Search

The effects of pedestrian treatments on risky pedestrian behavior at light rail transit grade crossings were examined. Five pedestrian treatments were evaluated—( a) pedestrian automatic gates, ( b) a prototype active pedestrian warning device, ( c) a prototype active “Look Both Ways” sign, ( d) barrier channelization at a skewed crossing, and ( e) a “Stop Here” pavement marking. Pedestrian grade-crossing treatments were installed at three grade crossings along the Tri-County Metropolitan Transportation District of Oregon MAX light rail system in Portland, Oregon. The pedestrian treatments and the crossing geometry varied at the three locations, providing for three unique evaluations on the effectiveness of different pedestrian treatments at grade crossings. The grade crossings were videotaped for at least 1 week both before and after the installation of the pedestrian treatments. The data were evaluated using a before-and-after statistical approach to determine the effects of the treatments on risky pedestrian behavior. The statistical evaluation of the data shows that pedestrian treatments result in a statistically significant reduction in risky pedestrian behavior. The greatest reductions were found with pedestrian automatic gates. The results, however, also demonstrate that various pedestrian treatments can sometimes increase risky pedestrian behavior.

The Maryland Transit Administration (MTA) operates a fleet of 53 light rail vehicles (LRV) to support Baltimore’s light rail system. The first 35 LRVs entered into service in 1992. This set of rolling stock is constructed primarily of low-alloy, high-tensile steel with characteristics similar to ASTM A-588 steel. The as-built exterior roof sheeting was coated with an epoxy-based system to protect against weathering. Over the years the coating system performance has degraded and allowed moisture to seep underneath, resulting in corrosion. The corrosion is evident throughout the fleet and is progressively damaging the thin roof substrate. To address this issue, MTA commissioned Booz Allen Hamilton, the rolling stock engineering consultant for MTA, to assess the extent of the corrosion problem, research available solutions, and define implementation requirements. Information is provided on commercially available technologies, associated costs and benefits, and the unique challenges faced in implementing a long-lasting solution for in-service rolling stock vehicles.

Investment in urban rail systems has increased rapidly over the past decades. While there have been some successful systems, a significant number have failed to be as successful as expected in improving public transport and urban environment. These experiences have led to a considerable debate in the literature about the effectiveness of new urban rail systems and whether it is worthwhile investing in them. While these debates continue, political support for metros, and particularly light rail systems, is still strong, and investment in them is very likely to continue. Hence, it is extremely important to understand the factors that make these systems successful. The paper presents the findings of a research aimed at identifying these factors based on the analysis of eight new urban rail systems: four in the USA, three in the UK and one in Canada. The paper presents the results of the performance analysis of the case studies as well as a detailed analysis of the factors that affected the performance of eac...

In response to the demand for improved mobility in metropolitan areas, the 1990s saw the development in Europe of a new transport system known as the tram-train. This system is based on the use of conventional railway lines with a low traffic density in order to extend urban tram or light rail services without the need to change vehicle, incorporating them into railway traffic. This allows for a wider range and scope of direct transport services and reduces waiting times and changes. The operation of light rail vehicles on conventional railway infrastructure involves finding solutions to a number of technical issues such as traction power supply system, rolling stock design, gauge, tyre and rail profile, structural strength, passenger access, signalling, etc. This paper describes these problems and the solutions arrived at by services currently in operation, or in advanced planning stages, worldwide.

In response to the demand for improved mobility in metropolitan areas, the 1990s saw the development of a new transport system in Europe known as the tram-train. This system is based on using conventional railway lines with a low traffic density to extend urban tram (streetcar) or light rail services without changing vehicles, incorporating them into railway traffic. The tram-train enables a wider range and scope of direct transport services and reduces waiting and transfer time. The operation of light rail vehicles on conventional railway infrastructure requires the solution of numerous technical issues, such as traction power supply system, rolling stock design, gage compatibility, tire and rail profile, structural strength, passenger access, and signaling. Such problems are described and their solution by services now operating, or in advanced planning stages, worldwide is discussed.

Shared track is now a possibility in the United Kingdom; the Sunderland Metro will introduce lightweight vehicles on to the Railtrack network. On the other hand, some cities that pioneered the concept are now developing systems where light rapid transit (LRT) and heavy rail are kept separate. This paper examines the technical issues behind these developments. It also examines the scope in the United Kingdom for the wider applications being seen elsewhere in Europe. Innovative approaches are essential if rail systems are to continue to play a role in short distance passenger transport. Shared track could merge the best of heavy rail and tramway practice to create extremely attractive services, taking advantage of new traction options. The main technical challenge is to create vehicles that are both commercially attractive and meet the safety requirements that apply on those parts of the various systems where they might operate.

