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This paper examines the minimum parking requirements for shopping centers located near Santa Clara Valley Transportation Authority (VTA) light rail stations in San Jose, California. VTA, the primary transit provider in Santa Clara County, California, has supported reduced parking requirements for proposed transit-oriented developments along its transit lines, but parking reductions have often been opposed by local decision makers, city council members, and the public. Until recently, VTA has been unable to provide locally based research to support the claim that current parking minimums have led to excessive parking. This paper seeks to provide evidence to decision makers that supports the argument that parking requirements can be reduced along light rail transit lines. Two parking utilization surveys found that the utilization of free surface parking was far lower than the capacity during both the holiday shopping season and the off-season for 13 neighborhood shopping centers located near VTA light rail stations. Furthermore, the surveys found that increases in seasonal parking demand did not occur for most of the surveyed shopping centers. The results suggested that the minimum parking requirements for these neighborhood-oriented shopping centers located near VTA light rail stations are too high.

Considerable literature reports the price effects of light rail transit accessibility on residential properties built principally for owner–occupants. Few studies show the relationship between light rail transit and rental apartment building values; those that have done so have evaluated outcomes within narrow bands of distance from light rail transit stations. The present study closes some of this gap in the research. The association between TRAX, the light rail system operated by the Utah Transit Authority serving Salt Lake County, Utah, and the value of rental apartment buildings in bands a distance from light rail stations of 0.25 mi out to 1.5 mi was estimated. When structural, neighborhood, and location characteristics were controlled for, a positive relationship between TRAX station proximity and rental apartment building values was found to 1.25 mi but not beyond. The implications of these findings are offered.

This paper provides evidence on the impact of a sub-urban transit-oriented development (TOD) on surrounding single-family home prices. Using a dataset that inventories single-family home sale transactions surrounding Ohlone Chenyoweth TOD in San Jose, CA, the paper employs hedonic regression to estimate the effect of the TOD on home prices. Controlling for the effects of the distance from the light rail line, the station and other transportation facilities, the impact of the TOD on home sale prices is statistically significant at p = 0.10 level, with an average home sale price increase of $21,000 (or 3.2%) for every 50% reduction in the distance between the home and the TOD. Further, the paper finds that the TOD’s price effect dissipates after 1/8 mile. Finally, housing prices within 1/8 mile of the TOD were 18.5% higher than the prices more than 1/8 mile from the TOD during the post-TOD construction period; 7.3% higher during the TOD construction period and not statistically different in the pre-TOD construction period.

Personal rapid transit (PRT) is a modern form of transportation that moves people directly from origin to destination. PRT commonly consists of four-person driverless pods that travel on grade-separate right-of-way at speeds of around 25 mph. Planned PRT systems, with the exception of a system under construction in Amritsar, India, are relatively simple systems that consist of only a few stations on a short route. The potential of PRT as a substitute for traditional medium or large-scale urban transit such as bus rapid transit, light rail transit, and modern streetcars was examined. The proposed Purple Line light rail project in the Maryland suburbs of Washington, D.C., was modeled as a PRT system with the BeamEd 1.3.2 simulation tool, although the Purple Line route and station locations were not optimized for PRT. PRT, bus rapid transit, and light rail transit versions of the Purple Line were compared with respect to costs, environmental effects, and system performance. Multiple sensitivity analyses were performed to assess the effect of certain simulation inputs on PRT system performance. Comparisons between the three alternative modes of the Purple Line favor PRT in total travel times and capital costs, an indication that PRT could be a viable option as a transportation mode in other urban environments. The risk of failure in the implementation of a new technology on a grand scale is the largest obstacle that hinders wider PRT implementation.

Some streetcar lines, which were designed to serve as urban circulators, have been completed in the past 15 years in the United States. Many more lines are in either the implementation or planning stage. Much literature on the forecasting of fixed-guideway ridership focuses on light rail or regional rail lines that primarily serve commute markets, which are far different from the travel markets served by these new streetcar lines. The research reported in this paper sought to improve the understanding of the factors that influenced urban streetcar ridership. Extensive data on ridership, station area characteristics, route configuration, transit network connectivity, and special generators were collected for modern streetcar lines in Portland, Oregon, and in Seattle and Tacoma, Washington. Regression models were used to measure the influence of different variables on ridership. Three models for urban streetcar ridership, with adjusted R-squared values that ranged from .74 to .76, are presented. Variables found to have a statistically significant influence on streetcar ridership included feeder rail, retail and residential accessibility, distance to closest station, free stations, start-of-line stations, and special generators (e.g., hotels, colleges, hospitals and entertainment centers).

