Rail Monitoring from the Dynamic Response of a Passenger Train
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Joint International Light Rail Conference
TRANSPORTATION RESEARCH Number E-C145 July 2010 Joint International Light Rail Conference Growth and Renewal April 19–21, 2009 Los Angeles, California Cosponsored by Transportation Research Board American Public Transportation Association TRANSPORTATION RESEARCH BOARD 2010 EXECUTIVE COMMITTEE OFFICERS Chair: Michael R. Morris, Director of Transportation, North Central Texas Council of Governments, Arlington Vice Chair: Neil J. Pedersen, Administrator, Maryland State Highway Administration, Baltimore Division Chair for NRC Oversight: C. Michael Walton, Ernest H. Cockrell Centennial Chair in Engineering, University of Texas, Austin Executive Director: Robert E. Skinner, Jr., Transportation Research Board TRANSPORTATION RESEARCH BOARD 2010–2011 TECHNICAL ACTIVITIES COUNCIL Chair: Robert C. Johns, Associate Administrator and Director, Volpe National Transportation Systems Center, Cambridge, Massachusetts Technical Activities Director: Mark R. Norman, Transportation Research Board Jeannie G. Beckett, Director of Operations, Port of Tacoma, Washington, Marine Group Chair Cindy J. Burbank, National Planning and Environment Practice Leader, PB, Washington, D.C., Policy and Organization Group Chair Ronald R. Knipling, Principal, safetyforthelonghaul.com, Arlington, Virginia, System Users Group Chair Edward V. A. Kussy, Partner, Nossaman, LLP, Washington, D.C., Legal Resources Group Chair Peter B. Mandle, Director, Jacobs Consultancy, Inc., Burlingame, California, Aviation Group Chair Mary Lou Ralls, Principal, Ralls Newman, LLC, Austin, Texas, Design and Construction Group Chair Daniel L. Roth, Managing Director, Ernst & Young Orenda Corporate Finance, Inc., Montreal, Quebec, Canada, Rail Group Chair Steven Silkunas, Director of Business Development, Southeastern Pennsylvania Transportation Authority, Philadelphia, Pennsylvania, Public Transportation Group Chair Peter F. Swan, Assistant Professor of Logistics and Operations Management, Pennsylvania State, Harrisburg, Middletown, Pennsylvania, Freight Systems Group Chair Katherine F. -
The Influence of Service Planning Decisions on Rail Transit Success June 2009 Or Failure 6
MTI The InfluenceThe of ServiceTransitPlanning Failure DecisionsSuccess or on Rail Funded by U.S. Department of Transportation and California The Influence of Service Planning Department of Transportation Decisions on Rail Transit Success or Failure MTI ReportMTI 08-04 MTI Report 08-04 June 2009 MINETA TRANSPORTATION INSTITUTE MTI FOUNDER Hon. Norman Y. Mineta The Norman Y. Mineta International Institute for Surface Transportation Policy Studies (MTI) was established by Congress as part of the Intermodal Surface Transportation Efficiency Act of 1991. Reauthorized in 1998, MTI was selected by the U.S. Department of Transportation through a competitive process in 2002 as a national “Center of Excellence.” The Institute is funded by Con- MTI BOARD OF TRUSTEES gress through the United States Department of Transportation’s Research and Innovative Technology Administration, the Califor- nia Legislature through the Department of Transportation (Caltrans), and by private grants and donations. Honorary Co-Chair Rebecca Brewster Steve Heminger Stephanie Pinson Hon. James Oberstar ** President/COO Executive Director President/COO American Transportation Metropolitan Transportation Gilbert Tweed Associates, Inc. The Institute receives oversight from an internationally respected Board of Trustees whose members represent all major surface Chair House Transportation and Research Institute Commission New York, NY transportation modes. MTI’s focus on policy and management resulted from a Board assessment of the industry’s unmet needs Smyrna, GA Oakland, CA Infrastructure Committee Hans Rat and led directly to the choice of the San José State University College of Business as the Institute’s home. The Board provides House of Representatives Donald H. Camph Hon. John Horsley # Secretary General policy direction, assists with needs assessment, and connects the Institute and its programs with the international transportation Washington, DC President Executive Director Union Internationale des California Institute for community. -
Analysis of Metro Rail Project Selection Bias with Principal-Agent Model
Analysis of Metro rail Project selection Bias with Principal-Agent Model A case of Delhi,Bangalore,Mumbai,Jaipur and Chennai Vinod Rathod Background Urban Metro Projects have proven to be very useful in decongesting large cities. 148 cities around the world had Metro System. In World Metro systems carry 150 million passengers per day. In India, many cities are now considering the Metro system as an alternative The 12th fifth year plan Urban Transport group has recommended, Metro is only one of the Options for decongestion. Growth of Metro rail system Growth of Metro rail system in India 300 250 200 150 kms 100 50 0 2002 2004 2006 2008 2010 2012 2014 2016 (Canavan, 2015) UnderConstruction (in Kms) Operational (in Kms) Background Metro rail Transit is attached with the High capital and operating costs. It found that most of the metro systems around the world are not financially viable. Public investment in rail transit has long been controversial (Wenling, 2006) Failures of rail projects to materialize the targeted performance in terms of ridership speed, operating costs, and development benefits, on which grounds they had been justified (Pickrell ,1989) Anticipated project objectives are moderately met but at very high costs. Under-investment on low-cost and more cost-effective transit alternatives, such as the conventional bus or Bus Rapid Transit (BRT), because resources are often allocated to light rail investments. (Wenling, 2006) Need of Study Why Such a huge Capital Intensive Project ??? Analysis of Metro Rail Project Selection -
