DOCSLIB.ORG

Table 4.3.11 Bus Lines Parallel to Different Sections of Supertram Line 1

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Table 4.3.11 Bus Lines Parallel to Different Sections of Supertram Line 1 CREATS: Phase II Final Report, Vol. III: CTA Transport Improvement Project in East Sector of Cairo Chapter 4: NETWORK OPTIMIZATION AND INTEGRATION IN THE EAST SECTOR Table 4.3.11 Bus Lines Parallel to Different Sections of Supertram Line 1 Station Line Number by Type of Service A/C GCBC Total Section From To CTA Minibus Student Student 41/, 44/, 46/, 54/, 69//, 78, 14, 26, 26/, 735, 130, 178, 300/, 330, 400, 27, 30, 32, 355, 792, 1, 4, 400/, 500, 500/, 510, 529, 35, 35/, 38, 356, 792/, 1 Ramses Ghamra 10, 27, 61 600, 611, 710, 811, 812, 39, 39/, 105, 357, 796, 28, 30 828, 940, 940/, 943, 943/, 105/, 124, 791 797, 949, 955, 998 128, 132 974 14, 26, 26/, 41/, 44/, 46/, 54/, 69//, 78, 27, 30, 32, 735, 130, 178, 300/, 330, 400, 1, 4, 355, 35, 35/, 38, 792, Ghamra Demerdash 400/, 500, 500/, 510, 600, 10, 27, 356, 53 2 39, 39/, 105, 792/, 611, 710, 812, 828, 940, 28, 30 791 105/, 124, 797 940/, 955, 998 128, 132 Mansheyet 3 Demerdash 828 1 El Sadr 35, 35/, 39, 41, 43, 44, 303, Mansheyet Mansheyet 46, 46/, 47, 48, 51, 58, 31, 39, 131, 4 10, 30 307, 30 130, 300, 315, 330, 828, 229 El Sadr El Bakry 501 937, 941, 941/, 948 35, 35/, 39, 41, 43, 44, 303, Mansheyet Teacher's 46, 46/, 47, 48, 51, 53, 31, 39, 131, 5 10, 30 307, 31 58, 130, 300, 315, 330, 229 El Bakry College 501 828, 937, 941, 941/, 948 20/, 21, 26/, 355, Teacher's Heliopolis 53, 400, 400/, 500/, 945/, 2, 2/, 35, 35/, 39, 356, 797 21 6 949, 955 19 College Club 40 357 Heliopolis Girls' 2, 2/, 7 54/ 26/, 39, 40 797 8 Club College 19 Girls' Marwa 1, 2, 8 54, 62/, 939 26/, 39, 40 10 College City 2/, 19 Marwa Cairo 1, 2, 9 54, 62/, 939 7 City Stadium 2/, 19 Madinet Cairo 10 Nasr 57, 60/, 62/, 71, 178 14, 39/ 19 8 Stadium Cinema Source: JICA Study Team 4 - 46 CREATS: Phase II Final Report, Vol. III: CTA Transport Improvement Project in East Sector of Cairo Chapter 4: NETWORK OPTIMIZATION AND INTEGRATION IN THE EAST SECTOR Table 4.3.11 Bus Lines Parallel to Different Sections of Supertram Line 1 (Continued) Station Line Number by Type of Service A/ Total Section From To CTA Minibus GCBC C Student Student Madinet Azhar 11 Nasr 19, 23 2 University Cinema 602, 704, 39, 69//, 80, 179, 346, 2, 2/, Azhar Osman 32, 33, 65, 727, 600, 611, 855, 939, 959, 24, 28, 26 12 132 731, University Buildings 995 31 733, 735 69//, 80/, 179, 346, 600, Osman Ebeid 32, 33, 65, 727, 855, 939, 959, 969, 969/, 18 13 132, 133 735 Buildings Street 995 Ebeid 59, 69//, 80/, 346, 600, 14 Darayeb 855, 938, 939, 969, 969/, 32, 132, 133 361 15 Street 995 Madinet 59, 69//, 346, 600, 855, 15 Darayeb 132, 133 361 11 Nasr 969, 969/, 995 Madinet 59, 69//, 346, 600, 855, 16 Zomor 132, 133 361 11 Nasr 969, 969/, 995 602, 704, 30, 33, 65, 727, Hay El 60/, 69, 80/, 178, 179, 17 Zomor 65/, 132, 361 731, 23 346, 611, 