Rail Systems OCRS For many decades Furrer+Frey® has maintained very close relations with train operating companies. The diminution of infrastructure costs and the reliability and safety of rail operations have always been, and still are, important discussion topics. This was the spur for us, at the beginning of the 1980s, to develop an alternative to the conventional overhead contact line. And the outcome was the Furrer+Frey® overhead conductor rail system. 1 2 2 The Furrer+Frey® overhead conductor rail system makes it possible to choose smaller tunnel cross-sections for new builds and allows the electrification of tunnels originally built for steam or diesel traction. The system‘s major advantage is its low overall height, plus the fact that there is no contact wire uplift even if operated with multiple pantographs. Our overhead conductor rail demonstrably offers high electrical cross-sections, so that additional feeders can be avoided. Moreover, this system‘s fire resistance is significantly greater than that of a catenary system. And, lastly, our experience of the 3 system which is now installed on over 1 700 km of track has proven that the Furrer+Frey® overhead conductor rail system is extremely operationally reliable and requires little maintenance. This is true regardless of the operating voltage, from the 750 V urban rail systems to the 25 kV high-speed rail lines. — [1] Electrical and mechanical testing, fire resistance tests and, finally, actual operational experience of the Furrer+Frey® overhead conductor rail system have demonstrated that the overhead conductor rail can perform reliably at speeds of up to 250 km/h. -
2) Equipment Outline of the Overhead Contact System (OCS
Preparatory Survey (II) on Karachi Circular Railway Revival Project Final Report (2) Equipment Outline of the Overhead Contact System (OCS) 1) Basic Conditions a) Electrification System: Alternate Current (AC) 25kV (Frequency 50Hz), Autotransformer Feeding System, Different Phase Feeding for Directions b) Overhead Catenary System: Simple Catenary System c) Climate Conditions: Climate conditions in the project area are extraordinary: in nearby coast areas it includes brackish water and is located within 10km from the seashore. The atmosphere is saliferous, humid, and highly corrosive, so particular attention will be paid to these severely corrosive conditions. On average, rainfall is light, although sudden extremely heavy rainfall (monsoons) does occur. According to the KESC’s Specification-Technical Provisions on overhead line and power cable, design criteria are as follows: x max. wind velocity:26.2m/s x magnitude of wind load:43kg/m2 (at wind velocity of 26.2m/s) x max. ambient temperature:40°C (in closed rooms and in shade: 50°C) x min. ambient temperature:0°C x everyday ambient temperature:30°C x max. temperature for copper and copper weld conductor:80°C x max. relative humidity:90% (for power cable:100%) x wind load on flat surfaces:146kg/m2 x wind load on round surfaces:89kg/m2 x wind velocity for conductor cooling:0.6m/s x ice load on structure and conductors:no consideration x isokraunic level days/annum :9.7days Based on information of climate conditions in Karachi City provided by the Meteorological Department, assumed defined -
Train Station Models Building Guide 2018
Building Guide for Season’s Greenings: All Aboard! 1 Index of buildings and dioramas Biltmore Depot North Carolina Page 3 Metro-North Cannondale Station Connecticut Page 4 Central Railroad of New Jersey Terminal New Jersey Page 5 Chattanooga Train Shed Tennessee Page 6 Cincinnati Union Terminal Ohio Page 7 Citrus Groves Florida Page 8 Dino Depot -- Page 9 East Glacier Park Station Montana Page 10 Ellicott City Station Maryland Page 11 Gettysburg Lincoln Railroad Station Pennsylvania Page 12 Grain Elevator Minnesota Page 13 Grain Fields Kansas Page 14 Grand Canyon Depot Arizona Page 15 Grand Central Terminal New York Page 16 Kirkwood Missouri Pacific Depot Missouri Page 17 Lahaina Station Hawaii Page 18 Los Angeles Union Station California Page 19 Michigan Central Station Michigan Page 20 North Bennington Depot Vermont Page 21 North Pole Village -- Page 22 Peanut Farms Alabama Page 23 Pennsylvania Station (interior) New York Page 24 Pikes Peak Cog Railway Colorado Page 25 Point of Rocks Station Maryland Page 26 Salt Lake City Union Pacific Depot Utah Page 27 Santa Fe Depot California Page 28 Santa Fe Depot Oklahoma Page 29 Union Station Washington Page 30 Union Station D.C. Page 31 Viaduct Hotel Maryland Page 32 Vicksburg Railroad Barge Mississippi Page 33 2 Biltmore Depot Asheville, North Carolina built 1896 Building Materials Roof: pine bark Facade: bark Door: birch bark, willow, saltcedar Windows: willow, saltcedar Corbels: hollowed log Porch tread: cedar Trim: ash bark, willow, eucalyptus, woody pear fruit, bamboo, reed, hickory nut Lettering: grapevine Chimneys: jequitiba fruit, Kielmeyera fruit, Schima fruit, acorn cap credit: Village Wayside Bar & Grille Wayside Village credit: Designed by Richard Morris Hunt, one of the premier architects in American history, the Biltmore Depot was commissioned by George Washington Vanderbilt III. -
MTA Board Update: 2021 Commitment & Completion Goals