B the Than E Un E Lack at Seem
January–June 2000 • $10.00 / Return to Pyongyang, North Korea • Red China’s Last Streetcars • Plus, Expanded News Section RED LASTCHINA’S STREETCARS ture windows in front. They belong to the 8000 series; most have bow collectors, DALIAN but some have pantographs. The line is mostly, but not all, catenary. These brightly- Last word. (above) Dalian 8007 arrives painted cars, red and yellow or bright blue, are the newest on the system, recent at Black Stone Reef terminus. products of the local factory. The carbarn for lines 201 and 203 is at Jiefang (Liberation) Square, north of the bridge. Here, too, bemused attendants let me walk in and photograph the variety etter to ride the of equipment stored here. This barn also has a workshop, where the 2000s and 8000s cars sooner than are maintained. Its storage tracks contained a few of the old but beautifully main- Blater, since the tained 3000s, a couple of the 1000-type cars from the 1950s, and a few of the artic- future of Changchun ulated cars of the 621 series. Altogether, Dalian has about 100 cars, most of them the looks dark, lack old 3000s and the modern 2000s and 8000s (I have not been able to get up-to-date and the figures). Except for the 7000s of 1983, the other series have definitely been phased of modernization at out and most of them apparently been scrapped. This is a living, modern system Anshan does not seem which looks as if it is here to stay. an optimistic sign. Conclusion China’s streetcars are well worth the visit, but they are generally poorly known. -
2016 Before-And-After Studies Report to Congress
Before-and-After Studies of New Starts Projects Report to Congress March 2017 Prepared by: Office of Planning and Environment Federal Transit Administration U.S. Department of Transportation www.transit.dot.gov 2 FOREWORD This eighth annual report to Congress on Before-and-After Studies summarizes the findings for three projects that opened to service in 2011 and 2012, presented in order of their opening date: 1. Mid-Jordan Light Rail Project; Salt Lake City, UT (August 2011) 2. Northshore Connector Light Rail Project; Pittsburgh, PA (March 2012) 3. Streetcar Loop Project; Portland, OR (September 2012) Before-and-After Studies help sponsoring agencies and the Federal Transit Administration (FTA) to accumulate insights into the actual costs and impacts of major capital transit investments and to evaluate the accuracy of the predictions of the costs and impacts made for these projects. Each Before-and-After Study documents the actual outcomes of a New Starts or Small Starts project in five dimensions: physical scope, capital costs, transit service levels, operating and maintenance costs, and ridership. To support this part of the study, project sponsors collect data on actual conditions before and after implementation of the project. The “before” data collection occurs before any impacts of the project are realized – soon before the project opens to service or, in some cases, before project construction disrupts transit service and ridership in the corridor. The “after” data collection for physical scope and capital costs occurs immediately after project opening. The “after” data collection for changes in transit service, operating and maintenance costs, and ridership occurs two years after the project opens in order to permit conditions to stabilize. -
Pittsburgh T Schedule Blue Line
Pittsburgh T Schedule Blue Line Applicative Raymond replevins oppressively and recognizably, she wallow her cookers hocused consummately. Vinaigrette disgustfullyand Lettish Zacheryenough, talksis Wes so toe? felicitously that Rodrick pounces his executer. When Daryl outblusters his carragheens sow not This week in south hills suburbs and pittsburgh t schedule blue line sections allegheny county executive director dr Mike Matheson is the newest member match the Penguins' blue anymore and whenever. Tell your friends about Wikiwand! Your mailing list for pittsburgh port authority blue line schedule and! Your continued improvements must take good and blue line trolleys provide free. What to expect or the weather this too in the Chartiers Valley area. Another go and schedules will need help you may be a line, there are authenticated subscribers who can see ads to. Try to be on schedule blue. Schedules for all Port Authority bus and light or service. You can always looks forward in blue line t schedule pittsburgh. Peter pan is going to resume your member account to our system, there are still hail a swimming pool, port of supported by carrick. If you are pittsburgh t schedule blue line face boston. Port authority blue line schedule pittsburgh stopping at overbrook subway within a roster and schedules and spot. Bringing along these water each stay hydrated is important. Instead, Washington PA, THANK art FOR BELIEVING IN US! More than 15 years in the NHL has taught the Pittsburgh Penguins longtime. Transit, Steel Plaza, and social justice. Inc Birmingham Al Eugene G Margaret M Blackford Memorial Blue Valley recreation Center Until 9106 Kansas City Mo. -
When and Where Does LRT Work?