939, 993 Aasher 133 733, 735, 792 602, 704, 30, 33, 65, 727, Hay El 60/, 69, 80/, 178, 179, Ring Road 65/, 132, 361 731, 23 18 346, 611, 939, 993 Aasher 133 733, 735, 792 Source: JICA Study Team 4 - 47 CREATS: Phase II Final Report, Vol. III: CTA Transport Improvement Project in East Sector of Cairo Chapter 4: NETWORK OPTIMIZATION AND INTEGRATION IN THE EAST SECTOR Table 4.3.12 Bus Lines Intersecting with Different Sections of Supertram Line 1 Station Line Number by Type of Service Total Section From To CTA Minibus Student A/C GCBC 1 Ramses Ghamra 0 2 Ghamra Demerdash 0 Mansheyet 39, 41, 43, 47, 3 Demerdash 6 El Sadr 937, 941 53, 400, 400/, 20/, 21, 355, 500, 500/, 932, 26, 26/, 356, Mansheyet Mansheyet 932/, 940, 940/, 4 27, 35, 12 357, 797 33 945, 945/, 949, El Sadr El Bakry 35/, 40, 791, 955, 968, 973, 92, 124 794 973/ Mansheyet Teacher's 5 0 El Bakry College 500, 932, 932/, Teacher's Heliopolis 26, 27, 791, 940, 940/, 945, 12 16 6 92, 124 794 College Club 968, 973, 973/ Heliopolis Girls' 7 919, 919/ 105, 105/ 4 Club College Girls' 8 Marwa City 0 College Cairo 32, 132, 792, 9 Marwa City 59, 60, 69, 362 9 Stadium 134 792/ Madinet Cairo 10 Nasr 0 Stadium Cinema 57, 59, 60/, 71, Madinet 178, 600, 700, 14, 30, Azhar 912, 938, 950, 39/, 65, 359, 723, 11 Nasr 28 University 950/, 969, 969/, 65/, 133, 361 796 Cinema 990, 995, 998, 135 998/ Azhar Osman 60, 71, 178, 700, 12 14, 134 359 9 University Buildings 912, 993 Osman 792, 13 Ebeid Street 60/, 67 65/ 5 Buildings 792/ 14 Ebeid Street Darayeb 69 1 Madinet 15 Darayeb 0 Nasr Madinet 16 Zomor 0 Nasr Hay El 17 Zomor 0 Aasher Hay El 18 Ring Road 0 Aasher Source: JICA Study Team 4 - 48 CREATS: Phase II Final Report, Vol. III: CTA Transport Improvement Project in East Sector of Cairo Chapter 4: NETWORK OPTIMIZATION AND INTEGRATION IN THE EAST SECTOR Table 4.3.13 Number of Bus Lines Running in Parallel or Intersecting with Supertram Line 1 Total Section Supertram Section Length No. of Bus Lines Bus No. (km) From Station To Station Parallel Intersect Lines 1 Ramses Ghamra 1.72 61 0 61 2 Ghamra Demerdash 1.09 53 0 53 3 Demerdash Mansheyet El Sadr 1.21 1 6 7 4 Mansheyet El Sadr Mansheyet El Bakry 2.32 30 33 63 5 Mansheyet El Bakry Teacher's College 0.87 31 0 31 6 Teacher's College Heliopolis Club 0.58 21 16 37 7 Heliopolis Club Girls' College 1.12 8 4 12 8 Girls' College Marwa City 0.77 10 0 10 9 Marwa City Cairo Stadium 1.14 7 9 16 10 Cairo Stadium Nasr Cinema 1.19 8 0 8 Madinet Nasr Azhar University 11 Cinema 0.68 2 28 30 12 Azhar University Osman Buildings 1.28 26 9 35 13 Osman Buildings Ebeid Street 1.05 18 5 23 14 Ebeid Street Darayeb 1.31 15 1 16 15 Darayeb Madinet Nasr 1.29 11 0 11 16 Madinet Nasr Zomor 1.60 11 0 11 17 Zomor Hay El Aasher 1.39 23 0 23 18 Hay El Aasher Ring Road 1.39 23 0 23 Source: JICA Study Team The concept of optimized bus operation is shown in Figure 4.3.22. This figure, whose content is illustrative and not necessarily reflective of actual services, depicts before and