DOCSLIB.ORG

July–December 1999 • $10.00 / a Tale of Two Cities: Portland and Boston

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
July–December 1999 • $10.00 / a Tale of Two Cities: Portland and Boston July–December 1999 • $10.00 / A Tale of Two Cities: Portland and Boston • Japan’s Fascinating Shonan Monorail The Magazine of Electric Railways Published since 1939 by the Electric Railroaders’ Association, Inc. Volume 61, Number 7–12 July–December, 1999 columns Staff Headlights editor and art director 3 NEWS Sandy Campbell Dallas developments and other rail transit news compiled by Peter Kocan. contributing authors James N. J. Henwood, Peter Kocan, Frank S. Miklos, Bruce Russell 6 BOOKS and Steven D. Siegerist James N. J. Henwood reviews Chicago Transit: An Illustrated History and ERA Officers & Directors Pennsylvania Trolleys in Color, Volume III: The Pittsburgh Region. president Frank S. Miklos first vice president features Arthur J. Lonto second vice president; corresponding secretary Neil Wotherspoon 9 PORTLAND & BOSTON: A TALE OF TWO CITIES Portland, Oregon and Boston, Massachusetts are on opposite sides of the North third vice president; recording secretary American continent and their approaches to solving their urban transit needs are William K. Guild equally divergent. Frank S. Miklos presents both viewpoints. director Edward Crew, Jr. 10 Part I: Opposites Attract treasurer; trip & conv. chairman; librarian Portland continues to expand its ambitious light rail system. Richard C. Evans membership secretary 21 The Portland Traction Company Lewis Hitch A late 1940s look at the Portland Traction Company through the lens of John Stern. 28 Part II: Slip-Sliding Away Electric Railroaders’ Boston resists streetcar system expansion and continues retrenchment. Association, Inc. 36 JAPAN’S FASCINATING SHONAN MONORAIL | While most monorails have been restricted to airports, fairs and amusement parks, National Headquarters in Japan near Tokyo the Shonan Monorail provides interurban service between the Grand Central Terminal, New York City resort town of Enoshima and the Japanese Railway mainline. by Bruce Russell Mailing Address P.O. Box 3323, Grand Central Station New York, NY 10163-3323 on the cover E-Mail [email protected] Shonan Monorail, Japan. The 4.1 mile Shonan Monorail was designed by Mitsubishi to Subscriptions travel over as many different alignments as possible to demonstrate the versatility of Headlights is sent free to members of the ERA. monorails. Here a train emerges from a small hill through one of the line’s two tunnels. Applications for ERA membership bruce russell are supplied upon request. Changes of Address Portland’s MAX. (below) A Westside MAX train speeds towards Hillsboro. frank s. miklos Send address changes to the ERA along with an old address label from a recent issue. Correspondence All inquiries regarding the activities of the ERA should be directed to our New York headquarters. Contributions Send all items for publication in Headlights to the editor. Manuscripts should be submitted on diskette, e-mailed to [email protected], or typewritten. Photos, illustrations and maps are needed as well. Please send original negatives or slides when possible and include descriptions for each image along with your name and address. © 2000 electric railroaders’ assoc., inc. all rights reserved. 000621 facilitate the construction of the City Place station. The outbound track is required for the delivery of construc- tion materials by the contrac- tor using high-rail trucks. The portion of the line between Mockingbird and Park Lane stations will also see single track operation to permit the installation of signals which were not included in the original construction to save costs. Elsewhere in Dallas, service on the McKinney Avenue trolley has been curtailed to permit the re- construction of the roadway, a project that is expected to take two years to complete. Gone will be the original frank s. miklos brick paving and tracks Above, Car DALLAS If rail is chosen, DART could Effective with a September which date back to earlier 108 pauses at DART, which began light have about 92 miles of rail 27, 1999 schedule change, streetcar days. the Ledbet- rail operations in June 1996, service by 2007. weekday service on the ter Drive is now designing exten- Blue Line now operates to McKinney Avenue has terminal of sions to the North Central DART has received the first the Mockingbird Station been made one-way Dallas’s Blue and Northeast lines that of 55 additional cars which until 7 pm. This extension is northbound from Pearl to Line during will add 23.5 miles to the were ordered for the new line logical since the Blue Line Allen with traffic shifted the 1998 ERA system. The North Central extensions. About 10 of the will diverge from the exist- to the southbound side convention. line is to be extended to cars were accepted and in ing route at that station of the street. Trolleys now Car 117 waits Richardson by 2002 and to revenue service