James J. and Joseph M. Flannery were colorful and wildly successful Pittsburgh businessmen. James J. (1855–1920) opened a series of funeral parlors in 1874. Joe (1867–1920) joined him after graduation from the Catholic College of the Holy Ghost. The Flannerys were lifelong supporters of the new Catholic University, founded in 1878. In 1911, it was renamed for the Marquis du Quesne (1700–1778), a former governor of New France (1534–1763) when Pittsburgh was Fort Duquesne. In 1904, the Flannerys obtained the patents on a stay bolt specifically designed for railroad locomotive fireboxes: the Tate flexible bolt. They formed the Flannery Bolt Company in Bridgeville, PA, USA 13 miles southwest of Pittsburgh, for its manufacture and sale to the railroads. The younger brother John S. Flannery complained that his brothers became prominent citizens of Pittsburgh while he was stuck with the bodies (mortuary).

The main goal of this paper is to analyze customer satisfaction factors for Light Rail, identify a successful case and compare the level of service of this case with another system so that improvements in terms of price, time of journey and connectivity can be elaborated and suggested. The Docklands Light Railway (London, UK) has been identified as a successful case, which service levels have been compared to ‘Metro Sul do Tejo, MST’ (Almada, Portugal). As a result, a set of solutions to improve MST are proposed.

Public transport operations are subject to inherent uncertainty. Instantaneous vehicle positioning data facilitates the development of prediction schemes that could improve the accuracy and reliability of real-time information (RTI). There is lack of research on RTI for Light rail train (LRT) systems. LRT are characterized by driving regimes that depend on rolling stock and infrastructure specifications. This paper develops and tests two prediction schemes for rail-bound systems which are based on constructing link-specific speed profiles. The prediction schemes are applied for a LRT line in Bergen, Norway. The performance of the currently deployed scheme and alternative schemes is compared using 6 months empirical vehicle positioning data. The results indicate that the proposed methods improve the reliability of the prediction scheme and increase the share of errors smaller than 1 minute to 89%, up to par with metro systems.

This issue includes the following headings: finding the right broadband public-private partnership (PPP): whats key for emerging economies?; reform has its rewards: telecom takes off in Myanmar; e-gov excellence: models from Colombia, Ghana, India, and Portugal; know what you know: creating a government technology strategy; and closing the gap: Facebook and intel connect the unconnected.

In Europe, there has been a strong political will to implement light rail. This article contributes to the knowledge concerning policies around light rail by analysing how local actors frame light rail projects and which rationalities and arguments are present in this decision-making process. The article draws on the socio-technical approach to mobilities studies in order to reassemble the decision-making process in three European cases: Bergen, Angers, and Bern. This article provides insights into the political, discursive and material production of light rail mobilities in a European context. It identifies the planning rationales behind the systems and the policies that have been supportive of this light rail vision. Finally, the article identifies the practical challenges and potentials that have been connected to the different local frames of light rail mobility which can be used in future planning practices.

The Greenprint 2030 is a resolute attempt on the part of MMDA to engage all stakeholders in a process to create a common vision for the region’s future. For the first time, all 16 cities and one municipality comprising Metro Manila are linked under one vision that sets developmental priorities for the region and provides direction to achieve those priorities. The vision is formulated within the wider Mega Manila context, considering the shared challenges and opportunities with adjacent provinces. Like other metropolitan plans, Greenprint 2030 starts with a vision. However, it differs from the comprehensive metropolitan planning exercises in that it focuses on developing strategic areas of opportunity. Through the vision process, connectivity, inclusiveness, and resilience emerged as the key entry points for strategic engagement. Based on the vision the Greenprint 2030 will provide metropolitan wide spatial guidance, demonstrate coordination mechanisms, and identify areas for catalytic investments. The green in Greenprint goes beyond trees and open spaces green is efficient transportation, affordable housing, and more resilient infrastructure. It emphasizes sustainable urban development as the underlying principle across the three themes of inclusivity, connectivity, and resiliency. These sectors work together to enable more efficient use of resources and to create a livable urban environment. The Greenprint 2030 offers the strategic direction which informs comprehensive spatial and development plans prepared by national and local government agencies, related to Metro and Mega Manila. Through this process, more options for metropolitan governance will also be examined. The aim is to equip the metropolitan area to compete globally and to provide its citizens a safe, resilient, and green environment.

