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Service reliability is a major concern for public transportation agencies. Transit services experience natural variability in operations performance, due to factors such as congestion, changes in d...

Sound Transit in the Seattle, Washington, area held an open house on 17 May 2018 at its site for a new light-rail Operations and Maintenance Facility in Bellevue, Washington. The Operations and Maintenance Facility East (OMF East) is needed to support expansion of the region's lightrail system in the city of Bellevue. As part of its design build contract for the facility, Hensel Phelps will deliver a temporary bike and pedestrian trail connection and identify portions of the construction staging area that can be developed for transit-oriented uses in the future. The Sound Transit Board will take separate action to manage surplus property and approve those development proposals. The budget for this project is USd449.2 million.

Road transport improvement and urban growth, particularly in developing countries of the world continue to draw attention as they happen to be amongst the crucial issues of global change in the 21st century affecting the physical dimension of cities. The study examines the impact of road transport development on urban growth in Gombe City, Nigeria. To achieve the objectives of this research, road maps of Gombe Metropolis of 1996, 2005 and 2014 were analysed to determine the changes in road network development using alpha, beta and gamma indices. Geographic Information System (GIS) and Remote Sensing (RS) techniques was also adopted to determine the pattern of urban growth. The results of the computation of gamma: 56.9%, 57.9% and 60.0%, beta: 1.61, 1.70 and 1.80 and alpha 31.3%, 35.3% and 38.9% indices indicated that there is a significant increase in the level of road network connectivity in Gombe Metropolis from 1996 through the 2005 to 2014. Results obtained from the analysis of urban growth pattern showed that the total built up area has grown from 809.28 hectare (8.29km2) in 1996 to 1,655.05 hectares (16.55km2) in 2005 and to 3,689.01 hectares (36.89km2) in 2014. The study successfully captured the changing pattern of urban growth in the area during the period under study. The results of the urban growth pattern analysis reveal that Gombe is witnessing a fragmented urban growth process, especially at the fringe areas with considerable increase in built-up area, while the city centre underwent relatively compact growth by infilling open spaces and edge expansion over the period of time. Comparison of the changes in urban area and the 3 road network connectivity indices suggest an improvement in network connectivity with increasing urban expansion. It is concluded that road transport development is contributing to urban growth in the study area and therefore, recommends further expansion of existing road network and the introduction of light rail system in order to improve and diversify the commercial nature of Gombe Metropolis by ensuring free flow of people and goods. Keywords Road transport development; Remote sensing; Transport connectivity and remote sensing; Urban growth DOI: https://doi.org/10.23953/cloud.ijarsg.362

Railways provide convenience and efficiency to the travelling public, with passengers’ safety being the top priority in railway transit systems. Nowadays, with the population increase in many cities, railway safety and punctuality is of concern, and an effective surveillance system is needed to minimize the severity of an accident. The fallen object detection (FOD) system is undoubtedly important in a surveillance system, as it is concerned with accidents that are due to objects falling through platform gaps. With the aid of advanced technology, radio frequency identification (RFID) can be used for further enhancement in providing accurate and prompt information. An RFID-based FOD system (RFFODS) is proposed to ensure railway passengers’ safety. A study of the RFFODS in a mass transit system is reported to illustrate the performance of RF technology for FOD in outdoor environments. The location of an antenna is determined by using the analytic hierarchy process. The feasibility and performance of the proposed system are verified with the results of an extensive on-site experiment conducted in a light rail vehicle station. It is expected that the proposed system would play a key role in establishing an intelligent monitoring system for passengers’ safety in future railway developments.