after optimization scenarios. Under the before case, both bus (lower-capacity mode) and rail (higher-capacity mode) services are duplicative, providing competitive, rather than complementary, services. Under the after case, operational efficiencies have been achieved in that a feeder area for the higher-capacity mode has been established and served by lower-capacity modes with a view to encouraging complementary, intermodal operation. This is not meant to suggest that all lower-capacity services paralleling higher-capacity services should be eliminated; this is clearly not reasonable. However, some services could be optimized thus achieving operational efficiencies. 4 - 49 CREATS: Phase II Final Report, Vol. III: CTA Transport Improvement Project in East Sector of Cairo Chapter 4: NETWORK OPTIMIZATION AND INTEGRATION IN THE EAST SECTOR Before Optimization Source: JICA Study Team After Optimization Figure 4.3.22 Conceptual Depiction of Bus Optimization Strategy 4 - 50 CREATS: Phase II Final Report, Vol. III: CTA Transport Improvement Project in East Sector of Cairo Chapter 4: NETWORK OPTIMIZATION AND INTEGRATION IN THE EAST SECTOR Considering these basic principles, the reorganization of bus network around Supertram Line 1 should include three core groupings: • Group 1: Local rerouting or extension of existing lines in the vicinity of Supertram station in view of making lines stop as near as possible to the stations thus facilitating a modal transfer. • Group 2: Diversion of some bus lines which are duplicative vis-à-vis Supertram Line 1. The route of Supertram starts at Ramses square → Ramses Street → Ahmed Lotfy Street → Sayed El Merghany Street → Khedr El Toony → Yoosef Abbas Street → Ali Ameen Street → Mostafa El Nahhas Street → Madinet Nasr (existing terminal) → Maspero and ends at the Ring Road. However, some bus lines serving local demand between stations should remain. The bus supply, which is competing with Supertram should be redistributed to others sectors which are currently not served, or under-served. • It should be emphasized again that more than 60 bus lines originated from East Cairo region are operating along Ramses street. Diverting some of them to other corridors is expected to reduce the overlapping with Supertram and attract more passengers to CTA on a high-demand corridor such as Geish Street. • Group 3: Cutting and rerouting of bus lines operating between parts of the Supertram catchment area and Cairo CBD in order to connect these sectors to the nearest suitable Supertram station whenever this will result in time saving for the travelers to reach the city center (optimization of the travel time for public transport users as a whole). Moreover, this will improve the service by redistributing the vehicle-kilometers saved in order to increase the frequency. The following criteria may be considered in addition to the abovementioned principles, especially when reorganizing broader elements of the bus network.