Whether to provide a park-and-ride facility is a key decision for transit agencies when they are planning for a new or expanded rail system. We seek to better understand the reasons behind park-and-ride provision by estimating a logit model that predicts the presence of parking at a set of new light rail stations across the US. In terms of station area attributes, this model demonstrates a relatively predictable pattern, with parking facilities more frequently occurring in lower density environments where land is cheap and available. After controlling for station attributes, certain transit operators exhibit a greater propensity to provide park-and-ride facilities (e.g., those that serve multiple jurisdictions, have large service areas, and rely heavily on local funding). Further, parking provision also varies based on the characteristics of the municipality in which the station is located. Stations within municipalities that use mayor-council forms of government, for example, are more likely to include parking.

TRAM Metropolitano de Alicante, a unique, metric (1,000 mm) gage system, was the first Spanish tram–train. Later, it lost its tram–train characteristic (i.e., railway tracks shared with conventional trains) as a result of the evolution of the railway network. Nevertheless, the system still operates in a quasi-tram–train way, because the tram–train vehicle runs partly on railway tracks with a railway signaling system and other railway equipment. This quasi-tram–train operation leads to some specific design issues that are explained in this paper. The paper also presents a thorough description of the Alicante network, its development, its construction and operational costs, its operation, and its demand.

A cost estimating model is developed for light rail transit (LRT) and bus rapid transit (BRT) systems to better aid transportation planners and decision makers in the selection process. In evaluating transit systems, cost estimating has always been a major consideration. Without an applicable cost estimating model or methodology, the decision on the choice between LRT and BRT would cause significant controversy and difficulty in the early corridor planning stage. The model developed in this paper can be applied to estimate costs and compare the LRT and BRT systems that operate on various right-of-way categories, alignment configurations, and different given transit demand volumes. An example and comparative analyses illustrate how the model can be applied in real-world situations.

Belgrade’s main characteristics are: a) high densities, b) extremely high concentration of jobs in CBD and its central zone, c) very high level of usage of urban public transport and of pedestrian movements. According to the Newman - Kenworthy classification, Belgrade is a typical “public transport city”, while due to its transport strategy Belgrade can be best described as a hybrid of the Thomson’s “low cost strategy” (very high usage of buses) and “strong centre strategy” (high concentration of jobs in it’s CBD). This type of spatial development and urban transport strategy is extremely sensitive to the rise of personal motorization and automobile usage. Since in Belgrade: a) main mode of transport are buses, b) streets are very narrow, c) although public transport oriented, Belgrade doesn’t have rail systems with separated, “exclusive” right of way (metros, and light rail systems - traffic jams at Belgrade’s streets are extremely pronounced - number of vehicles per 1 km of streets is - 277 vehicles/km. Hence, Belgrade has four times more vehicles per 1 km of street network than Australian cities, two times more than metropolises of the USA and Canada, and 25% more than the West European and wealthy Asian cities. In short, Belgrade is (for a very long time) mature for a rail (metro or LRT) system, with completely separated, exclusive right of way, and much more strict private motor vehicles limitation strategy. [Projekat Ministarstva nauke Republike Srbije, br. 37010]

The expansion of the territorial size of the cities to areas beyond the walking distance necessitates the development of urban passenger transport. Urban transport is one of the decisive factors of city planning. Rail transport is an important element of the transportation system of any big city. Having the ability to use trams with different variants of the organization of movement, speed of communication, capacity and location relative to urban area, constructive solutions at the present time it is difficult to name operation of rail transport in Russia effective. Its role in ensuring passenger transport is clearly underestimated. Primarily, this is due to insufficient regulatory and methodological support, which could prove the best option rail systems in the cities., Выход территориальных размеров городов за пределы зоны пешеходной доступности вызывает необходимость развития городского пассажирского транспорта. Городской транспорт – один из решающих факторов градообразования. Рельсовый транспорт – важный элемент транспортной системы любого крупного города. Имея возможность применения трамвая с различными вариантами организации движения, скорости сообщения, провозной способности, расположения относительно городской территории, конструктивными решениями в настоящее время трудно назвать эксплуатацию рельсового транспорта в городах России эффективной. Его роль в обеспечении пассажирских перевозок явно недооценивается. В первую очередь это связано с недостаточным нормативно-правовым и методическим обеспечением, с помощью которого можно было бы обосновать оптимальный вариант системы рельсового транспорта в городах.

