Headway July 1990
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Metro Rail Design Criteria Section 10 Operations
METRO RAIL DESIGN CRITERIA SECTION 10 OPERATIONS METRO RAIL DESIGN CRITERIA SECTION 10 / OPERATIONS TABLE OF CONTENTS 10.1 INTRODUCTION 1 10.2 DEFINITIONS 1 10.3 OPERATIONS AND MAINTENANCE PLAN 5 Metro Baseline 10- i Re-baseline: 06/15/10 METRO RAIL DESIGN CRITERIA SECTION 10 / OPERATIONS OPERATIONS 10.1 INTRODUCTION Transit Operations include such activities as scheduling, crew rostering, running and supervision of revenue trains and vehicles, fare collection, system security and system maintenance. This section describes the basic system wide operating and maintenance philosophies and methodologies set forth for the Metro Rail Projects, which shall be used by designer in preparation of an Operations and Maintenance Plan. An initial Operations and Maintenance Plan (OMP) is developed during the environmental phase and is based on ridership forecasts produced during this early planning phase of a project. From this initial Operations and Maintenance plan, headways are established that are to be evaluated by a rail operations simulation upon which design and operating headways can be established to confirm operational goals for light and heavy rail systems. The Operations and Maintenance Plan shall be developed in order to design effective, efficient and responsive transit system. The operations criteria and requirements established herein represent Metro’s Rail Operating Requirements / Criteria applicable to all rail projects and form the basis for the project-specific operational design decisions. They shall be utilized by designer during preparation of Operations and Maintenance Plan. Any proposed deviation to Design Criteria cited herein shall be approved by Metro, as represented by the Change Control Board, consisting of management responsible for project construction, engineering and management, as well as daily rail operations, planning, systems and vehicle maintenance with appropriate technical expertise and understanding. -
Headway and Speed Data Acquisition Using Video
TRANSPORTATION RESEARCH RECORD 1225 Headway and Speed Data Acquisition Using Video M. A. P. TayroR, W. YouNc, eNp R. G. THonlpsoN Accurate knowledge of vehicle speeds headways and on trallÌc ment (such as a freeway) before this study, so there was an networks is a fundamental part of transport systems modelling. excellent opportunity to evaluate the system and suggest mod- Video and recently developed automatic data-extraction tecñ- ifications to it. This equipment also made niques have the potential to provide a cheap, quick, easy, and it feasible to inves- accurate method of investigating traflic systems. This paper pre- tigate the relationship between vehicle speeds and location in sents two studies that use video-based equipment to investigate the car parks. character of vehicle speeds and headways. Investigation oÌ head- rvays on freeway traffic allows the potential of this technology in a high-speed environment to be determined. Its application to the THE VIDEO SYSTEM study ofspeeds in parking lots enabled its usefulneis in low-speed environments to be studied. The data obtained from the video was Using film equipment compared to traditional methods of collecting headway and speed to obtain a permanent record of vehicle data. movements is not a new concept. However, considerable recent developments have occurred in collecting data using video. Digital image-processing applications offer the potential to In particular, ARRB has developed a trailer-mounted video automate a large number of traffic surveys. It is, therefore, recording system (3). This relatively new equipment has until not surprising that considerable interest has been directed at recently experienced only a limited range of applications. -
Headway Adherence. Detection and Reduction of the Bus Bunching Effect