by the end when the first expansion operate from 5 pm to 10 pm on the adja- Plano by 2003. The North- of September. Pre-service opens in 2001. on week nights and from 10 cent track for east line is to be extended testing includes non-revenue am to 10 pm on weekends a scheduled to central Garland by 2002. operation individually and in All trains on the Red Line with periodic interruptions trip to Pearl trains with older equipment now operate in both direc- as required such as during Street. DART has also started (the new cars look identical to tions on the inbound track September 1999 when all studies for possible rail op- the original order). The deliv- in the tunnel after 8 pm to service was suspended. Right, the eration—electric light rail, ery of the new cars allows all Dallas skyline diesel locomotive hauled or trains on the Blue Line to be provides the self-propelled—in several returned to two cars. backdrop for other corridors. One is the trains in the Northwest corridor using A record-breaking heat vicinity of the Union Pacific rails between wave during the summer of Morrell stop Dallas and Carrollton, and 1998 may have wilted riders’ on the Blue Burlington Northern rail spirits, but DART breezed Line. between South Irving and on. The cars’ overbuilt Carrollton. Another is the air-conditioning equip- Southeast corridor. Both ment was able to cope with studies should be complet- week after week of 100°+ ed by the end of 1999. temperatures. frank s. miklos headlights | july–december 1999 3 HEADLIGHTS NEWS Service runs from down- town to Bowen Street near the car barn. At Bowen, poles are changed and the car operates back down McKinney through the con- struction zone on the same track almost to Pearl where a crossover allows access to the normal inbound track. This is a temporary crossover which is bolted on top of the concrete street. When operating in the construction zone, the trolleys pass through a series of hinged gates that swing out of the way as they proceed. Rubber bumpers allow the gates to bounce down the sides of the moving trolleys, after which they swing back into position to keep automo- biles off the streetcar tracks. steven c. siegerist Actual construction of the Above, the McKinney Avenue Transit Authority’s extensions of the McKinney ex-Melbourne tram negotiates the single track Avenue trolley service to section of line during track reconstruction. Spring- the City Place station on loaded gates are provided to deter motorists from the north end and the West driving onto the tracks where trolleys are operat- End Historical District on ing against the temporary one-way traffic flow. the south end has yet to begin. New development in Right, close-up view of temporary switches the area where the streetcar installed on McKinney Avenue to permit trolleys to will run on the north end operate around the track reconstruction project. is underway and streetcar track construction in that area will probably start shortly after the end of the year. The West End exten- sion has been delayed pending a resolution of issues concerning the franchise and an agree- ment with the telephone company to relocate vaults that are in the path of the trolley extension. steven d. siegerist steven c. siegerist 4 headlights | july–december 1999 MINNEAPOLIS- hoff to make final designs from East St. Louis to the Lougheed Highway to ST. PAUL for the six-mile at-grade Belleville Area College is Coquitlam and then south In April 1998, the Minnesota South Sacramento exten- now under construction, and west to join the exist- legislature approved $40 sion to the existing LRT using 13.5 miles of aban- ing line at Columbia in New million to build a 12-mile line. The extension will doned railroad right- Westminster. light rail line between Min- be on the right of way and of-way. It is scheduled to neapolis and its airport. The alongside the tracks of start operation in 2001. The agreement is valued line would also serve the the Union Pacific (formerly Planning is now under way at $300 million and will in- Mall of America (a mega- Western Pacific) railroad. for a cross-county line in clude 80 cars, train control mall tourist attraction). State, There will be six new sta- Missouri from the Forest and commu nications sys- city and area agencies are tions. Service is planned Park station through Clay- tems, power supply and now studying ways to come for 2003. ton to Interstate 44. distribution, track work, up with details of design and passenger transport passenger transport power rail, engineering route to obtain Federal Tran- and testing. Completion is sit Admin istration approval VANCOUVER planned for 2001. for $120 million of taxpayer ST. LOUIS The British Columbia pro- funds. The hope is to begin Bi-State Development vincial government signed Bombardier is also to pro- construction by the fall of Agency’s Metro Link light a memorandum of under- mote the Sky Train system 1999 and to complete the rail started operation on standing on June 24, 1998, worldwide.