Magnesium (Mg) and their alloys show potential in railway rolling stock applications due to their attractive mechanical properties, developed manufacturing processes, cost efficiency, and affluent resource reserve. In particular, high-strength Mg alloy components are important to lightweighting efforts in the railroad industry. In this review, Mg alloy processing technology for railroad vehicles is discussed with emphasis on energy savings, manipulation convenience, and reduction in friction/wear, vibration, and fatigue damage. It is shown that a Mg alloy train has a theoretical 8.6–12.6% comprehensive weight reduction potential in the equal-strength and equal-stiffness condition, where low-speed trains (metro, light rail train, tram/trolley car, monorail car, suspension train/schwebebahn etc..) exhibit a larger energy-savings than high speed trains. It is evident that the regulations of fabrication, processing, post treatment, assembly/installation, protection, and maintenance/replacement of Mg alloy components for the railroad industry all need further research and development. Keywords: Mg alloys, Lightweight train, Energy savings

Previous work has examined a new light-rail line or upgrades to existing rail infrastructure. However, the following is the first examination of the value of an extension of a light-rail line. The analysis relies on repeat sales of houses in Bayonne, New Jersey, where the first sale occurred before the 2008 announcement of a southern extension to the Hudson-Bergen Light Rail to 8th Street in Bayonne, and the second sale occurred after the opening of the station in 2011. Our results show that the 8th Street Station had no statistically significant impact on annual house price appreciation. That is, we find no evidence that properties closer to the station showed more price appreciation than properties further from the station.

Stage 3 of the Bergen light rail system in Norway was successfully completed in 2016 by a globally dispersed team from seven countries. In a first for Norway, planning, design and construction were undertaken using a fully integrated three-dimensional digital engineering model with a BS 1192-based common data environment. The project provides 7·8 km of double track from the suburb of Lagunen to a new underground station at Bergen airport. It includes seven stops, 2·8 km of tunnel, over 1 km of structures, a depot and a control centre. Following delivery of the first two stages using conventional design techniques, client Bybanen Utbygging opted to use a full building information model for stage 3. This enabled an unprecedented level of collaboration and efficiency, with project team members working in multiple locations, cultures and languages.

Research often finds a positive relationship between public transportation investment and gentrification in nearby neighborhoods. This dynamic is particularly important in urban contexts that plan for transit-oriented development and creating future “walkability.” In this study, I demonstrate a link between transit investment and changing neighborhood racial and ethnic composition, using a case study of the recent light-rail project in Seattle, Washington. Descriptive analyses and difference-in-difference models suggest that affected neighborhoods in Seattle experienced rising shares of non-Hispanic Whites following the start of light-rail construction, while neighborhoods at the suburban periphery of the line saw substantial growth in racial and ethnic diversity. These findings highlight the role of transit infrastructure in restructuring demographic trajectories of nearby neighborhoods and contribute evidence about shifting patterns of residential segregation in the area around the transit line.

This paper introduces the concept of fast-swap charging (FSC), an operation mode designed to improve the operating cost-efficiency relation in on-board-powered light rail (LR) networks. The main concept is to swap the depleted energy storage units for fresh, pre-charged units in every cycle after the LR vehicle arrives at its terminus. The proposed operation mode allows the empty energy storage components to be charged at low electricity-demand periods, such as at night, so that a cheaper kWh tariff is accessed. Energy efficiency models capable of assessing the energy efficiency are developed as a framework for practical case studies. Finally, a case study illustrating the effects of different operation modes on the selection and optimal sizing of energy storage components, and the energy efficiency of the Zhuhai route, China, is included. The results show that the proposed FSC outperform the counterparts in term of average operating cost per year while obtaining a similar efficiency.

This study uses property-level repeat sales transaction data to test for the presence of a premium for single-family homes within half a mile of stations on the METRO Blue Line in Minneapolis, Minnesota. Using a difference-in-differences approach, we find that the premium for station proximity varies substantially depending on control group and period definitions for “after” light rail. Using homes in the rest of Minneapolis as controls yields growing positive premiums from proximity to light rail stations, while using homes in neighborhoods similar to those near stations yield smaller premiums that fade to zero over time.

