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Light rail transit (LRT) systems constitute one of the most sustainable public transportation modes and transit agencies have increasingly constructed LRT lines along the median of roadways to reduce land acquisition costs and traffic conflicts. Despite these conveniences, few studies have examined the air pollution and noise exposures for passengers on LRT station platforms within freeway or arterial medians. In response, we monitored particle number count (PNC) concentrations and noise levels on 17 station platforms in the Los Angeles metro system in summer 2012 and assessed differences between freeway and arterial platforms. We visited each station on average 7 times for approximately 19 min with two teams carrying a full set of instruments. As expected, impacts were higher on green line platforms in the center of a grade-separated freeway compared to blue line platforms in the center of an arterial due to being in close proximity to greater traffic volumes. Overall, freeway-arterial platform differences were 35,100 versus 20,000 particles/cm 3 for PNC and 83 versus 62 dBA for noise. This average noise intensity on green line platforms was four times that on blue line stations. We also found that PNC concentrations were significantly higher at open air monitoring platform positions compared to standing under a shade canopy (about 2000 particles/cm 3 higher), but that noise levels were significantly lower at open air positions compared to under canopy positions (about 3.2 dBA lower). Results identify important factors for transport planners to consider when locating and designing in-roadway LRT platforms.

The paper uses a variety of primary and secondary sources to analyse why monorail proposals initiated by Goodell, Alweg, Lockheed and other manufacturers during the 1950s and 1960s failed to gain preference among transport planning authorities over alternative modes of transport such as conventional rail, subways, buses and eventually light rail. The article examines the ways in which improved versions of the monorail models developed during these two decades. In time, these changes led to a more dynamic market in which monorails continued to be built not only for use in amusement parks and exhibitions but also as ‘intermediate-capacity’ transit, airport commuting and other special-purpose applications.

Many studies have aimed to assess the impacts of major transportation investments, such as freeways expansions and light rail presence on property value. Yet, few studies have attempted to understand the impact of active transportation investments on housing prices. This study attempts to understand the relationship between a new bicycle sharing system and home sale prices in Montreal, Canada. Using multiple sales for units in multifamily housing that are reported in the Multiple Listings Service (MLS) of Montreal between 1996 and 2012 we develop step wise multilevel longitudinal hedonic regression models analyzing this relationship while controlling for various spatial and temporal factors that are known to impact home sales. Our results show that the presence of a bicycle sharing system in a neighborhood with 12 stations serving an 800-meter buffer is expected to increase the property value for units in multifamily housing by approximately 2.7 percent. Policy makers wishing to improve the local urban environment while benefiting from economic gains can work on increasing the availability of bicycle sharing systems as this will likely result in increasing property values, improved neighborhood health, and a more vibrant urban environment.

Railway vehicle homologation with respect to running dynamics is addressed via dedicated norms that require the knowledge of the accelerations and wheel–rail contact forces obtained from experimental computational testing. Multibody dynamics allows the modelling of railway vehicles and their simulation on realistic operations conditions. However, the representativeness of the multibody models, and the results of their use in railway dynamics are greatly influenced by the modelling assumptions and their ability to represent the operational conditions. In this paper, two alternative multibody models of a railway vehicle are presented and simulated in a realistic railway track scenarios to appraise the consequences of different modelling assumptions on the railway dynamic analysis outcome. A vehicle–track interaction compatibility analysis is performed afterwards according to norm EN 14363. The analysis consists of two stages: the use of a simplified method, described in the norm for the identification of the different performance indexes from the railway vehicle dynamic analysis outcome; and the visual inspection of the vehicle motion with respect to the track via dedicated visualization tools. The results of the virtual vehicle homologation tests are presented and discussed in face of the modelling assumptions used, being significant differences identified between the railway vehicle modelled with cylindrical joints with clearances or with equivalent force elements. It is also concluded that the use of clearance joints prevents the need to use modelling assumptions on the equivalent force elements that have limited or no physical meaning, thus reducing the number of modelling parameters for which a high level of abstraction has to be exercised.

This piece is dedicated tothedescription of the development of collision risk mitigating system. The proposed concept of control system is designed to enhance safety ofpassengers, a driver and other people in vicinityof light rail vehicles (tramways).The requirements were fulfilled thanks to the application of lidar sensor and feature of vehicle positioning on the track map created basingon precise measurements with the use of satellite navigation systemReal Time Kinematic. The map allows to eliminate errors of system operation and to enhance resistance to unfavorable ambient conditions, i.e.temperature or fog. The system calculates work braking distance for particular vehicle speed. In case of obstacle detection which is closer to vehicle than the calculated braking distance, the driver is informed about a collision risk with a buzzer and optical signalization. The system has already been implemented and tested.

The paper describes main design ideas for a project of a tramway connection between districts of Warsaw: Wola, Ochota, Mokotów and Wilanów. Historical aspects, main spatial documents as well as feasibility studies are also discussed. Moreover, key design challenges are presented which concern routing options and limitations of passing through special locations.

Ground-borne vibrations and noise, originated at the train/tram wheel–rail interface and transmitted through the rails to the ground, may cause significant disturbance to people passing by or residing alongside the railways. This paper presents a case study on the evaluation of the effectiveness for mitigating ground-borne vibration and noise by floating slab track system (FST). The underpass located at a major road junction in front of Konya Metropolitan Municipality building serves to thousands of people every day. The Konya Light Rail makes a curb right on top of the underpass, which generates considerable amount of noise and vibration to the environment. In this study, the noise and vibration acceleration measurements were taken before and after the FST system installment in order to evaluate the effectiveness of the isolation work. The collected acceleration data were analyzed and the resulting vibration velocity levels were compared. It was found that the vibrations and the ground-borne noise due to the passage of the trams were reduced considerably. The FST system was found to be quite successful in absorbing the vibrations. A noise level reduction up to 26 dBA was measured after replacing the old rail system with FST.