Load more

Recommended publications
  • 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
    [Show full text]
  • Newyel Newyellow Line Connector FAQS
    New Yellow Line Connector New Yellow Line Connector FAQS How will the New Yellow Line Connector impact your commute? The Yellow Line Connector will be operated by the both the Interurban Trolley and Transpo, with a new connection point at the Mishawaka Transfer Center. Existing Transpo Route 9 will end at the Mishawaka Transfer Center. 30 minute service will be provided along 30 MONDAY the whole route between downtown Min to FRIDAY Mishawaka and downtown Elkhart Monday through Friday. This equates to a doubling of service, during the weekdays, on the route east of Bittersweet Road. Existing Service Up to 41 minutes at South Street Up to 35 minutes at Elkhart UpStation to 15 minutes or Twin at Branch Transfer Center South Street Station or Mishawaka TC 15 minutes at 5 minutes at Riders will see a reduction in waiting time Mishawaka Elkhart Proposed Service Transfer Transfer for transfers during the weekday. Center Center 0 10 20 30 40 50 60 70 80 Wait Time (minutes) For additional resources, visit www.interurbantrolley.com/yellow_line New Yellow Line Connector FAQS FAQS How will the fare structure change? Interurban Trolley and Transpo reduced fares will be available at all times, even peak hour. $3 day passes for either the Interurban Trolley or Transpo system will be oered on all Yellow Line Connector buses. All Interurban Trolley or Transpo Bus Passes will be accepted on the Yellow Line Connector Route If a rider plans to continue their transit trip past downtown Elkhart or Mishawaka, an additional fare may be needed. Children under 4 years old ride free on the Yellow Line Connector, and all Interurban Trolley buses.
    [Show full text]
  • Walt Disney World Resort Transportation Guide
    HOW TO TRAVEL AROUND PROPERTY UPDATED 03/04/18 FROM DISNEY’S ALL-STAR RESORTS LEGEND: BUS MONORAIL WATERCRAFT WALK TRANSFER Advise Guests to prepare for a sufficient amount of travel time. Taxi service is available at all of our resorts and theme parks. Pay attention to operating hours, inclement weather and downtimes. Do not give this guide to Guests. HOW TO GET TO MAGIC KINGDOM AREA MAGIC KINGDOM to MAGIC KINGDOM CONTEMPORARY to MAGIC KINGDOM or to CONTEMPORARY FORT WILDERNESS to MAGIC KINGDOM to FORT WILDERNESS GRAND FLORIDIAN to MAGIC KINGDOM or to GRAND FLORIDIAN POLYNESIAN VILLAGE to MAGIC KINGDOM or to POLYNESIAN VILLAGE WILDERNESS LODGE to MAGIC KINGDOM or to WILDERNESS LODGE SHADES OF GREEN to MAGIC KINGDOM or to TTC to SHADES OF GREEN MAGIC KINGDOM to CONTEMPORARY to TRANSPORTATION & TICKET CENTER (TTC) RESORTS MONORAIL ROUTE to POLYNESIAN VILLAGE to GRAND FLORIDIAN to MAGIC KINGDOM HOW TO GET TO EPCOT AREA EPCOT to EPCOT BOARDWALK to HOLLYWOOD STUDIOS to BOARDWALK SWAN & DOLPHIN HOTELS to HOLLYWOOD STUDIOS to SWAN & DOLPHIN HOTELS YACHT & BEACH CLUB to HOLLYWOOD STUDIOS to YACHT & BEACH CLUB HOW TO GET TO HOLLYWOOD STUDIOS AREA HOLLYWOOD STUDIOS to HOLLYWOOD STUDIOS ART OF ANIMATION to HOLLYWOOD STUDIOS to ART OF ANIMATION CARIBBEAN BEACH to HOLLYWOOD STUDIOS to CARIBBEAN BEACH POP CENTURY to HOLLYWOOD STUDIOS to POP CENTURY HOW TO GET TO ANIMAL KINGDOM AREA ANIMAL KINGDOM to ANIMAL KINGDOM ANIMAL KINGDOM LODGE to ANIMAL KINGDOM to ANIMAL KINGDOM LODGE CORONADO SPRINGS to ANIMAL KINGDOM to CORONADO SPRINGS HOW TO GET TO DISNEY SPRINGS AREA DISNEY SPRINGS to DISNEY SPRINGS OLD KEY WEST to DISNEY SPRINGS or to OLD KEY WEST PORT ORLEANS to DISNEY SPRINGS or to PORT ORLEANS SARATOGA SPRINGS to DISNEY SPRINGS or or to SARATOGA SPRINGS HOW TO GET TO WATERPARKS AND MINI GOLF BLIZZARD BEACH to BLIZZARD BEACH FANTASIA GARDENS MINI GOLF to HOLLYWOOD STUDIOS to SWAN & DOLPHIN to F.