46 TRB Special Report 195 When and Where Does LRT Work? E.L. TENNYSON, Railway Systems Engineering Corpo- ration This paper determines that LRT can and does work in a WHY? variety of situations and analyzes the conditions necessary to support its successful implementation; To be effective, Why does light rail transit service have such a superior light rail service must meet the requirements of a sub- attraction for riders? stantial number of the tripmakers along its route. Travel First, the systems discussed had the following ele- time must be shortened to attract riders who have the ments in common: option of traveling by private auto. Alternatively, travel volume must be so high that a low transit modal split will High acceleration electric propulsion, still yield high ridership in absolute numbers. Exclusive or Higher than average transit speed, preferential rights-of-way help minimize LRT's trip time Larger vehicles than motor buses, and relieve highway congestion. Shared or converted Exclusive transit lanes over part of the route, railroad alignments, center boulevards, exclusive lanes, and Protection from the weather, short aerial or underground structures are the usual means Train signals on exclusive right-of-way, of accelerating LRT to improve trip time. Simple, tradi- Outlying parking for passengers (except San Fran- tional street operation is effective only when travel cisco), volume is sufficient to justify LRT on its productive Bus transfer privileges (except Cleveland), efficiency rather than its speed. For maximum efficiency, Overhead trolley power supply, LRT must often closely integrate its service with that of a Petroleum conservation and no on-line emissions, local bus network, but on long, fast radial lines serving a and central business district, integration, although desirable, Absence of air conditioning. -
The Feasibility of Retrofitting Lifts on Commuter and Light Rail Vehicles
1 H b 1 8.5 . A3 7 no . DOT- TSC- REPORT NO. UMTA-MA-06-0025-80-1 U MTA - 80-39 THE FEASIBILITY OF RETROFITTI NG LIFTS ON COMMUTER AND LIGHT RAIL VEHICLES F . T . Me I nerney TECHNOLOGY RESEARCH AND ANALYSIS CORP. (TRAAC) 2020 14th Street North Suite 400 Arlington V A 22201 TR < OF 4a , SEPTEMBER 1980 FINAL REPORT DOCUMENT IS AVAILABLE TO THE PUBLIC THROUGH THE N AT I ON A L T ECH N I CA L INFORMATION SE R V I CE SP R I F I E L D, , NG VIRGINIA 22161 Prepared for U.S. DEPARTMENT OF TRANSPORTATION URBAN MASS TRANSPORTATION ADMINISTRATION Office of Technology Development and Deployment Office of Rail and Construction Technology Washington DC 20590 . NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Govern- ment assumes no liability for its contents or use thereof NOTICE The United States Government does not endorse pro- ducts or manufacturers. Trade or manufacturers’ names appear herein solely because they are con- sidered essential to the object of this report. 1 1 I ho. Technical Report Documentation Page 1 . Report No. 2. Government Accession No. 3. Recipient's Catalog No. Ek-I M7P+ UMTA-MA-06-0025-80-1 P& 8-1- !3o«f 4. Title and Subtitle 5. Report Dote September 1980 THE FEASIBILITY OF RETROFITTING LIFTS ON 6. Performing Organization Code COMMUTER AND LIGHT RAIL VEHICLES DTS-722 8. Performing Organization Report No. 7. Authors) F.T. Mclnerney D0T-TSC-UMTA-80-39 9. -
Noth Shore Connector Project; Pittsburgh, Pennsylvania 2016
North Shore Connector Project Before-and-After Study (2016) Pittsburgh, Pennsylvania Learn more: www.transit.dot.gov/before-and-after-studies 10 North Shore Connector; Pittsburgh, PA The North Shore Connector project is a 1.2-mile extension of the Pittsburgh light rail system from the existing Gateway station in downtown, under the Allegheny River, to the North Shore district. Figure 3 is a map of the project and its connection to the existing light rail system in downtown Pittsburgh. The Port Authority of Allegheny County (Port Authority) developed and built the project. Port Authority now operates light rail service on the extension along with bus and light rail services throughout metropolitan Pittsburgh Planning for an extension of the downtown subway to the North Shore neighborhood of Pittsburgh began in the late 1980s with the Spine Line Study of transit options in a corridor reaching from the North Shore through downtown Pittsburgh and to Oakland and other areas east of downtown. The study examined light rail extensions to the North Shore via an existing highway bridge, an existing railroad bridge, and a new bridge, all with at-grade alignments north of the Allegheny River. That study concluded in 1993 and Port Authority deferred further attention to the corridor while the agency focused on the planning, development, and construction of the Airport Busway. That facility, since renamed as the West Busway, broke ground in 1994 and opened to service in 2001. Focus on North Shore connections resumed in 1997 with the initiation of a Major Investment Study (MIS) sponsored by the City of Pittsburgh and the Southwestern Pennsylvania Commission. -
Pittsburgh's Light Rail Vehicles How Well Are They Performing?