This paper illustrates the influence of partisan politics on transit projects delivered through public-private partnerships (PPPs) by analyzing two case studies of light rail projects in Spain. The use of public-private partnership (PPP) arrangements to deliver urban transit projects is supposed to reduce the influence of politics on project-level decisions. However, the paper illustrates how relevant decisions about these light rail projects were based primarily on political considerations, starting with the decision the deliver the projects through PPPs. Our analysis shows how the influence of political considerations have impacted on a range of factors that affect the performance of these projects, including the route selected and the integration of the system into the wider transit network and urban landscape.

In a recent analysis, Bhattacharjee and Goetz (2012) assert that the development of a light rail system in the Denver, Colorado metro area resulted in short-term reductions in traffic on some highway routes in Denver, and that it reduced the growth of highway traffic on major highways near the light rail network by 10% age points between 1992 and 2008. We point out several flaws in their analyses and reanalyze their data. We find no credible evidence that development of light rail reduced highway traffic, nor that it reduced the growth of highway traffic. We also show that light rail, by a large margin, carries too few passengers to have the effect that they assert.

Light rail is a modernisation of old tram systems and a popular tool in urban development strategies throughout many European cities. Light rails continue to be built despite often having poor socio-economic returns — other similar modes could provide the same transport function at a lower cost. Through a case study, this article explores the main vision and rationalities behind light rail projects in two mid-sized European cities — Bergen and Angers — and considers how this vision has materialised in various ‘light rail scapes’. The article argues that the city shapes the light rail project, but also that the light rail re-configures and shapes the urban structures, design and planning practices within the city based on its materiality and spatial interaction with it. This means that light rail projects need to be rethought as complex urban development projects instead of just simple ‘pieces of infrastructure’. Ultimately, this work seeks to shed light on a number of ideas for future light rail research and practice.

This article focuses on the development of the Czechoslovak ‘rychla tramvaj’ (‘fast tram’) systems in Prague, Bratislava and Brno. Its aim is to examine whether these systems meet the requirements of light rail and whether it is possible to continue their development as a functional light rail city transport system. A further aim is a detailed analysis of the conditions and contexts affecting the gradual development of ‘rychla tramvaj’ schemes in three selected metropolises in the former Czechoslovakia. Urban development in Czechoslovakia was affected by the socialist planning system that constructed large housing estates on the edges of metropolises during the 1970s and 1980s. As a result, many commuters had to be moved between them and city centres daily; therefore, the necessity for high-capacity ‘rychla tramvaj’ connections became apparent. After socio-political changes in 1989, a market economy was introduced and the trends of commercial and residential suburbanization have modified the spatial structure of the cities, and mobility has begun to be increasingly dependent on cars. In response to this, city councils departed from further development of ‘rychla tramvaj’ schemes. Currently, the emphasis on sustainable mobility is apparent, principally because of smart city solutions, an environmental focus and a common European transport policy; thus, municipalities are rediscovering the virtues of light rail lines again. Because the ‘rychla tramvaj’ systems from the 1970s and 1980s are still in operation, transforming them into modern light rail systems appears to be a convenient and cheap solution.

The article makes a case for introducing light rail systems in medium-sized towns and cities in Central Europe and analyses the feasibility of such a project. This is particularly important in the context of the paradigm of mobilities and the idea of sustainable development. Contemporary urban planning has yet to find a satisfactory answer to the question of how to diminish the negative consequences of individual transport without placing inordinate limitations on the natural human desire for mobility. It would seem that the increasingly negative effects of car use – for which bus transport provides no attractive alternative – are fast creating a need for a means of public transport that is not only separated from street traffic, but that is also effective and environmentally friendly. These requirements are met to the fullest extent by light rail systems such as trams, tram-trains and various hybrid solutions.

Public transport investment is normally targeted at increasing accessibility which land rent theory identifies and will in turn increase land values. There is a clear policy interest in how much land values increase following a new transport investment so as to establish if there is sufficient land value uplift to capture and to help pay or contribute to investment plans. Identifying an uplift for residential land has been well studied in the context of new light rail systems and bus rapid transit (BRT) systems in developing countries but there is little evidence for BRT in developed countries. This paper has two objectives. First, to examine long term impact of BRT in a developed world context in Brisbane, Australia. Brisbane's BRT uses an open system design which contrasts with the closed system design of the successful BRT systems in South America and elsewhere, including the BRT in the suburbs of Sydney, Australia. Second, BRT in Brisbane was introduced to a network already dominated by a radial heavy rail network and this investigation recognises that the uplift from BRT introduction may therefore be different to a BRT in a single mode city. A third motivation is to consider the spatial distribution of uplift which is an essential pre-requisite to understanding the distributional impact if uplift is used to contribute to infrastructure provision. Spatial modelling is used to examine the accessibility impacts of the BRT at a global level. This is followed by Geographical Weighted Regression, used to examine the spatial distribution of accessibility using a local model. The results show that there is greater uplift in Brisbane, as compared to that identified by studies of Sydney's BRT which is likely due to the greater network coverage of BRT in Brisbane and less strong competition of rail. Land value uplift is also spatially distributed over the network giving higher uplift in some areas than others and lower values than typically found with rail based systems in developed countries. However, the degree of uplift is relatively low, with proximity to BRT stations attracting more uplift than proximity to train stations.