    [Show full text]
  • Final2018 RTP Projectsweb20190315
    Published 3/15/19 2018 Regional Transportation Plan Strategic List of Additional Priority Projects and Programs RTP Investment County Nominating Agency Primary Facility Owner RTP ID Project Name Start Location End Location Description Estimated Cost (2016 Time Period Financially Category dollars) Constrained project list Active Transportation Clackamas County Oregon City Oregon City 10147 Newell Creek Canyon/Holly Hwy 213 and Redland Maple Lane Road Add a shared-use path along the west side of $ 5,000,000 2028-2040 No Lane Shared-Use Path Road the gully between the Redland/Livesay and Holly/Donovan intersection and then along Holly Lane between Donovan and Maple Lane. Will require a bridge over the gully south of Redland Road (TSP Project S12, S13). The project or a portion of the project is outside the designated urban growth boundary. Active Transportation Clackamas County Oregon City Oregon City 10150 Barlow Road Shared-Use Trail Abernethy Road UGB Add a shared-use path on the west/south side $ 4,600,000 2028-2040 No of Redland Road, along the north side of the gully from the Redland/Livesay to Holcomb/Oak Tree intersection, and from Holcomb to Ames Street. Install enhanced crossings at Redland Road and Holcomb Blvd (TSP S6, S9, S10, S11, C5, C7). Active Transportation Clackamas County Lake Oswego Lake Oswego 11171 Tryon Creek Ped Bridge Foothills Park Tryon Cove Park 500' long, 10' wide asphalt pathway completes a $ 3,000,000 2028-2040 No (@Tryon Cove Park) connection at the existing north end Foothills pathway with to Tryon Cove Park with a pedestrian bridge (per Foothills District Plan).
    [Show full text]
  • National Register of Historic Places Inventory—Nomination Form 1
    NFS Form 10-900 (3-82) OMB No. 1024-0018 Expires 10-31-87 United States Department of the Interior National Park Service For NFS use only National Register of Historic Places received MAY 6 19ST Inventory—Nomination Form date entered JUN | 5 [937 See instructions in How to Complete National Register Forms Type all entries—complete applicable sections_______________ 1. Name historic N/A Number of contributing features: 20 Portland Thirteenth Avenue and or common Historic District Number of non-contributing features: 0 2. Location A six-block-long corridor of warehouse properties fronting on NW 13th street & number Avenue, between NW Davis Street on the south and Jl/Anot for publication NW Johnson Street on the north city, town Portland ___ J/Avicinity of Third Congressional District state Oregon code 41 county Multnomah code 051 3. Classification Category Ownership Status Present Use JC_ district public _X _ occupied agriculture museum building(s) _ X_ private unoccupied _X — commercial park structure both work in progress educational private residence site Public Acquisition Accessible entertainment religious object N/A in process yes: restricted _ government scientific X industrial N/A being considered -X _ "noyes: unrestricted transportation military name Multiple (see Continuation Sheets) street & number N/A city, town N/A vicinity of state 5. Location off Legal Description courthouse, registry of deeds, etc. Multnomah County Courthouse street & number 1021 SW 4th Avenue city, town Portland state Oregon 97204 6. Representation in Existing Surveys Portland Historic title Rpsnurr.p Inventory has this property been determined eligible? yes X no date federal state county _X_ local depository for survey records Portland Bureau nf P1anning 3 11?n SU 5th Avenue city, town Portland state Oregon Q7?n4 7.
