2016 Fact Book Appendix A: Historical Tables  2016 Appendix a Tables in Excel Format

Total Page:16

File Type:pdf, Size:1020Kb

2016 Fact Book Appendix A: Historical Tables  2016 Appendix a Tables in Excel Format 2016 PUBLIC TRANSPORTATION FACT BOOK 67th Edition February 2017 PUBLISHED BY American Public Transportation Association American Public Transportation Association 1300 I Street, NW, Suite 1200 East Washington, DC 20005 TELEPHONE: (202) 496-4800 E-MAIL: [email protected] www.apta.com APTA’s Vision Statement Be the leading force in advancing public transportation. APTA’s Mission Statement APTA serves and leads its diverse membership through advocacy, innovation, and information sharing to strengthen and expand public transportation. Published by American Public Transportation Association Richard A. White, Acting President & CEO Written by John Neff, Senior Policy Researcher (202) 496-4812 [email protected] Matthew Dickens, Policy Analyst (202) 496-4817 [email protected] APTA Policy Department Arthur L. Guzzetti, Vice President-Policy PUBLIC TRANSPORTATION FACT BOOK American Public Transportation Association Washington, DC February 2017 In Memoriam John Neff 1944-2016 John Wesley Neff, Jr, APTA Senior Policy Researcher, passed away peacefully from cancer on November 2, 2016 in Silver Spring, MD. John joined APTA shortly after earning his MS in geography from Southern Illinois University. During his 42 years at APTA, John became the authority on transit industry statistics. Since the late 1970s he has managed the publication of APTA’s Fact Book. This book was his 32nd edition. John’s love of facts, figures, and statistics went beyond the transit industry. He loved baseball and was a member of the Society for American Baseball Research, and a prolific user of Baseball Reference. A beloved colleague, teacher, and friend, John will be missed. Public Transportation Appendices Published on APTA Web Page Appendix A: Historical Tables Appendix A presents select data items for the entire time period they have been reported in the Fact Book and other statistical reports prepared by APTA and its predecessor organizations. Many data items are reported for every year beginning in the 1920s, and ridership is reported from 1907. 2016 Fact Book Appendix A: Historical Tables 2016 Appendix A tables in Excel format Appendix B: Transit Agency and Urbanized Area Operating Statistics Appendix B presents six operating statistics for 2014 for each transit agency in urbanized areas in size order, totaled for all service modes operated by the agency and in size order for each individual mode. Data are also summed and ranked for urbanized areas, both all modes totaled and for individual modes. These lists allow a simple method to determine comparably sized transit agencies. Agencies operating in rural areas are ranked for four operating statistics for agency totals and by mode for each agency and for state-wide totals. Data for Appendix B are taken from the Federal Transit Administration's National Transit Database (NTD) and include only agencies reporting to the NTD. 2016 Appendix B tables in Excel format Appendix C: Urbanized Area Population, Land Area, and Density 1950-2010 The population, land area, and density of each urbanized area is traced from the 1950 Census, when they were first delimited, through the 2010 Census. When UZAs were created, which other UZAs they merged with or were broken off from, and all of the name changes are identified. Population growth from year to year and separate annual tables listing urbanized areas alphabetically and by size are also included. ● Appendix C tables in Excel format Material from the 2016 Public Transportation Fact Book may be quoted or reproduced without obtaining the permission of the American Public Transportation Association. Suggested Identification: American Public Transportation Association: 2016 Public Transportation Fact Book, Washington, DC, February, 2017. TABLE OF CONTENTS Table of Contents APTA AND THE FACT BOOK .................................. 7 Table 10: Vehicle Power Sources by Mode ............. 18 NATIONAL DATA SUMMARY .................................. 8 INFRASTRUCTURE ................................................ 19 Table 1: Number of Public Transportation Table 11: Rail Track Miles and Directional Route Systems by Mode ....................................................... 8 Miles ......................................................................... 19 Table 2: National Totals ............................................. 9 Table 12: Non-Rail Mode Lane Miles and Directional Route Miles ............................................ 20 Table 3: 50 Largest Transit Agencies Ranked by Unlinked Passenger Trips and Passenger Miles ...... 10 Table 13: Passenger Stations by Mode ................... 20 Table 4: 50 Urbanized Areas with the Most Transit Table 14: Maintenance Facilities by Mode ............... 21 Travel, Ranked by Unlinked Passenger Trips, Passenger Miles, and Population ............................. 11 Figure 8: Growth in Percentage of Rail Passenger Stations with Electronic Amenities ........................... 21 PASSENGER TRAVEL ........................................... 12 Table 15: Passenger Station Equipment by Mode ... 21 Table 5: Unlinked Passenger Trips and Passenger Miles by Mode ........................................ 12 PASSENGER STATION PARKING ........................ 22 Figure 1: Transit Ridership is at Highest Level in Table 16: Passenger Station Parking Supply by Four Decades........................................................... 13 Mode ........................................................................ 22 Figure 2: Since 2004 Transit Use Has Grown EMPLOYEES ........................................................... 