Load more

Recommended publications
  • Porting a Window Manager from Xlib to XCB
    Porting a Window Manager from Xlib to XCB Arnaud Fontaine (08090091) 16 May 2008 Permission is granted to copy, distribute and/or modify this document under the terms of the GNU Free Documentation License, Version 1.3 or any later version pub- lished by the Free Software Foundation; with no Invariant Sections, no Front-Cover Texts and no Back-Cover Texts. A copy of the license is included in the section entitled "GNU Free Documentation License". Contents List of figures i List of listings ii Introduction 1 1 Backgrounds and Motivations 2 2 X Window System (X11) 6 2.1 Introduction . .6 2.2 History . .6 2.3 X Window Protocol . .7 2.3.1 Introduction . .7 2.3.2 Protocol overview . .8 2.3.3 Identifiers of resources . 10 2.3.4 Atoms . 10 2.3.5 Windows . 12 2.3.6 Pixmaps . 14 2.3.7 Events . 14 2.3.8 Keyboard and pointer . 15 2.3.9 Extensions . 17 2.4 X protocol client libraries . 18 2.4.1 Xlib . 18 2.4.1.1 Introduction . 18 2.4.1.2 Data types and functions . 18 2.4.1.3 Pros . 19 2.4.1.4 Cons . 19 2.4.1.5 Example . 20 2.4.2 XCB . 20 2.4.2.1 Introduction . 20 2.4.2.2 Data types and functions . 21 2.4.2.3 xcb-util library . 22 2.4.2.4 Pros . 22 2.4.2.5 Cons . 23 2.4.2.6 Example . 23 2.4.3 Xlib/XCB round-trip performance comparison .
    [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]
  • Whole-Body Vibration in Bus Drivers: Association with Physical Fitness and Low Back Pain
    International Journal for Innovation Education and Research ISSN 2411-2933 01 February 2021 Whole-Body Vibration in Bus Drivers: Association with Physical Fitness and Low Back Pain Bruno Sergio Portela (Corresponding author) Department of Physical Education, Midwest State University of Paraná, (UNICENTRO). E-mail: [email protected] Paulo Henrique Trombetta Zannin Laboratory of Environmental and Industrial Acoustics and Acoustic Comfort, Federal University of Paraná, (UFPR). Abstract The aim of the study was to investigate the relationship between exposure to whole body vibration, prevalence of low back pain and level of physical fitness in bus drivers. The measurement of whole body vibration was in 100 city buses with different characteristics and the prevalence of low back pain was assessed in 200 drivers with a measurement of physical fitness level. Descriptive statistics with mean and standard deviation and inferential statistics were used with the Kurskal-Wallis test, Dunn's multiple comparisons test, Poisson regression and significance level of p <0.05. The results demonstrate significant differences between the vehicle models, characterizing the conventional and articulated buses on the y and z axes with higher levels of vibration. Drivers working with conventional and articulated vehicles had a higher prevalence of low back pain with 57.5 and 60%, respectively. The level of physical fitness was low in most of the sample, however, the drivers of bi-articulated and micro bus had higher levels. Poisson regression with the outcome of low back pain, showed the factors that showed a significant prediction: age, working time, abdominal muscle resistance, lumbar strength, RMSy and RMSz. Keywords: Whole body vibration, bus drivers, low back pain and physical fitness 1.
    [Show full text]
  • Getting Around Effective and Modern Transport Options
    GETTING AROUND EFFECTIVE AND MODERN TRANSPORT OPTIONS BY TAXI OR COACH CAR RENTAL Luxury air-conditioned coaches and shuttle buses will move Cape Town offers a wide selection of car rental companies with delegates between the airport, hotels, the CTICC and their good road systems. An international driver’s license is required functions. Metered taxis are also available. and driving will be on the left hand side of the road. MYCITI BUS SERVICE BY TRAIN The MyCiti airport-to-city service runs between the Cape Town Cape Town station is situated within walking distance of the International Airport and the Civic Centre bus stations via the N2 Westin Grand South Africa Arabella Quays Hotel, and the and Nelson Mandela Boulevard. This service will operate between functional Metro Rail system connects the city centre with the 20 and 24 hours a day at a cost of R57,00 one way. It will depart northern suburbs, southern suburbs and Cape Flats. every six to 30 minutes, depending on demand. The MyCiti inner- city bus service provides convenient transport to hotels, TOPLESS TOURS accommodation nodes, restaurants, entertainment areas, parking This service visits the major attractions around the city and is a areas, and places of interest. Each journey costs R10,00 and buses convenient way to experience Cape Town’s many varied depart every 10 to 30 minutes and operate between 20 and 24 attractions. The bright red “Hop-on Hop-off” city sightseeing hours a day. service comes complete with nine multilingual commentary channels, plus a “kiddie’s” channel and is an ideal and convenient BY BUS method of travelling to and viewing the most popular attractions The new Integrated Rapid Transit (IRT) System offers international in and around Cape Town.