This paper uses a before-after, experimental-control group method to evaluate the impacts of the newly opened Expo light rail transit line in Los Angeles on personal vehicle greenhouse gas (GHG) emissions. We applied the California Air Resources Board's EMFAC 2011 emission model to estimate the amount of daily average CO2 emissions from personal vehicle travel for 160 households across two waves, before and after the light rail opened. The 160 households were part of an experimental–control group research design. Approximately half of the households live within a half-mile of new Expo light rail stations (the experimental group) and the balance of the sampled households live beyond a half-mile from Expo light rail stations (the control group). Households tracked odometer mileage for all household vehicles for seven days in two sample waves, before the Expo Line opened (fall, 2011) and after the Expo Line opened (fall, 2012). Our analysis indicates that opening the Expo Line had a statistically significant impact on average daily CO2 emissions from motor vehicles. We found that the CO2 emission of households who reside within a half-mile of an Expo Line station was 27.17 percent smaller than those living more than a half-mile from a station after the opening of the light rail, while no significant difference exists before the opening. A difference-in-difference model suggests that the opening of the Expo Line is associated with 3,145 g less of household vehicle CO2 emissions per day as a treatment effect. A sensitivity analysis indicates that the emission reduction effect is also present when the experimental group of households is redefined to be those living within a kilometer from the new light rail stations.

Against the background of a highly conflictive urban situation, the paper focuses on the planning and implementation of the Jerusalem Light Rail (JLR). Running from the west all the way to the east of the city, the JLR traverses and connects contested territory. While Palestinians and the international community consider East Jerusalem to be part of a future Palestinian state, Israel adheres to its claim to the whole city, a unified Jerusalem. It is to that end that the JLR was implemented and, as this paper argues, it can be seen as an important governance tool that not only serves the city’s citizens and residents alike, but also works towards consolidating the Israeli authorities’ claim to the whole city. Further, the paper discusses whether infrastructure is inherently political or if there is a ‘politics of infrastructure’ at stake in Jerusalem with regards to the JLR and its wider implications for the urban fabric. The paper suggests that much can be learned from major transport infrastructure in ci...

Almost weekly, we see proposals to build light rail in many cities, and Australian cities are no exception. It is also quite marked how absent any serious consideration of bus rapid transit (BRT) a...

As decision-makers increasingly embrace life-cycle assessment (LCA) and target transportation services for regional environmental goals, it becomes imperative that outcomes from changes to transportation infrastructure systems are accurately estimated. Greenhouse gas (GHG) reduction policies have created interest in better understanding how public transit systems reduce emissions. Yet the use of average emission factors (e.g., grams CO 2 e per distance traveled) persists as the state-of-the-art masking the variations in emissions across time, and confounding the ability to accurately estimate the environmental effects from changes to transit infrastructure and travel behavior. An LCA is developed of the Expo light rail line and a competing car trip (in Los Angeles, California) that includes vehicle, infrastructure, and energy production processes, in addition to propulsion. When results are normalized per passenger kilometer traveled (PKT), life-cycle processes increase energy use and GHG emissions up to 83%, and up to 690% for smog and respiratory impact potentials. However, the use of a time-independent PKT normalization obfuscates a decision-maker’s ability to understand whether the deployment of a transit system reduces emissions below a future year policy target (e.g., 80% of 1990 emissions by 2050). The year-by-year marginal effects of the decision to deploy the Expo line are developed including reductions in automobile travel. The time-based marginal results provide clearer explanations for how environmental effects in a region change and the critical life-cycle processes that should be targeted to achieve policy targets. It shows when environmental impacts payback and how much reduction is achieved by a policy-specified future year.

This article investigates in which way a lidar sensor can be used in a train-borne localization system. The idea is to sense infrastructure elements like rails and turnouts with the lidar sensor and to recognize those objects with a template-matching approach. A requirement analysis for the lidar sensor is presented and a market review based on these requirements is performed. Furthermore, an approach for template matching on lidar scans to recognize infrastructure objects is introduced and its empirical performance is demonstrated based on measurements taken in a light rail environment. The overall goal of the integration of lidar sensors is to fill the sensory gap of existing train localization approaches, which are able to determine the exact, track-selective train position only if highly accurate position measurements from satellite navigation systems are available, which is often not the case. By integrating a lidar sensor, the localization system becomes more diverse, more robust, and can tolerate missing or faulty measurements from the satellite navigation system.

With light rail transit (LRT) and other similar rail-based commuter transit systems, train and associated station platform length provides an added dimension of flexibility not available to buses. Train and platform lengths are important factors in the planning and expansion phases of a network. Existing cost models that determine optimal headway by combining passenger and operational costs provide headways that are small and close to a logistical minimum (2–3 min); this type of standard waiting cost model is not sensitive to train and platform length. In this paper, on-board crowding is used as a cost factor and a cost-of-crowding model is developed from supporting psychological research. Two models are proposed and optimized with respect to train length to determine the optimal train and platform length for a many-to-one peak period commuter LRT system. Data from the C-Train network in Calgary, Alberta is used for numerical analysis of the model. The model demonstrated that crowding has an effect on optimal train length. The model produced feasible results when applied to a real-world scenario.

