DOCSLIB.ORG

Community Streetcar Coalition News Clips

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Community Streetcar Coalition News Clips April 12 – April 19, 2018 COMMUNITY STREETCAR COALITION NEWS CLIPS COMPILED BY BROADCAST CLIPS Oklahoma City KOCO April 18, 2018 LINK: https://bit.ly/2Hc1L7B The Oklahoma City streetcar project, 60% complete. That’s the update from the MAPS 3 program manager. There will be 22 stops, with the car arriving every 12 to 14 minutes. Some of the cars have already arrived here in Oklahoma City; they’re being tested on a closed track. Remember, voters approved a sales tax for this project back in 2009. Norfolk WVEC April 16, 2018 LINK: https://bit.ly/2HAgegY In just a couple of hours we’ll learn more about different options to expand public transportation in Norfolk. HRT had been discussing expanding The Tide on the city’s west side for years, but that’s not happening. Now, HRT is looking at expanding light rail, adding a streetcar or buses to the east side. What led to this shift? The study focused on the west side of the city, which is near Gent and ODU. But they saw several challenges in that study, including flooding, issues with bridges and the interstate over the Lafayette River. Based on the research, HRT recommends the city adopt a no-build for the west side of Norfolk, near ODU and Gent. HRT says the study also found only around 5,000 new riders would use the extension of either bus, light rail or streetcar on an average weekday by 2040, and they don’t think that’s enough to get federal funding, which is very competitive. But ODU students say they think a lot of freshmen would have used a light rail or streetcar if it was available. Sacramento FOX 40 April 15, 2018 LINK: https://bit.ly/2HigH4o Six counties in the Sacramento region head to Washington to make their pitch to federal lawmakers for projects benefiting the area. And that includes getting the money needed to make it happen. We focus on those regional assets, and those regional asks with the federal government that we know are going to help our entire region. We rely a lot on federal investment in our infrastructure, federal policies, etc. And Mayor Cabaldon means it when he talks about the need for federal dollars for key projects in this city. This was him exactly one year ago: “I literally was jumping for joy here in D.C.” That’s after he learned $50 million, courtesy of the federal government, would go to the streetcar project, the four-mile rail line running from West Sac to Old Sacramento, downtown and eventually through midtown. This project is near and dear to the mayor; he’s been working on it for 10 years now. He’ll head to The Hill again to push for additional funding for that as well as another major infrastructure project. 2 PRINT COVERAGE Another U.S. city showed me what metro Detroit used to be Detroit News-Herald By Craig Farrand April 19, 2018 “Speramus meliora; resurgent cineribus.” — Fr. Gabriel Richard, Detroit’s motto Hello Downriver, A few days in Seattle last week told me all I needed to know about the distance between Detroit and any hope for a truly bright future. For everyone and not just some. A future filled with emerging 21st century businesses, younger generations sticking around to raise families and extend roots. A future in which residents can get where they need to go in a timely fashion. A future in which the city once again fulfills the promise of its motto: “We hope for better things; it shall arise from the ashes.” Sure, I know the Seattle area is home to three of the biggest corporations in the world: Microsoft, Amazon and Boeing. But we’re home to three big players, too. So that’s not it. Yes, they have Starbucks, but we’ve got Faygo and Vernor’s. So that’s not it. And, yes, they’ve got the Puget Sound — but we’ve got the Detroit River and the Great Lakes. So that’s not it. No, what struck me about Seattle was its mass transit system — starting with the ride in from Sea-Tac Airport. It was a $3 train ride — you read that right: $3 — a ride that transformed from an above-ground train to a subway once it hit the downtown area. And that city center underground transit station was a marvel itself: a train and bus hub that was a work of art. 3 Above ground, the situation was just as impressive, and harkened back to a Detroit of 100 years ago when streetcars crisscrossed the city and reached out into the nearby cities and villages. I’m just a little too young to remember them clearly, but my grandmother took me on the trolley up Jefferson to the old Hudson’s building to see Santa. Later, I took the Fort Street bus to the foot of Trumbull and walked up to Tiger Stadium — but that’s another story. Interestingly, if you take the Detroit People Mover (DPM) — a not-too-rapid rickety transit system that goes in a circle — you can look down Fort Street and see where the streetcar rails used to run down the middle of the road. In Seattle, the rails aren’t there, either, but for a different reason: streetcars are electrified buses, with arms reaching up to overhead power lines. And Seattlites gather on street corners in literal mobs to board them all over the city; in the central business district, there were more pedestrians than cars, it seemed. (All of them with a coffee cup in one hand; a cellphone in the other.) And therein lies the reality about Detroit: the DPM and the QLINE will never serve anything more than the central