The design process for overhead contact line systems (OCS) is very complex. Engineers need support for the design task, not only for the simple drawing but also with “intelligent” relations between the single “Objects” of the OCS. Within a period of more than 15 years today’s company Signon Deutschland GmbH developed as ELBAS GmbH the tool ELBAS OLACAD® for the design of OCS. The module allows the effective design of OCS for railway, light rail and tram systems in stations and workshops, including complex junctions and operating yards. With the help of this tool more exact results of OCS design can be reached in shorter time. The unique features of ELBAS OLACAD are: all relevant data stored inside the drawing (no additional database-system required), usable for railway, light rail and tram OCS, 2D and 3D representation in the same drawing, integrated static calculation for mast and foundation base accessories (EN 50119:2009 [1]).

This paper presents a criterion for the design of the optimal capacities and locations of stationary supercapacitors for light rail vehicles. The design criterion is based on a single train simulator, which uses an electrical and mechanical model of a light rail vehicle travelling across an electrified track with stationary supercapacitors. The train power and current are obtained by the characteristics of the traction system. The optimisation problem takes into account the isoperimetric constraint that the average power supplied by supercapacitors during every cycle is nil. The optimisation process minimises the difference between the train voltage and the nominal line voltage, the electrical energy consumption of the train and the storage capacity. The suggested procedure gives information on how the storage capacity is affected by the position of supercapacitors along the track. The results obtained show that the minimal capacitances are obtained when supercapacitors are close to the substations for each section of the electrified line. Finally, the paper presents a simple comparison between practical designs of supercapacitors for each section of the line using commercially available modules.

Two former experiences (Rio de Janeiro and Campinas) with light rail vehicle (LRV) operations in Brazil have failed, mainly due to lack of adequate planning and design. Following the example of Western European cities, many Brazilian cities are currently planning, designing and constructing LRV systems. This is the case of Rio de Janeiro (Olympic Games 2016), Cuiaba (Soccer World Cup 2014), Maceio and Santos – Sao Vicente. The latter is an interesting study case, since it relates to two cities within a metropolitan area (the Baixada Santista Metropolitan Area). An extension of this project will connect a third city (Praia Grande). Its first section (Barreiros – Porto) is currently under construction and will be operational by mid-2014. This project, as all other medium capacity projects in Brazil, is designed to provide urban renewal and sustainability, improve connectivity between cities as well as the quality of public transport services.

According to the U.S. Census Bureau, 570000+ commuters in Los Angeles travel for over 60 minutes to work. Studies have shown that a substantial portion of particulate matter (PM) exposure can occur during this commute. This study represents the integration of the results from five commute environments in Los Angeles. Personal PM exposures are discussed for the: (1) METRO gold line, a ground-level light-rail route, (2) METRO red line, a subway line, (3) the 110, a high volume freeway with low heavy-duty vehicle (HDV) fraction, (4) the 710, a major corridor for HDVs from the Port of Los Angeles, and (5) Wilshire/Sunset Boulevards, major surface streets. Chemical analysis including total and water-soluble metals and trace elements, elemental and organic carbon (EC/OC), and polycyclic aromatic hydrocarbons (PAHs) was performed. The focus of this study is to compare the composition and estimated lung cancer risk of PM2.5 (dp < 2.5 μm) for the five differential commute environments. Metals associated with stainless steel, notably Fe, Cr, and Mn, were elevated for the red line (subway), most likely from abrasion processes between the rail and brakes; elements associated with tire and brake wear and oil additives (Ca, Ti, Sn, Sb, and Pb) were elevated on roadways. Elemental concentrations on the gold line (light-rail) were the lowest. For water-solubility, metals observed on the red line (subway) were the least soluble. PAHs are primarily derived from vehicular emissions. Overall, the 710 exhibited high levels of PAHs (3.0 ng m−3), most likely due to its high volume of HDVs, while the red and gold lines exhibited low PAH concentrations (0.6 and 0.8 ng m−3 for red and gold lines, respectively). Lastly, lung cancer risk due to inhalation of PAHs was calculated based on a commuter lifetime (45 years for 2 hours per workday). Results showed that lung cancer risk for the 710 is 3.8 and 4.5 times higher than the light-rail (gold line) and subway (red line), respectively. With low levels of both metal and PAH pollutants, our results indicate that commuting on the light-rail (gold line) may have potential health benefits when compared to driving on freeways and busy roadways.