In the world and in our country, most of urban transportation is performed by public transportation. Public transportation is a system which provides transportation easiness and opportunity to people, not to vehicles. Therefore, giving priority to public transportation system is necessary in organizing urban transportation. In this study, in order to reduce traffic intensity and to facilitate passenger transportation in Izmit urban transportation, It is tried to determine appropriate public transportation system. For this, firstly, alternatives which could be used for public transportation were determined. These alternatives are metro, metrobus, tram, light rail system and monorail. Afterwards, the variables affecting decision making about public transportation were determined. These variables are cost, transportation line features, vehicle characteristics, sensitivity to environment and customer satisfaction. Lastly, most appropriate public transportation system is proposed by using the axiomatic design method. As a result, light trail system and metrobus are determined as the most appropriate alternatives for Izmit public transportation system.Keywords: Urban transportation, Multi criteria decision making, Axiomatic design, Dünyada ve ülkemizde kent içi ulaşımın büyük bir bölümü toplu taşımacılıkla gerçekleştirilmektedir. Toplu taşıma, araçlara değil, insanlara ulaşım kolaylığı ve olanağı sağlayan bir sistemdir. Bu nedenle kent içi ulaşımın düzenlenmesinde toplu taşıma sistemlerine öncelik vermek gerekmektedir. Bu çalışmada İzmit kent içi ulaşımda trafik yoğunluğunun azaltılmasına ve yolcu taşımacılığının kolaylaştırılmasına yönelik olarak hangi toplu taşıma aracının daha uygun olduğu belirlenmeye çalışılmıştır. Bunun için öncelikle toplu taşıma için kullanılabilecek alternatifler belirlenmiştir. Bu alternatifler, metro, metrobüs, tramway, hafif raylı sistemler ve monoraydır. Devamında toplu taşıma konusunda karar vermeyi etkileyen değişkenler belirlenmiştir. Bu değişkenler; maliyet, ulaşım hattı özellikleri, araç özellikleri, çevreye duyarlılık ve müşteri memnuniyetidir. Son olarak aksiyomlarla tasarım yöntemi kullanılarak, en uygun toplu taşıma sistemi konusunda öneride bulunulmuştur. Yöntemin uygulanması sonucunda Hafif Raylı Sistemler ve Metrobüs, İzmit Toplu Taşıma sistemi yapısı için en uygun alternatifler olarak belirlenmiştir.Anahtar Kelimeler: Kent içi ulaşım, Çok kriterli karar verme, Aksiyomlarla tasarım

Sound Transit, the agency that owns and operates the light rail transit system in the Seattle, Washington, area, is extending light rail transit service to east King County over the existing Homer M. Hadley Memorial Bridge. The East Link Extension Project presents unique technical challenges: the movements of the floating structure pose problems for a fixed rail track and, although there are examples of similar projects on cable-stayed and suspension bridges, there is no precedent for light rail on a floating bridge. A novel method—the curved element supported rail concept—has been developed to accommodate the multidimensional movements that exist at the joints between fixed and floating portions of the bridge. This paper presents a discussion of the results of full-scale tests of a portion of the overall system. The purpose of these tests was to assess the efficacy of several key components of the new system in advance of full-scale prototype testing. Overall, the system behaved as it was designed to. The tested components provided the necessary movement capabilities; stresses did not exceed 10% of yield; and deflections, which could cause alignment issues and poor rider comfort, were well within operating requirements. The tests revealed that the design of the guardrail, and in particular the way in which it is fastened to the system, is one of the most important design decisions facing the successful implementation of the system. In addition, the tests helped refine the testing needs and requirements for the follow-on prototype testing program.

This work aims to measure the reduction of Carbon Dioxide (CO2) emissions in atmosphere by replacing the modal urban bus by Light Rail Vehicle (VLT). In order to accomplish this objective, a case study in Brasilia, Federal District, in the stretch of VLT which passes on Via W-3 South was conducted. The Theory of Externalities that discusses the right to ownership of private and public goods and responsibilities about the positive and negative externalities caused by the agents and individuals of society was used to support the analyses. It was used the Top-Down method, which allowed the calculation the direct emissions of CO2. The values obtained on the reduction of CO2 emissions were converted into values of carbon credits as a way to economically measure such reductions. The results showed a significant reduction in CO2 emissions per year and consequent environmental benefit.

Pay-on-entry (POE) fare control for on-street transit allows effective revenue protection. However, the POE systems requires single door boarding and therefore increased stop dwell times compared with proof-of-payment (POP) systems. Most light rail transit (LRT) uses POP but is often criticized for poor revenue protection. This paper explores the trade-offs between the POE and POP systems through the comprehensive modeling of revenue protection, dwell time, ridership, revenue, and operational resource impacts in a case study of the conversion of the Melbourne, Victoria, Australia, POP system to a POE system; the paper uses data from LRT in Toronto, Ontario, Canada, which uses a POE system. The results show that the POE system increases journey times (+15%) and decreases ridership (−10%) and that 49 (+14%) additional light rail vehicles are required. POE conversion costs a net 29.4 million Australian dollars (A$) per annum and A$276 million for new vehicles, compared with a fare evasion reduction of A$8.1 million per annum. A 30-year discount cash flow analysis of the POE system results in a benefit–cost ratio of 0.44. The results are most sensitive to POE stop dwell time but not to fare evasion rates. Stop dwell times have a significant impact on LRT financial performance; alternative methods of revenue protection, such as increased inspection rates, are more effective than the POE system. The results justify the widespread adoption of POP systems in LRT and should provide a strong basis for defending against criticisms of the higher fare evasion rates of POP systems. The results should also act as a wake-up call to any LRT (or bus) system that still uses a POE rather than POP system and provide a basis for assessing the impacts of POP conversion for all modes.