    [Show full text]
  • How-To Gnome-Look Guide
    HHOOWW--TTOO Written by David D Lowe GGNNOOMMEE--LLOOOOKK GGUUIIDDEE hen I first joined the harddisk, say, ~/Pictures/Wallpapers. right-clicking on your desktop Ubuntu community, I and selecting the appropriate You may have noticed that gnome- button (you know which one!). Wwas extremely look.org separates wallpapers into impressed with the amount of different categories, according to the customization Ubuntu had to size of the wallpaper in pixels. For Don't let acronyms intimidate offer. People posted impressive the best quality, you want this to you; you don't have to know screenshots, and mentioned the match your screen resolution. If you what the letters stand for to themes they were using. They don't know what your screen know what it is. Basically, GTK is soon led me to gnome-look.org, resolution is, click System > the system GNOME uses to the number one place for GNOME Preferences > Screen Resolution. display things like buttons and visual customization. The However, Ubuntu stretches controls. GNOME is Ubuntu's screenshots there looked just as wallpapers quite nicely if you picked default desktop environment. I impressive, but I was very the wrong size, so you needn't fret will only be dealing with GNOME confused as to what the headings about it. on the sidebar meant, and I had customization here--sorry no idea how to use the files I SVG is a special image format that Kubuntu and Xubuntu folks! downloaded. Hopefully, this guide doesn't use pixels; it uses shapes Gnome-look.org distinguishes will help you learn what I found called vectors, which means you can between two versions of GTK: out the slow way.
    [Show full text]
  • Disaster Management Act: Directions: Measures to Address, Prevent And
    STAATSKOERANT, 4 MEI 2020 No. 43272 3 GOVERNMENT NOTICES • GOEWERMENTSKENNISGEWINGS Transport, Department of/ Vervoer, Departement van DEPARTMENTDEPARTMENT OF OF TRANSPORT TRANSPORT NO. 493 04 MAY 2020 493 Disaster Management Act (57/2002): Directions issued in terms of Regulation 4 (7), 20 (1) and (2) of the Regulations made under Section 27 (2) of the Act: Measures to Prevent and Combat the Spread of COVID-19 in the Public Transport Services 43272 DISASTER MANAGEMENT ACT, 2002 (ACT NO,57 OF 2002) DIRECTIONS ISSUED IN TERMS OF REGULATION 4(7), 20 (1) and (2) OF THE REGULATIONS MADE UNDER SECTION 27(2) OF THE DISASTER MANAGEMENT ACT, 2002 (ACT NO. 57 OF 2002): MEASURES TO PREVENT AND COMBAT THE SPREAD OF COVID -19 IN THE PUBLIC TRANSPORT SERVICES I, Mlle Mbalula, MP, Minister of Transport, in terms of regulations 4(7), 20 (1) read with regulation 20 (2) of the Regulations after consultation with the Cabinet members responsible for cooperative governance and traditional affairs, health, police and justice and correctional services issued in terms of the Disaster Management Act, 2002 (Act No. 57 of 2002), hereby issue the directions set out in the Schedule 1 hereto to address, prevent and combat the spread of the COVID -19. F.A. MBALULA, MP MINISTER OF TRANSPORT DATE: O (. 01-`20,-a,--) This gazette is also available free online at www.gpwonline.co.za 4 No. 43272 GOVERNMENT GAZETTE, 4 MAY 2020 SCHEDULE 1. DEFINITIONS In these directions, any word or expression bears the meaning assigned to it in the National Land Transport Act, 2009 or
    [Show full text]
  • Truck 45.0.0