    [Show full text]
  • Testimony As to the Claim of Ben Holladay for Losses and Damages
    University of Oklahoma College of Law University of Oklahoma College of Law Digital Commons American Indian and Alaskan Native Documents in the Congressional Serial Set: 1817-1899 12-17-1879 Testimony as to the claim of Ben Holladay for losses and damages sustained by him on the Overland stage line during the years 1862, 1863, 1864, 1865, and 1866, with memorial, affidavits, letters, &c., taken under the resolution of the Senate of March 12, 1878 Follow this and additional works at: https://digitalcommons.law.ou.edu/indianserialset Part of the Indian and Aboriginal Law Commons Recommended Citation S. Misc. Doc. No. 19, 46th Cong., 2nd Sess. (1879) This Senate Miscellaneous Document is brought to you for free and open access by University of Oklahoma College of Law Digital Commons. It has been accepted for inclusion in American Indian and Alaskan Native Documents in the Congressional Serial Set: 1817-1899 by an authorized administrator of University of Oklahoma College of Law Digital Commons. For more information, please contact [email protected]. 46TH CoNGREss,} SENATE. MIS. Doc. 2d Session. { No.19. TESTIMONY AS TO THE CLAIM OF BEN HOLLADAY FOR Losses and damages sustained by him on the overland stage line during tlte years 1862, 1863, 1864, 1865, and 1866, with memorial, affidavits, letters, &c., taken under the resolution of the Senate of March 12, 1878. DECEMBER 17, 1879.-0rdered to be printed. MEMORIAL. To the Senate and House of Representatives of the United States in Con­ gress assentbled : . Your petitioner, Ben. Holladay, of the State of New York, and a ci'ii­ zen of the United States, represents that from the year A.
    [Show full text]
  • Ben Holladay (1819-1887) by Unknown Ben Holladay Was a Businessman Involved in the Stagecoach and Railroad Industry in the West
    Ben Holladay (1819-1887) By Unknown Ben Holladay was a businessman involved in the stagecoach and railroad industry in the West. He was responsible for many of the stageline roads and railtracks in western Oregon. Born in 1819 in Kentucky, Holladay moved with his family to Missouri as a young boy. In Weston, Missouri, Holladay operated a store and a hotel, doing business with Indians in Kansas. He married Notley Ann Calvert when he was 23. After she died in 1873, Holladay married Esther Campbell. When the Mexican American War broke out in 1846, he supplied U.S. Army General Stephen Kearny's forces. After the war ended in 1848, Holladay bought surplus army supplies at bargain prices, and over the next several years he sold these supplies in Utah and California. In 1862 Holladay bought the Overland Mail Express, whose owners were in debt to him. He expanded the company and by 1864 controlled most of the stage and freight traffic between the Missouri River and Salt Lake City. Holladay also had a federal mail contract worth nearly one million dollars annually. He sold his stage routes to Wells Fargo and went into the railroad business, beginning with his Oregon and California Railroad Company. He began in 1868 to construct tracks from Portland along the east side of the Willamette River in competition with the "Westsiders" to win a contract to build a north-south route to California. Competing for both traffic and a federal land grant, the two sides agreed that whichever company first built twenty miles of line would buy out the other.