Light-rail transit is one of many rail modes focused on providing passenger mobility in urban and regional contexts. Developing and managing successful light-rail services requires the close coordi...

Evaluating the environmental effects of the transportation infrastructure is vitally important. Many studies have verified the effects imposed by intra-city rail transit (metro, light rail or subway) on air pollution, but seldom pay attention to the environmental effect of inter-city railway. This paper takes the high-speed railway (HSR) in China, which was newly opened in 2015 and 2016, as a quasi-natural experiment and quantifies how HSR affects air quality along highways. Based on the difference-in-differences estimation, carbon monoxide, one of the main pollution sources from automobile, has experienced a 0.047 mg/m3 reduction (4.3% of the mean) in the areas close to those highways affected by newly-opened HSR, relative to the areas not affected by HSR. However, there is no evidence that the opening of HSR affects PM2.5 or ozone. Heterogeneity analysis supports that the air pollution reduction resulted from the substitution effect of HSR on highways.

In this article, we examine the effects of rail transit investments on residents' stated mobility intentions and perceptions of neighborhood changes using a survey analysis in Charlotte, North Carolina. We ask residents in neighborhoods along a new light rail line about their reasons for residing in their current neighborhood, thoughts about moving and the light rail's effect on their neighborhood. To control for city-wide housing market pressures, responses from one station-adjacent neighborhood are compared to responses from residents in a similar neighborhood elsewhere in the city while controlling for individual characteristics. Using a mixed-methods research approach, we find that while residents attribute some changes in their property values and rents to the light rail, it is only one of many factors affecting their neighborhood. Light rail also does not appear to affect residents' stated propensity to move out of these neighborhoods. Survey respondents' view of the light rail's effect on their neighborhood is also positive, on average. We find that the stated likelihood of moving is not related to the distance to the station nor to how frequently a resident uses the light rail. This article contributes to debates on transit-induced displacement and gentrification and provides context to neighborhood-scale quantitative analyses from residents' perspective.

A growing number of studies examine the affordability benefits of living near transit, especially fixed-rail, with the assumption that transportation benefits of transit neighborhoods outweigh increasing housing costs. Yet these studies only compare housing and transportation costs. This study adds to the existing literature by investigating the influence of new light rail on changes in discretionary income in urbanized areas. We examine such changes from 2000 to 2010 at the block group level, comparing light rail neighborhoods (LRNs) and Non-LRNs, across 20 U.S. urban areas that opened light rail stations between this time period. Using descriptive statistical measures and OLS regressions, we find that while discretionary income decreased overall, neighborhoods with light rail provide a positive influence on discretionary income. Overall, our findings suggest light rail neighborhoods provide greater affordability benefits than non-light rail neighborhoods.

This study was conducted to determine indoor PM2.5 concentration, which was measured at indoor settings in three different Light Rail Transits in Petaling Jaya. The selected locations were LRT Kelana Jaya, LRT Ara Damansara and LRT Glenmarie. This study focused on determining the indoor fine particulate matter (PM2.5) associated with samples collected from the three LRTs using Model 8532 DustTrakTM II Aerosol Monitor (DustTrak) at each LRT from 19:00 to 21:00 three times in a month from July till October 2018. Total of 33 mass concentrations were collected and 176 respondents were recorded from questionnaire given with information on health which was adapted from The American Thoracic Society, “Questionnaire ATS-DLD-C WHO (1982)”. Results were analyzed and compared with US Environmental Protection Agencies (EPA) and World Health Organization (WHO) standards and guidelines. LRT Glenmarie (37.64 µg/m3) was determined higher than US EPA (35 µg/m3) and WHO (25 µg/m3). More than 50% of the survey respondents were affected from the respiratory disease. Therefore, it is necessary to improve the ventilation in LRTs in order to provide a healthier indoor environment.

The public transportation industry is an essential mean of commuting within major cities and rural towns alike. Due to the high number of daily users, crowded environments can lead to limited seating requiring passengers to stand during their commute. Standing passengers are at risk during heavy braking scenarios and can also become a hazard to other seated passengers. Similarly, those who may not have a strong balance, or physically impaired such as the elderly endure a risk when vehicle braking is sudden. In this research, a method of analysing posture via simplistic pressure mat data is achieved. The integration of identifying a passenger's posture in relation to their balance may have the potential to inform public transport operators on the levels of braking that can be used based on their passengers at the time. Additionally, the identification of passengers using hand rail supports derived from floor mats only will inform operators of the potential risk during sudden braking. The results show an average classification accuracy of 99%, precision of 98%, recall of 98% and F-score performance of 98%.

Los Angeles workers are exposed to significant amounts of airborne particulate matter (PM) during their daily commutes, which often exceed 30-60 minutes each way. Carcinogenic components of PM associated with transit along these commuter routes, including Benzo[a]pyrene (BaP) and hexavalent chromium (Cr6+), substantially increase respiratory health risks, including the risk of developing lung cancer. PM samples were collected and quantitatively speciated along five of LA9s major commuter routes, including the METRO red line (underground subway) and gold line (above-ground light rail), the I-110 and I-710 freeways, and high-density surface streets (Sunset and Wilshire Boulevards). Using measured concentrations of transition metals and Polycyclic Aromatic Hydrocarbons (PAHs), along with cancer potency (CP) and Reference Dosage (RfD) factors published by the United States EPA and California9s Office of Environmental Health Hazard Assessment (OEHHA), cancer and non-cancer health risks were calculated. In contrast to previous research indicating that PAHs found in 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 subway line, results in the greatest lung cancer and non-cancer respiratory health risks. We conclude that the best option for commuters is to use above-ground light-rail transportation, i.e. the METRO gold line in Los Angeles, as its greater ventilation allows for reduced exposure to traffic-generated PAHs as well as carcinogenic transition metals associated with railway exposures.