business district, and our regional bus system will never meet the needs of the people who need it most. As a result, Detroit and regional business and government leaders can paint these two “trains” with gallons of lipstick, but they’ll always be pigs. The QLINE — because its tracks were built along the curb instead of down the middle of Woodward — will always be one double-parked car away from being a stationary piece of art. And unless you need to go from the New Center area to Campus Martius, it won’t do you much good. It doesn’t connect with the bus system — or much of anything else — including the DPM, which also doesn’t connect with anything. Yes, I’ve taken the DPM around (emphasize “around”), getting to Cobo for the auto show from Greektown. But its daily ridership isn’t even close to what it needs to break even — and that was before the Red Wings skated away from Joe Louis Arena. (Keep in mind that DPM doesn’t stop anywhere near Little Caeser’s Arena or Ford Field or Comerica Park.) Not surprisingly, daily DPM ridership was at its peak in August 1987, the year it was finished, when an average of 14,000 people used it on a daily basis — about 5 million people a year. It was a bright, shiny object back then; a portent of possibilities. Since then, ridership has declined to a current daily figure of around 6,000 — or a little more than 2 million a year. 4 Keep in mind that initial estimates of DPM ridership was around 20,000 per day — or more than 7 million. Here’s what one report had to say about the DPM seven years ago — and it hasn’t improved with age: “The Detroit People Mover runs nearly 3 miles and makes 13 stops. It was built at a cost of $400 million in (2011) money, and though it carries 2.3 million passengers a year, its effectiveness was limited by the city’s failure to build out its transit system.” Turning to the QLINE, we’re seeing a similar trend: According to published reports last fall, “average daily ridership fell to 3,000 from the 5,000 people who were using it on a daily basis over the summer.” Of course, that’s when private donors were paying for rides; once people had to pay their own ways, ridership plummeted. Which means we’re seeing the same thing we did with the DPM: QLINE operators have a goal of 5,000 riders a day — or 1.8 million a year — but is on track for a mere 440,000 riders this year. So, what about Detroit’s bus system? Actually, that’s a growth area — with an asterisk: After seven years of falling ridership, DDOT has seen a jump to around 2.2 million riders in 2016, up from less than 2 million two years earlier. But southeast Michigan political leaders continue to stymie attempts to create a comprehensive, integrated mass transit system that would make the QLINE and the DPM valid mass transit options, feeders and specialty arms. As a result, we’ll always be behind places like Seattle — and Cleveland. Yep, adding salt to the wound, a report out of Cleveland compared its new “Health Line” with Detroit’s QLINE: “The QLINE construction came with a price tag of $144 million, while Cleveland’s Health Line cost $200 million. “The difference? The QLINE is a 3.3 mile stretch along Woodward, while the Health Line stretches 6.8 miles. The Health Line price tag came with 59 bus stops, miles of road repairs and beautification efforts. “The setup involved creating ‘bus-only’ lanes for the entire stretch and timing lights so that traffic lights have a minimal effect on trips — the bus drivers only stop when a passenger requests it, meaning trips move faster.” That’s certainly not the QLINE — nor does it even come close to what business leaders had in mind.
Load more

Recommended publications
  • Can Public Transit Revitalize Detroit? the Qline and the People Mover”
    “Can Public Transit Revitalize Detroit? The QLine and the People Mover” John B. Sutcliffe, Sarah Cipkar and Geoffrey Alchin Department of Political Science, University of Windsor Windsor, Ontario, N9B 3P4 Email: [email protected] Paper prepared for presentation at the Canadian Political Science Association Annual Conference, Vancouver, BC. June 2019. This is a working draft. Please do not cite without permission. 1 “Can Public Transit Revitalize Detroit? The QLine and the People Mover" Introduction On May 12, 2017 a new streetcar – the QLine – began operating in Detroit, running along a 3.3- mile (6.6-mile return) route on Woodward Avenue, one of the central north-south roads in the city. This project is one example of the return to prominence of streetcars in the (re)development of American cities. Having fallen into disuse and abandonment in hundreds of American cities during the early part of the 20th century, this form of public transit has returned in many cities including, for example, Dallas, Cincinnati, Kansas City, and Portland. As streetcar services have returned to prominence, so too has the debate about their utility as a form of public transit, the function they serve in a city, and who they serve (Brown 2013; Culver 2017). These debates are evident in the case of Detroit. Proponents of the QLine – most prominently the individuals and organizations that advocated for its creation and provided the majority of the start-up capital – have praised the streetcar for acting as a spur to development, for being a forward-thinking transit system and for acting as a first step towards a comprehensive regional transit system in Metro Detroit (see M-1 Rail 2018).