This paper is focused on the identification of, and the dynamics associated with, neighborhoods that are more prone to undergo socioeconomic and demographic changes following rail transit investments. Utilizing data from 9 metropolitan areas that have invested in light rail between 1980 and 2010, a k-means clustering approach is used to construct discrete multivariate neighborhood typologies. Together with Markov chains, we are able to examine transitions between neighborhood types before and after the opening of a station. Results for affected neighborhoods are compared to city-wide transitions to uncover differences. Our findings suggest that there is a significant difference in transit and non-transit neighborhood transitions. There also appears to be a difference in trajectories between Walk-and-Ride and Park-and-Ride neighborhoods. While neighborhoods are largely stable over time, impoverished neighborhoods are most likely to experience changes (such as gentrification) following the opening of a transit station. The most affluent neighborhoods are the least likely to experience change but are associated with the most probable trajectory of change featuring densification. Finally, there is little evidence that socioeconomic ascent following station openings is associated with significant changes in racial composition. Knowledge about neighborhood dynamics associated with transit investments can aid policy makers and planners in achieving socioeconomic goals of transit investments.

Workers within the megacity of Los Angeles are exposed to significant amounts of airborne particulate matter (PM) during their daily commutes, which often exceed 30–60 minutes each way. Chemical species present in roadway and railway PM, including Benzo[a]pyrene (BaP) and hexavalent chromium (Cr6+), present substantial cancer and non-cancer health risks. In the current study, PM samples were collected and quantitatively speciated along five major commuter routes, including the METRO red line (subway) and gold line (light rail), the I-110 and I-710 freeways, and high-density surface streets (Sunset and Wilshire Boulevards). Using these concentration data, along with cancer potency (CP) and Reference Dosage (RfD) factors obtained from the United States Environmental Protection Agency (USEPA) and California's Office of Environmental Health Hazard Assessment (OEHHA), cancer and non-cancer health risks were calculated. In contrast to previous research indicating that Polycyclic Aromatic Hydrocarbon (PAH) components of Los Angeles roadway PM (e.g., along the I-710 freeway) led to the greatest cancer risk, the current analysis reveals that exposure to carcinogenic transition metals, particularly hexavalent chromium, which are especially prevalent along the METRO red line, results in the greatest cancer and non-cancer health risks. Based on these data, the best option for commuters is to use above-ground light-rail transportation, which allows for reduced exposure to both traffic-generated PAHs and railway-related metals.

High levels of pollution and congestion in urban centres are an increasing concern for local councils in the UK. Heavy goods vehicles delivering urban freight to city centres are a leading cause of this problem. This paper discusses the concept of using light rail networks to deliver freight to city centres from surrounding businesses. Specifically, various innovative designs are considered for the interior of the metro carriage and developed into visual models using Autodesk Inventor software. A full evaluation of all the designs developed is completed, resulting in a proposed design for consideration. The conclusion reached is that the proposed interior design is viable and coincides with the future metro fleet designs and concepts.

In this paper, the vertical seismic effects on tunnels are studied based on a classic mass–damper–spring model. An analytical discrete model of urban underground tunnels subjected to vertical earthquake excitations is proposed by considering the first vertical vibration mode. Taking a light rail project in Tianjin as an example, this study uses the proposed discrete model to analyze the displacements of tunnel and soil under vertical earthquake excitations. The soil displacement responses at different tunnel locations are analyzed with linear random vibration theory. The computational cost is greatly reduced using the proposed model. It can be seen that different from the case of horizontal earthquakes, the displacement responses under vertical earthquake excitations keep growing after seismic acceleration reaches its peak for a short duration, and then, they begin to decay. The soils at different positions around the tunnels have large relative displacement under vertical earthquake excitations. Moreover, a finite-element model is also established for displacement responses using ABAQUS. The comparison with the results of the finite-element model shows that the results of the proposed discrete model are available.

In Hong Kong, the Light Rail (LR) is a manual driving railway involving interface with road traffic. Speed supervision, turnout signal alert, platform duty reminder, fleet management and in...

Rapid urbanisation brings unwelcome negative impacts, and places excessive pressure on infra-structure development and maintenance. In partic-ular, transport networks become congested with negative impacts on energy logistics. The liquid fuel situation of South Africa and Gauteng is briefly examined. The paper considers the impact of con-strained oil supply, and supply infrastructure, on transport. The author further suggests that the authorities in Gauteng should critically examine an ultra light rail option in order to reduce reliance on imported oil, while helping reduce road congestion. A more energy efficient transport network for the province, able to meet the transport needs of pas-sengers and business, will help decrease environ-mentally damaging emissions.