22 More than Population or Highway Travel ................. 13 Table 17: Employees by Mode and Function ........... 23 Figure 3: Number of Commuters Using Transit for Their Work Trip ................................................... 14 Table 18: Jobs Supported by Transit Expenditures.. 23 Figure 4: Percent of Workers Commuting on Transit ................................................................. 14 ENERGY AND ENVIRONMENT .............................. 23 Table 19: Vehicle Fuel Consumption by SERVICE PROVIDED .............................................. 14 Mode of Service ....................................................... 24 Table 6: Vehicle Miles Operated, Vehicle Hours Table 20: Energy and Emission Benefits from Operated, and Transit Service Speed by Mode ....... 14 Public Transportation ............................................... 24 MODAL SHARES OF SERVICE PROVIDED Figure 9: Rail Vehicles Have Shown Long-Term AND CONSUMED ................................................... 15 Improvement in the Efficient Use of Electricity ......... 25 Figure 5: Modal Shares of Service Provided Figure 10: Percentage of Buses Powered by and Consumed ......................................................... 15 Alternative Fuels ...................................................... 25 VEHICLES ............................................................... 16 CAPITAL AND OPERATING EXPENSES .............. 25 Table 7: Revenue Vehicles by Mode ....................... 16 Table 21: Capital Expense by Mode and Type ........ 26 Table 8: Vehicle Characteristics by Mode ................ 16 Table 22: Operating Expense by Mode and Function Figure 6: Increase in Transit Vehicle Accessibility ... 17 Class ........................................................................ 26 Table 9: Vehicle Equipment by Mode ....................... 17 Table 23: Operating Expense by Mode and Object Class ...................................................... 27 Figure 7: Growth in Percentage of Buses with Passenger Equipment .............................................. 18 Table 24: Total Expense by Mode ............................ 27 5 TABLE OF CONTENTS Figure 11: Comparative Operating Costs Table 37: Commuter Rail and Hybrid Rail Agencies Among Modes .......................................................... 28 Ranked by Unlinked Passenger Trips and Passenger Miles ......................................................................... 44 Table 25: Short-Term Economic Impact per Billion Dollars of National Investment in Transit ....... 28 Table 38: Heavy Rail Agencies Ranked by Unlinked Passenger Trips and Passenger Miles ..................... 45 CAPITAL AND OPERATING FUNDING ................. 29 Table 39: Other Rail Agencies Ranked by Unlinked Table 26: Funding Sources ...................................... 29 Passenger Trips and Passenger Miles by Type of Rail Agency .............................................................. 45 Figure 12: Growth in Capital Funding by Source...... 30 Table 40: Light Rail and Streetcar Agencies Figure 13: Growth in Operating Funding by Source . 30 Ranked by Unlinked Passenger Trips and Passenger Miles ................................................ 46 Table 27: Passenger Fares by Mode ....................... 31 Figure 16: New Rail System Openings .................... 47 TRANSIT SPENDING AND CONTRACTING IN THE PRIVATE SECTOR ..................................... 31 Table 41: Ferryboat Agencies in Urbanized Areas Ranked by Unlinked Passenger Trips and Table 28: Transit Expenditures in the Private Passenger Miles ....................................................... 47 Sector ....................................................................... 31 RURAL AGENCY MODAL DATA ........................... 48 Figure 14: Percent of Revenue Hours Contracted by Mode ................................................................... 32 Table 42: 35 Largest Rural Bus and 12 Largest Rural Commuter Bus Agencies
Recommended publications
  • Brooklyn Transit Primary Source Packet
    BROOKLYN TRANSIT PRIMARY SOURCE PACKET Student Name 1 2 INTRODUCTORY READING "New York City Transit - History and Chronology." Mta.info. Metropolitan Transit Authority. Web. 28 Dec. 2015. Adaptation In the early stages of the development of public transportation systems in New York City, all operations were run by private companies. Abraham Brower established New York City's first public transportation route in 1827, a 12-seat stagecoach that ran along Broadway in Manhattan from the Battery to Bleecker Street. By 1831, Brower had added the omnibus to his fleet. The next year, John Mason organized the New York and Harlem Railroad, a street railway that used horse-drawn cars with metal wheels and ran on a metal track. By 1855, 593 omnibuses traveled on 27 Manhattan routes and horse-drawn cars ran on street railways on Third, Fourth, Sixth, and Eighth Avenues. Toward the end of the 19th century, electricity allowed for the development of electric trolley cars, which soon replaced horses. Trolley bus lines, also called trackless trolley coaches, used overhead lines for power. Staten Island was the first borough outside Manhattan to receive these electric trolley cars in the 1920s, and then finally Brooklyn joined the fun in 1930. By 1960, however, motor buses completely replaced New York City public transit trolley cars and trolley buses. The city's first regular elevated railway (el) service began on February 14, 1870. The El ran along Greenwich Street and Ninth Avenue in Manhattan. Elevated train service dominated rapid transit for the next few decades. On September 24, 1883, a Brooklyn Bridge cable-powered railway opened between Park Row in Manhattan and Sands Street in Brooklyn, carrying passengers over the bridge and back.
