Update on Fixed Guideway Study and European Tram Examples
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The Las Vegas Monorail, an Innovative Solution for Public Transportation Problems Within the Resort Corridor
UNLV Theses, Dissertations, Professional Papers, and Capstones 4-1999 The Las Vegas Monorail, an innovative solution for public transportation problems within the resort corridor Cam C. Walker University of Nevada Las Vegas Follow this and additional works at: https://digitalscholarship.unlv.edu/thesesdissertations Part of the Public Administration Commons Repository Citation Walker, Cam C., "The Las Vegas Monorail, an innovative solution for public transportation problems within the resort corridor" (1999). UNLV Theses, Dissertations, Professional Papers, and Capstones. 198. http://dx.doi.org/10.34917/1439111 This Thesis is protected by copyright and/or related rights. It has been brought to you by Digital Scholarship@UNLV with permission from the rights-holder(s). You are free to use this Thesis in any way that is permitted by the copyright and related rights legislation that applies to your use. For other uses you need to obtain permission from the rights-holder(s) directly, unless additional rights are indicated by a Creative Commons license in the record and/ or on the work itself. This Thesis has been accepted for inclusion in UNLV Theses, Dissertations, Professional Papers, and Capstones by an authorized administrator of Digital Scholarship@UNLV. For more information, please contact [email protected]. The Monorail 1 THE LAS VEGAS MONORAIL, AN INNOVATIVE SOLUTION The Las Vegas Monorail: An Innovative Solution for Public Transportation Problems within the Resort Corridor By Cam C. Walker Bachelor of Science Brigham Young -
Southern California Rapid Transit District (SCRTD)
Los Angeles County Metropolitan Transportation Authority Law ---------------------------------------------------------------------- With corresponding provisions of the Southern California Rapid Transit District Law and Los Angeles County Transportation Commission Law Los Angeles County Metropolitan Transportation Authority California Public Utilities Code Page 2 of 110 Introduction The Southern California Rapid Transit District, also known as the SCRTD or the “District” (1964-1993) was created by the State as the successor to the Los Angeles Metropolitan Transit Authority or “LAMTA” (1958-1964). LAMTA was the first publicly governed transit operator in Los Angeles and also responsible for the planning of a new mass transit system to replace the aging remnants of the transit systems built by Pacific Electric (1899-1953) and Los Angeles Railway (1895-1945). Unfortunately, the LAMTA had no ability to raise tax revenues or powers of eminent domain, and its board was appointed by the Governor, making the task building local support for mass transit improvements difficult at best. Dissatisfaction with the underpowered LAMTA led to a complete re-write of its legislative authority. While referred to in state legislation as a merger, the District law completely overwrote the LAMTA Act of 1957. The Los Angeles County Transportation Commission, also known as LACTC or the “Commission” (1977-1993) was created by the State in 1976 as a separate countywide transportation planning agency, along with transportation commissions in San Bernardino, Riverside, and Orange counties. At the time the District was initially created, there were no transit or transportation grant programs available from the State or Federal governments. Once funding sources became available from the Urban Mass Transit Administration, now the Federal Transit Administration, the California Transportation Commission, and others, the creation of county transportation commissions ensured coordination of multimodal transportation planning and funding programs. -
US 15-501 Major Investment Study
EXECUTIVE SUMMARY I. INTRODUCTION A. Background This document presents a summary of the US 15-501 Phase II Major Investment Study (MIS), focusing on the selection of a preferred transit alignment, transit technology and decisions made by the Study’s Policy Oversight Committee. This document serves as a companion to the Phase II Major Investment Study report, which describes the process and recommendations in more detail. In the US 15-501 Phase I MIS, reasonable and feasible transit/highway alternative combinations and a general level of investment have been identified. The Phase II MIS focuses on a refined transit alternative analysis, including more detailed engineering studies and additional public involvement input. B. Study Area Context US 15-501 is primary north-south highway route in North Carolina, extending from the Virginia State line south to the South Carolina State line. Within the Triangle region, US 15-501 is a four- to six-lane expressway connecting the Town of Chapel Hill and the City of Durham, with major interchanges at NC 54 and Franklin Street in Chapel Hill; and at I- 40, US 15-501 Business, NC 147 (Durham Freeway), and I-85 in Durham. The Phase II MIS Study Area has been refined to include areas adjacent to Corridor “A” from the Phase I Study. Exhibit ES-1 illustrates the study area for this phase of the project. C. Project History In 1993-1994, the City of Durham, the Town of Chapel Hill, NCDOT, and private property owners in the US 15-501 corridor participated in the US 15-501 Corridor Study which focused on identifying areas of congestion and methods to improve mobility within the corridor. -