    [Show full text]
  • 2018 Streetcar Summit Westin New Orleans – Canal Place All Sessions in the Grand Ballroom
    2018 Streetcar Summit Westin New Orleans – Canal Place All Sessions in the Grand Ballroom Sunday, April 15, 2018 4:00 – 5:00 pm The Next Generation: Conversations between students from local universities and experts in the field 5:00 – 7:00 pm Reception at the Hotel Monday, April 16, 2018 8:00 – 9:00 am Registration, Check in and Breakfast 9:00 – 10:00 am Welcome and brief updates on projects DJ Baxter, SOJ, Chair Community Streetcar Coalition Board 10:00 – 10:30 am Legislative Update Jeff Boothe, Executive Director, Community Streetcar Coalition 10:30 – 10:45 am Break 10:45 – 12:00 pm Evolving Technology – Off-Wire Vehicles and Autonomous Streetcars Moderator: Barbara Schroeder, Alstom Transport Curtis Ailes, City of Seattle Jim Barbaresso, HNTB Mark Dorn, AECOM 12:00 – 1:30 pm Lunch 1:30 – 3:00 pm Evolving Role of Streetcars in Urban Transit Systems Moderator: Ethan Melone, Parsons Robin Aredondo-Savage, Vice Mayor, City of Tempe, AZ Jeff Boothe, Boothe Transit Consulting Tom Gerend, Kansas City Streetcar Authority Keith Jones, RATP Dev America, Washington DC Streetcar Luis Mota, Valley Metro 3:00 – 4:15 pm Planning for the next 10-100 years: Stories from the Veterans Moderator: Jeff Boothe, Community Streetcar Coalition Dan Bower, Executive Director, Portland Streetcar, Inc. Chris Eilerman, City of Seattle Adelee Le Grand, Transdev, New Orleans 4:15 – 4:45 pm Statistics Tracked – what do we choose and why? DJ Baxter, SOJ, Chair Community Streetcar Coalition Board 4:45 – 5:15 pm Opening 2018! – Special look at the new systems opening
    [Show full text]
  • UNECE Tram and Metro Statistics Metadata Introduction File Structure
    UNECE Tram and Metro Statistics Metadata Introduction This file gives detailed country notes on the UNECE tram and metro statistics dataset. These metadata describe how countries have compiled tram and metro statistics, what the data cover, and where possible how passenger numbers and passenger-km have been determined. Whether data are based on ticket sales, on-board sensors or another method may well affect the comparability of passenger numbers across systems and countries, hence it being documented here. Most of the data are at the system level, allowing comparisons across cities and systems. However, not every country could provide this, sometimes due to confidentiality reasons. In these cases, sometimes either a regional figure (e.g. the Provinces of Canada, which mix tram and metro figures with bus and ferry numbers) or a national figure (e.g. Czechia trams, which excludes the Prague tram system) have been given to maximise the utility of the dataset. File Structure The disseminated file is structured into seven different columns, as follows: Countrycode: These are United Nations standard country codes for statistical use, based on M49. The codes together with the country names, region and other information are given here https://unstats.un.org/unsd/methodology/m49/overview/ (and can be downloaded as a CSV directly here https://unstats.un.org/unsd/methodology/m49/overview/#). City: This column gives the name of the city or region where the metro or tram system operates. In many cases, this is sufficient to identify the system. In some cases, non-roman character names have been converted to roman characters for convenience.
