Estimation of Transit Supply Parameters
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4. Rail Capacity
69719 Public Disclosure Authorized Public Transport Capacity Analysis Procedures for Developing Cities Public Disclosure Authorized Public Disclosure Authorized Jack Reilly and Herbert Levinson September, 2011 World Bank, Transport Research Support Program, TRS Public Disclosure Authorized With Support from UK Department for International Development 1 The authors would like to acknowledge the contributions of a number of people in the development of this manual. Particular among these were Sam Zimmerman, consultant to the World Bank and Mr. Ajay Kumar, the World Bank project manager. We also benefitted greatly from the insights of Dario Hidalgo of EMBARQ. Further, we acknowledge the work of the staff of Transmilenio, S.A. in Bogota, especially Sandra Angel and Constanza Garcia for providing operating data for some of these analyses. A number of analyses in this manual were prepared by students from Rensselaer Polytechnic Institute. These include: Case study – Bogota Ivan Sanchez Case Study – Medellin Carlos Gonzalez-Calderon Simulation modeling Felipe Aros Vera Brian Maleck Michael Kukesh Sarah Ritter Platform evacuation Kevin Watral Sample problems Caitlynn Coppinger Vertical circulation Robyn Marquis Several procedures and tables in this report were adapted from the Transit Capacity and Quality of Service Manual, published by the Transportation Research Board, Washington, DC. Public Transport Analysis Procedures for Developing Cities 2 Contents Acknowledgements .................................................................................... -
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. -
MDTA Metromover Extensions Transfer Analysis Final Technical Memorandum 3, April 1994
Center for Urban Transportation Research METRO-DADE TRANSIT AGENCY MDTA Metromover Extensions Transfer Analysis FINAL Technical Memorandum Number 3 Analysis of Impacts of Proposed Transfers Between Bus and Mover CUllR University of South Florida College of Engineering (Cf~-~- METRO-DADE TRANSIT AGENCY MDTA Metromover Extensions Transfer Analysis FINAL Technical Memorandum Number 3 Analysis of Impacts of Proposed Transfers Between Bus and Mover Prepared for Metro-Dade.. Transit Agency lft M E T R 0 D A D E 1 'I'··.·-.·.· ... .· ','··-,·.~ ... • R,,,.""' . ,~'.'~:; ·.... :.:~·-·· ,.,.,.,_, ,"\i :··-·· ".1 •... ,:~.: .. ::;·~·~·;;·'-_i; ·•· s· .,,.· - I ·1· Prepared by Center for Urban Transportation Research College of Engineering University of South Florida Tampa, Florida CUTR APRIL 1994 TECHNICAL MEMORANDUM NUMBER 3 Analysis of Impacts of Proposed Transfers between Bus and Mover Technical Memorandum Number 3 analyzes the impacts of the proposed transfers between Metrobus and the new legs of the Metromover scheduled to begin operation in late May 1994. Impacts on passengers walk distance from mover stations versus current bus stops, and station capacity will also be examined. STATION CAPACITY The following sections briefly describe the bus terminal/transfer locations for the Omni and Brickell Metromover Stations. Bus to mover transfers and bus route service levels are presented for each of the two Metromover stations. Figure 1 presents the Traffic Analysis Zones (TAZ) in the CBD, as well as a graphical representation of the Metromover alignment. Omni Station The Omni bus terminal adjacent to the Omni Metromover Station is scheduled to open along with the opening of the Metromover extensions in late May 1994. The Omni bus terminal/Metromover Station is bounded by Biscayne Boulevard, 14th Terrace, Bayshore Drive, and NE 15th Street. -
Bin \Ixon Visits New York for Drug Abuse Fight
Bin SEE STORY PAGE 15 Sonny Sanay and cool today, fair Y Red Bank, Freehold / FINAL tonight. Tomorrow partly cloudy and milder. / Long Branch J EDITION 26 PAGES ^lunmouih County's Outstanding Home Xowspapor KED BANK, N.J. MONDAY, MARCH 20,1972 TEN CENTS Be Spared Income Tax Audits By The Associated Press Jr,, jdjre.ciorj)f the IRS for payers appear at district of- adjustable gross income. The any refund the taxpayer may Nash estimates that 25,000 miles or 9 cents per mile over New Jersey. "It- is called the fices for audit interviews," taxpayer forgets to subtract have claimed on his return," Jerseyans will be contacted 15,000 miles. Thousands of Jorseyans will unallowable items program." Nash said yesterday. "Also, if the 3 per cent. This is not an said Nash. "A proposed cor- under the new system. —Expenses for care of chil- be spared the. pain of personal Certain .unallowable items unallowable items are cor- arguable item. The law says rection will be sent to the tax- He listed these examples of dren or certain disabled de- tax audits this year. , on federal individual - income rected before April 17, tax- you must reduce the medical payer by mail. If the taxpayer unallowable items which will pendents on a married person The Internal'Revenue ser> tax returns will be identified payers will not be subject to deduction by 3 per cent of does not agree with the pro- be corrected at the IRS cen- filing a separate return. There vice has started a "return and corrected in IRS service interest charges. -
S92 Orient Point, Greenport to East Hampton Railroad Via Riverhead