My work explores transit-oriented development within two different cultures, France and the Czech Republic, which nevertheless have significant factors in common with regard to the goal of promoting the modal share of mass transit from a sustainable urban development perspective. Besides the basic urban variables, such as density and functional mix, our work attempts to explore characteristics of pedestrian accessibility, all these at the neighbourhood scale around the stations. For the appreciation, original qualitative and quantitative approach to the appreciation are proposed. The strengths and weaknesses on each side and the potential for reciprocal transfer of best-practices are finally considered; Cette thèse s’inscrit dans le champ de l’aménagement urbain orienté vers le transport collectif (TC). Elle focalise sur deux contextes culturels différents, celui de la République tchèque et celui de la France, au sein desquels, néanmoins, les enjeux de promouvoir les TC sont partagés aujourd’hui, dans le cadre de la recherche d’un développement urbain durable. A l’échelle de quartier urbain, le travail s’intéresse, à part la densité et la mixité urbaine, plus particulièrement à des caractéristiques de l’accessibilité piétonne aux stations. A cette fin, des démarches originales d’appréciation qualitative et quantitative sont proposées. Les points forts et les points faibles marqués dans chacun des contextes ainsi que les potentiels de transférabilité réciproque de bonnes pratiques sont enfin considérés

Kuala Lumpur (KL), the capital and premier city in Malaysia has a total land area of 243.7 km2 located within the suburbs of Klang Valley with a total population of 1,556,200 in 2005. Thus, its density reached 6386 persons per km2. Planning wise, Kuala Lumpur is divided into six strategic zones under the Kuala Lumpur Structure Plan (2004–2020). The mega city is connected with the surrounding areas by highways such as KESAS, Federal Highway, NPE, ELITE, roads, and railways (Light Rail Transits and KTM Komuter).

Background:Complete streets require evaluation to determine if they encourage active transportation.Methods:Data were collected before and after a street intervention provided new light rail, bike lanes, and better sidewalks in Salt Lake City, Utah. Residents living near (Results:Active travel trips for Near-Time 2 residents, the group hypothesized to be the most active, were compared with the other 3 groups (Near-Time 1, Far-Time 1, and Far-Time 2), net of control variables. Near-Time 2 residents were more likely to engage in complete street transit walking trips (35%, adjusted) and nontransit walking trips (50%) than the other 3 groups (24% to 25% and 13% to 36%, respectively). Bicycling was less prevalent, with only 1 of 3 contrasts significant (10% of Near-Time 2 residents had complete street bicycle trips compared with 5% of Far-Time 1 residents).Conclusions:Living near the complete street intervention supported more pedestrian use and possibly bicycling, suggesting complete streets are also public health interventions.

The chapter addresses the extent Ashfield Council (herein referred to as Ashfield) is applying sustainable urban planning (SUP) practices (see Chap. 1) in planning the municipal area. The chapter acknowledges the Local Government (Council Amalgamations) Proclamation 2016 merging Ashfield, Marrickville with Leichhardt councils noted in Chap. 2). Ashfield (in Sydney Inner West District) is one of twelve municipalities within three Greater Sydney Districts (Sydney Inner West, Greater Parramatta and St George), all considered to be in global transition (see Chap. 2). Examining SUP practices is based on the application of three key SUP principles (as adopted in Chap. 2), being: Developing Sustainable Urban Centers; Developing Sustainable Transport; and, Protecting the Natural Environment.