    [Show full text]
  • The Disney Monorail System
    The Disney Monorail System A National Historic Mechanical Engineering Landmark The American Society of Mechanical Engineers December 1986 Disneyland Anaheim, California The Disney Monorail System Since the time he first conceived the idea of Disneyland, The design of the cars, including their motive power Walt Disney was interested in the possibility of install- and braking and safety systems, could be utilized by ing a practical monorail system there. During a visit to any metropolitan transit system. For a city monorail, Europe in the Summer of 1957, Disney’s engineering however, the cars would have to be larger to provide group examined the experimental monorail developed for standing room. by the Alweg Corporation, near Cologne, Germany. The original monorail system at Disneyland, which After further investigation, the group reported to Disney opened in 1959, included two trains, one blue and one that this design appeared to offer the best prospects for red, and eight-tenths mile of track. A gold train and economy, stability, and all-around practicality, not only additional cars for the red and blue trains were added for Disneyland but for municipal transportation systems in the first few years of operation to expand capacity. in general. The Alweg Company had been operating their test monorail in Germany since 1952. Its beamway In June, 1961, the monorail was extended to the was on a long curve approximately one mile in length, Disneyland Hotel. This made it the first monorail in without grades. Disneyland and Alweg joined efforts America to run adjacent to a major highway (Harbor in the summer of 1958 to develop the basic system Boulevard) and to cross a city street (West Street).
    [Show full text]
  • The Urban Rail Development Handbook
    DEVELOPMENT THE “ The Urban Rail Development Handbook offers both planners and political decision makers a comprehensive view of one of the largest, if not the largest, investment a city can undertake: an urban rail system. The handbook properly recognizes that urban rail is only one part of a hierarchically integrated transport system, and it provides practical guidance on how urban rail projects can be implemented and operated RAIL URBAN THE URBAN RAIL in a multimodal way that maximizes benefits far beyond mobility. The handbook is a must-read for any person involved in the planning and decision making for an urban rail line.” —Arturo Ardila-Gómez, Global Lead, Urban Mobility and Lead Transport Economist, World Bank DEVELOPMENT “ The Urban Rail Development Handbook tackles the social and technical challenges of planning, designing, financing, procuring, constructing, and operating rail projects in urban areas. It is a great complement HANDBOOK to more technical publications on rail technology, infrastructure, and project delivery. This handbook provides practical advice for delivering urban megaprojects, taking account of their social, institutional, and economic context.” —Martha Lawrence, Lead, Railway Community of Practice and Senior Railway Specialist, World Bank HANDBOOK “ Among the many options a city can consider to improve access to opportunities and mobility, urban rail stands out by its potential impact, as well as its high cost. Getting it right is a complex and multifaceted challenge that this handbook addresses beautifully through an in-depth and practical sharing of hard lessons learned in planning, implementing, and operating such urban rail lines, while ensuring their transformational role for urban development.” —Gerald Ollivier, Lead, Transit-Oriented Development Community of Practice, World Bank “ Public transport, as the backbone of mobility in cities, supports more inclusive communities, economic development, higher standards of living and health, and active lifestyles of inhabitants, while improving air quality and liveability.
    [Show full text]
  • Fare Policy Regarding Regular And/Or Inflation- Related (“Programmed”) Price Increases
    Fare Policy Regarding Regular and/or Inflation- related (“Programmed”) Price Increases Linda M. Spock Allison L. C. de Cerreño, Ph.D., Director November 2007 Rudin Center for Transportation Policy & Management NYU Robert F. Wagner Graduate School of Public Service nd 295 Lafayette Street, 2 Floor New York, NY 10012 www.wagner.nyu.edu/rudincenter ABOUT THE NYU WAGNER RUDIN CENTER FOR TRANSPORTATION POLICY AND MANAGEMENT Established in 1996 at New York University’s Robert F. Wagner Graduate School of Public Service, and named in September 2000 in recognition of a generous gift to NYU in support of the Center, the NYU Wagner Rudin Center for Transportation Policy and Management is currently led by the Center’s Director, Allison L. C. de Cerreño, Ph.D. The mission of the Center is to provide the tools for strengthening institutions and leadership within and across all modes of transportation, and for encouraging innovative thinking, discourse, and action on urban transportation policy, regionally, nationally, and internationally. With a team of Visiting Scholars and Practitioners, drawn from both the transportation and academic communities, the Center conducts research and conferences, provides education and training, and promotes and supports key policy networks in the field of transportation policy and management. A number of publications are produced each year, based on the research, conferences, and training carried out by the Rudin Center. ABOUT THE AUTHOR Linda Spock has served as a Visiting Practitioner at the NYU Wagner Rudin Center for Transportation Policy and Management since 2001. A respected transportation expert, she played a key role in establishing E-ZPass as a regional electronic toll collection system.