HEADWAY ADHERENCE. DETECTION AND REDUCTION OF THE BUS BUNCHING EFFECT Josep Mension Camps Director Central Services and Deputy Chief Officer of Bus Network. Transports Metropolitans de Barcelona (TMB). Miquel Estrada Romeu Associate Professor. Universitat Politècnica de Catalunya- BarcelonaTECH. 1. INTRODUCTION Transit systems should provide a good performance to compete against the wide usage of cars in metropolitan areas. The level of service of these systems relies on a proper temporal and spatial coverage provision (high frequencies, low stop spacings) as well as significant regularity and comfort. In this way, bus systems in densely populated cities usually operate at short headways (10 minutes or less). However, in these busy routes, any delay suffered by a single bus is propagated to the whole bus fleet. This fact causes vehicle bunching and unstable time-headways. In real bus lines, we usually see that two or more vehicles arrive together or in close succession, followed by a long gap between them. There are many sources of potential external disruptions in the service of one bus: illegal parking in the bus lane, failure in the doors opening system, traffic jams, etc. However, some intrinsic characteristics of transit systems and traffic management may also induce delays at specific vehicles such as traffic signal coordination and irregular passenger arrivals at stops. These facts make the bus motion unstable. Therefore, bus bunching is a common problem in the real operation of buses all over the world that must be addressed. The crucial issue is that bus bunching has a great impact on both users and agency cost. From a passenger perspective, the bus bunching phenomena increases the travel time of passengers (riding and waiting time) and worsens the vehicle occupancy. -
Making Headway, Capital Investments to Keep Transit Moving
CAPITAL INVESTMENT PLAN Making Headway Capital Investments to Keep Transit Moving 2019–2033 headway (/ˈhed wā/) noun 1. forward movement or progress, especially when the way is difficult. 2. the average interval between trains, streetcars, or buses. The shorter the headway, the more passengers carried per hour. Making Headway — Capital Investments to Keep Transit Moving January 2019 From the Chief Executive Officer In January 2018, the TTC published a new Corporate Plan that clearly laid out our priorities for the next five years. At the top of the list was transforming for financial sustainability. “Fiscal sustainability,” we said, “depends on our ability to fund what the TTC is being asked to deliver over the long term.” We committed to providing better budget information for improved long-term decision-making. Over the past 12 months, we have undertaken a massive, multi-department review of all of our assets. The result is this Capital Investment Plan. Toronto’s transit system is hailed as among the most multi- modal systems in the world, with seamless integration between buses, streetcars, Wheel-Trans and the subway. The TTC’s interdependent network of fleet, track, power, maintenance and other infrastructure moves more than half a billion people annually. Funding for critical maintenance and system improvements is necessary. Projects that have been approved are still awaiting funding. Line 2 Capacity Enhancement is unfunded. Buses past 2021 are unfunded. The expansion of Bloor-Yonge Station, which is needed to accommodate ridership growth even before planned transit expansion, is unfunded. The TTC Way, which was introduced in our Corporate Plan, establishes clear guidelines for how we at the TTC work with each other, with customers and with our partners, including our funding partners. -
Application of Holding and Crew Interventions to Improve Service Regularity on a High Frequency Rail Transit Line
Towards 3-Minutes: Application of Holding and Crew Interventions to Improve Service Regularity on a High Frequency Rail Transit Line by Gabriel Tzvi Wolofsky B.A.Sc. in Civil Engineering, University of Toronto (2017) Submitted to the Department of Urban Studies and Planning in partial fulfillment of the requirements for the degree of Master of Science in Transportation at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY June 2019 © 2019 Massachusetts Institute of Technology. All rights reserved. Signature of Author …..………..