Planning of Sydney Inner West District, the first of three case study districts of Greater Sydney, is examined in this chapter. The chapter acknowledges the Local Government (Council Amalgamations) Proclamation 2016 proposed mergers and expanding the boundaries of nominated councils noted in Chap. 2. Having examined the question of global transition and planning practices of the six municipalities within the District, this chapter addresses: (1). planning the Sydney Inner West District as a whole; and, the extent the State (responsible for district planning) is meeting the planning issues. Key planning principles as adopted (Chap. 2) to apply to Greater Sydney (and this district) are applied to the district. These key principles include: (1). Developing Sustainable Urban Centres; (2). Developing Sustainable Transport; and, (3). Protecting the Natural Environment. Sample plans and development projects for Sydney Inner West are critiqued under each of these planning principles. After reaching a conclusion under each planning principle, an overall conclusion is drawn on the extent the State (planning the District) is meeting the planning issues of the District. Finally, it’s noted that these Sydney Inner West District conclusions will be assessed alongside conclusions reached in examining Greater Parramatta District (Chaps. 10, 11, 12, 13) and St George District (Chaps. 14, 15, 16, 17). All these conclusions are examined (Chap. 18) in the context of SUP practices applied to Greater Sydney as a global city (affecting municipal areas within Sydney Inner West and the district as a whole).

The chapter addresses the extent Auburn Council (herein referred to as Auburn) is applying sustainable urban planning (SUP) practices (see Chap. 1) in planning the municipal area. The chapter acknowledges the Local Government (Council Amalgamations) Proclamation 2016 merging Auburn with Holroyd council noted in Chap. 2). Auburn (in Greater Parramatta District) is one of twelve municipalities within three Greater Sydney Districts (Sydney Inner West, Greater Parramatta and St George), all considered to be in global transition (see Chap. 2). Examining SUP practices is based on the application of three key SUP principles (as adopted in Chap. 2), being: Developing Sustainable Urban Centers; Developing Sustainable Transport; and, Protecting the Natural Environment.

This study investigated the safety and stability of light-rail trains that run on multispan simply supported bridges (MSSBs) and have experienced some settling and girder deformation caused by both foundation settlement and girder deflection/camber. A three-dimensional dynamic nonlinear finite-element model for a light-rail train track–MSSB interaction system, which took into account rail irregularities, girder deformation, wheel–rail contact, and coupling effects, was developed. A case study analyzed a four-car light-rail train rolling on a MSSB, and the relationships between the girder deformation and running performance under various speeds were obtained. The results indicate that speed is the dominant factor that contributes to the safety and stability of the light-rail train when girder deformation is present. In addition, the influence of girder deformation was found to be greater on safety than on stability. In real applications, it is recommended to pursue advanced monitoring and evaluatio...

In this paper, an adaptive extremum seeking control strategy with sliding mode is develop to charge the ultracapacitor light rail vehicles. Compared with existing model-based charging algorithms, the proposed extremum seeking (ES) charging control strategy is model-free, which implies that it can handle the ageing effect of ultracapacitors well. Moreover, a sliding mode mechanism is embedded into the charging controller to suppress the disturbances introduced by sensors. Simulation and experiment results are presented to show the effectiveness of the proposed design.

Quality transport plays a critical role in perceptions, plans and development of sustainable urban centres and sustainable mobility futures (Banister, 2008; Goetz, 2013). This Special Section focuses on Light Rail Transit (LRT) development and its role in wider sustainability initiatives, particularly those focused on economic growth and, to a lesser extent, social and cultural dimensions. Light rail is commonly recognised as an efficient, smart and lower polluting form of rapid transport that structures passenger mobility in and around urban centres (Hickman et al., 2013).

The present research quantifies the influence of source type and the presence of audible vibration-induced rattle on annoyance caused by vibration in residential environments. The sources of vibration considered are railway and the construction of a light rail system. Data\ud were measured in the United Kingdom using a socio-vibration survey (N = 1281). These data are analyzed using ordinal logit models to produce exposure{response relationships\ud describing community annoyance as a function of vibration exposure. The influence of source\ud type and the presence of audible vibration-induced rattle on annoyance are investigated using dummy variable analysis, and quantified using odds-ratios and community tolerance levels (CTL). It is concluded that the sample population is more likely to express higher levels\ud of annoyance if the vibration source is construction compared to railway, and if vibration-induced\ud rattle is audible.