    [Show full text]
  • Streetcar Plan Posters
    WELCOME Welcome! The purpose of this open house is to present draft recommendations from the Bicycle Master Plan and the Streetcar System Plan to the public. City sta! and citizen volunteers are here to present the material and to answer questions. The room is divided into three sections: one for the Bicycle Master Plan, one for the Streetcar System Plan, and one called “Integration Station,” where we tie the two concepts together. Refreshments and child care services are also available. The bicycle and streetcar networks will play a key role in Portland’s future. Together, they will reduce reliance on the automobile for daily tasks, they will reinforce urban land use patterns, and they will help the City achieve its goals to combat climate change. This is the beginning of a transportation transformation. WHY PLAN? PORTLAND HAS A HISTORY OF SUCCESSFUL LONG-RANGE PLANNING In 1904, landscape architect John C. Olmsted produced a report for the City Among the parks that resulted from the Olmsted Plan are Holladay Park, Irving Parks Board. The plan served as a blueprint for development of the highly Park, Mt. Tabor (shown above), Overlook Park, Rocky Butte, Sellwood Park, valued park system we enjoy today. Washington Park, and several others. Interstate MAX Opened 2004 Airport MAX Hillsboro MAX Opened 2001 Opened 1998 Portland Streetcar Opened 2001 MAX to Gresham Opened 1986 Clackamas MAX Opens fall 2009 Westside Express Service Opened Feb. 2009 In 1989, three years after the "rst MAX line opened from downtown to Gresham, 20 years later the regional rail system is well on its way to being constructed as planners laid out a vision for a regional rail system.
    [Show full text]
  • Public Meeting Presentation 130826.Pptx
    Proposed Long-Term Streetcar Network Study Overview/Purpose § Examine the feasibility of streetcar service in Saint Paul § Determine where it would work best § Determine where to start 2 What is Streetcar Service? Consists of many elements: Vehicles Stops Right-of-Way Short Stop Spacing Fare Payment New Development Streetcar Vehicles • Modern, vintage, or replica of vintage streetcar • Usually single vehicle Modern Streetcar, Toronto Modern Streetcar, Portland Modern Streetcar, Seattle Modern Streetcar, Tacoma Vintage Streetcar, Memphis Historic Replica Streetcar, New Orleans Streetcars in the Street • Usually operate in mixed-traffic • But can also operate in exclusive rights-of-way Portland Streetcar Seattle Streetcar Tucson Streetcar (Planned) San Francisco F-Line Portland Streetcar Kansas City Streetcar (Planned) Streetcar Route Length & Stop Spacing • Short lengths; focus on shorter more local trips • Frequent stops; approximately every two blocks 2.8 miles 2.1miles Portland Streetcar Kansas City Streetcar (Planned) Streetcar Stops Smaller scale/less elaborate than LRT stations Portland Streetcar Stop Seattle Streetcar Stop Toronto Streetcar Stop Future Westgate Light Rail Station, St. Paul Economic Development Patterns Streetcar Light Rail • Linear economic development • Nodal economic development South Lake Union Streetcar, Seattle The Lyric near the future Raymond Ave Station, St. Paul Construction Impacts Streetcar Light Rail • Lower impact • Greater impact • Faster construction • Longer construction First Hill Streetcar construction,
    [Show full text]
  • The Path to Partnership: How Cities and Transit Systems Can Stop
    The Path to Partnership: How Cities and Transit Systems Can Stop Worrying and Join Forces Introduction In order to keep and attract riders, transit must be frequent, fast, and reliable. Maintaining frequent, fast, and reliable service in the congested conditions of most American cities requires prioritizing street level transit above automobile traffic, through measures like bus lanes, queue jumps, and signal priority. Relative to large capital projects, bus priority measures provide immediate improvements in travel time and reliability at a small fraction of the cost, and can be accomplished overnight with the right combination of paint, light duty street installations, and enforcement. The projects profiled in this study, including a bus lane in Everett, MA, New York City’s Select Bus Service, and Seattle’s Rapid Ride have seen travel time savings of 10-30%. While on-street transit improvements can be done quickly and cheaply, they aren’t necessarily easy to accomplish. Getting them done usually requires two things: · Political will and leadership from mayors, transit system managers and board members, and other leaders who must be willing to defend potentially controversial street and service changes like removing on-street parking spaces for a bus lane, or eliminating bus stops that are too close together. · Structuring transit agencies and city street agencies to more quickly and effectively deliver on-street transit projects. This may mean forging new relationships and decision-making processes, gathering new data, hiring for different skills, and figuring out new ways to prioritize projects. 2 Transit street projects can be tough to get done when there’s no history of doing them.