Based on metacartography, this study establishes a model to convert the time distance of taking light rail to the spatial distance in meters. On this basis, this study uses the spatial tran...

China's urban rail transit has entered a stage of rapid development, and urban rail transit investment has also grown rapidly. This paper builds a model of urban rail transit on economic growth based on the consideration of the impact of various factors on the economic growth, using data of prefecture-level panel cities in China during 2003-2013. The empirical results of this paper indicate that the elasticity of urban rail transit on urban economic growth is 0.025, indicating that it plays an important role in the economic growth of China's cities and China's urban rail transit is a major city economic. The promotion effect of growth is very significant but has no significant effect on the economic growth of small cities. Buses, taxis, and road infrastructure also have a significant influence on promoting urban economic growth, but they are all embodied in small cities. Therefore, cities need to choose suitable transportation modes according to their own economic development. Major cities should continue to develop rail transit, promote the PPP model in the development process, and increase the ratio of light rail to suburban railways.

It is commonly claimed that infrastructures are so banal and taken-for-granted that they only become visible when they collapse or cease to function. Indeed, the exclusion or disconnection of certain areas from infrastructural services has been termed ���infrastructural violence���. In East Jerusalem, where infrastructure has long been underfunded and Palestinian Jerusalemites are excluded from access to many urban services, infrastructure also became apparent as a political question when it appeared in the form of a new light rail connection ��� and even more so when this ostensibly useful public service was attacked by residents. The violent disruption of the light rail, the piece argues, called attention to the manner in which Jerusalem���s light rail serves to normalise both Palestinian urban space and movements, thus feeding into an agenda of annexation. The expansion of infrastructural networks, and the resulting connectivity of previously marginalised areas, then, can also act as a form of violence rather than ���atonement��� for past neglect.

The Gold Coast Light Rail project represents a significant investment in public transportation infrastructure on the Gold Coast and is one of the key initiatives set out in City of Gold Coast Council’s Transport Strategy 2031. This paper conducts an impact analysis of Stage 2 on the peripheral transportation network. To assess the anticipated impacts, a traffic simulation was conducted in PTV Visum 16 for the base year of 2018 and forecasted for year 2031. For the base and forecasted models, a scenario was prepared both with and without Stage 2 of the system to allow a comparison of results between the variants. According to the results, it is found that Stage 2 has a positive impact on the transportation network by successfully implementing an integrated transport solution encouraging users to switch to public transport.

This paper examined the effect of the construction of light rail transit stations on surrounding residential property values in Seattle, Washington. It studied sales of homes in the areas around the seven stations that serve primarily residential areas in the Rainier Valley, using a difference-in-differences regression technique to obtain plausibly causal estimates of the effect of new rail service. For these seven stations, the estimated impact of light rail service was positive for only one station and negative for two stations. Estimated impacts for the other stations were small and statistically insignificant. These results suggest that light rail service did not provide value to the neighborhoods in the Rainier Valley of Seattle. I speculate that the transport service provided by light rail was not a significant improvement relative to the bus lines that serviced the area before light rail was built.

With use of concrete sleepers increasing for rail-transit applications in the United States, it is becoming more critical to quantify their revenue service flexural demands to improve sleep...

У статті досліджено бачення майбутнього розвитку міського транспорту у м. Львові періоду 1970-1980 рр. Виділено містобудівні передумови, які зумовили виникнення ідеї будівництва підземного трамваю. На основі архівних матеріалів проаналізовано пропоновані варіанти прокладення ліній швидкісного трамваю із підземними тунелями у центральній частині Львова. Враховуючи сучасну транспортну ситуацію у м. Львові, оцінено сьогоднішню актуальність цих ідей, а також доцільність розвитку мережі підземного трамваю в майбутньому. Rapid growth of the population of Lviv in the Soviet period had led to the functional supersaturation of the city center. It caused the necessity of its decentralization. In the 1970s, the city center was planned to expand along the modern Chornovola avenue, additionally moving the separate functions to three planned subcenters, which had to be placed on highways near the city entrances. The plans of the city center expansion were implemented only partially by construction of the separate buildings along Chornovola avenue. Only one of three proposed subcenters started to develop - in the south part of the city on Stryiska str. In the 1970s-1980s, the transport infrastructure was planned to be developed in a way to ensure unobstructed access to the city center for buses, trolleybuses and cars. At the same time, it was believed that trams in the historical part of the city would complicate traffic. The development of a fast tram network (light rail) with dedicated lanes and underground tunnels under the historic city center was proposed. According to the plans, it had to ensure the unobstructed passenger transportation and reduce transport pressure on the historic city center of Lviv. For the first time, the construction of the underground tram tunnels was proposed in 1975. According to the project, underground tunnels were supposed to appear on three tram lines - Kniahyni Olhy - Lychakivska, Sykhiv - Zamarstynivska and Sykhiv - Levandivka - Riasne. Assuming the growth of population density, next to the tram underground stations the development of other underground objects (such as garages, pedestrian crossings, highway tunnels and even cinemas and cafes) was planned also. The ideas of the underground tram network development in the 1970-1980s were constantly evolving from project to project, changing the lines direction. Considering the construction cost, some planned underground tunnels were replaced by on-ground lines. As a result of the financial crisis, changes in the state system and engineering difficulties, the underground tunnels were not realized. Despite, by the end of the 1980s, the construction of separate dedicated tram lanes was finished, making possible an unobstructed tram traffic on a few streets. Taking into account the current transport situation in Lviv, which is accompanied by significant complications of transport and pedestrian traffic, interest in the ideas of the development of the fast tram network is gradually reviving. The population and growing density of Lviv necessitates the implementation of bold urban planning projects and the adoption of unpopular administrative measures. Due to the lack of funds, it is worthwhile to pay attention and evaluate the possibility of realizing less costly measures - the continuation of on-ground tram lines and the creation of dedicated lanes for them. In the case of the implementation of the network of Lviv fast tram, it would become the main type of urban transport, and today's transport problems would not be so acute. Moving a large passenger traffic between areas and downtown would be carried out regularly and without delays. In this case, the network of bus routes would be able to complement tram, providing a connection between uncovered tram areas. The attractiveness of driving a car within the city would fall. Today there is no comfortable city transport in Lviv - therefore residents often choose to move within the city with a private car, additionally overloading the street network.