Background Use of mass transit has been proposed as a way to incorporate regular physical activity into daily life because transit use typically requires additional travel to access and depart the stop or station. If this additional travel is active, a small but potentially important amount of physical activity can be achieved daily. Although prior research has shown that transit use is associated with physical activity, important questions remain unanswered. Utilizing a major expansion of the Houston, TX, USA light-rail system as a natural experiment, the Houston Travel-Related Activity in Neighborhoods (TRAIN) Study was developed to address these unanswered questions. Purpose The purpose of the TRAIN Study is to determine if the development of light-rail lines in Houston, TX, USA will prospectively affect both transit use and physical activity over 4 years. We also aim to understand how contextual effects (i.e., moderators or interaction effects), such as the neighborhood built environment and socioeconomic factors, affect the primary relations under study. Methods The TRAIN Study is a longitudinal cohort design, in which participants are recruited at baseline from a 3-mile buffer around each of the three new lines and measured annually four times. Recruitment is accomplished via telephone contact, ads in newspapers and advertising circulars, and targeted community outreach. Data are collected via mail and include questionnaire-assessed factors, such as perceived neighborhood characteristics, attitudes about transportation, demographics, and reported physical activity; a travel diary; and accelerometry. Additionally, field-based neighborhood audits are conducted to capture micro-scale environmental features. To assess macro-scale environmental characteristics, we utilize GIS mapping and spatial analyses. Statistical analyses will be conducted using latent growth curve modeling and discrete choice models, with a focus on identifying moderating factors (i.e., statistical interaction effects). Selection bias will be controlled via propensity score analysis. Conclusion The TRAIN study is a unique opportunity to study how a multi-billion dollar investment in mass transit can simultaneously affect transportation needs and physical activity behavior. This comprehensive evaluation will provide needed evidence for policy makers, and can inform health impact assessments of future transportation projects around the world.

Land value gains attributable to the light rail system on the Gold Coast, Australia, are estimated. Using the full history of statutory land valuations of Gold Coast properties, a model of location-specific gains is estimated, allowing for price effects at multiple distances from stations across time. Total value gains to nearby landowners are $300 million, or 25% of the capital cost of the project, This estimate is net of automatic property tax increases of $4.8million in 2015-16. Substantial additional scope to fund transport investment from value gains is apparent.

According to the lightning research results, which is based on the overhead line on viaduct in Tianjin Jinbin Light Rail Project, this paper summarizes the calculation method of lightning protection design which could be used for engineering design of ground and viaduct overhead line. Mathematics mode lightning striking on overhead line of viaduct and ground and calculation method sequence is proposed. In addition, the cases of overhead line suffered lightning in different thunderstorm days, different line height to the ground, and the overhead line out rate can be analyzed.

Aligned with the goals of the Mexican National Development Plan, the state of Jalisco, one of the 32 Federal Entities of Mexico, is rapidly developing. In order to maintain a proper management of public debt, the government of Jalisco has sought a viable instrument to promote economic growth by generating infrastructure that have a direct impact and that benefit the population. In this paper, Mr Jorge Aristóteles Sandoval Díaz, Governor of the State of Jalisco, describes the significant adjustments that his government implemented aiming at restructuring state finances and strengthening austerity measures in public spending in order to allocate the resources to prioritizing actions for the benefit of the citizens. In particular, he focuses on the local government's commitment to give new impetus to investment in infrastructural projects thanks to the sectoral Program called "Movilidad Sustentable" (Sustainable Mobility). This Program looks at the interaction of the public transport with the other actors of mobility (pedestrians, cyclists and car drivers) and sets a model for reorganization and improvement. More concretely, the plan for the "Extension and Modernization of Light Rail Line 1 of Guadalajara" is part of this Program and serves as the case study that Mr Sandoval Díaz uses to explain the idea that public funding can be a trigger for economic development, as long as it is responsibly administered.

This case focuses on the Eco-Model City (EMC) program created by the Japanese Government in 2008. The EMC program was created to demonstrate how cities could radically transform themselves towards a low carbon future. The program uses a range of indicators and other evaluation tools to monitor a city’s progress and performance, which are discussed throughout the case study.