Innovative Technologies for the Public Transportation in the Urban Mobility Plan of Padova
© 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: Urban Transport VIII, LJ Sucharov and CA Brebbia (Editors). ISBN 1-85312-905-4 Innovative technologies for the public transportation in the Urban Mobility Plan of Padova M. Andriollol, G. Del Torchio2, G. Martinelli3, A. Morini3 & A. TorteIla3 *Department of Electrotechnics, Milan Polytechnic, Italy 2APS - Azienda Padova Servizi Spa, Padova, Italy 3Department of Electrical Engineering, Padova Universi@, Italy Abstract The reorganization of Padova public transportation system, established in the Urban Mobility Plan, aims at the development of three main lines along the north-south, east-west e north-souttieast directions. The choice of advanced intermediate capacity rubber-tyred transport systems with guided running mode seems to be particularly suitable for Padova town planning, due to their favorable technical and economical characteristics. In fact their supply and traction systems ensure low air and noise emissions, while the inherent flexibility related to both the guidance and the supply modes allows efficient operation even in presence of other vehicles or obstacles along the critical route sections of the lines. Moreover the supply flexibility makes the lines easily compatible with historical-architectural structures, At present the fist line is getting into construction and it is expected it will be put into operation by autumn 2003. 1 Introduction Nowadays the need of urban mobility is satisfied by using various transportation systerns with different characteristics and performances according to different utilization demands. In Tab. 1 some data are reported, with reference to conventional transportation systems (bus, tram, light rail metro, conventional metro). -
Los Angeles Transportation Transit History – South LA
Los Angeles Transportation Transit History – South LA Matthew Barrett Metro Transportation Research Library, Archive & Public Records - metro.net/library Transportation Research Library & Archive • Originally the library of the Los • Transportation research library for Angeles Railway (1895-1945), employees, consultants, students, and intended to serve as both academics, other government public outreach and an agencies and the general public. employee resource. • Partner of the National • Repository of federally funded Transportation Library, member of transportation research starting Transportation Knowledge in 1971. Networks, and affiliate of the National Academies’ Transportation • Began computer cataloging into Research Board (TRB). OCLC’s World Catalog using Library of Congress Subject • Largest transit operator-owned Headings and honoring library, forth largest transportation interlibrary loan requests from library collection after U.C. outside institutions in 1978. Berkeley, Northwestern University and the U.S. DOT’s Volpe Center. • Archive of Los Angeles transit history from 1873-present. • Member of Getty/USC’s L.A. as Subject forum. Accessing the Library • Online: metro.net/library – Library Catalog librarycat.metro.net – Daily aggregated transportation news headlines: headlines.metroprimaryresources.info – Highlights of current and historical documents in our collection: metroprimaryresources.info – Photos: flickr.com/metrolibraryarchive – Film/Video: youtube/metrolibrarian – Social Media: facebook, twitter, tumblr, google+, -
Connecticut Americans with Disabilities Act (ADA) Paratransit Application Form
CT_ADAApplication_Rev8_12-19 Connecticut Americans with Disabilities Act (ADA) Paratransit Application Form Instructions for Submission To request a copy of this application in an accessible format, please call (203) 365- 8522 Extension 2061. The purpose of this application is to determine eligibility for Connecticut complementary ADA Paratransit service. If you have a disability that prevent s you from using the public transit bus service in Connecticut, you may be eligible for ADA Paratransit service. ADA Paratransit is a shared ride, advanced reservation, origin-to-destination service for persons with disabilities who are unable to use the public bus service because of their disability. Service Criteria The Connecticut ADA Paratransit program is designed to meet the Americans with Disabilities Act service criteria established by the federal government. Service is provided only to individuals f ound eligible by a Connecticut regional ADA service provider and is operated under the following ADA guidelines: • Complementary service is only provided in areas where public buses operate. This does not include Express Commuter service, Intercity or Dial-A-Ride services. ADA Paratransit vehicles can only make pick-ups and drop-offs at places that are within three-quarters of a mile of a public bus route. • Service is provided only during the hours and days when public bus service in that area operates. • Rides must be reserved at least one day inadvance. • ADA Paratransit fares are typically double the cost of a full fare on a public bus route. • Service is not restricted by trip purpose but provided for all types of trips. ADA Definition of Disability Any person with a disability who is unable, as a result of a physical or mental impairment, and without the assistance of another individual (except the operator of a wheelchair lift), to board, ride, or disembark from any public bus. -