    [Show full text]
  • Metropolitan Transportation Authority New York City
    CASE STUDY Metropolitan Transportation Authority New York City In 2019, Metropolitan Transportation Authority (MTA) released a tender to Shared Mobility providers to develop a new scalable and sustainable on-demand transit proposal. At a glance Liftango was engaged by the MTA for a The MTA network comprises the nation’s simulation service to predict the uptake largest bus fleet and more subway and for an implemented on-demand service. commuter rail cars than all other U.S. Liftango’s simulation technology was transit systems combined. The MTA’s provided to MTA as a benchmark to operating agencies are MTA New York City measure the realism and efficiency of Transit, MTA Bus, Long Island Rail Road, tender proposals from shared mobility Metro-North Railroad, and MTA Bridges and providers. Essentially, enabling MTA to Tunnels. make an educated decision on whom they should choose as their on-demand provider. The Metropolitan Transportation Authority is North America’s largest transportation network, serving a population of 15.3 million people across a 5,000-square-mile travel area surrounding New York City through Long Island, southeastern New York State, and Connecticut. 01 The Problem MTA needed to provide a one of the largest growing As MTA’s first time launching better transport solution sectors in the next five to ten this type of project, there to the people of New York years. The census shows was some risk surrounding City’s outer areas. Why? that a number of people are launch. By engaging Liftango, Existing bus services being leaving for work between 3-6 the aim was to mitigate risk, less frequent than a subway pm and therefore returning simulate possible outcomes service or completely during the overnight period.
    [Show full text]
  • 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.
    [Show full text]
  • Santa Monica Century City Koreatown West
    PICO BLVD MONDAY - FRIDAY SERVICE ONLY SERVICIO DE LUNES - VIERNES 7 SOLAMENTE KOREATOWN Western E Wilshire/Western Station – - D Line + Crenshaw – – – + + + Rimpau Transit Mullen Center not to scale - Metro Bus Rimpau Wilshire Big Blue Bus Stop Los Angeles Parada de Big Blue Bus High School Pico D + Pick Up Only Stop MID Olympic La Brea Parada Solo de Subida San – Drop Off Only Stop CITY Parada Solo de Salida VicenteHauser Fairfax A Timepoint Punto de Tiempo La Cienega Metro Rail Station Robertson Estación de Metro Rail Elm Beverly Dr CENTURY CITY Avenue of the Stars Pico C Westside Pavilion Sepulveda Station Westwood Blvd WEST - E Line Sepulveda LOS ANGELES Bundy 28th Santa Monica College Stewart Main Campus 18th SANTA Olympic Lincoln MONICA Pico Colorado Santa Broadway Monica A High School 7th Santa Monica Blvd Monica Santa 6th 4th 5th Main 4th Civic Center B Downtown City Santa Monica Third Street Promenade Hall Station & Santa Monica Place - E Line Ocean Ave Santa Monica Pier & Aquarium EFFECTIVE DATE: AUGUST 15, 2021 DOWNTOWN SM TO WILSHIRE/ WESTERN STATION D LINE 7th & Olympic 4th & Santa Place Monica (Downtown SM Station) Pico & Westwood Western & Wilshire (Wilshire/ Station) Western A B C E 6:40 6:44 7:02 7:34 7:00 7:04 7:22 7:54 7:20 7:24 7:42 8:14 7:40 7:44 8:02 8:34 8:00 8:04 8:22 8:54 8:20 8:24 8:42 9:14 WEEKDAY 8:40 8:44 9:02 9:34 9:00 9:04 9:22 9:54 9:20 9:24 9:42 10:14 9:40 9:44 10:02 10:34 Then service every 20 minutes until: 1:40 1:44 2:04 2:41 2:00 2:04 2:27 3:06 2:20 2:24 2:47 3:26 2:40 2:44 3:09 3:50 3:00 3:04 3:29
    [Show full text]
  • Journals | Penn State Libraries Open Publishing
    I I • I • I• .1.1' D . , I * ' PA « ~** • * ' > . Mechanized streetcars rose out ofa need toreplace horse- the wide variety ofdifferent electric railway systems, no single drawn streetcars. The horse itselfpresented the greatest problems: system had yet emerged as the industry standard. Early lines horses could only work a few hours each day; they were expen- tended tobe underpowered and prone to frequent equipment sive to house, feed and clean up after; ifdisease broke out within a failure. The motors on electric cars tended to make them heavier stable, the result could be a financial catastrophe for a horsecar than either horsecars or cable cars, requiring a company to operator; and, they pulled the car at only 4 to 6 miles per hour. 2 replace its existing rails withheavier ones. Due to these circum- The