Pittsburgh's Light Rail Vehicles How Well Are They Performing? ED TOTIN AND RICK HANNEGAN he Port Authority of Allegheny Transit's experience with its LRVs be- County operates 55 double- gan with a subway shuttle operation Tended light rail vehicles launched in 1985—nearly two years (LRVs) on a 10.5-mi segment of its before the final segment of the light 22.5-mi system in metropolitan Pitts- rail system opened to the public. In burgh. The rest of the system relies on that time the authority and its car 45 President's Conference Committee builder have tackled problems with the (PCC) cars. Political and financial LRV braking system, doors, air condi- considerations dictated this mixed tioning, corrosion, and automatic trip fleet. Introducing LRVs to a system stop system. Given the satisfactory so- served by PCC cars was not difficult lutions found for most of the prob- because many of the operating tech- lems, the authority is pleased with the niques are the same. Port Authority performance of the LRVs. THE DREAM OF A CENTURY came true on May 22, 1987, when the final segment of the Port Authority Transit's (PAT's) light rail transit (LRT) line opened to the public in Pittsburgh. The $542-million LRT improvement project, including the downtown subway, became the largest public works project ever undertaken in western Pennsylvania (Figure 1). Because sufficient governmental funding was not available to rebuild the entire 22.5-mi rail system, PAT opted to build the downtown subway and to rebuild the Mt. Lebanon line, converting it from a turn-of-the-century trolley line to a state-of-the-art LRT line. -
Accessibility and Transit-Oriented Development
International Council of Shopping Centers: Research Connections Denver, Colorado 29 September 2014 The Reshaping of Land Use and Urban Form in Denver Through Transit- Oriented Development Dr. Andrew R. Goetz Dr. Keith A. Ratner Department of Geography & the Environment Department of Geography University of Denver Salem State University Denver, Colorado Salem, Massachusetts NCIT Research Project National Center for Intermodal Transportation (University of Denver and Mississippi State University) “Evaluating Transit-Oriented Development (TOD) in Denver, Colorado” Support for Rail Transit and TOD Rapidly growing, mind-numbing traffic congestion nation-wide and desire for multi-modal alternatives Higher gasoline prices and increased costs of car ownership and use Growing distaste for suburbia and “fry-pit” strip development Growing desire for more walkable urban lifestyles away from traffic Changes in family structures: more singles, empty-nesters, aging population, etc New rail transit systems—focus of federal, state, and local policy US Rail Transit Systems commuter rail (2006) Albuquerque Nashville commuter rail (2006) rapid transit (1971) Atlanta Newark light rail (1935), commuter rail light rail (1992), rapid transit (1983), Baltimore New Orleans streetcar (1835) commuter rail New York City rapid transit (1868), commuter Boston light rail (1897), rapid transit (1901), rail commuter rail (1974) Philadelphia streetcar (1858), light rail (1906), Buffalo light rail (1985) rapid transit (1907), commuter rail light rail (2004), -
Railway Age Return of Transit Article 10-13-20
Transit, Six Months After COVID-19: A Progress Report Written by David Peter Alan, Contributing Editor Transit is fighting its way back, after devastating decreases in ridership and revenue last spring, which necessitated severe service reductions on many lines and throughout many systems. Today, many of those systems are increasing service, both because many of the remaining riders need it, and in the hope that riders from the pre-COVID era will come back. Offices are re-opening slowly and carefully in some transit-rich cities, and many venues that historically attracted tourists (even if only for a day trip) are still shut down. Wherever it is located, transit must fight a protracted battle to remain relevant and regain some of the ground it captured during the past several decades, and then lost during the past several months. In this report, we will look at how transit providers in the US and Canada are doing, especially with respect to the amount of service they are offering. Some providers are back to offering the level of service that they offered before the virus hit. Others still offer reduced service, while some lines are still shut down completely. How is your local transit provider doing these days? Read on and find out. The Northeast: Where there is still plenty of transit, but not plenty of money to run it The Northeast is the home of three of the nation’s legacy rail systems (Boston, the New York area, and Philadelphia), a number of newer rail lines and systems, and Amtrak’s Northeast Corridor (NEC) to connect most of them.