………………………………………………………………………….. Department of Urban Studies and Planning May 21, 2019 Certified by…………………………………………………………………………………………………. John P. Attanucci Research Associate, Center for Transportation and Logistics Thesis Supervisor Certified by…………………………………………………………………………………………………. Saeid Saidi Postdoctoral Associate, Institute for Data, Systems, and Society Thesis Supervisor Certified by…………………………………………………………………………………………………. Jinhua Zhao Associate Professor, Department of Urban Studies and Planning Thesis Supervisor Accepted by……………………………………………………………………………………………….... P. Christopher Zegras Associate Professor, Department of Urban Studies and Planning Committee Chair 2 Towards 3-Minutes: Application of Holding and Crew Interventions to Improve Service Regularity on a High Frequency Rail Transit Line by Gabriel Tzvi Wolofsky Submitted to the Department of Urban Studies and Planning on May 21, 2019 in partial fulfillment of the requirements for the degree of Masters of Science in Transportation Abstract Transit service regularity is an important factor in achieving reliable high frequency operations. This thesis explores aspects of headway and dwell time regularity and their impact on service provision on the MBTA Red Line, with specific reference to the agency’s objective of operating a future 3-minute trunk headway, and to issues of service irregularity faced today. Current operating practices are examined through analysis of historical train tracking and passenger fare card data. -
Salomon Smith Barney RBC Dain Rauscher Inc
NEW ISSUE - BOOK ENTRY ONLY $69,475,000 $5,000,000 California State University, Fresno Association, Inc. California State University, Fresno Association, Inc. Auxiliary Organization Event Center Revenue Bonds, Auxiliary Organization Event Center Subordinate Revenue Bonds, Senior Series 2002 Subordinate Series 2002 Dated: January 15, 2002 Due: July 1, as shown on inside front cover The CaliforniaState University, Fresno Association, Inc. Auxiliary Organization Event Center Revenue Bonds, Senior Series 2002 and the California State University, Fresno Association, Inc. Auxiliary Organization Event Center Subordinate Revenue Bonds, Subordinate Series 2002 will be issued pursuant to an Indenture dated as of January 15, 2002 by and between the California State University, Fresno Association, Inc., a California nonprofit public benefit corporation, and U.S. Bank, N.A., as trustee. The Series 2002 Bonds will mature on the dates and in the amounts listed on the inside front cover page. The Series 2002 Bonds will bear interest at the rates listed on the inside front cover page, payable on July 1, 2002 and on each January 1 and July 1 thereafter. Proceeds of the Series 2002 Bonds will be used to (i) finance the construction of a multi-purpose event center on the campus of the California State University, Fresno, to be known as "Save Mart Center," (ii) fund capitalized interest on the Series 2002 Bonds, (iii) fund reserve accounts and (iv) pay the costs of issuing the Series 2002 Bonds. The Series 2002 Bonds are limited obligations of the Corporation secured by the Event Center Project Revenues, and the Corporation's interest in a Ground Lease, the Bulldog Foundation MOU, the Student Seating Purchase Agreement and certain Project Documents, as described herein. -
1995 Headway-Control.Pdf
A HEADWAY CONTROL STRATEGY FOR RECOVERING FROM TRANSIT VEHICLE DELAYS Peter G. Furth I ASCE Transportation Congress, San Diego October 24, 1995 Abstract Suppose a subway train is delayed due to, say, a medical emergency. What adjustments to the following trains' itineraries should be made in order for the schedule to recover from this initial delay? An optimization framework for finding the optimal schedule adjustments is devised. It accounts for the impact of those adjustments on ride time and waiting time, and has as its objective the minimization of total passenger time. Optimality conditions and a solution algorithm are developed. Realistic constraints such as a safety headway, vehicle capacity, and maximum delay at the start ofthe line are explicitly incorporated. Examples illustrate the main features of the optimal adjustment pattern. After adjustment, a train will follow its leader by the scheduled headway minus an amount called that train's schedule recovery. Because the optimal solution involves a tradeoff between minimizing the ride time impact, which is accomplished by immediately recovering from the initial delay, and the wait time impact, which is minimized by spreading the recovery over a large number of following trains, the optimal recovery pattern lies between these two extremes. In general, there is an S-shaped pattern to the recovery distribution: large recovery for the first one or two trains following the initially delayed train, then rapidly diminishing recoveries per train, and finally small recoveries for the last few trains. The location of the initial delay influences the recovery pattern. Delays that occur on a boarding section, where many waiting passengers will be affected, tend to benefit most from an optimal recovery as opposed to a policy of immediate recovery. -