expenses incurred inoperating a horsecar line were stances, electric streetcars could not yet meet the demands of staggering. For example, Boston's Metropolitan Railroad required densely populated areas, and were best operated along short 3,600 horses to operate its fleet of700 cars. The average working routes serving relatively small populations. life of a car horse was onlyfour years, and new horses cost $125 to The development of two rivaltechnological systems such as $200. Itwas common practice toprovide one stable hand for cable and electric streetcars can be explained by historian every 14 to 20horses inaddition to a staff ofblacksmiths and Thomas Parke Hughes's model ofsystem development. Inthis veterinarians, and the typical car horse consumed up to 30 pounds model, Hughes describes four distinct phases ofsystem growth: ofgrain per day.
    [Show full text]
  • Intercity Bus Planning Process
    The 2018 South Carolina Intercity Bus Program Evaluation Prepared for the South Prepared by: Carolina Department of RLS & Associates, Inc. Transportation, Office of Public Transit December, 2018 955 Park St, Room 201 –POBox 191 Columbia, SC 29202 (803) 737‐2146 https://www.scdot.org/inside/inside-PublicTransit.aspx#services Table of Contents I. Executive Summary ........................................................................................................................................... 1 Statutory Requirements ................................................................................................................................................... 1 Study Work Program ......................................................................................................................................................... 1 South Carolina Intercity Busy Service ........................................................................................................................ 1 State’s Intercity Bus Needs ............................................................................................................................................. 2 Section 5311(f) Funding Recommendations........................................................................................................... 2 II. Project Background and Context ............................................................................................................... 4 Introduction .........................................................................................................................................................................
    [Show full text]
  • Mobility in Southeast Florida: a New Approach Based on Pricing and Bus Rapid Transit by Robert W
    Policy Study 400 March 2012 Increasing Mobility in Southeast Florida: A New Approach Based on Pricing and Bus Rapid Transit by Robert W. Poole, Jr. with Thomas A. Rubin, CPA and Chris Swenson, PE Acknowledgement This policy study is the independent work product of Reason Foundation, a non-profit, tax-exempt research institute headquartered in Los Angeles. It was funded by the Galvin Foundation of Chicago as part of a series of urban-region mobility studies in various parts of the United States. The project team received outstanding cooperation from the various agencies in Miami-Dade, Broward and Palm Beach Counties responsible for transportation policy, planning, investment and operations. These include the Florida Department of Transportation Districts 4 and 6, the Miami-Dade Expressway Author- ity, Florida’s Turnpike Enterprise, Miami-Dade Transit, Broward County Transit, PalmTran, the Palm Beach Metropolitan Planning Organization (MPO), the Broward County MPO, the Miami-Dade County MPO and the Southeast Florida Transportation Council. We gratefully acknowledge their provision of extensive data, response to numerous questions, and review of a draft of this report. Needless to say, the findings and recommendations in this report are those of the authors and Reason Foundation, and do not necessarily reflect the views of any of the region’s transportation agencies. Reason Foundation Reason Foundation’s mission is to advance a free society by developing, applying and promoting libertarian principles, including individual liberty, free markets and the rule of law. We use journalism and public policy research to influence the frameworks and actions of policymakers, journalists and opinion leaders.
