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Rtd Light Rail Design Criteria
RTD LIGHT RAIL DESIGN CRITERIA Regional Transportation District November 2005 Prepared by the Engineering Division of the Regional Transportation District Regional Transportation District 1600 Blake Street Denver, Colorado 80202-1399 303.628.9000 RTD-Denver.com November 28, 2005 The RTD Light Rail Design Criteria Manual has been developed as a set of general guidelines as well as providing specific criteria to be employed in the preparation and implementation of the planning, design and construction of new light rail corridors and the extension of existing corridors. This 2005 issue of the RTD Light Rail Design Criteria Manual was developed to remain in compliance with accepted practices with regard to safety and compatibility with RTD's existing system and the intended future systems that will be constructed by RTD. The manual reflects the most current accepted practices and applicable codes in use by the industry. The intent of this manual is to establish general criteria to be used in the planning and design process. However, deviations from these accepted criteria may be required in specific instances. Any such deviations from these accepted criteria must be approved by the RTD's Executive Safety & Security Committee. Coordination with local agencies and jurisdictions is still required for the determination and approval for fire protection, life safety, and security measures that will be implemented as part of the planning and design of the light rail system. Conflicting information or directives between the criteria set forth in this manual shall be brought to the attention of RTD and will be addressed and resolved between RTD and the local agencies andlor jurisdictions. -
Annual Report and Accounts 2018/19 1 Chairman’S Statement
Annual Report and Accounts 2018/19 1 Chairman’s statement Review of projects 2 36 Executive Director’s commentary The accounts 2018/19 37 38 Grants and external contributions 2018/19 Patron, Officers, Advisory Panel and Annual Meeting 48 Cover: Battle Station Chairman’s statement 2018/19 has been the busiest year in were for £100,000 or over we have not Railways Estate), and I am delighted the Railway Heritage Trust’s existence, seen any over £200,000, and the general to see a resolution of the long-standing but it is good to start this Report with trend is towards a larger number of Bennerley Viaduct issues finally appearing. some excellent news for its future. smaller grants, as the recent run of major I am also pleased to see how the Maber After discussions with Network Rail, station restorations draws to an end. bequest has been so well used, as the drawn out by its move from the private final grants from it are working their to the public sector, we were delighted We are also seeing a trend in the delivery way through our systems. to receive confirmation of a further of projects becoming more protracted, five years of funding, especially as it is and the RHT is now having to manage In closing, may I congratulate and thank at an increased rate. The RHT is now budgets and grants over several years, Andy, Paul and Claire for their hard work guaranteed to be in business until at with a large number of projects finishing in the last year, with its huge workload. -
Tay Estuary Rail Study Working Paper B Constraints and Development of Options
` Tay Estuary Rail Study Working Paper B Constraints and Development of Options May 2003 BTR3726 28/05/2003 Babtie Group 95 Bothwell Street, Glasgow G2 7HX Tel 0141 204 2511 Fax 0141 226 3109 Tay Estuary Rail Study Working Paper B – Constraints and Development of Options Contents Page 1.0 Introduction 3 2.0 Existing Services and Constraints 3 3.0 Service Options 7 3.1 The Options 7 3.2 The Service frequency 7 4.0 Assessment of Options 11 4.1 The East West Axis 11 4.1.1 Option A: Dundee – Carnoustie 11 4.1.2 Option B: Dundee – Arbroath 14 4.1.3 Option C: Dundee – Montrose 17 4.1.4 Option D: Montrose – Brechin 21 4.1.5 Option E: Perth to Carnoustie and Arbroath 22 4.1.6 Option F: Perth – Montrose 25 4.1.7 Dundee West Service Extensions 27 4.2 The North South Axis 29 4.2.1 Option G: Arbroath – Ladybank 29 4.2.2 Option H: Perth – Dundee – Ladybank 31 4.2.3 Option I: Dundee West – Leuchars 32 4.2.4 Option J: Leuchars - St Andrews 34 5.0 Station Appraisals 36 5.1 General Discussion 36 5.2 The East West Axis Stations 37 5.2.1 Montrose 37 5.2.2 Arbroath 41 5.2.3 Carnoustie 45 5.2.4 Golf Street 48 5.2.5 Barry Links 50 5.2.6 Monifieth 52 5.2.7 Balmossie 55 5.2.8 Broughty Ferry 57 5.2.9 Dundee 59 5.2.10 Dundee West 63 5.2.11 Invergowrie 65 5.2.12 Perth 67 5.3 The North South Axis Stations 70 5.3.1 Leuchars 70 5.3.2 Cupar 73 5.3.3 Springfield 76 5.3.4 Ladybank 79 6.0 Summary of Options and Costs 82 Appendices Appendix A Option Base Timetable Appendix B Station Audit Proforma Appendix C Dundee West – Proposed Station Location \\Douglas\Work\Projects\4900s\4976\Outputs\Reports\Final\WP B (Constraints and Option Development) v5.doc Page 1 Tay Estuary Rail Study Working Paper B – Constraints and Development of Options Copyright Babtie Group Limited. -