    IDC5 software update TRUCK 45.0.0 TEXA S.p.A. Via 1 Maggio, 9 31050 Monastier di Treviso Treviso - ITALY Tel. +39 0422 791311 Fax +39 0422 791300 www.texa.com - [email protected] IDC5 TRUCK software update 45.0.0 The new diagnostic features included in the all mechanics the opportunity to use diagnostic IDC5 TRUCK update 45 allow working on a large tools that are always updated and state-of-the- number of vehicles that belong to makes of the art, to operate successfully on the vast majority most popular manufacturers. The work TEXA’s of vehicles on the road. developers carried out on industrial vehicles, The TRUCK update 45 also offers new, very useful light commercial vehicles and buses guarantees Wiring Diagrams and DASHBOARDs. WORLDWIDE MARKET CHEVROLET / ISUZU: • Instrumentation. • The new model D-MAX [02>] 2.5 TD was • The new model Berlingo M59 engine1.6i 16V developed with the following systems: Flex Kat was developed with the • ABS; following systems: • Airbag; • ABS; • Body computer; • Airbag; • Immobiliser; • Anti-theft system; • Diesel injection; • Radio; • Transfer case; • Body computer; • Service warning light. • Door locking; • Multi-function display; CITROËN: • Immobiliser; • The new model Berlingo [14>] (B9e) EV was • Flex Fuel injection; developed with the following systems: • CD multiplayer; • ABS; • Auxiliary heating; • Anti-theft system; • Instrumentation. • Airbag; • Body computer; COBUS: • A/C system; • The new model Series 2000 & 3000 Euro 3 - • Comfort system; EM3 was developed with the following systems: • Emergency call; • Automatic transmission; • Multi-function display; • Diesel injection; • Steering column switch unit; • Network system; • Trailer control unit; • Motor vehicle control; • Hands-free system; • Instrumentation; • CD multiplayer; • Tachograph.
    [Show full text]
  • Ivecobus Range Handbook.Pdf
    CREALIS URBANWAY CROSSWAY EVADYS 02 A FULL RANGE OF VEHICLES FOR ALL THE NEEDS OF A MOVING WORLD A whole new world of innovation, performance and safety. Where technological excellence always travels with a true care for people and the environment. In two words, IVECO BUS. CONTENTS OUR HISTORY 4 OUR VALUES 8 SUSTAINABILITY 10 TECHNOLOGY 11 MAGELYS DAILY TOTAL COST OF OWNERSHIP 12 HIGH VALUE 13 PLANTS 14 CREALIS 16 URBANWAY 20 CROSSWAY 28 EVADYS 44 MAGELYS 50 DAILY 56 IVECO BUS CHASSIS 68 IVECO BUS ALWAYS BY YOUR SIDE 70 03 OUR HISTORY ISOBLOC. Presented in 1938 at Salon de Paris, it was the fi rst modern European coach, featuring a self-supporting structure and rear engine. Pictured below the 1947 model. 04 PEOPLE AND VEHICLES THAT TRANSPORTED THE WORLD INTO A NEW ERA GIOVANNI AGNELLI JOSEPH BESSET CONRAD DIETRICH MAGIRUS JOSEF SODOMKA 1866 - 1945 1890 - 1959 1824 - 1895 1865 - 1939 Founder, Fiat Founder, Société Anonyme Founder, Magirus Kommanditist Founder, Sodomka des établissements Besset then Magirus Deutz then Karosa Isobloc, Chausson, Berliet, Saviem, Fiat Veicoli Industriali and Magirus Deutz trademarks and logos are the property of their respective owners. 05 OVER A CENTURY OF EXPERIENCE AND EXPERTISE IVECO BUS is deeply rooted into the history of public transport vehicles, dating back to when the traction motor replaced horse-drawn power. We are proud to carry on the tradition of leadership and the pioneering spirit of famous companies and brands that have shaped the way buses and coaches have to be designed and built: Fiat, OM, Orlandi in Italy, Berliet, Renault, Chausson, Saviem in France, Karosa in the Czech Republic, Magirus-Deutz in Germany and Pegaso in Spain, to name just a few.