This paper presents the main findings of a field survey conducted in the United Kingdom into the human response to vibration in residential environments. The main aim of this study was to derive exposure-response relationships for annoyance due to vibration from environmental sources. The sources of vibration considered in this paper are railway and construction activity. Annoyance data were collected using questionnaires conducted face-to-face with residents in their own homes. Questionnaires were completed with residents exposed to railway induced vibration (N = 931) and vibration from the construction of a light rail system (N = 350). Measurements of vibration were conducted at internal and external positions from which estimates of 24-h vibration exposure were derived for 1073 of the case studies. Sixty different vibration exposure descriptors along with 6 different frequency weightings were assessed as potential predictors of annoyance. Of the exposure descriptors considered, none were found to be a better predictor of annoyance than any other. However, use of relevant frequency weightings was found to improve correlation between vibration exposure and annoyance. A unified exposure-response relationship could not be derived due to differences in response to the two sources so separate relationships are presented for each source. (C) 2014 Acoustical Society of America.

Using experience gained from a number of rail and transit projects the authors discuss how the engineering practices used throughout the lifecycle of a large, modern infrastructure programme affect the delivery and transfer into service of infrastructure assets and describe one particular, pragmatic approach which has enabled Transport for Greater Manchester (TfGM) to successfully introduce a number of new services on what is now the UK's largest tram network.

Accessibility is a fundamental requirement in public transport (PT) yet there exists little research on design for accessibility or inclusive design (ID) in this area. This paper sets out to discover what methods are used in the rail sector to achieve accessibility goals and to examine how far these methods deviate from user-centred and ID norms.

International audience; Focusing on the development of mass transit system in the US Cities used to be linked to mobility issues and especially as regard as the majority of commuters using their car alone to go to work. Nevertheless, for several years, lots of municipalities have been conducting planning operations so as to promote more density and diversify of the urban landscape. The area around metro or light rail stations, like in Dallas, supports transit-oriented development operations that challenge classic suburban urban development.; Évoquer le déploiement de transports en commun dans les villes états-uniennes renvoie en premier lieu aux questions de mobilité et notamment à l’usage intensif de l’automobile individuelle dans les déplacements domicile/travail. Néanmoins, depuis plusieurs années, de nombreuses municipalités américaines s’appuient sur l’aménagement des réseaux pour mener des opérations ambitieuses de densification et de diversification fonctionnelle. En effet, le voisinage des stations de tramway ou de métro fait l’objet, comme à Dallas par exemple, de politiques de reconquête urbaine très différentes par rapport à l’agencement suburbain traditionnel.

In today's urban structure, the selection of public transport systems that can respond to the demands for people to travel more comfortable and faster is essential. Considering the comfort and speed at issue, the demand for rail systems in urban public transport is increasing day by day. Due to their characteristics such as high capacity, speed, safety and comfort, rail systems play an important role in meeting the transport demands of large cities. All of these features give the rail systems ample opportunities. In this study, the five large cities in Turkey (Ankara, Bursa, Adana, Kayseri and Samsun) have been considered, and by using the Method of Comparative Benchmarking, it has been determined how efficiently the light rail transit systems actively operated in these cities were used. It has been also discussed how the systems which were below the average could increase their performances by following the operation policies of other systems that work efficiently. The systems to be analyzed with the method of comparative standard determination are evaluated by taking into account a process that consists of four stages. These four stages are Self-Assessment, Selection of Similar Systems, Determination of Indicators, and Comparison and Determination of the Threshold Values for Efficiency, respectively. As a result of the study carried out, it has been concluded that the Bursa Light Rail System is the most efficient system. The Bursa Light Rail System having the longest line among the five systems has proven to be made with a proper planning study, remaining above the average in terms many indicators. The most surprising result of the study has been the Adana Light Rail System. It has been seen that the Adana Light Rail System planned to be converted into the rail rapid transit system in the future is the most inefficient system. © 2014 The Authors.

In this paper a genetic algorithm for scheduling routes in public transport is presented. It combines bus, light rail and metro, with access to other sea and air communication nodes. Results are compared with the shortest path routing algorithm Dijkstra, optimizing the distance and generation of a greenhouse gas as CO 2 . The proposed algorithm has a computational cost advantage compared to shortest path algorithms.

This issue of the Handshake, IFCs quarterly journal on public-private partnerships, contains the following topics of interest: weighing the options: burn or bury?; waste and climate: supporting governments; community engagement: integrating Indias informal sector; an interview with the director of the documentary Trashed; and bonus: podcast with 2013 CNN hero on community cleanups.