Station and Support Facility Design Guidelines User Guide a Supplement to the Regional Transitway Guidelines
Station and Support Facility Design Guidelines User Guide A Supplement to the Regional Transitway Guidelines Metropolitan Council February 2012 This document supplements the Station and Support Facility Design discussion in the Regional Transitway Guidelines by providing additional information for topics discussed in the Guidelines. Table of Contents 1. INTRODUCTION ................................................................................................................................... 1 1.1. Existing Laws, Regulations, Standards, and Guidance ................................................................. 1 1.2. Property Acquisition and Remnant Parcel Reuse or Resale ........................................................ 3 1.3. Context Sensitive Solutions and Transit‐Oriented Development ................................................ 3 1.4. Integration with Existing Systems ................................................................................................ 4 2. STATION DESIGN ................................................................................................................................. 4 2.1. Station Facilities ........................................................................................................................... 4 2.2. Enclosures at Transitway Stations .............................................................................................. 10 2.3. Sizing Station Facilities .............................................................................................................. -
Waterbury Train Station Visual Inspection Report January 2007
WATERBURY TRAIN STATION VISUAL INSPECTION REPORT January 2007 Prepared by the Bureau of Public Transportation Connecticut Department of Transportation Waterbury Train Station Visual Inspection Report January 2007 Overview: The Waterbury Train Station is located near the city’s central business district. Adjacent to the facility is the old Union Station, now owned and occupied by the Waterbury Republican newspaper. Its 245-foot bell tower provides a landmark for locating the station. Using local roads to access the facility is not as easy due to a lack of trailblazing. Upon arriving at the station, one may have trouble locating the parking lot entrance, which is located several hundred feet south. A station sign has been placed at the entrance. The drive is partially obscured by a bank building and its poorly situated exit, which is only several feet from the parking lot driveway. The station itself consists of a short high- level platform, a ramp, two shelters and a parking lot. The station area is clean with only an occasional tossed item. However, the area across from the platform consists of abandoned tracks and railroad debris. The shelters are clean with benches. A recycling bin is located next to the shelters. Between the station and Meadow Street are an abandoned parking structure and vacant office building. The old driveway behind the platform is barricaded against use by commuters. A kiosk is situated at the north end of the platform. Maintenance Responsibilities: Owner: CDOT Operator: CDOT Platform Lights: Metro-North Trash: Metro-North Snow Removal: Metro-North Shelter Glazing: CDOT Platform Canopy: CDOT Platform Structure: CDOT Parking: City Page 2 Waterbury Train Station Visual Inspection Report January 2007 Station Layout: Aerial Photo by Aero-Metric, Inc. -
Passenger Transfer Chain Analysis for Reallocation of Heritage Space at Amsterdam Central Station
Available online at www.sciencedirect.com ScienceDirect Transportation Research Procedia 2 ( 2014 ) 651 – 659 TheThe ConferenceConference onin Pedestrian and Evacuation Dynamics 20142014 (PED2014)(PED2014) Passenger transfer chain analysis for reallocation of heritage space at Amsterdam Central station Marc Starmans a,*, Lee Verhoeff b, Jeroen van den Heuvel c,d aArcadis, Piet Mondriaanlaan 26, 3812 GV Amersfoort, the Netherlands bProRail, Moreelsepark 3, 3511 EP Utrecht, the Netherlands cNS Stations, Stationshal 17, 3511 CE Utrecht, the Netherlands dDepartment of Transport & Planning, Faculty of Civil Engineering and Geosciences, Delft University of Technology, P.O. Box 5048, 2600 GA Delft, the Netherlands Abstract Amsterdam Central Station is the second busiest station in The Netherlands. Several bottlenecks in the 125 years old monumental station exist due to present train and pedestrian volumes. Further traffic growth is expected. To understand and quantify the options for redesign, a thorough understanding of the interaction between the core traffic functionalities is required. The paper will demonstrate high-level evaluations of different train positions, train schedules and platform exits, using a tailor- made macroscopic passenger transfer chain model. This approach, the model and the outcomes helped the stakeholders involved to reach consensus regarding the choices to be made for the future. © 2014 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (©http://creativecommons.org/licenses/by-nc-nd/3.0/ 2014 The Authors. Published by Elsevier B.V.). Peer-review under under responsibility responsibility of Department of PED2014. of Transport & Planning Faculty of Civil Engineering and Geosciences Delft University of Technology Keywords: train station; heritage building; pedestrians; bottlenecks; macroscopic; modeling 1. -