The automobile is the central villain in any story about the suburbs, sprawl, and the ills of the contemporary city. Some of this blame may be unfair, but the automobile was the most dramatic and significant change in the way people lived during the twentieth century. It was the automobile that made it possible for a vast swath of society to live in single-family detached homes but nevertheless reach their jobs efficiently. It was the automobile that permitted places of work to scatter about the landscape rather than being concentrated within walking distance of one another. It was the automobile that resulted in acres and acres of urban areas being given over to asphalt, both in ever-wider streets and in parking lots. It was the automobile that caused buildings to be set back from the street and separated from one another. And of course, it was the automobile that begat smog and contributed so greatly to climate change. So through the rich literature of modern urban criticism, the city without the automobile has become the Holy Grail. The urban form of the automobile-dependent city poses challenges not just for the Sunbelt but also for cities throughout the United States and around the world.

This chapter describes the characteristics of public transport systems, seen as a system. With public transport system, we mean mainly the technical system of different modes of transport including vehicles and infrastructure as well as their characteristics, such as capacity in various traffic concepts.

Transportation—the movement of people and goods—is the lifeblood of a city. Inadequate transport systems constrain a city’s economy and vitality. But making a city too dependent on motorized transport can cause a host of other problems: traffic jams and deadly accidents, debilitating air pollution, and the loss of valuable land to streets, highways, and parking lots. Car- and truck­centered transportation systems run the risk of becoming like clogged arteries: they are bad not only for the vitality and attractiveness of cities, but also for urban residents’ health, local environmental quality, and the global climate.

According to the lightning research results, which are based on overhead line (OHL) on the viaduct of Tianjin-Binhai Light Rail Project, this paper summarizes the calculation method of lightning protection design which could be used for OHL engineering design on the ground and viaduct line. In addition, the cases of OHL suffered lightning in different thunderstorm days, different OHL height to the ground, and different protection measures are analyzed. Finally, engineering design guidelines of lightning protection for overhead line are presented by differentiated protection principles, which can be applied in the future in metro’s OHL on the ground and viaduct.

The paper presents the expanding of transportation system in terms of railway system. Throughout the paper it shows the different places which the railway expand like Pittsburgh's North Shore Connector, DART Opens Blue Line Extension, Macau, and Luas Broombridge Line etc. In Figure 1, the map showing the North Shore extension of the Pittsburgh Light Rail under the Allegheny River to serve the ballparks and the Carnegie Science Center.

This article describes the construction and operational advantages of a superconducting magnetically levitated (MagLev) vehicle in comparison with wheel-rail traditional options and applied to urban transportation. The technology was tested with a small-scale prototype. A comparison with other MagLev technologies is presented and application niches are identified. The steps for a full-scale implementation and commercialization will also be addressed.

Though the impact of rail transit service on property values has been investigated for transit rail lines in a number of cities, the effects of the Houston light rail transit (LRT) line have not been examined since it began service. This study utilizes the 2007 InfoUSA household data-sets to analyze the impacts of the Houston's LRT line on residential property values. In addition to the traditional ordinary linear regression models that have been widely used in transit impact studies, a multi-level regression model is adopted in this study to identify the effects of the METRORail on the Main Street Corridor. The results from both models suggest that the opening of the light rail has had significant net positive effects on some residential property values. However, immediate proximity to light rail stations and bus stops has significant negative impacts on properties located within a quarter mile of rail stops.

Based on the experiential data from the operation of Chongqing No.2 light rail for six years, and combined with the deep analysis for the tire wear characteristic of the straddle type monorail vehicle, this paper presents an expert system of detection and management for the tire wear of straddle type monorail vehicle. Firstly, this paper will analyze the wear characteristic of the straddle type monorail vehicle tire. Secondly, this paper will give the basic design idea of the expert system. And finally the design method of the expert system will be presented with the use of access software and visual basic language. Practices show that the expert system presented in this paper can meet the actual need of detection and management for the tire wear of the straddle type monorail vehicle, and is effective for reducing repair cost and increasing the economic benefit for operation of urban railway traffic.