Zbog razvoja javnog gradskog prijevoza i planske pripreme za buduću izgradnju brzog gradskog tehničkog sustava tipa metroa ili lako gradske željeznice u gradu Zagrebu u radu su analizirana strana referentna iskustava u izgradnji i primjeni brzih tračničkih sustava kroz: karakteristike gradova (površina grada u km2, broj stanovnika, prihod po stanovniku u eurima ili dolarima, geografski položaj (ravničarskog tipa, luka, brdovito područje), stupanj motorizacije, odnosno broj stanovnika na jedno motorno vozilo), građevinsko-prometne karakteristike (dužina mreže i broj stajališta brzog gradsko tračničkog sustava (u razini tla, u tunelu, na vijaduktu) metro, U-Ban, S-Ban, LGŽ, prosječni međustajališni razmaci i metode iskopa.

Light rail is developing very fast in China. With the help of battery-based energy storage system, the light rail vehicle will perform much better than before. Light rail vehicle energy storage system links lithium battery and DC-link together, and energy flow two-way through it. The topology of the energy storage system is studied and its working principle is analyzed. The lithium battery is a very suitable energy storage device for the energy storage system for its good charging and discharging characteristics. A double closed-loop including a voltage loop and a current loop is developed to control the energy storage system. The simulation in the MATLAB shows that the energy storage system coordinates very well with the other subsystems in the light rail vehicle in all working conditions.

In the Netherlands several light rail projects are planned to be developed to give public transport in urban regions a new stimulus. Based on the experiences with urban public transport in France, Germany and Japan, this paper shows which conditions and strategies are needed to introduce light rail successfully in the Netherlands. In addition to stimulating ridership the paper focusses on the opportunities to create synergy between public transport and urban revitalization. A plea is made for a systematic structure of the public transport network in which light rail could play a prominent role as the interconnecting transport system. In this way light rail could bring about a physical integration between urban and urban district public transport. In addition, it could create a synergy between high-quality transport, real estate development and urban vitality.

Using data on vacant land sales in Washington County, Oregon, the authors find that plans for light rail investments have positive effects on land values in proposed station areas. These findings suggest that such capitalization is likely to discourage the development of low-density housing in station areas and encourage high-density, transportation-oriented development. More important, the results provide support for a model in which planning is rational behavior by a local government and that plans—independent of regulations— can be used to alter urban development patterns for the purpose of increasing social welfare. To the extent that these results hold more generally, these results suggest that plans indeed matter.

Ultra light rail systems are small-scale tramways that utilize energy storage rather than continuous electrification. They have excited considerable interest because potentially they are a very cost-effective way of providing attractive urban public transport. This paper describes latest technical advances and service experience of the two principal developers. These are the Parry-Clayton range of vehicles, which are concentrating on mechanical and mechanical/hydrostatic transmission systems, and the EROS vehicle, which will have electric transmission. The paper also considers longer-term traction options and developments in related fields that should allow some transfer of technology to accelerate the process of achieving market-ready products.

During the first quarter of the twentieth century the electric tramcar was the dominant mode of local transport in the urban areas of this country. Thereafter, this position was ceded such that by the 1960s tramways had practically disappeared, a rate well in advance of experience elsewhere. Interest in light rail reappeared in the 1970s and six new systems are now in service. The first stage of tramway decline was brought about by the continual loss of revenue to service a variety of statutory and planning obligations imposed on operators. The second stage came in the 1920s when financially weakened operators had to renew assets in a climate of changing transport demands and economic conditions. Increasingly, as roads and road vehicle technology improved and population spread, the cost-effective option was to convert to motorbus or trolleybus. The transfer of learning from first generation tramways has been minimal and conditions for light rail development remain difficult although the government is becoming more interested. The easing of legislation governing establishment and operation of light rail services is essential for future expansion, and will be best achieved by the industry finding a voice to speak with authority on its behalf.

A high percentage of collisions between light rail vehicles (LRVs) and pedestrians result in injuries or fatalities. As such, properly identifying potentially hazardous crossings and providing pedestrian treatments to those crossings are integral to the design of new light rail transit systems or extensions and for the evaluation of existing systems. An approach is discussed to select pedestrian treatments at grade crossings, and examples of innovative treatments for existing systems are given. The focus is four key factors that enable pedestrians to walk through a grade crossing safely: (a) pedestrian awareness of the crossing, which can be enhanced by passive signs and tactile warnings; (b) the pedestrian path across the trackway, which is subject to pedestrian channelization and positive control devices; (c) pedestrian awareness of and ability to see an approaching LRV, which depends on pedestrian sight distance at the crossing and can be improved through active warning devices; and (d) pedestrian understanding of the potential hazards at grade crossings, which requires public outreach and education. These four factors are discussed, and treatments for each are provided.