Photo: Robot Drill in the Rutgers Tunnel MTA Board Update: 2021 Commitment & Completion Goals February 18, 2021 MTA Capital Program Funding Federal Formula & Flexible Grants 14% 2020-24 Capital Program Funding Sources B&T Program Total Program: $54.8b Funding 6% Other Funded Funding Sources Sources 20% 80% As we ended 2020, Federal Funding was a primary source through which capital work was advanced due to the COVID-19 related impacts on the MTA budget and revenue sources. 2 Numbers have been rounded MTA Capital Program Funding Federal Formula & Flexible Grants 14% 2020-24 Capital Program Funding Sources B&T Program Total Program: $54.8b Funding 6% Other Funded Funding Sources Sources NY State Funding 26% 74% 6% 3 Numbers have been rounded MTA Capital Program Funding Federal Formula & Flexible Grants 14% 2020-24 Capital Program Funding Sources B&T Program Total Program: $54.8b Funding 6% Other Funded Funding Sources Sources NY State Funding 32% 68% 6% NY City Funding 6% 4 Numbers have been rounded MTA Capital Program Funding Federal Formula & Flexible Grants 14% 2020-24 Capital Program Funding Sources B&T Program Total Program: $54.8b Funding 6% Other Funded Funding Sources Sources NY State Funding 50% 50% 6% NY City Funding 6% Capital from New Revenue Sources 18% 5 Numbers have been rounded MTA Capital Program Funding Federal Formula & Flexible Grants 14% 2020-24 Capital Program Funding Sources B&T Program Total Program: $54.8b Funding 6% Other Funded Funding Sources Sources NY State Funding 55% 45% 6% NY City Funding 6% Capital from -
Development Near Overhead Lines
Development near overhead lines Planning and amenity aspects of high voltage electricity transmission lines and substations Contents Who we are and what we do 3 Overhead lines and substations 5 Consent procedures 6 Amenity responsibilities 7 Schedule 9 Statement 7 Environmental Impact Assessment 8 Routeing of overhead lines 9 Siting of substations 10 Development near overhead lines and substations 11 Safety aspects 12 Maintenance 12 Visual impact 13 Noise 14 Electric and magnetic fields 15 Other electrical effects 16 Development plan policy 18 Appendix I 19 Glossary 19 Appendix II 21 Main features of a transmission line 21 Appendix III 23 Safety clearances 23 Contacts and further information 27 This document provides information for planning authorities and developers on National Grid’s electricity transmission lines and substations. It covers planning and amenity issues, both with regard to National Grid’s approach to siting new equipment, and to development proposals near overhead lines and substations. 2 Who we are and what we do Electricity is generated at power stations Electricity is then transmitted from around the country. These power stations the power stations through a national use a variety of fuels - principally coal, network of electricity lines which operate gas, oil, nuclear and wind - to generate at high voltage. National Grid owns the electricity, and the stations are generally electricity transmission network in England sited to be close to fuel and cooling water and Wales and operates the electricity rather than to be near centres of demand. transmission system throughout Great Britain. Local distribution companies then supply electricity at progressively lower voltages to homes and businesses. -
Track Report 2006-03.Qxd
DIRECT FIXATION ASSEMBLIES The Journal of Pandrol Rail Fastenings 2006/2007 1 DIRECT FIXATION ASSEMBLIES DIRECT FIXATION ASSEMBLIES PANDROL VANGUARD Baseplate Installed on Guangzhou Metro ..........................................pages 3, 4, 5, 6, 7 PANDROL VANGUARD Baseplate By L. Liu, Director, Track Construction, Guangzhou Metro, Guangzhou, P.R. of China Installed on Guangzhou Metro Extension of the Docklands Light Railway to London City Airport (CARE project) ..............pages 8, 9, 10 PANDROL DOUBLE FASTCLIP installation on the Arad Bridge ................................................pages 11, 12 By L. Liu, Director, Track Construction, Guangzhou Metro, Guangzhou, P.R. of China PANDROL VIPA SP installation on Nidelv Bridge in Trondheim, Norway ..............................pages 13,14,15 by Stein Lundgreen, Senior Engineer, Jernbanverket Head Office The city of Guangzhou is the third largest track form has to be used to control railway VANGUARD vibration control rail fastening The Port Authority Transit Corporation (PATCO) goes High Tech with Rail Fastener............pages 16, 17, 18 in China, has more than 10 million vibration transmission in environmentally baseplates on Line 1 of the Guangzhou Metro by Edward Montgomery, Senior Engineer, Delaware River Port Authority / PACTO inhabitants and is situated in the south of sensitive areas. Pandrol VANGUARD system has system (Figure 1) in China was carried out in the country near Hong Kong. Construction been selected for these requirements on Line 3 January 2005. The baseplates were installed in of a subway network was approved in and Line 4 which are under construction. place of the existing fastenings in a tunnel on PANDROL FASTCLIP 1989 and construction started in 1993. Five the southbound track between Changshoulu years later, the city, in the south of one of PANDROL VANGUARD TRIAL ON and Huangsha stations.