Suffolk County Transit Bus Information Suffolk County Transit Fares & Information Vaild March 22, 2021 - October 29, 2021 Questions, Suggestions, Complaints? Full fare $2.25 Call Suffolk County Transit Information Service Youth/Student fare $1.25 7 DAY SERVICE Youths 5 to 13 years old. 631.852.5200 Students 14 to 22 years old (High School/College ID required). Monday to Friday 8:00am to 4:30pm Children under 5 years old FREE SCHEDULE Limit 3 children accompanied by adult. Senior, Person with Disabilities, Medicare Care Holders SCAT Paratransit Service and Suffolk County Veterans 75 cents Personal Care Attendant FREE Paratransit Bus Service is available to ADA eligible When traveling to assist passenger with disabilities. S92 passengers. To register or for more information, call Transfer 25 cents Office for People with Disabilities at 631.853.8333. Available on request when paying fare. Good for two (2) connecting buses. Orient Point, Greenport Large Print/Spanish Bus Schedules Valid for two (2) hours from time received. Not valid for return trip. to East Hampton Railroad To obtain a large print copy of this or other Suffolk Special restrictions may apply (see transfer). County Transit bus schedules, call 631.852.5200 Passengers Please or visit www.sct-bus.org. via Riverhead •Have exact fare ready; Driver cannot handle money. Para obtener una copia en español de este u otros •Passengers must deposit their own fare. horarios de autobuses de Suffolk County Transit, •Arrive earlier than scheduled departure time. Serving llame al 631.852.5200 o visite www.sct-bus.org. •Tell driver your destination. -
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. -
Transit Bus Automation Risks, Barriers, & Mitigations
Transit Bus Automation Risks, Barriers, & Mitigations Introduction In 2016, the Federal Transit Administration (FTA) studied risks and barriers to transit bus automation and developed mitigations as a part of the development of its Strategic Transit Automation Research (STAR) Plan. • Risks are the potential for automated technologies, once in place, to yield negative consequences or for anticipated benefits to go unrealized. • Barriers are obstacles that could prevent or significantly challenge implementation of an automation technology. Both are challenges to the potential implementation of transit bus automation that require the development of mitigation options or strategies to overcome barriers or reduce the likelihood of a risk. This factsheet summarizes the findings of this study. For more information, please see the full report, contained in the STAR Plan. Risks Four categories of risks related to transit automation were identified: Safety and Security: Automated transit buses are at risk of potential hardware and software failures or limitations, human factor errors related to over-reliance on automated assistance or decline in driver skill, and cyber-attacks, as well as potential impedance with emergency response and communications. Operations, Maintenance, & Cost Effectiveness: Transit agencies run the risk of accumulating unrealized costs from technology and transition expenditures, workforce retraining expenses, and increased labor costs due to the need for specialized skills, and technological obsolescence. Changes in service patterns or transit funding mechanisms could lead to additional costs. In addition, automated bus transit will compete against other modes that are moving toward automation. Passenger Experience: Automation could negatively affect passenger experience, or fail to deliver expected benefits. This could include degradation in service reliability, slower travel speeds, reduced access and convenience, inadequate customer service, and poor ride quality. -
National Conference on Mass. Transit Crime and Vandali.Sm Compendium of Proceedings
If you have issues viewing or accessing this file contact us at NCJRS.gov. n co--~P7 National Conference on Mass. Transit Crime and Vandali.sm Compendium of Proceedings Conducted by T~he New York State Senate Committee on Transportation October 20-24, 1980 rtment SENATOR JOHN D. CAEMMERER, CHAIRMAN )ortation Honorable MacNeil Mitchell, Project Director i/lass )rtation ~tration ansportation ~t The National Conference on Mass Transit Crime and Vandalism and the publication of this Compendium of the Proceedings of the Conference were made possible by a grant from the United States Department of Transportation, Urban Mass Transportation Administration, Office of Transportation Management. Grateful acknowledgement is extended to Dr. Brian J. Cudahy and Mr. Marvin Futrell of that agency for their constructive services with respect to the funding of this grant. Gratitude is extended to the New York State Senate for assistance provided through the cooperation of the Honorable Warren M. Anderson, Senate Majority Leader; Dr. Roger C. Thompson, Secretary of the Senate; Dr. Stephen F. Sloan, Director of the Senate Research Service. Also our appreciation goes to Dr. Leonard M. Cutler, Senate Grants Officer and Liaison to the Steering Committee. Acknowledgement is made to the members of the Steering Committee and the Reso- lutions Committee, whose diligent efforts and assistance were most instrumental in making the Conference a success. Particular thanks and appreciation goes to Bert'J. Cunningham, Director of Public Affairs for the Senate Committee on Transportation, for his work in publicizing the Conference and preparing the photographic pages included in the Compendium. Special appreciation for the preparation of this document is extended to the Program Coordinators for the Conference, Carey S. -
