(Blue Diamond Road) Corridor Study - Regional Transportation ...

More documents

Recommendations

Info

3. Overview of Transit Modes RTC SR-160 Corridor Study Part 238 specifications. The first and only DMU that is fully FRA compliant is the Colorado Railcar. DMU systems have become increasingly popular. Over the last ten years, DMU systems have been built in Trenton, New Jersey (South New Jersey Light Rail Transit), San Diego, California (North County Transit District’s Sprinter Line) and Ottawa, Canada. Several others are currently being planned (Denver RTD, Portland, Oregon, Chicago, Illinois, and Orange County, California). 3.3.2 Vehicle Characteristics Light rail vehicles (LRVs) and DMUs vary in shape and size, but one-piece cars typically range from 50 feet to 67 feet in length. Bodies that exceed that length are split into two or more sections that are hinged so that the articulated vehicle can negotiate tight curves. A three-car train operated by a single driver can transport more than 400 passengers. Depending on the number of car sections and the track configuration, LRT / DMU can accommodate between 2,000 and 20,000 passengers per hour in urban cities with populations between 500,000 and one million and densely developed corridors. LRT/DMU trains have modern electric propulsion and braking control systems that enable vehicles to operate safely in differing neighborhood and street environments. The maximum speed of an LRV/DMU is 55 miles per hour, and in mixed flow traffic the average operating speed is typically adjusted to the general traffic safety speeds of the local street. The DMU vehicle, which can be a single- or double-level vehicle, can pull two or three additional single level coaches depending on the track‘s elevation and ruling grade. The DMU gets 2 miles per gallon (mpg) carrying 90 passengers and 1.5 mpg carrying two additional coaches. The DMU has seating for 92 and a maximum passenger capacity of over 200 including standees. A DMU costs approximately $2.9 million. 3-13
3. Overview of Transit Modes RTC SR-160 Corridor Study 3.3.3 Infrastructure Elements All LRT/DMU systems have the following basic elements: Running Way Infrastructure Wherever LRT/DMU systems operate, running way infrastructure must be installed. These include track and a power supply system. The number of tracks affects the capacity of the system. Tracks are either single-tracked (for low frequency systems) or double tracked (for high frequency systems). Track can be placed in at-grade, elevated, or subterranean alignment. Grade-separated alignments reduce potential traffic and safety conflicts with other types of vehicles. On electric-powered light rail system, an overhead catenary system (OCS) must be installed to deliver power to the light rail train. On DMU systems, no OCS installation is required because vehicles are individually propelled by diesel engines, simplifying the system design somewhat and reducing systems costs. Stations A station for light rail can be as simple as a curb on a street. Typical application of LRT / DMU in the United States involves a more elaborate design with specially designed platform designs, canopies, and architectural features. Pedestrian linkages to the adjacent community are also a part of rail station designs. Fare Collection LRT/DMU Fare collection systems often involve pre-paid fare collection. This is most often accomplished through the installation of ticket vending machines and smart card readers at stations. Systems LRT/DMU systems typically involve complex systems such as signaling and control system, communications infrastructure, and safety and security systems. 3-14
Page 1 and 2:
State Route 160 (Blue Diamond Road)
Page 3 and 4: Table of Contents RTC SR-160 Corrid
Page 9 and 10: 1. Executive Summary RTC SR-160 Cor
Page 15 and 16: 2. Current Conditions of Study Area
Page 43 and 44: 3. Overview of Transit Modes RTC SR
Page 53: 3. Overview of Transit Modes RTC SR
Page 59 and 60: 4. Evaluation Methodology RTC SR-16
Page 61 and 62: 4. Evaluation Methodology RTC SR-16
Page 63 and 64: 5. Alternative Development RTC SR-1
Page 83 and 84: 6. SR-160 Corridor Improvement Plan
Page 101 and 102: 7. Proposed Park and Ride Facilitie
Page 103 and 104: 7. Proposed Park and Ride Facilitie
Page 105 and 106:
7. Proposed Park and Ride Facilitie
Page 107 and 108:
Page 109 and 110:
Page 111 and 112:
Page 113 and 114:
Page 115 and 116:
Page 117 and 118:
Page 119 and 120:
Page 121 and 122:
Page 123 and 124:
8. Estimated System Costs RTC SR-16
Page 125 and 126:
Page 127 and 128:
Page 129 and 130:
Page 131 and 132:
Page 133 and 134:
A. Aerial Photographs of Blue Diamo
Page 135 and 136:
Page 137 and 138:
Page 139 and 140:
Page 141 and 142:
Page 143 and 144:
Page 145 and 146:
Page 147 and 148:
Page 149 and 150:
B. Candidate Park & Ride Site Data
Page 151 and 152:
Page 153 and 154:
Page 155 and 156:
Page 157 and 158:
Page 159 and 160:
Page 161 and 162:
Page 163 and 164:
Page 165 and 166:
C. SR-160 Major Intersections RTC S
Page 167 and 168:
Page 169 and 170:
Page 171 and 172:
Page 173 and 174:
D. RTC Policies and Procedures RTC
Page 175 and 176:
Page 177 and 178:
Page 179 and 180:
Page 181 and 182:
Page 183 and 184:
Page 185 and 186:
Page 187:
show all

(Blue Diamond Road) Corridor Study - Regional Transportation ...

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?