    [Show full text]
  • Attachment A: FY16Q1 Status Update
    ATTACHMENT A FY16Q1 STATUS UPDATE ON RIDERSHIP AND CUSTOMER SERVICE INITIATIVES MARKET RESEARCH Analysis of Service to Regional Employment Centers Employment is the primary external factor influencing ridership, particularly on our rail and BRT system. Downtown LA can be considered the region’s primary Central Business District (CBD), and as such, is already well served by transit. However, Operations has identified an additional 24 employment centers throughout the region with high densities of employment, regional destinations, and activities. Once identified, ridership in these areas was compared to journey to work data to evaluate current and potential ridership. This information will assist Operations in adjusting services to better meet these employment travel demands. Social Media Research The Communications team is embarking on several efforts to better understand existing and potential new riders through social and electronic media. To better understand existing riders, Communications is partnering with the TAP team to collect rider email addresses to be matched against social media accounts to gain a deeper understanding of rider demographics. Improvements to our Customer Relationship Manager (CRM) system should also provide an opportunity to connect rider information between their TAP usage, social media information, and customer service calls. Communications is also procuring services of a social media advertising buyer tasked with identifying existing and potential riders for targeted advertisement. Using our existing email lists, social media follower information, look-a-like modeling, and third party marketing sources that create customized client lists based on a vast array of consumer information, we will be able to gain insight into the demographic and psychographic characteristics of various rider and non-rider market segments.
    [Show full text]
  • Transit Service Plan
    Attachment A 1 Core Network Key spines in the network Highest investment in customer and operations infrastructure 53% of today’s bus riders use one of these top 25 corridors 2 81% of Metro’s bus riders use a Tier 1 or 2 Convenience corridor Network Completes the spontaneous-use network Focuses on network continuity High investment in customer and operations infrastructure 28% of today’s bus riders use one of the 19 Tier 2 corridors 3 Connectivity Network Completes the frequent network Moderate investment in customer and operations infrastructure 4 Community Network Focuses on community travel in areas with lower demand; also includes Expresses Minimal investment in customer and operations infrastructure 5 Full Network The full network complements Muni lines, Metro Rail, & Metrolink services 6 Attachment A NextGen Transit First Service Change Proposals by Line Existing Weekday Frequency Proposed Weekday Frequency Existing Saturday Frequency Proposed Saturday Frequency Existing Sunday Frequency Proposed Sunday Frequency Service Change ProposalLine AM PM Late AM PM Late AM PM Late AM PM Late AM PM Late AM PM Late Peak Midday Peak Evening Night Owl Peak Midday Peak Evening Night Owl Peak Midday Peak Evening Night Owl Peak Midday Peak Evening Night Owl Peak Midday Peak Evening Night Owl Peak Midday Peak Evening Night Owl R2New Line 2: Merge Lines 2 and 302 on Sunset Bl with Line 200 (Alvarado/Hoover): 15 15 15 20 30 60 7.5 12 7.5 15 30 60 12 15 15 20 30 60 12 12 12 15 30 60 20 20 20 30 30 60 12 12 12 15 30 60 •E Ğǁ >ŝŶĞϮǁ ŽƵůĚĨŽůůŽǁ ĞdžŝƐƟŶŐ>ŝŶĞƐϮΘϯϬϮƌŽƵƚĞƐŽŶ^ƵŶƐĞƚůďĞƚǁ
    [Show full text]
  • Classic Trains' 2014-2015 Index
    INDEX TO VOLUMES 15 and 16 All contents of publications indexed © 2013, 2014, and 2015 by Kalmbach Publishing Co., Waukesha, Wis. CLASSIC TRAINS Spring 2014 through Winter 2015 (8 issues) ALL ABOARD! (1 issue) 876 pages HOW TO USE THIS INDEX: Feature material has been indexed three or more times—once by the title under which it was published, again under the author’s last name, and finally under one or more of the subject categories or railroads. Photographs standing alone are indexed (usually by railroad), but photographs within a feature article are not separately indexed. Brief items are indexed under the appropriate railroad and/or category. Most references to people are indexed under the company with which they are commonly identified; if there is no common identification, they may be indexed under the person’s last name. Items from countries from other than the U.S. and Canada are indexed under the appropriate country name. ABBREVIATIONS: Sp = Spring Classic Trains, Su = Summer Classic Trains, Fa = Fall Classic Trains, Wi = Winter Classic Trains; AA! = All Aboard!; 14 = 2014, 15 = 2015. Albany & Northern: Strange Bedfellows, Wi14 32 A Bridgeboro Boogie, Fa15 60 21st Century Pullman, Classics Today, Su15 76 Abbey, Wallace W., obituary, Su14 9 Alco: Variety in the Valley, Sp14 68 About the BL2, Fa15 35 Catching the Sales Pitchers, Wi15 38 Amtrak’s GG1 That Might Have Been, Su15 28 Adams, Stuart: Finding FAs, Sp14 20 Anderson, Barry: Article by: Alexandria Steam Show, Fa14 36 Article by: Once Upon a Railway, Sp14 32 Algoma Central: Herding the Goats, Wi15 72 Biographical sketch, Sp14 6 Through the Wilderness on an RDC, AA! 50 Biographical sketch, Wi15 6 Adventures With SP Train 51, AA! 98 Tracks of the Black Bear, Fallen Flags Remembered, Wi14 16 Anderson, Richard J.