Apta Health & Safety Commitments Program
APTA HEALTH & SAFETY COMMITMENTS PROGRAM We’re all In This Together! Participating Agencies Transit Agency Headquarters Location Antelope Valley Transit Authority Lancaster CA Battle Creek Transit Battle Creek MI Blacksburg Transit Blacksburg, VA Broward County Transit Plantation FL Cambria County Transit Authority (CamTran) Johnstown PA Capital District Transportation Authority Albany NY Central Contra Costa Transit Concord CA Central Ohio Transit Authority Columbus OH Central Pennsylvania Transportation Authority York PA Champaign-Urbana Mass Transit District Urbana IL Chatham Area Transit Authority Savannah GA Chicago Transit Authority Chicago IL City of Fresno Transit Fresno CA City of Gardena (G-Trans) Gardena CA City of Modesto Area Express Modesto CA Collins Bus service Windsor CT Community Transit Everett WA Connecticut DOT -- CT Rail Glastonbury CT Culver City Transit Culver City CA Dallas Area Rapid Transit Dallas TX Delaware Transit Corporation Dover DE Denton County Transportation Authority Lewisville TX Des Moines Area Regional Transit Authority Des Moines IA Eastern Contra Costa Transit Authority Antioch CA Embark Transit Authority Oklahoma City OK Everett Transit Everett WA Foothill Transit West Covina CA Fort Bend County Public Transportation Rosenberg TX Franklin Transit Authority Franklin TN Georgia Regional Transportation Authority Atlanta GA Gold Coast Transit District Oxnard CA Greater Bridgeport Transit District Bridgeport CT Greater Hartford Transit District Harford CT Greater New Haven Transit District New Haven -
FREQUENTLY ASKED QUESTIONS and the MYTHS of TRACKLESS TRAMS January 2020 by Marie Verschuer Prepared As a Supplement of Sbenrc 1.62 Sustainable Centres for Tomorrow
FREQUENTLY ASKED QUESTIONS AND THE MYTHS OF TRACKLESS TRAMS January 2020 By Marie Verschuer Prepared as a supplement of SBEnrc 1.62 Sustainable Centres for Tomorrow PURPOSE The following list of frequently asked questions have been compiled to assist those interested in Trackless Trams better understand the advantages and limitation of the technology and the areas where further research is needed. Information has been sourced from manufacturers, literature review and from study tours conducted in 2018 and 2019 to view and evaluate the emergent and latest technology suited to the provision of mid-tier prioritised public transit. This FAQ document is ancillary to the reports and case studies prepared as part of the SBNRC 1.62 Sustainable Centres for Tomorrow research project. FREQUENTLY ASKED QUESTIONS 1. What is a trackless tram (TT)? A trackless tram is a rubber tyred, high capacity vehicle suited to a corridor transit system equivalent to light rail. The vehicle in its design and internal layout is more closely aligned to a tram or light rail vehicle than to a bus as it has six innovations from High Speed Rail that have been transferred across. It travels in a dedicated corridor and should have signal priority to ensure smooth running free of traffic congestion. It is a smooth ride quality as it has sensors that anticipate bumps in the road so the vehicle adjusts its rail-like bogeys. It is a quiet electric vehicle with batteries on the roof. It has wide doors typically 2 per carriage, one each side. Boarding is from all doors adjacent to the platform. -
ADA Paratransit Application.Rev 08
____________________________________________________________ Accessible Services 1221 R Street Sacramento, CA 95811 PHONE: 916-557-4685 or 916-557-4686 (TDD) FAX: 916-455-3924 [email protected] www.sacrt.com/accessibleservices.stm Thank you for inquiring about eligibility for ADA Paratransit Service. Sacramento Regional Transit’s Paratransit Service is a “Safety Net” for people with physical, cognitive or visual disabilities that are functionally unable to independently use the RT fixed route service either all of the time, temporarily or only under certain circumstances. Enclosed are the ADA Paratransit Application and Eligibility Brochure that explains ADA Paratransit Service. Please read the Eligibility Brochure carefully before completing your application. The Steps in the Eligibility Process 1. Request the application packet. 2. Read the Eligibility Brochure that is enclosed. 3. Complete all questions on the Paratransit Application that follows this page. 4. Submit your application to your physician, or other professional, to complete the professional verification section. 5. Mail your signed and completed application and professional verification form to: Sacramento Regional Transit District, Accessible Services PO Box 2110 Sacramento, CA 95812-2110 6. You may be asked to attend an in-person interview. Your eligibility will be determined within 21 days from the date you complete your telephone and/or in- person interview and functional assessment. You will be notified by letter as to your eligibility status. 7. If you do not receive written notice of RT’s decision within 21 days, you may request paratransit services until a decision has been made by calling (916) 557-4685 or (916) 557-4686 (TDD). An incomplete application will be returned and will delay processing. -
Norwalk Transit District Paratransit Services – Riders Guide