    [Show full text]
  • Study on Medium Capacity Transit System Project in Metro Manila, the Republic of the Philippines
    Study on Economic Partnership Projects in Developing Countries in FY2014 Study on Medium Capacity Transit System Project in Metro Manila, The Republic of The Philippines Final Report February 2015 Prepared for: Ministry of Economy, Trade and Industry Ernst & Young ShinNihon LLC Japan External Trade Organization Prepared by: TOSTEMS, Inc. Oriental Consultants Global Co., Ltd. Mitsubishi Heavy Industries, Ltd. Japan Transportation Planning Association Reproduction Prohibited Preface This report shows the result of “Study on Economic Partnership Projects in Developing Countries in FY2014” prepared by the study group of TOSTEMS, Inc., Oriental Consultants Global Co., Ltd., Mitsubishi Heavy Industries, Ltd. and Japan Transportation Planning Association for Ministry of Economy, Trade and Industry. This study “Study on Medium Capacity Transit System Project in Metro Manila, The Republic of The Philippines” was conducted to examine the feasibility of the project which construct the medium capacity transit system to approximately 18km route from Sta. Mesa area through Mandaluyong City, Ortigas CBD and reach to Taytay City with project cost of 150 billion Yen. The project aim to reduce traffic congestion, strengthen the east-west axis by installing track-guided transport system and form the railway network with connecting existing and planning lines. We hope this study will contribute to the project implementation, and will become helpful for the relevant parties. February 2015 TOSTEMS, Inc. Oriental Consultants Global Co., Ltd. Mitsubishi Heavy
    [Show full text]
  • Express Was Being Implemented. It Continued Running Passenger
    Express was being implemented. It continued by implying to investors that a lucrative subsidy running passenger stages carrying the U.S. mail from Congress for their “Special Delivery Horse over the Central Route until the Waddell-Russell- Express” as a special service of the U.S. mail was Majors partnership went bankrupt in 1862. Ben imminent.11 Holladay’s Overland Stage Company, which had Right out of the gate, these transportation begun running coach routes in California in titans knew that the Pony Express would be the 1850s, secured a practical monopoly on the a losing operation. Some years later, Majors transportation of mail and freight from St. Joseph estimated that the “Pony” lost several hundred to Denver, as well as to Salt Lake City in 1861, thousand dollars. By 1862 the Russell, Majors, and took over the route from Salt Lake City after and Waddell partnership turned out to have a total the Russell, Majors, and Waddell partnership went indebtedness of $1,331,526.13.12 The partnership’s bankrupt in 1862. web of schemes had been developed with a goal From the very start, the Pony Express of staving off creditors, issuing junk bonds, and was a capitalist boondoggle, a 19th-century on the hope that it could eventually recoup losses Ponzi scheme. It was intended as a spectacular by billing the government for purported losses demonstration of pioneer resiliency intended and charging interest at the rate of 12 percent. to attract investors, rather than to operate The Pony Express had not been a spectacular feat practically. It was therefore in the best interests of of heroic daring and patriotic entrepreneurship the operators of stage lines and the Pony Express in forging rapid communication for the western organized by Holladay and the Russell, Majors, portion of the burgeoning Union as it fought the and Waddell groups to impress investors with the Confederacy.
    [Show full text]