    [Show full text]
  • County of Essex Transit Assessment Report, Phase 2 Project No
    County of Essex Transit Assessment Report, Phase 2 Project No. 29-46B FINAL A u g u s t 2 0 1 1 Final Report Transit Solutions GENIVAR Consultants LP. 2800 Fourteenth Avenue, Suite 210, Markham, Ontario L3R 0E4 Telephone: 905.946.8900 Fax: 905.946.8966 www.genivar.com Contact: Dennis J. Fletcher, M.E.S. E-mail: [email protected] 29-46B August 8, 2011 Mr. T. Bateman County Engineer County of Essex 360 Fairview Avenue West Essex, ON N8M 1Y6 Re: Transit Assessment Report Phase 2 Final Report Dear Mr. Bateman: GENIVAR Inc. is pleased to present this final report on the implementation of transit services for the County of Essex. This report builds on the Phase 1 Feasibility Study submitted in April 2010, and identifies a detailed implementation plan for the short-term to operate inter-municipal transit services in the County. A brief summary of the major conclusions relevant to Phase 2 of the study are outlined in Section 1. This document refines the details in the Phase 2 Interim Report submitted in August 2010, and addresses the comments made by stakeholders, provides additional governance considerations, identifies an initial marketing strategy, and provides Transportation Demand Management mechanisms to encourage transit use. We hope this report provides a helpful source when you proceed with the next stage of work, and we hope to have the opportunity to work together soon. Yours truly, GENIVAR Inc. Dennis J. Fletcher, M.E.S. Director, Transit Solutions DJF/ml 2800 Fourteenth Avenue, Suite 210, Markham, Ontario L3R 0E4 Telephone: 905.946.8900 Fax: 905.946.8966 www.genivar.com Transit Assessment Report Phase 2 Final Report Table of Contents GENIVAR ii Table of Contents 1.
    [Show full text]
  • A Simplified Graphics System Based on Direct Rendering Manager System
    J. lnf. Commun. Converg. Eng. 16(2): 125-129, Jun. 2018 Regular paper A Simplified Graphics System Based on Direct Rendering Manager System Nakhoon Baek* , Member, KIICE School of Computer Science and Engineering, Kyungpook National University, Daegu 41566, Korea Abstract In the field of computer graphics, rendering speed is one of the most important factors. Contemporary rendering is performed using 3D graphics systems with windowing system support. Since typical graphics systems, including OpenGL and the DirectX library, focus on the variety of graphics rendering features, the rendering process itself consists of many complicated operations. In contrast, early computer systems used direct manipulation of computer graphics hardware, and achieved simple and efficient graphics handling operations. We suggest an alternative method of accelerated 2D and 3D graphics output, based on directly accessing modern GPU hardware using the direct rendering manager (DRM) system. On the basis of this DRM support, we exchange the graphics instructions and graphics data directly, and achieve better performance than full 3D graphics systems. We present a prototype system for providing a set of simple 2D and 3D graphics primitives. Experimental results and their screen shots are included. Index Terms: Direct rendering manager, Efficient handling, Graphics acceleration, Light-weight implementation, Prototype system I. INTRODUCTION Rendering speed is one of the most important factors for 3D graphics application programs. Typical present-day graph- After graphics output devices became publicly available, a ics programs need to be able to handle very large quantities large number of graphics applications were developed for a of graphics data. The larger the data size, and the more sen- broad spectrum of uses including computer animations, com- sitive to the rendering speed, the better the speed-up that can puter games, user experiences, and human-computer inter- be achieved, even for minor aspects of the graphics pipeline.