Norwalk Transit District Paratransit Services – Riders Guide Introduction Paratransit transportation services consist of a variety of door to door service for the elderly and/or person with disabilities. All paratransit services are a shared ride service. It is not emergency medical transportation nor is it a personal taxi service. To ensure the greatest level of operating and cost efficiency you should expect to be traveling with other riders who are going in the same direction as yourself. Each service has its own rules of operation including service area and hours of operation. Please review each section below, for the program that you are eligible to travel under for specific program requirements. Service Areas Dispatch-A-Ride / Norwalk ADA – is available for travel within a ¾ mile radius of a Norwalk Transit bus route within Norwalk, during the same hours that the route operates. Service outside this ¾ mile area in Norwalk is not provided. This service is available to anyone with a disability and/or impairment that prevents them from using a city bus. Easy Access / Stamford ADA - is available for travel within the city of Stamford and within ¾ mile radius of an operating CT Transit bus route within Greenwich, Darien, Norwalk and limited areas of New York, during the same hours that the route operates. Service outside this ¾ mile area in New York, Greenwich and Darien is not provided. This service is available to anyone with a disability and/or impairment that prevents them from using a city bus. Westport Elderly & Disabled / Town of Westport – is available for travel within the Town of Westport to anyone 65 years of age and older, or 64 years of age and younger that has a disability and/or impairment. -
Bus Transit Subsidies in Connecticut
84 TRANSPORTATION RESEARCH RECORD 1202 Abridgment Bus Transit Subsidies in Connecticut HERBERT S. LEVINSON This paper traces the development of state transit operating 120-day strike in November 1972 in the three areas led to subsidies in Connecticut and analyzes various operating sub resumption of service on March 26, 1973, with a two-year sidy options. From these analysis, an efficiency incentive for state guarantee of operating deficits. The state required that mula was recommended to the Connecticut Public Transpor transit districts be formed within two years. Threatened again tation Commission in 1985. Under this formula, the state's with service discontinuance, the state purchased the assets of share of operating costs increased as the farebox recovery ratio the Connecticut Company on May 26, 1976, using Federal increased. Because this approach would increase state aid to Section 3 funds to cover 80 percent of the capital cost it some independent transit districts and reduce it to others, it established. Connecticut Transit was established to provide was not acceptable to the state legislature. A revised "constant bus service in the three cities. state share" formula, in which the state pays the operating The decision to establish Connecticut Transit statewide deficit up to 67 percent of the total operating costs subsequently was implemented by the state Department of Transportation reflected both the need for the state to act quickly, and the and legislature. apparent inability or unwillingness of the major cities to act (including some perceptions of extensive urban-to-rural sub This paper traces the development of state transit operating sidies in other sectors of the economy). -
Bus and Tramway: the French Way to High-Level Service
Bus and tramway: the French way to high-level service Author : Dominique BERTRAND (Cerema TV) Date : 29 November 2017 Centre for Studies and Expertise on Risks, Mobility, Land Planning and the Environment A State agency of scientific and technical expertise, in support of the definition, implementation and evaluation of public policies, on both national and local levels Placed under the supervision of the French ministries in charge of sustainable development, town planning and transportation Cerema supports the Energy transition of France. Bus & tramway : the French way to High-Level Service 2 As of 2016: About 3,000 employees 220 registered experts €250M turnover (2015) About 180 edited publications Head office About 20 ongoing in Bron European projects Bus & tramway : the French way to High-Level Service 3 9 fields of operation... Land Planning, Risk Prevention Energy Transition Management of Development and Housing and and Climate Change Natural Resources Equality of Regions Buildings and Environment Well-being and Mobility and Management, Towns and Urban Reduction of Transportation Optimization, Strategies Pollution Modernization and Design of Infrastructures … which intersect each other Bus & tramway : the French way to High-Level Service 4 Activity types Bus & tramway : the French way to High-Level Service 5 contents • Tramway & BHNS : what are we talking about ?! • (Urban) public transport : the French context • Tramways & BHNS: the current situation in France • The urban insertion of THNS : design through safety • and