Objetivo: Varias metrópolis latinoamericanas están construyendo infraestructuras de transporte masivo como una fórmula que permita sustituir el uso creciente del automóvil y aliviar los problemas urbanos de sustentabilidad. Apoyándose en la creciente literatura sobre los 'megaproyectos' y sobre el uso de los medios de transporte público, este artículo tiene por objetivo investigar las condiciones para que la ciudadanía haga un uso efectivo de esas infraestructuras para el caso de la Línea 3 del Tren Ligero del Área Metropolitana de Guadalajara, México. Metodología: La metodología que guía a esta investigación se basa en la realización de una encuesta aleatoria a 800 sujetos dentro de un radio de 1 kilómetro respecto al trazado de la línea. Conclusiones: Como conclusiones se señala que la línea sólo va a ser utilizada de forma decidida por una parte de la ciudadanía que al presente es cautiva de la deficiente red de micro-buses. Si se pretende garantizar un uso efectivo más generalizado, es necesario acompañar esta intervención por medidas integrales y complementarias que hagan atractiva la nueva infraestructura. Originalidad: La originalidad de este artículo consiste en complementar las aportaciones que se han realizado sobre el cambio hacia el uso del transporte público, contando con las difíciles condiciones del servicio en el contexto de una urbe latinoamericana. Objectiu: Diverses metròpolis llatinoamericanes estan construint infraestructures de transport massiu com una fórmula que permeti substituir l'ús creixent de l'automòbil i alleujar els problemes urbans de sostenibilitat. Recolzant-se en la creixent literatura sobre els 'megaprojectes' i sobre l'ús dels mitjans de transport públic, aquest article té per objectiu investigar les condicions perquè la ciutadania faci un ús efectiu d'aquestes infraestructures per al cas de la Línia 3 del Tren Lleuger l'Àrea Metropolitana de Guadalajara, Mèxic. Metodologia: La metodologia que guia a aquesta investigació es basa en la realització d'una enquesta aleatòria a 800 subjectes dins d'un radi d'1 quilòmetre respecte al traçat de la línia. Conclusions: Com a conclusions s'assenyala que la línia només serà utilitzada de forma decidida per una part de la ciutadania que al present és captiva de la deficient xarxa de micro-busos. Si es pretén garantir un ús efectiu més generalitzat, cal acompanyar aquesta intervenció per mesures integrals i complementàries que facin atractiva la nova infraestructura. Originalitat: L'originalitat d'aquest article consisteix a complementar les aportacions que s'han fet sobre el canvi cap a l'ús del transport públic, tenint en compta les difícils condicions del servei en el context d'una urbs llatinoamericana. Objective: Some Latin-American metropolises are building mass transit infrastructures as a way to substitute the increasing use of automobile and to relieve urban environmental problems. In drawing on the growing literature on megaprojects and the public transport choices, the main objective of this paper is to analyze some factors that condition how citizens actually use these infrastructures. The study reflects on the construction of Line 3 of Light Rail in Guadalajara Metropolitan Area. Methodology: The methodology is based on a random survey applied to 800 subjects inside a buffer of 1 kilometer from the route. Conclusions: After presenting the principal outcomes, it’s conclude that Line 3 will only be used by a captive patronage of citizens that previously resorted to an unreliable and deficient web of micro-buses. If a more overarching use is targeted, extra and integral measures will be demanded that would make the system more appealing. Originality: The originality of this paper consists on complementing the existing contributions on the shift to public transportation use. As the current bibliography on these issues refers to cities in developed countries, I present a case from a Latin-American Metropolis.

A single-objective optimization energy management strategy (EMS) for an onboard hybrid energy storage system (HESS) for light rail (LR) vehicles is proposed. The HESS uses batteries and supercapacitors (SCs). The main objective of the proposed optimization is to reduce the battery and SC losses while maintaining the SC state of charge (SOC) within specific limits based on the distance between consecutive LR stations. To do this, a series of optimized SOC limits is used to prevent the SC from becoming exhausted prematurely instead of the standard SC SOC penalty term in the cost function. Meanwhile, a rule-based EMS (RB-EMS) is used to give the SCs charging priority over the batteries when the vehicle is braking. Moreover, a simplified method for the optimization is proposed to reduce the computational burden. Simulation and experimental results for the proposed EMS and a standard SC SOC penalty-based cost function optimization are provided to evaluate losses. As a result, it is shown that the proposed EMS, compared with standard SC SOC penalty-based cost function optimization, decreases losses and prevents the SOC from reach the discharging limits.