Amtrak Station Program and Planning Guidelines 1
Amtrak Station Program and Planning Guidelines 1. Overview 5 6. Site 55 1.1 Background 5 6.1 Introduction 55 1.2 Introduction 5 6.2 Multi-modal Planning 56 1.3 Contents of the Guidelines 6 6.3 Context 57 1.4 Philosophy, Goals and Objectives 7 6.4 Station/Platform Confi gurations 61 1.5 Governing Principles 8 6.5 Track and Platform Planning 65 6.6 Vehicular Circulation 66 6.7 Bicycle Parking 66 2. Process 11 6.8 Parking 67 2.1 Introduction 11 6.9 Amtrak Functional Requirements 68 2.2 Stakeholder Coordination 12 6.10 Information Systems and Way Finding 69 2.3 Concept Development 13 6.11 Safety and Security 70 2.4 Funding 14 6.12 Sustainable Design 71 2.5 Real Estate Transactional Documents 14 6.13 Universal Design 72 2.6 Basis of Design 15 2.7 Construction Documents 16 2.8 Project Delivery methods 17 7. Station 73 2.9 Commissioning 18 7.1 Introduction 73 2.10 Station Opening 18 7.2 Architectural Overview 74 7.3 Information Systems and Way Finding 75 7.4 Passenger Information Display System (PIDS) 77 3. Amtrak System 19 7.5 Safety and Security 78 3.1 Introduction 19 7.6 Sustainable Design 79 3.2 Service Types 20 7.7 Accessibility 80 3.3 Equipment 23 3.4 Operations 26 8. Platform 81 8.1 Introduction 81 4. Station Categories 27 8.2 Platform Types 83 4.1 Introduction 27 8.3 Platform-Track Relationships 84 4.2 Summary of Characteristics 28 8.4 Connection to the station 85 4.3 Location and Geography 29 8.5 Platform Length 87 4.4 Category 1 Large stations 30 8.6 Platform Width 88 4.5 Category 2 Medium Stations 31 8.7 Platform Height 89 4.6 Category 3 Caretaker Stations 32 8.8 Additional Dimensions and Clearances 90 4.7 Category 4 Shelter Stations 33 8.9 Safety and Security 91 4.8 Thruway Bus Service 34 8.10 Accessibility 92 8.11 Snow Melting Systems 93 5. -
TO JUNE 2020 (Issue 711) Abbreviations
MIDLAND & GREAT NORTHERN CIRCLE COMBINED INDEX OF BULLETINS AUGUST 1959 (Issue 1) TO JUNE 2020 (Issue 711) Abbreviations: ASLEF Associated Society of Locomotive Engineers M&GSW Midland, Glasgow & South Western Railway and Firemen M&NB Midland and North British Joint Railway ASRS Amalgamated Society of Railway Servants MR Midland Railway BoT Board of Trade Mr M Mr William Marriott B&L Bourn & Lynn Joint Railway MRN Model Railway News BR British Rail[ways] M&GN Midland and Great Northern Joint Railway BTC British Transport Commission N&S Norwich & Spalding Railway B’s Circle Bulletins N&SJt Norfolk & Suffolk Joint Railway CAB Coaching Arrangement Book NCC Norfolk County Council CLC Cheshire Lines Committee NNR North Norfolk Railway [preserved] Cttee Committee NRM National Railway Museum, York E&MR Eastern & Midlands Railway NUR National Union of Railwaymen EDP Eastern Daily Press. O.S. Ordnance Survey GCR Great Central Railway PW&SB Peterborough, Wisbech & Sutton Bridge Rly GER Great Eastern Railway RAF Royal Air Force GNoSR Great North of Scotland Railway Rly Railway GNR Great Northern Railway RCA Railway Clerks’ Association GNWR Glasgow & North Western Railway RCH Railway Clearing House GY&S Great Yarmouth & Stalham Light Railway RDC Rural District Council H&WNR Hunstanton & West Norfolk Railway S&B Spalding & Bourn[e] Railway Jct Junction S&DJR Somerset & Dorset Joint Railway L&FR Lynn & Fakenham Railway SM Station Master L&HR Lynn & Hunstanton Railway SVR Severn Valley Railway L&SB Lynn & Sutton Bridge Railway TMO Traffic Manager’s -
Trespass Prevention Research Study – West Palm Beach, FL RR97A3-HMC53 6
U.S. Department of Transportation Trespass Prevention Research Study – West Federal Railroad Palm Beach, FL Administration Office of Research and Development Washington, DC 20590 DOT/FRA/ORD-14/19 Final Report July 2014 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. Any opinions, findings and conclusions, or recommendations expressed in this material do not necessarily reflect the views or policies of the United States Government, nor does mention of trade names, commercial products, or organizations imply endorsement by the United States Government. The United States Government assumes no liability for the content or use of the material contained in this document. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503. -
Appendix a of the Caltrain Corridor Vision Plan