Metro Rail Moves Forward; Concept to Become Reality
Metro Rail Moves Forward; Concept to Become Reality COUNCIL GRANTS EXTENSION additional funds for expenses involved ON EIR . METRO RAIL BENEFIT in relocating and rearranging Santa ASSESSMENT DISTRICTS . JUDGE Fe's track and facilities. QUESTIONS METRO RAIL REPORT Most news stories lately have been . RTD SCHEDULES PUBLIC HEAR- an funding. As Headway goes to INGS ON METRO RAIL . SALES- press, the District is awaiting word TAX FUNDS EARMARKED FOR MET- from Washington an whether Con- RO RAIL SUBWAY . NEW STUDY gress will commit construction funds SOUGHT ON IMPACT OF METRO to the project in the form of a "Letter of RAIL . METRO RAIL BUILDERS Intent," the last remaining step before TRIM REQUEST FOR FEDERAL letting of construction contracts. FUNDING ... METRO RAIL GETS "We finally have our act together FUNDS . COMMISSION ALLO- here in Los Angeles," RTD President CATES $406 MILLION TOWARD MET- Nick Patsaouras said following a mid- RO RAIL CONSTRUCTION . September approval by the Los Angeles City Council of a first-year These are just a few of the terms commitment of $7 million to Metro Rail each of us see and hear virtually every- as part of an overall $69 million city day an the District's Metro Rail subway share. "Previously when we tried to get project. federel funding, they have always told Don't feel alone if you are somewhat us to go back home and arrive at a overwhelmed by the terms and rhetor- local consensus and funding ic. Even some District staff members package." who work full time an Metro Rail have difficulty keeping up with all the de- Prop. -
Transit Capacity and Quality of Service Manual (Part B)
7UDQVLW&DSDFLW\DQG4XDOLW\RI6HUYLFH0DQXDO PART 2 BUS TRANSIT CAPACITY CONTENTS 1. BUS CAPACITY BASICS ....................................................................................... 2-1 Overview..................................................................................................................... 2-1 Definitions............................................................................................................... 2-1 Types of Bus Facilities and Service ............................................................................ 2-3 Factors Influencing Bus Capacity ............................................................................... 2-5 Vehicle Capacity..................................................................................................... 2-5 Person Capacity..................................................................................................... 2-13 Fundamental Capacity Calculations .......................................................................... 2-15 Vehicle Capacity................................................................................................... 2-15 Person Capacity..................................................................................................... 2-22 Planning Applications ............................................................................................... 2-23 2. OPERATING ISSUES............................................................................................ 2-25 Introduction.............................................................................................................. -
Load Quantification of the Wheel–Rail Interface of Rail Vehicles for The
Original Article Proc IMechE Part F: J Rail and Rapid Transit 0(0) 1–10 Load quantification of the wheel–rail ! IMechE 2016 Reprints and permissions: interface of rail vehicles for the sagepub.co.uk/journalsPermissions.nav DOI: 10.1177/0954409716684266 infrastructure of light rail, heavy rail, journals.sagepub.com/home/pif and commuter rail transit Xiao Lin, J Riley Edwards, Marcus S Dersch, Thomas A Roadcap and Conrad Ruppert Jr Abstract The type and magnitude of loads that pass through the track superstructure have a great impact on both the design and the performance of the concrete crossties and fastening systems. To date, the majority of North American research that focus on quantifying the rail infrastructure loading conditions has been conducted on heavy-haul freight railroads. However, the results and recommendations of these studies may not be applicable to the rail transit industry due to a variety of factors. Unlike the freight railroads, which have standardized maximum gross rail loads and superstructure design practices for vehicles, the rail transit industry is home to a significant variety of vehicle and infrastructure designs. Some of the current transit infrastructure design practices, which were established decades ago, need to be updated with respect to the current loading environment, infrastructure types, and understanding of the component and system-level behavior. This study focuses on quantifying the current load environment for light rail, heavy rail, and commuter rail transit infrastructure in the United States. As an initial phase of this study, researchers at the University of Illinois at Urbana-Champaign (UIUC) have conducted a literature review of different metrics, which is used to evaluate the static, dynamic, impact, and rail seat loads for the rail transit infrastructure.