For the light-rail line that opened in Montpellier in late 2000, this study describes the urban setting, the previous bus services, the reasons for choosing light rail, the procedures for evaluation and approval, the chosen route, and the arrangements for funding, construction and operation. The Montpellier case shows how a bus-way can be a step on the path to light-rail. Among other conclusions, the study highlights the scope for light-rail to yield reduced journey times for public transport users, and to effect environmental improvement; the case for building a tramway is strengthened if complementary urban developments are in hand.

This paper examines the conclusions of the 1995 Dublin Transport Initiative Final Report and asks whether the themes/options that performed best in the multi-criteria analysis (MCA) undertaken within the report subsequently formed a substantial part of the chosen core strategy of transport projects. The author states that the link between the MCA and the chosen strategy is diminished as a result of a lack of rationality in the decision-making process leading to the formation of the strategy. In particular, the paper highlights the post-MCA exclusion of the two best performing themes, heavy rail and extensive road development, together with the failure to separate out two of the major public transport options, light rail and bus, into separate themes to allow their relative evaluation. The author demonstrates that the core strategy is given a level of performance by the Dublin Transport Initiative (DTI) that is inconsistent with the actual performance of its constituent themes in the MCA. The direct comparison of light rail and heavy rail using cost–benefit analysis also leaves a number of questions unanswered, with the two being viewed as mutually exclusive rather than complementary to each other. The lack of alternative solutions put forward during the public consultation phase also gives rise for concern. The 1999 DTI update continues to emphasize the importance of light rail, with limited reference to the examination of the heavy rail option. Given the present economic prosperity, and the delay in the actual implementation of a light rail system, an opportunity still exists to explore in detail which option or combination of options would constitute the most appropriate rail-based public transport system for Dublin.

Continuing traffic growth on roadways in the Grand Canyon National Park is a significant problem, detracting from the park as a natural, scenic environment and generating unacceptable levels of noise, air pollution, and congestion. A 1995 General Management Plan for the park identified transportation as the most significant issue affecting preservation of the park’s unique natural resources. In FY 1999, the U.S. Congress directed FTA and FHWA to undertake a review of the transportation alternatives considered by the National Park Service for the Grand Canyon. These alternatives included light rail, standard bus, articulated bus, and articulated bus on busway. The review concluded that transit is an appropriate solution to the transportation problems in the popular South Rim area of the Grand Canyon because of the concentration of visitors at a small number of destinations requiring motor-vehicle access and the viability of walking and bicycling as modes of transportation within the park that can complement transit service. Light-rail service, which is the preferred alternative identified by the National Park Service, has the advantage compared with bus service that it can accommodate high levels of peak-hour, peak-season demand. Although the lowest-cost alternative considered is articulated bus operated on a busway, the costs of several light-rail and bus alternatives are not substantially higher. The use of transit services by park visitors will result in substantial environmental benefits, reducing vehicular emissions and noise dramatically through a major reduction in the use of private vehicles.

A key attribute of light rail transit (LRT) is its ability to integrate well into urban environments, sharing the public right-of-way with motor vehicles, bicycles, and pedestrians. This characteristic has made LRT very successful in urban corridors that require a high-capacity mode of transportation operating in a shared (on-street or mall) right-of-way environment. Although LRT is an inherently safe mode of transportation, accidents do occur. Such accidents negatively affect not only the parties involved, but also the operation of the entire LRT system and the reputation of the transit property. LRT accident data indicate that the most prevalent type of light rail vehicle (LRV)-motor vehicle accident occurs when motor vehicles turn left or right across LRT tracks and collide with an LRV rapidly approaching the intersection. Five of the most-common types of such accidents are identified, and traffic control devices and techniques are recommended to improve safety by conveying to the motorist the higher level of risk in violating a left or right turn signal prohibition.

Worldwide rail transit is discussed, focusing on grade-separated metro and light rail systems. Systems are compared by continent and country, number of lines per urban area, line lengths, station spacing, rail kilometers per million persons, annual rides per capita, and riders per route kilometer. Nine countries—the United States, the former Soviet Union, Germany, Japan, France, China, Brazil, the United Kingdom, and Canada—account for 68 percent of all rail transit systems. Ridership per capita is generally lowest in North America and highest on systems in the former Soviet Union. Europe has the largest number of systems, the most rail kilometers per million persons, and the third highest level in annual rides per capita. Comparisons and trends suggest a need for additional rail transit in the next millennium, as urban areas throughout the world continue to grow.