This study was designed to estimate and compare the air pollution exposures experienced by commuters in six common transportation modes utilized by California residents, and to evaluate the impact of practical exposure mitigation strategies in reducing commute exposures. We measured concentrations of fine particle matter (PM 2.5 ), black carbon (BC), and ultrafine particles (UFP) for 161 commutes between April 2014 and November 2015 in Sacramento, CA. We collected measurements for six modes including single occupancy vehicles, high occupancy vehicles (multiple occupants), buses, light rail, train, and bicycling. The largest average concentrations for most pollutants were measured during train commutes and the lowest average concentrations were observed during light-rail commutes. Mitigation options were explored for personal vehicles, bicycling, and train commute modes. We found that ventilation settings of personal vehicles can reduce in-vehicle PM 2.5 , BC, and UFP concentrations by up to 75%. Similarly, bicycle route choice can reduce exposures by 15–75% with the lowest concentrations observed during commutes on dedicated bicycle paths away from traffic sources. Train commuters experienced UFP concentrations an order of magnitude greater when the locomotive engine was pulling the rail cars versus pushing the rail cars. We found that UFP concentrations during bus, bicycling, and train commutes were 1.6–5.3 times greater than personal vehicle commutes, while light rail commutes had 30% lower UFP concentrations than personal vehicle commutes. The largest exposure per mile occurred during bicycle commutes with PM 2.5 , BC, and UFP exposures of 1.312 μg/mile, 0.097 μg/mile, and 3.0 × 10 9 particles/mile, respectively. Train commutes experienced the largest exposure per mile of all of the combustion-derived transportation commute modes. BC accounted for 5–20% of total PM mass across all commute modes with an average fraction of ∼7% of PM 2.5 .

There is insufficient legal protection for tangible but non-charismatic Aboriginal artefacts in New South Wales, Australia. The State laws are insufficient because they provide State actors with th...

Areas around Light Rail Transit (LRT) stations offer ideal conditions for Transit-Oriented Development (TOD). Relatively dense, mixed-use neighborhoods can have positive impacts on mobility, health, and perceptions of neighborhood safety among nearby residents, primarily through walking activity for both transit and other purposes. To examine how station areas may attract new activity, this study analyzed changes in walking around station areas among people living close to an LRT station before and after the opening of a new transit system. This study examined walking behavior among the subset of 214 participants living within one mile of one of 13 LRT stations from among a sample of residents living close or further away from a new LRT line in Seattle. They completed a survey and a travel log and wore an accelerometer and a GPS for 7 days both before (2008) and after the opening of the Seattle area LRT (2010). Walking bouts were derived using a previously developed algorithm. The main outcome was the individual-level change in the proportion of daily walking within one quarter Euclidean mile of an LRT station. Overall walking decreased from before to after the LRT opening while station area walking did not change significantly, indicating a shift in walking activity to the station areas after the introduction of LRT. Increases in the proportion of station area walking were negatively related to participants' distance between home and the nearest LRT station, peaking at0.25 mile and decaying beyond0.75 mile. Male gender, college education, normal weight status, less access to cars, and frequent LRT use were also significantly associated with greater positive changes in the proportion of station area walking. The shift in walking to station areas after the completion of light rail provides evidence that the local proximate population is attracted to station areas, which may potentially benefit both transit use and TOD area economic activity. The residential catchment area for the shift in LRT area walking was0.75 mile of the LRT stations.

The collaborative very light rail project involves the development of a novel railcar designed to revolutionise the rail industry: a self-powered, very light rail vehicle. Each of the two bogies contains a complete diesel–electric series-hybrid drive system, while the whole vehicle has undergone significant lightweighting activity to realise a target weight of less than 18 t, or 1 t per linear metre. The target cost is £500 000, which is to be achieved through the use of standardised, modular components, and appropriate materials and structural design methodologies. The research covers several aspects of the GB Rail Technical Strategy chapter relating to rolling stock. Lightweighting leads to a reduction in the propulsion requirements and reduces the infrastructure installation and maintenance costs. The use of higher-efficiency drive systems achieved through on-board energy systems enables a reduction in carbon dioxide emissions. These hybridisation activities improve the passenger experience through quieter operation, decreased vibration and the possible elimination of exhaust emissions in stations. Combining new drive systems with modular lightweight structures will lead to lower life-cycle costs and thus could enable the economical reopening of lines.