THE CALTRAIN CORRIDOR VISION PLAN Appendix A Rail: Existing Conditions and Vision Plan Methodology Appendix A describes today’s Caltrain rail system and service. It also explains the assumptions and methodology used to develop the Caltrain Corridor Vision Plan recommendations for future rail service in the corridor. 1. Caltrain Today The following existing conditions form what this study assumes to the baseline conditions that the Vision Plan elements are built upon. This information and the assumptions were based on what was available in 2016. 1.1 Physical Infrastructure The Caltrain Corridor is an approximately 48-mile rail corridor between the San Francisco 4th and King Station and San Jose Diridon Station. Between San Francisco and CP (Control Point) Coast1, a short distance north of the Santa Clara station, the corridor is owned and controlled by the Peninsula Corridor Joint Powers Board (i.e., Caltrain). Between CP Coast and Diridon Station, the corridor is a portion of Union Pacific Railroad’s (UP’s) Coast Subdivision (i.e., its rail line from Oakland to San Luis Obispo). The entire right-of-way and all main tracks in this section are owned by Caltrain, with the exception of Main Track 1, which is owned and maintained by UP2. Caltrain owns all stations in the corridor, all of which it received from the California Department of Transportation (Caltrans) in 19933. The corridor is primarily a two main track corridor. Major track infrastructure components and stations are shown in Figure 1. At eight locations, the corridor includes main tracks or sidings other than two main tracks, also shown in Figure 1. -
General Guidelines for the Design of Light Rail Transit Facilities in Edmonton
General Guidelines for the Design of Light Rail Transit Facilities in Edmonton Robert R. Clark Retired ETS Supervisor of Special Projects 1984 2 General Guidelines for the Design of Light Rail Transit Facilities in Edmonton This report originally published in 1984 Author: Robert R. Clark, Retired ETS Supervisor of Special Projects Reformatting of this work completed in 2009 OCR and some images reproduced by Ashton Wong Scans completed by G. W. Wong In memory of my mentors: D.L.Macdonald, L.A.(Llew)Lawrence, R.A.(Herb)Mattews, Dudley B. Menzies, and Gerry Wright who made Edmonton Transit a leader in L.R.T. Table of Contents 3 Table of Contents 1.0 Introduction ............................................................................................................................................ 6 2.0 The Role Of Light Rail Transit In Edmonton's Transportation System ................................................. 6 2.1 Definition and Description of L.R.T. .................................................................................................... 6 2.2 Integrating L.R.T. into the Transportation System .............................................................................. 7 2.3 Segregation of Guideway .................................................................................................................... 9 2.4 Intrusion and Accessibility ................................................................................................................ 10 2.5 Segregation from Users (Safety) ...................................................................................................... -
Network Rail Infrastructure Limited – Annual Return 2011 3 MB
Network Rail Annual Return 2011 “More trains would take the pressure off at busy times. They nearly all seem to be crowded.” The railways have never been more popular. The result is that we need more capacity. More trains. Longer trains. We spent £1.7bn in the year on capacity enhancements and plan to invest £12bn over the five years to 2014 *Passenger comment, December 2010 Helping Britain run better Contents 1 Executive Summary 8 Introduction 11 Section 1 – Operational performance and stakeholder relationships 25 Section 2 – Network capability and network availability 37 Section 3 – Asset management 75 Section 4 – Activity volumes 89 Section 5 – Safety and environment 98 Section 6 – Enhancement Programme “Projects designed to increase capacity and improve services range from the new Airdrie-Bathgate rail link in Scotland to Thameslink across London, from platform lengthening on the East Coast to the redevelopment of Reading and entirely new stations such as Newport.” Contents Executive Summary 1 Track failures 50 Overall performance in 2010/11 1 Condition of asset temporary speed restriction sites (M4) 51 Operational performance and stakeholder relationships 2 Track geometry faults (M5) 54 Network capability and network availability 3 Earthwork failures (M6) 57 Asset management 4 Earthwork condition (M33) 58 Safety and environment 5 Tunnel condition 59 Expenditure and efficiency 6 Bridge condition (M8) 61 Enhancements schemes 7 Signalling failures (M9) 64 Signalling asset condition (M10) 64 Introduction 8 Alternating current traction