In this essay, Leah Kinnaird describes an experience she had as a breast cancer patient and how a simple greeting can trigger a paradigm shift. The meaning of time to cancer patients is the underlying theme. It was my first appointment for chemotherapy, and I had planned every detail to make the experience as pleasant as possible. I imagined that I was going to a spa. Yes, a spa. I pictured how people were going to take care of me and that I didn't even have to answer my cell phone. All I had to do was relax. (I must have been desperate for attention to turn the infusion of poisonous substances into pleasantries.) If I couldn't relax, I had packed a roll-aboard suitcase full of distractions (computer to get some work done, cooking magazines, lunch, noise-canceling headset, favorite music, anything one might need in the coach section of a plane). My daughter-in-law dropped me off at the light rail station, and we waved goodbye as if I were going out of town. The guards at the entrance to the train station joined the fanfare and waved as the escalator took me to the platform. It was all staged, and I felt in control-only a bit high and flushed on pretreatment Dexamethasone. I was scheduled to arrive at the ambulatory infusion center at 11 a.m. By surprise, an RN friend met me outside the hospital to be with me during the treatment. As we approached the reception desk together, I received the best greeting I could possibly imagine for a patient to experience. The receptionist smiled and said, "We've been waiting for you." Her words were music to my ears. I was dutifully ready to do the waiting, so this was a real turn of events. I repeated in my brain as if I had to calculate what I had heard: "They have been waiting for me. Instead of me waiting for them, they are waiting for me." I think my posture straightened, my eyebrows lift ed, and the corners of my mouth turned up a little. I really enjoyed the moment. I glanced at my friend as if I needed to repeat, "They've been waiting for me. Did you hear that? I must be important." She was surprised, too (probably with the importance notion). Quickly I came to and we were whisked away to begin my chemotherapy infusion. That one greeting has had an enormous effect on me as a professional nurse. It represents a paradigm shift that cuts to the core of the experience of time that can run through the cancer patient's life. Let me explain. The very first thought that came to my mind when I heard that I had breast cancer was, "But I've been planning to live to be 100!" A snapshot of my life and its secretly infinite calendar flashed in front of me. Whack! Years were chopped from my hopes and my dreams. As my mind and heart raced, I heard my physician say, "This is not going to kill you, but it is now the priority in your life." I took comfort in the "not going to kill" part. As weeks passed, it was the "priority" word that lingered. My physician had the insight to share that, in the short run, my life was going to be caught up in a whirlwind of time commitments focused on my health. It was not just the thought of compressed years, but in some ways, minutes became more important to me. I did not have time to wait or waste. I became very sensitive about time, even deciding to talk with only a few people about what was happening to me. I decided to include people as it seemed fit and when there was a purpose. I wasn't sure how I could manage phone calls and expressions of concern. Some people misunderstood this, saying, "Look at Robin Roberts ( Diane Sawyer's friend and colleague on Good Morning America ). She has told the world that she has breast cancer." But Robin Roberts has a team of people to manage her communications. I was pretty much on my own. Cancer patients can be very busy people regardless of their roles in life. Mixed in with family, school, work, and other activities, cancer patients have more people to see, places to go, and things to do . …

Some 350 tram or light rail transit (LRT) systems are operated worldwide. After a period of little interest in trams during the 1960s and heavy cutbacks or total abandonment of tram networks, a renaissance combined with sociological and technical innovations is now taking place, especially in North America and Western Europe. More than 100 cities worldwide are considering the introduction of a tram/ LRT system. After defining tram and LRT and dealing with nine different types of tram/LRT, this article focuses on current innovations mainly in German and European cities like Hannover, Karlsruhe, Kassel, Oberhausen, Saarbrücken, Sheffield and Vienna. Sociological innovations encompass a changed perception of urban transport, changed traffic policies, the image of modern trams in the view of the citizens, tram or LRT in pedestrian malls, and the high appeal of well-designed vehicles and stops. On the technical side, innovations include low-floor vehicles, modular vehicle systems, lighter and less expensive vehicles, raised platforms at stops, the use of telematics in public transport for central control of vehicles, traffic lights actuated by vehicles, dynamic information of passengers, and track sharing by railway and LRT vehicles. Finally, tram and LRT systems are appropriate to fill the gap in capacity between bus and metro at construction expenses of about a tenth of a metro system.

Although transit-oriented development (TOD) has become an increasingly popular planning idea, very few studies have examined how localities plan for and implement transit-oriented projects. This article helps fill that gap by studying the TOD implementation process near stations on the oldest of the current generation of light rail lines in the United States—the San Diego Trolley. Some parts of the San Diego Trolley have been in operation since 1981, but there are still only a few projects that both incorporate TOD concepts and were built after planning for the nearby rail line began. TOD projects were pursued most aggressively in the City of La Mesa, largely because TOD was consistent with local goals that went beyond transportation. Elsewhere in the San Diego region, several barriers have limited TOD implementation. Overall, the cities along trolley routes, though sympathetic to regional rail objectives, have approached TOD from a perspective of local goals, opportunities, and constraints. The ...