Problems such as freezing, icing, and/ or snow accumulation in the machine systems during the winter can adverselyaffect the performance of the systems, sometimes stopping them altogether. Oneof the systems affected by winter conditions is the energy transmission lines.If not intervened, snow and / or ice accumulating on electrical wires can causeelectrical transmission performance to drop, and extreme cases can cause wirebreaks due to heavy wires. One of the energy transmission systems where power linesare open to the atmosphere is the pantograph-catenary systems that take upelectrical energy. Frosting and ice accumulation on the catenary lines leads toarc formation and, in some cases, can interfere with electrical conductionbetween the pantograph and the catenary line. In the case of light railtransportation systems, this problem could lead to problems at higher ratesthan other rail systems. In Turkey, the activities to be done for preparationof winter and route maintenance in the intercity railway transmission lines arewell known, but procedures for light rail systems are being newly prepared. Inparticular, the use of light rail systems in winter, where the conditions aremore difficult, brings with it some problems. It is inevitable to anticipatethe problems that may arise and to work to solve these problems. In this study,an experimental setup was designed to simulate the snow, dew formation on thecopper wires in order to prevent / eliminate the icing problem that occurs inthe urban light rail transportation systems catenary lines. Field tests werealso carried out by applying anti-icing chemical solution in the catenary linesof the Eskişehir urban light rail transport system (ESTRAM). As a result of thefield tests, it has been seen that the mono ethylene glycol application towires can reduce arc formation and wear of the lines considerably. It has evenbeen found that the application mono ethylene glycol before freezing of theline has the potential to reduce wear, breakdown and maintenance costs in thecatenary lines., Kış aylarında makine sistemlerinde meydana gelen donma, buzlanma ve/veya kar birikimi gibi sorunlarsistemlerin performansını olumsuz yönde etkilemektebazen de çalışmasını tamamen durdurabilmektedir. Kış koşullarından etkilenensistemlerden birisi de enerji iletim hatlarıdır. Müdahaleedilmediği takdirde elektrik telleri üzerinde biriken kar ve/veya buz iletimperformansının düşmesine, ekstrem durumlarda ise tellerin ağırlaşması ile dekopmalara neden olabilmektedir. İletim hatlarının atmosfere açık olduğu enerjiiletim sistemlerinden birisi de elektrik enerjisini havai hattan alanpantograf-katener sistemleridir. Katenerhatlarında meydana gelen buzlanma hatta ark oluşumuna yol açmakta ve bazıdurumlarda ise pantograf katener hattı arasındaki elektrik iletiminikesebilmektedir. Literatüre bakıldığında ise bu durum kentiçi hafif raylı ulaşım sistemlerinde bu sorun diğer raylı sistemlere göre isedaha yüksek oranlarda sorunlara yol açabilmektedir. Ülkemizdeşehirlerarası demiryolu iletim hatlarında kışa hazırlık ve yol bakımı için yapılmasıgereken faaliyetler bilinmekle birlikte hafif raylı sistemler için prosedürler yeni yeni oluşturulmaya başlanmıştır. Özellikle hafifraylı sistemlerin kış şartlarının daha çetin geçtiği illerimizde kullanımaalınması ile birlikte ortaya çıkabilecek sorunlar ve bu sorunlarınçözümü için çalışmaların yapılması kaçınılmazdır. Bu çalışmada, kent içi hafifraylı ulaşım sistemleri katener hatlarında meydana gelen buzlanma probleminin önlenebilmesi/giderilebilmesiiçin karlanma durumunu simüle edebilecek bir deneysel düzenek oluşturulmuştur. Laboratuvarortamında yapılan deney sonuçlarına göre kararlaştırılan orandaki buzlanmageciktirici (anti-icing) kimyasal solüsyonun ESTRAM Eskişehir kent içi hafifraylı ulaşım sistemi katener hatlarına uygulanması ile de saha deneylerigerçekleştirilmiştir. Yapılan saha testi sonucunda uygulanan kimyasalın hattaark oluşumunu oldukça azalttığı görülmüştür. Hatta donma olmadan önce uygulanmasınınhatlardaki aşınma, arıza ve bakım maliyetlerini azaltma potansiyeli olduğugörülmüştür.

Understanding of tram-system related cycling injuries (TSRCI) is poor. The aim of this study was to report the spectrum of injuries, demographics and social deprivation status of patients. Secondary aims included assessment of accident circumstances, effects of TSRCI on patients’ confidence cycling, together with time off work and cycling. A retrospective review of patients presenting to emergency services across all hospitals in Edinburgh and West Lothian with tram related injuries between May 2009 and April 2016 was undertaken. Medical records and imagining were analysed and patients were contacted by telephone. 191 cyclists (119 males, 72 females) were identified. 63 patients sustained one or more fractures or dislocations. Upper limb fractures/dislocations occurred in 55, lower limb fractures in 8 and facial fractures in 2. Most patients demonstrated low levels of socioeconomic deprivation. In 142 cases, the wheel was caught in tram-tracks, while in 32 it slid on tracks. The latter occurred more commonly in wet conditions (p = 0.028). 151 patients answered detailed questionnaires. Ninety-eight were commuting. 112 patients intended to cross tramlines and 65 accidents occurred at a junction. Eighty patients reported traffic pressures contributed to their accident. 120 stated that their confidence was affected and 24 did not resume cycling. Female gender (p