    [Show full text]
  • Cincinnati's Hard-Won Modern Tram Revival
    THE INTERNATIONAL LIGHT RAIL MAGAZINE www.lrta.org www.tautonline.com NOVEMBER 2016 NO. 947 CINCINNATI’S HARD-WON MODERN TRAM REVIVAL InnoTrans: The world’s greatest railway showcase Russian cities’ major low-floor orders Stadler and Solaris join for tram bids Doha Metro tunnelling is complete ISSN 1460-8324 £4.25 Berlin Canada’s ‘Radial’ 11 Above and below the Exploring Ontario’s streets of the capital Halton County line 9 771460 832043 LRT MONITOR TheLRT MONITOR series from Mainspring is an essential reference work for anyone who operates in the world’s light and urban rail sectors. Featuring regular updates in both digital and print form, the LRT Monitor includes an overview of every established line and network as well as details of planned schemes and those under construction. POLAND POZNAŃ Tramways play an important role in one of of the main railway station. Poland’s biggest and most historic cities, with In 2012 a line opened to the east of the city, the first horse-drawn tramline opening in 1880. with an underground section containing two An overview Electrification followed in 1898. sub-surface stations and a new depot. The The network was badly damaged during World reconstruction of Kaponiera roundabout, an A high-quality War Two, resuming operations in 1947 and then important tram junction, is set for completion in of the system’s only east of the river Warta. Service returned to 2016. When finished, it will be a three-level image for ease the western side of the city in 1952 with the junction, with a PST interchange on the lower development, opening of the Marchlewski bridge (now named level.
    [Show full text]
  • Oklahoma City Bus Rapid Transit Benefit Cost Analysis
    Northwest Multimodal Transportation Corridor Concept Plan Northwest Multimodal Transportation Corridor Concept Plan This page intentionally left blank Northwest Multimodal Transportation Corridor Concept Plan Table of Contents Executive Summary ...................................................................................................................... 3 Concept Background .................................................................................................................... 5 OKC and USDOT Beta Test........................................................................................................ 10 Online Tour of Health in the Corridor ...................................................................................... 11 Oklahoma County Health Scorecard ........................................................................................ 12 Other Background Information and Maps ............................................................................... 13 Transit Treatments/Technologies (BRT & Streetcar) ............................................................ 13 Pedestrian / Bicycle Treatments ............................................................................................... 18 Automobile Treatments ............................................................................................................. 21 Concept Recommendations....................................................................................................... 22 One: Additional Outreach with Stakeholders
    [Show full text]
  • Light Rail Transit (LRT) ♦Rapid ♦Streetcar
    Methodological Considerations in Assessing the Urban Economic and Land-Use Impacts of Light Rail Development Lyndon Henry Transportation Planning Consultant Mobility Planning Associates Austin, Texas Olivia Schneider Researcher Light Rail Now Rochester, New York David Dobbs Publisher Light Rail Now Austin, Texas Evidence-Based Consensus: Major Transit Investment Does Influence Economic Development … … But by how much? How to evaluate it? (No easy answer) Screenshot of Phoenix Business Journal headline: L. Henry Study Focus: Three Typical Major Urban Transit Modes ■ Light Rail Transit (LRT) ♦Rapid ♦Streetcar ■ Bus Rapid Transit (BRT) Why Include BRT? • Particularly helps illustrate methodological issues • Widespread publicity of assertions promoting BRT has generated national and international interest in transit-related economic development issues Institute for Transportation and Development Policy (ITDP) Widely publicized assertion: “Per dollar of transit investment, and under similar conditions, Bus Rapid Transit leverages more transit-oriented development investment than Light Rail Transit or streetcars.” Key Issues in Evaluating Transit Project’s Economic Impact • Was transit project a catalyst to economic development or just an adjunctive amenity? • Other salient factors involved in stimulating economic development? • Evaluated by analyzing preponderance of civic consensus and other contextual factors Data Sources: Economic Impacts • Formal studies • Tallies/assessments by civic groups, business associations, news media, etc. • Reliability
    [Show full text]
  • The History of San Diego's Horse Cars
    December 2015 The History of San Diego’s Horse Cars By William Niedrich Part Two The shed made from the former St Louis horse car was dismantled about the mid 1960’s and the parts were stored in Mr. Gerdes garage where Charlie started making his sketches and drawings. In 1987 Mrs. Gerdes donated the horse car parts, along with some other items, to SDERA. Charlie passed away in July 1989. Later, in 1991, Mrs. Gerdes donated his notes, sketches and brown paper drawings to the Association. At that time, she permitted copies to be made of her husband’s photo of the shed (Photo on page 5). The vellum drawings were not included. Mrs. Gerdes remembers seeing them when her husband was alive, however, she has never been able to locate them. Continued on page 4 Page 2 SDERA Trolley Lines Ex SAN DIEGO PCC CARS TO GET A NEW LEASE ON LIFE IN EL PASO San Diego Electric Railway Association DBA San Diego Electric Railway Co. Inc 922 West 23rd Street National City, CA 91950 (619) 474-4400 In the December 2015 issue: Ex San Diego PCC’s page 2 Horse cars page 4 Happenings At the Depot page 6 2016 Calender preview page 10 Letters to the Editor page 11 Upcoming Events Back Page SDERA operates the historic National City Depot museum Written by Carolina Worrell, which is located at Managing Editor, RailWay Age 922 West 23rd Street, National City, http://www.railwayage.com CA 91950 and is open Saturday and Sunday The Camino Real Regional Mobility Authority (CRRMA), from 10 a.m.