In this paper we examine the effect of light rail transit on the residential real estate market in Hampton Roads, Virginia. Norfolk's Tide light rail began operations in August of 2011 and has experienced disappointing levels of ridership compared to other light rail systems. We estimate the effect of the Tide using a difference-in-differences model and consider several outcome variables for the residential housing market, including sale price, sale-list price spread and the time-on-market. Our identification strategy exploits a proposed rail line in neighboring Virginia Beach, Virginia that was rejected by a referendum in 1999. Overall, the results show negative consequences from the constructed light rail line. Properties within 1500 meters experienced a decline in sale price of nearly 8%, while the sale-list price spread declined by approximately 2%. Our results highlight the potential negative effects of light rail when potential accessibility benefits do not out weigh apparent local costs.

Although complete street policies are proliferating, little is known about how nearby residents perceive and act on their new active transportation opportunities. We survey the same neighborhood residents before and after they receive a new complete street renovation with five new light rail stops. We compare Time-1 expectations to use rail with Time-2 evidence of rail use, based on both self-reported and objective GPS/accelerometer measures of ridership. We examine neighborhood perceptions of four groups, created by combining Time-1 expectations to ride with Time-2 ridership: No expect/no ride, no expect/ride, expect/no ride, and expect/ride. The strongest differences were between the no expect/no ride and expect/ride groups. The riders had more positive expectations for light rail's impact on the neighborhood than non-riders; these broad expectations were more powerfully associated with rail ridership than individual barriers to use, such as time constraints or weather. More positive perceptions of the route to rail stops (pleasantness, traffic safety, and crime safety) were also held by riders. Some of the more positive perceptions helped distinguish between the expect/ride group and the expect/no ride group. These results underscore that increasing positive neighborhood perceptions might help convert expected riders into actual riders.

On 16 January 2017, the San Francisco Municipal Transportation Agency (SFMTA) received its first new Siemens-built light-rail vehicle (Figures 1 and 2). Siemens is building the new light-rail vehicles in Sacramento, California. The SFMTA contract is a record 215 vehicles, Siemens' largest U.S. light rail order ever. The base contract for US$648 million covers 175 vehicles. Including 85 optional additional vehicles, the total contract is for US$1.2 billion. This order will expand the SFMTA light-rail fleet by more than 70% when all of the vehicles are delivered.

The objective of this work is to verify how the complexity of activity-travel patterns may influence the propensity to change travel behaviour in the context of a Voluntary Travel Behaviour Change (VTBC) programme. Data used in this work was drawn from a VTBC programme implemented in Cagliari, Italy between 2011 and 2012, for promoting the use of an underutilised Light Rail service (LR). A descriptive comparative analysis of activity–travel patterns recorded before and after the delivery of a personalised travel plan was reported. In addition to the descriptive analysis, a panel Probit model is proposed to further understand the influence of complex trip-chaining behaviours on the propensity to change travel behaviours. The results indicate that when individuals are presented with a convenient transport alternative that allows them to flexibly chain their activities, the propensity to use a sustainable mode of transport increases.Abbreviations: ABA: activity – based analysis; AW: after work tour; ...

A portion of the origin-destination matrix of freight transport in Brazil corresponds to the railway mode; however, a small part of the matrix of passengers is represented by the modalities that use railway lines. The country has an extensive railway network, mainly in the southeast, but some parts are deactivated. This article aims to present a study of the possibility of implementation of a Light Rail Vehicle (LRV) on a stretch that is not in use, since the superstructure has a long useful life and therefore the railroad can be reused for a new use. For this analysis, the geometric parameters of the radius and velocity of the track and the environmental parameters of the domain range, such as the altimetry, amplitude, slope and susceptibility to sliding of the soil according to the Shalstab model, were used.