Secondary data, comprising rail passenger numbers, car traffic and bus passenger cordon counts, and figures from car parking surveys, are used to measure the impacts of Greater Manchester's Metrolink light rail transit investment. By the end of 1994 patronage had slightly exceeded that forecast, but not in the way expected. The substantial growth in off‐peak patronage, encouraged by the high frequency service, had more than compensated for slower and more locationally variable growth in peak passenger numbers. There is tentative evidence that Metrolink may have contributed to a modest reduction in car traffic, but mainly at off‐peak, rather than peak times. The more limited impact of Metrolink at peak times is probably due to a combination of: the adequacy of long‐stay parking in Manchester city centre; initially high peak fares from some stations; and competition from deregulated bus services.

Several closer-in commuter rail routes face a stagnant future as they are presently operated. The core markets best suited for commuter rail have moved farther into the suburbs, yet transit authorities are politically reluctant to rationalize their inner-zone lines and stations. As a result, most managements sustain these lines at a minimum level, without making major investments in their future. Massachusetts Bay Transportation Authority-Boston’s Riverside Line converted a poorly used commuter rail line into a modern light rail line in 1959. At affordable cost, the transit authority was able to achieve a quantum leap in service ferequency and ridership. The Riverside experience shows that poorly performing inner zone commuter rail lines can be revived as light rail if market conditions are favorable. Philadelphia’s Schuylkill Valley Metro, now in active planning, follows the Riverside Line’s lead, as do existing operations in Karlsruhe, Saarbruecken, Newcastle, Manchester, and Buenos Aires. Promising opportunities for conversion of commuter rail to light rail may exist elsewhere in Philadelphia and in Chicago.

Until the end of the 1950s the tram was the most important mode of urban transport in Germany. In the following 30 years drastic cuts were made in the tram network. This trend has now been reversed: new tramways are being built and old ones upgraded. Five case studies represent different developments of tram and light rail systems in German cities: (a) Hannover, which is typical of the stepwise development of a tram system into a partly underground light rail system; (b) Karlsruhe, where the most intensive utilization of railroad tracks is taking place, including the world's first dual-current tram; (c) Oberhausen, where for the first time in Germany a tram was reintroduced in 1996; (d) Saabrücken, which represents the second case of tram reintroduction according to the Karlsruhe model in 1997; and finally (e) Munich, where dense U-Bahn and S-Bahn networks are going to be complemented by new or reopened tram lines.

Various combinations of advanced public transportation systems (APTS), including advanced transit information, demand responsive transit, and personal rapid transit, are evaluated by applying traditional travel and emissions criteria as well as consumer welfare and equity criteria. A state-of-the-practice regional travel demand model is used to simulate the travel effects of the APTS technologies in the Sacramento region for the year 2015. A method of obtaining consumer welfare is applied to the mode choice models in the travel model. It was found that APTS technologies, which were simulated in this study to act as feeder service for light rail and bus transit, did not significantly reduce congestion and emissions in the region. This was primarily because the Sacramento region lacks extensive penetration by light rail and bus service. The consumer welfare evaluation, however, showed that all the APTS technology scenarios yielded an economic benefit and were generally equitable even when capital, operation, and maintenance costs were included in the analysis. Further, the analysis showed that advanced transit information service alone produced the greatest increase in consumer welfare. The total yearly difference in benefits among the scenarios would be significant. Thus, it is concluded that the method of obtaining consumer welfare used in this study is a useful analytical tool for identifying optimal bundles of APTS technologies.

Many light rail transit (LRT) systems in North America currently serve major activity centers, such as stadiums/arenas, convention centers, university campuses (which typically have stadiums, arenas, and large gathering halls), and large downtowns (which may also function as major activity centers). Major activity centers generate pedestrian and/or passenger surge-type flows that must be accommodated by the LRT stations serving the major activity center, as well as the actual LRT line capacity (in passengers per hour per direction). Passengers must be able to flow through the station, from ticketing to the boarding/alighting platform, efficiently and safely. Bottlenecks to consider on the stationside include ticket vending machines, transport from the ticketing to boarding areas (if any), and the station platform itself. Bottlenecks to consider on the railside include light rail car capacity, LRT signaling systems, LRT right-of-way types, and maximum LRT train lengths. The key to designing LRT for major activity centers is to balance the stationside and railside passenger flows.