The MBTA-Performance System
Performance Measurements Using Real-Time Open Data Feeds: The MBTA-performance system 2017 Fare Collection/Revenue Management & TransITech Conference Ritesh Warade, Associate Director, IBI Group April 2017 Introduction Boston MBTA’s challenge Agenda Approach The MBTA-performance system Questions? Multi-disciplinary professional services firm 2,500+ staff / 75+ offices including Boston Core expertise in transit / rail service planning and operations analysis Extensive experience in Transit Technology Increasing focus on Transit Data IBI’s Transit Data practice focuses on helping transit agencies: Manage their data end-to-end Provide high-quality information to passengers Analyze and measure the quality of service provided to and experienced by customers Boston MBTA’s Challenge Size: 5th Largest Agency in the US, 1.3 million Passengers Daily Multimodal: Subway, Light Rail, Bus, Boat, Commuter Rail Goal: Provision of Real-time Passenger Information Tied to the source of data Train Tracking Challenges Bus CAD/AVL Replicating for other modes / agencies Not real-time Approach Leverage Open Data Could We GTFS-realtime feeds Location Prediction Tracking Generation Bus CAD/AVL NextBus In-house Train Prediction Subway Tracking Engine MBTA- realtime GPS + In-house Track Prediction LRT Circuits Engine + TWC Customers Commuter GPS Transitime Rail GTFS Bus Google/ GTFS-RT Apps Subway MBTA- realtime LRT MBTA Apps / Customers API Website / Signs Commuter Rail GTFS JSON Website SMS/ API Email RSS Apps MBTA- alerts Google/A GTFS-RT pps MBTA MBTA Dispatchers API Apps Customers API Twitter GTFS GTFS-RT Trip Updates GTFS- realtime Vehicle Positions Service Alerts Provide real-time data to customers Updated frequently 5-15 seconds All modes / services Well documented GTFS- realtime Widely adopted Strong incentive to maintain Ensure up-time As systems change The MBTA-performance System Bus Google/ GTFS-RT Apps Subway MBTA- realtime LRT MBTA Apps / Customers API Website / Signs Commuter Rail GTFS Bus MBTA MBTA- Mgmt. -
Merriweather Post Pavilion
Citizen Advisory Panel on Merriweather Post Pavilion Final Report Introduction On August 12, 2004, County Executive Jim Robey signed Executive Order No. 2004-03 (attached as Appendix 1), which appointed 16 leaders of the business and arts communities in Howard County to serve on the Merriweather Citizens Advisory Panel (the Panel). He asked the Panel to advise him on whether Howard County (the County) should purchase Merriweather Post Pavilion from The Rouse Company (now General Growth Properties (GGP)), which had announced that Merriweather was for sale provided that the purchaser agrees to meet certain provisions. He asked the Panel to answer five questions: 1. Is there a public service purpose for Howard County to purchase Merriweather Post Pavilion? 2. If there is a public service purpose for the County to purchase Merriweather, what should be the primary purpose of the facility (e.g., a concert venue, an all-purpose arts facility, etc.), what other activities should be permitted and what organizations should have access? 3. Does Merriweather need to be renovated, and if so what type and scope of renovation would be necessary for it to most successfully and effectively achieve the determined primary purpose? 4. What type of management and control structure should be put into place for the operation of this facility? 5. What level of public oversight should exist? In addition, the County solicited proposals for consultant services for a “Feasibility study associated with the possible purchase and renovation of Merriweather Post Pavilion.” The County received five proposals it deemed to be acceptable. Following interviews with the firms that submitted those proposals, the County hired the team of Ziger/Snead LLP Architects, Webb Management Services, Inc. -
Best Practices for Assisting Transfers Checklist This Is an Agency Self