During the construction of Tongluoshan Tunnel of the 6th light rail line in Chongqing, collapse of goaf of colliery area occurred which affects the construction and permanent safety heavily. Advanced geological prediction were done with ground penetrating radar to probe the goaf’s location, scale and characters of underground water and filling articles, then countermeasures such as advanced pipe roof supporting, goaf stowing, wall rock and filling articles’ voids grouting was applied；after that，supporting plan was adjusted to ensure construction safety with the data from monitoring whose result proves the availability of above prediction technology and countermeasures to similar goaf.

Die Herstellung von tiefen Baugruben im innerstadtischen Raum beinhaltet in der Regel besondere Herausforderungen, die sich aus den jeweiligen Randbedingungen ergeben. Besonders die raumliche Nahe zu vorhandener Bebauung fordert oftmals eine konkrete und eingehendere Betrachtung der Interaktion zwischen der Baugrubenherstellung und dem Bauwerksbestand. In zentraler Lage im Innenstadtkern der Landeshauptstadt Dusseldorf wird ein Areal im Rahmen des Projekts Ko-Bogen I stadtebaulich entwickelt. Herausragend ist dabei die Herstellung einer etwa 20 m tiefen Baugrube unmittelbar neben der denkmalgeschutzten Hochstrase, die der “Tausendfusler” genannt wird. Weiterhin liegen die Grundungen der Einzelstutzen des Tausendfuslers im direkten Einflussbereich einer Unterfahrung durch eine Tunnelvortriebsmaschine (TVM) zur Herstellung eines Stadtbahn-Tunnels. Es werden die Randbedingungen, die sich hier unter anderem aus der besonderen Lage ergeben, dargestellt und die Interaktionen zwischen Neubau und Bestand herausgestellt. Im kritischen Vergleich von Ergebnissen der Verformungsprognosen und Messungen werden besondere Aspekte der Planung und Uberwachung beschrieben. Project Ko-Bogen in Dusseldorf – Influence on the flyover “Tausendfusler” due to a deep excavation and due to underpass by TBM Deep excavations in urban areas usually involve special challenges arising from the relevant boundary conditions. In particular, the proximity to existing buildings often demands a specific and detailed consideration of the interaction between the pit excavation and building inventory. Centrally located in the downtown core of the state capital Dusseldorf, an area will be developed within the project Ko-Bogen I. Outstanding is an about 20 m deep excavation located immediately next to the flyover, that is called “Tausendfusler”. Furthermore are the foundations of the single columns of the Tausendfusler in the area of direct influence of an underpass by a tunnel boring machine (TBM) for a light rail tunnel. The boundary conditions that arise here are and the interactions between new and existing constructions are highlighted. In a critical comparison of the results of deformation measurements and predictions are specific aspects of the planning and monitoring described.

Studies have shown that proximity to light rail transit (LRT) stations positively affects property values and that these effects can appear before a system opens for operation. Here, we expand on these questions. We explore capitalization effects at several stages during the planning process for four real estate markets: single-family homes, homes in multifamily structures, commercial properties, and vacant land, using the case study of the LRT system in Phoenix, Arizona. We confirm earlier results concerning the value of proximity, and also find that markets exhibit value increases at different stages during the planning and construction process.

Among the reasons the light rail system in Denver has been built is to reduce traffic congestion. A temporal and spatial analysis of Vehicle Miles Traveled (VMT) data from 1992 to 2008 on the highways in Denver has been conducted to determine if that objective has been fulfilled after the initial light rail service began in 1994. Temporal analysis provides an insight into the changes in the level of highway traffic before and after the opening of three segments (Central, Southwest, and Southeast Corridors) of the light rail system. This part of the analysis also compares the traffic levels of highways affected by light rail with those not affected by light rail. Spatial analysis examines whether the changes have taken place uniformly throughout all the highways, or whether they have been concentrated on particular highways. Results indicate that light rail has reduced level of traffic along some of the adjacent highways for a short period of time. Overall, the three light rail corridors in operation have succeeded in lowering the rate of increase in the level of traffic on highways within the rail transit influence zone as compared to highways outside the influence zone.