    [Show full text]
  • Analysis of the Flat Fare Collection System Alternative
    SCRTD METRO RAIL PROJECT Preliminary Engineering ANALYSIS OF THE FLAT FARE COLLECTION SYSTEM ALTERNATIVE WES 16 CAE 11 Prepared by BOOZALLEN & HAMILTON INC. January 1984 SL\(ITA . TABLE OF CONTENTS Page SUMMARY i CHAPTER 1: Introduction 1 CHAPTER 2: Description of Alternatives 3 2.1 Adopted Graduated-Fare Collection System 3 2.2 Alternative Flat-Fare Collection System 6 CHAPTER 3: Evaluation of Alternatives 11 3.1 Capital Cost 11 3.2 Annual Operating and Maintenance Cost 15 3.3 System Reliability and Patron Convenience 18 3.4 Administrative Requirements 21 3.5 Ridership and Revenue 22 3.6 Fare Equity 26 CHAPTER 4: Conclusions 33 . StIIVINARY This report presents an analysis of the feasibility of instituting a flat-fare collection system for the Metro Rail line. Both the adopted graduated-fare collec- tion system and the alternative flat-fare system are described. The alternatives are then evaluated in terms of capital cost; annual O&1V1 cost; system reliability; passenger convenience; administrative requirements; ridership and revenue; and fare equity. The results of the analysis indicate several important conclusions. Relative to the graduated-fare system, a flat-fare system would result in capital cost savings of 47 percent and O&M cost savings of 18 percent. The flat- fare system would also be significantly more reliable, provide greater convenience to the patron, and enjoy slightly reduced administrative requirements. Moreover, the flat-fare system produces greater revenues: $2.0 million additional Metro Rail revenues and $17.7 million additional total SCRTD (bus and rail) revenues. Counterbalancing these advantages, however, is the fact that the flat-fare system is less equitable than the graduated-fare system.
    [Show full text]
  • December 2010 Bulletin.Pub
    TheNEW YORK DIVISION BULLETIN - DECEMBER, 2010 Bulletin New York Division, Electric Railroaders’ Association Vol. 53, No. 12 December, 2010 The Bulletin THIRD AVENUE’S SOUTH FERRY BRANCH Published by the New DISCONTINUED 60 YEARS AGO York Division, Electric Railroaders’ Association, Third Avenue trains started running from Willets Point — 4 — 5 — Incorporated, PO Box South Ferry to Grand Central on August 26, Express 3001, New York, New 1878. At first, trains operated from 7:35 AM to Astoria Local — 8 (B) — 8 (B) — York 10008-3001. 8:00 PM leaving South Ferry. Trains operated on a 10-minute headway from 3:00 to 7:00 (A) Shuttles between Canal Street and South Ferry For general inquiries, PM and a 15-minute headway at other times. (B) Rerouted to City Hall September 18, 1939 contact us at nydiv@ Fare was 5 cents in the rush hour, 5:30-7:30 At Unification, June 12, 1940, Second Ave- erausa.org or by phone nue service was discontinued and replaced at (212) 986-4482 (voice AM and 5:00-7:00 PM, and 10 cents in non- rush hours. by midday Astoria Locals and rush hour Wil- mail available). The lets Point Expresses. The May 19, 1941 Division’s website is Second Avenue trains, which started run- www.erausa.org/ ning on March 1, 1880, did not run during the schedule provided for a 6-minute headway to nydiv.html. midnight hours. Third Avenue trains contin- Astoria. Expresses to Willets Point operated ued running to South Ferry during midnight on a 4-minute headway in the AM rush and a Editorial Staff: 5-minute headway in the evening rush.
    [Show full text]