    [Show full text]
  • CITY of SEATTLE Center City Connector Streetcar
    CITY OF SEATTLE Improvement of: Center City Connector Streetcar, Advance Utility Package Phase 2 (FTA) FA#: ___ PW#: 2017-066 Funded by: Federal Transit Administration, Seattle Public Utilities Bids Open : December 13, 2017 Advertisement for Bids City of Seattle Center City Connector Streetcar, Advance Utility Package Phase 2 (FTA) Bid Opening Date: December 13, 2017 at 2:00 pm PW #: 2017-066 THIS PROJECT IS FEDERALLY FUNDED This Contract, as noted herein, is funded, in part, by the U.S. Department of Transportation, Federal Transit Administration. This project is subject to the requirements set forth by the FTA Master Agreement. The remaining work is funded by local funding source and is not subject to the requirements set forth by FTA Master Agreement. PROJECT LOCATION: Downtown Seattle on 1st Avenue from Stewart Street to Madison Street, and Stewart Street from Westlake Avenue to 1st Avenue. PROJECT DESCRIPTION: The project consists of utility improvements including water, sewer, drainage, and electrical power distribution. Water improvements include the removal of existing cast iron water main and appurtenances and replacement with a new ductile iron water main, including valves, hydrants and water services. This work is identified under bid schedule SPU Water. Sewer improvements consist of maintenance hole riser reconstruction, sewer lateral spot repairs, and cured-in-place-pipe (CIPP) lining in the sewer mainline on 1st Avenue from Seneca Street to Spring Street. This work has been identified under bid schedule SPU Sewer. SDOT Improvements include drainage improvements such as replacement of inlets, pipe, and catch basins at intersections and mid-block throughout the project corridor.
    [Show full text]
  • APTA Streetcar Subcommittee
    APTA Streetcar Subcommittee The Aladdin Holiday Inn Hotel 1215 Wyandotte Street Kansas City, MO 64105 Wednesday & Thursday April 6 & 7, 2016 Paul Grether, Chair Timothy Borchers, Vice Chair James Schantz, Secretary MISSION STATEMENT: The APTA Streetcar Subcommittee promotes streetcar services in urban centers and the exchange of information among individuals or organizations promoting, planning, funding, designing, building, operating, and maintaining such services. This is done by organizing forums for the dissemination of best practices and the experience of practitioners; by assisting in the development of appropriate safety and technical standards and by providing guidance to regulators in setting sensible and reasonable regulatory measures. Wednesday April 6, 2016 1:30 PM - Joint APTA/CSC group tour of the streetcar Line. Meet at Union Station for the tour. - From the Aladdin Hotel, go to 12th Street and walk 2 blocks east to Main Street. Wait at the southbound stop for a Southbound streetcar that is operating in test mode to pick you up and take you to Union Station (approx. 1 mile). - Anticipate approx. 2-hour tour by streetcar covering the line and the vehicle maintenance facility. - After the tour, the streetcar will drop you off at 12th/Main Street or you may elect to remain at the maintenance facility for an option session on wheel truing. 3:30 PM – At the end of the APTA/CSC tour, there’s an optional session on wheel truing for small streetcar systems at the vehicle maintenance facility for demonstration of the wheel truing machine supplied by Delta Manufacturing and discuss its operation with a Delta representative.
    [Show full text]