    [Show full text]
  • Car & Locomotive Shop
    ScaleScale OOTraiTraiTrainsnsns O ◆◆ ◆◆ Jan/FebJan/Feb 2004 2004 IIssuessue #12 #12 $5.95$5.95 US $5.95.95 • Can $7.95.95 Display until Feb. 29th Modeling for the O Scale Craftsman 31280 Groesbeck, Fraser, MI 48026 586-296-6116 Open Mon-Fri 10-8, P&DHobbyHobby ShopShop Sat 10-6, Sun 12-5 P&D Fax: 586-296-5642 PowerPower oror RepowerRepower KitsKits forfor RedRed CabooseCaboose GPsGPs PDP2201K-Repower kit, Red Caboose GP9, P&D brass EMD Blomberg trucks PDP2200K-Repower Kit, Red Caboose GP9 PDP2201K-Repower Kit, Red Caboose GP9 with with plastic Blomberg trucks...$160.00 P&D brass Blomberg trucks...$200.00 The P&D TWIN TOWER DRIVE for the Red Caboose GP screws that are furnished in the Red Caboose body kit. body kit is functionally equivalent to the P&D power units These P&D Twin Tower Drive kits can also be used to repower already available for the P&D F units, GPs, RSDs, and the existing Red Caboose GPs. Two kits are offered: #PDP2200K has Weaver FAs, FBs, RS-3s and GP-38s. plastic Blomberg trucks, while #PDP2201K features the P&D brass The Red Caboose power kits provide only the necessary Blomberg trucks, which are truly some of the finest trucks on the power related parts to supplement the Red Caboose GP market. Each kit also includes a powerful Pittman motor and all body kit. These power kits fully utilize the underframe the necessary parts to complete the installation. Detailed instruc- (platform), deck, air tanks, fuel tanks, motor mounts and tions are included.
    [Show full text]
  • The Transit Advocate
    How to join SO.CA.TA: Yearly dues are $30.00 cates. In all other cases, permission must be ($12.00 low income). Dues are prorated on a secured from the copyright holder. quarterly basis. Disclaimer: The Southern California Transit THE TRANSIT ADVOCATE Submission of materials: ALL materials for the Advocates is not affiliated with any governmental TRANSIT ADVOCATE newsletter go to Andrew agency or transportation provider. Names and Newsletter of the Southern California Transit Advocates Novak at P.O. Box 2383, Downey California 90242 logos of agencies appear for information and or to [email protected]. Please enclose a self reference purposes only. November 2011 Vol. 19, No. 11 ISSN 1525-2892 addressed stamped envelope for returns. SO.CA.TA officers, 2011 Newsletter deadlines are the Fridays a week President: Nate Zablen before SO.CA.TA meetings, at 6:00 p.m. Pacific Vice President: Kent Landfield time, unless otherwise announced. Recording Secretary: Edmund Buckley Executive Secretary: Dana Gabbard Opinions: Unless clearly marked as "Editorial" or Treasurer: Dave Snowden "Position Paper", all written material within, Directors at Large: Ken Ruben including all inserted flyers and postcards, are the J.K. Drummond expressed opinions of the authors and not Joe Dunn necessarily that of the Southern California Transit ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Advocates. Newsletter Editor: Andrew Novak Newsletter Prod. Mgr: Dana Gabbard Copyright: © 2011 Southern California Transit Webmaster: Charles Hobbs Advocates. Permission is freely granted to repro-
    [Show full text]