Best practices for assisting transfers checklist This is an agency self-audit checklist, designed to be used at a station or stop served by more than one fixed route transit service. For agencies interested in evaluating opportunities for assisting passengers who transfer across services, this checklist may help identify areas for improvement. The checklist attempts to help identify concrete actions that a transit provider can take to support more convenient, less stressful bus transfers. Schedule information ☐Printed schedules and maps include information about neighboring agencies ☐Real-time transit information system mobile app ☐Schedule information appears in trip planning applications (Google Maps, Bing Maps, other transit apps) ☐Availability of printed maps on buses ☐Availability of printed maps in transit centers ☐Schedule information is available in multiple accessible formats (audio, multilingual, written, braile, large font) ☐Schedule information is available online ☐Schedule information is available at bus stops serving multiple routes ☐Fare information regarding fare categories (e.g. youth rate, senior rate) is clearly displayed on printed schedules ☐Fare information regarding different fare rates (e.g. rate for intercity service, around town service, all-day fare, regular fare) is clearly displayed on printed schedules Bus stop amenities ☐Bus stops are ADA compliant and designed to promote access ☐Landscaping around bus stops enhances the aesthetic quality of bus stop ☐Landscaping around bus stops provides a buffer zone between -
Review of the G Line
Review of the G Line ,. July 10, 2013 NYC Transit G Line Review Executive Summary Executive Summary The attached report provides a comprehensive review of operations on the G line. Based on NYC Transit’s standard measures of On-Time Performance and Wait Assessment, the G performs well relative to the average subway line. At the same time, the G differs from other NYC Transit subway lines because the route is relatively short and never enters Manhattan, and thus serves primarily as a feeder/distributor with most riders transferring at least once before reaching their destinations. This review identifies a number of opportunities to improve operations on the G line, with recommendations chiefly intended to provide more even train headways and passenger loading, as well as to improve customer communication. Key Findings: While G ridership has grown significantly in recent years, it still remains relatively low compared to the rest of the system, and average passenger loads on the G are within service guidelines during both peak and off-peak hours. Scheduling the G train around the busier and more frequent F train causes uneven headways and passenger loads on the G, most significantly during the afternoon peak period, when G service is scheduled at the minimum guideline frequency of 6 trains per hour (an average 10-minute headway). G riders make twice as many transfers as the average subway rider; this high transfer rate is inconvenient for customers who must wait for multiple trains. Trains shorter than the platform length cause uncertainty about where the G train stops, contributing to uneven passenger loads. -
Hits of the Week
NEWSPAPER ISSN 0034 1C22 L Au.:77,2,1980,2.50 Hits of the Week SINGLES SLEEPERS ALBUMS ELECTRIC LIGHTORCHESTRA,"ALL ROXY MUSIC, "OVER YOU" (prod.by DIONNE WARWICK, "NO NIGHT SO OVER THE WORLD" (prod. by group -Davies) (writers: Ferry- LONG." Her platinum success last MCA Lynne) (writer: Lynne) (Jet/Un- Manzanera)(E.G.,BMI)(3:24). time around demonstrated that this RE CORDS art,BMI) (4:04). A spirited chor- "I'm so lost in love-over you."lady's voice is pure magic on the us, triumphant keyboards & mul- Said so often but seldom as ef- airwaves. With the impeccable pro- titudinous handclaps carrythe fectively ason thismarvelous duction of Steve Buckingham, she joyous, uplifting message on this Ferry-Manzaneracutfromthe can do it again with the title track blockbuster from the "Xanadu" "Flesh & Blood" LP. A smashand the heavenly "How You Once soundtrack. MCA 41289. across-the-board. Atco 7301. Loved Me." Arista AL 9526 (8.98). BILLY JOEL, "DON'T ASK ME WHY" (prod. STEPHANIE MILLS, "NEVER KNEW LOVE GEORGE BENSON, "GIVE ME THE by Ramone) (writer:Joel)(Im- LIKE THIS BEFORE" (prod. byNIGHT." One of the few earthlings pulsive/April, ASCAP) (2:56). Mtume-Lucas)(writers:Mtume- blessedwithextraordinaryvocal Joel'sfirsttwohitsfromthe Lucas)(FrozenButterfly,BMI) and instrumental talents, Benson is phenomenal "Glass Houses" LP (3:29). Glistening keyboards, an tearing up the charts with the title were unabashed rockers. Here's angelic chorus & Mills'lovely single from this LP. Quincy Jones' one of his easy rollin' romantic vocaltranslateintoafairytale productionsorceryis consistent piano ballads that often become qualitywith amatching hook.