This paper discusses the attractiveness the cost-effectiveness of the light rail service connecting the airport and the main destinations in a city compared with other modes of ground transportation. A mathematical model is developed and the optimal frequency of light rail service is decided based on the minimization of the total cost including waiting time cost of travelers at the airport and operating cost of the light rail. Sensitivity analysis is made to show the effect of such parameters as passenger flow, unit time cost, unit operating time cost and etc. on the optimal frequency of the light rail service to provide the convenient, cost-effectiveness, and advanced accessible ground transportation service at the airport.

An intermodal transportation terminal is a facility that provides commuters with easy transfer between transit modes and providers such as buses, light rail, subway, taxis, airport shuttles, and commuter rail. The probability of a passenger transferring from one mode to another and the estimation of total transfer demand are of great importance to both practitioners and researchers when determining optimal design alternatives as well as the best control and management policies for daily operation of the terminal. This article presents a study that uses an entropy-based optimization approach to estimate the transfer demands between the available transportation modes in an intermodal transportation terminal. The development and calibration of the entropy model is presented in the first part of the article, which is followed by a case study of the SiHui Intermodal Terminal in Beijing, China.

With more and more Chinese construction enterpries listed in the most competitive 225 international contractors, there are still many problems challenging the International Engineering Projects of Chinese construction contractors which can be verified by the recent light rail project carried out by the Chinese railroad construction company in Saudi Arabia. Inspired by the failure experience, the paper investigates deeply the major problems challenging the Chinese international contractors and finally some practical and urgent solutions are proposed.

Transit research is explored with the aim of understanding areas covered, research trends, research uses, and how research provision matches needs. The method involves an empirical analysis of the content, use, and users of the World Transit Research Clearinghouse website ( http://www.worldtransitresearch.info ). Results indicate that the Transportation Research Record is the academic journal that publishes the most transit research, but only 14% of its papers are on transit. Transport Policy is the second-largest source, but papers on transit make up 58% of its publications. Most research papers on transit concern bus, rail, or mass transit. In the past decade, the most significant change in publications by transit mode is that the segment on bus rapid transit research has grown, although it still accounts for a small share of overall content. Consumption of research content by mode is highest for bus rapid transit, followed by light rail or tram, then by bicycle or pedestrian. A comparison of research supply and research consumption suggests that research papers concerning (in order) sustainability, urban density, and ridership growth have the highest readership but represent a small share of research content in the field. User surveys had a low response rate but the responses received suggest that professionals including government policy makers, consultants, and academics are the major research users. The most common use of transit research is to be kept informed; however, research also is cited as evidence, notably by academics. A modest but significant share of professionals use transit research for transit policy, service development, or both. Opportunities for future research are identified.

Light rail systems are experiencing a revival in several countries. In many new and refurbished networks, turf—or grass—tracks are being used as a means to get a reserved right-of-way that entails enhancements in the city landscape. These tracks can facilitate acceptance of the system by citizens and politicians. The visual impact of turf tracks is only one of their many advantages, which are discussed in this paper. Among the advantages are a reduction in noise and suspended fine particles, the “green lung” effect, improvements in rainwater management and heat island mitigation, and a decrease in the operational and construction costs of the system. This solution has some inconveniences, such as the need for maintenance of vegetation and for rail–environment separation, and additional precautions must be taken to ensure good performance in the long term. There are also limitations, such as the inability of buses and emergency vehicles to travel on turf tracks; additional problems in case of derailment; and possible operational incidents due to irrigation, mowing, and the combination of vegetation waste and sand. This paper focuses on explaining the advantages, inconveniences, and limitations. The intent is to provide a better understanding of the solution and to simplify the decision of whether to use turf tracks in a new light rail system.

A series of air velocity and temperature measurements and thermal images were obtained from the underground section of the Tyne and Wear Metro system in the centre of Newcastle upon Tyne. The results indicated that the flow in the tunnels is dominated by a strong background flow that is independent of the train movement but that the flow structure in the main interchange station in the system was found to be very complicated with stratification and flow reversals being observed. The impact of the ventilation system on the natural air flow indicates a lack of understanding of subway climatology when the system was constructed. It is considered that a full and extensive monitoring of the entire subway system be undertaken over a prolonged period to facilitate a full understanding of the air flow and its interaction with the over ground climate. This will remove risk to passengers and emergency service personal in the event of the release of a toxic agent or the presence of a fire in the subway.