TR Circular E-C058_9th LRT Conference_2003.pdf - Florida ...

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464 Transportation Research Circular E-C058: 9th National Light Rail Transit Conference FIGURE 3 Modification of the intersection of Highway 99W and Schmeer Road due to the LRT at-grade crossing. EARLY DECISION MAKING ON THE LRT PROFILE As mentioned earlier, this Interstate MAX Project had gone through the DEIS process for the former South/North Project when the conceptual engineering was carried out. Then, preliminary engineering was completed as requirement for the FEIS. Immediately after the at-grade crossing Argyle Street, the LRT profile was brought up with a 5% grade so that impacts to a historiceligible building south of Columbia Boulevard could be minimized. Like the existing Denver Viaduct, it was decided that the LRT would be supported on a bridge over Columbia Boulevard, simply because of the natural terrain; Columbia Boulevard is more than 30 ft below the existing Highway 99W grade. In addition, UPRR has railroad tracks in parallel to Columbia Boulevard. The U.S. Coast Guard requires minimum vertical clearance over the Columbia Slough due to its
Li and Tertadian 465 navigability. The city of Portland has a strategic bike route proposed along the north bank of Columbia Slough (Figure 3). The city required a 10-ft vertical clearance. With a high profile over the historic building and Columbia Boulevard, as well as a bridge over the Slough, it was a logical decision to connect these two major structures by a low profile aerial structure that would span over business driveways and avoid conflicts with at-grade crossings of these business access points. During all phases of engineering until 60% final design, the LRT profile was always assumed to have an at-grade crossing at Schmeer Road and Victory Boulevard and grade separating Highway 99W and the Highway 99W to Victory Boulevard Ramp by tunnel since grade separating from Schmeer Road to Victory Boulevard with aerial structure(s) was considered too expensive. This decision was made assuming that the LRT could operate under railroad pre-emption through Victory Boulevard and Schmeer Road. The decision was based on consultations with local state transportation personnel. In hindsight, the lack of involvement by the FHWA was a critical oversight. EVALUATION OF THE HIGHWAY 99W AND VICTORY RAMP UNDERCROSSING The undercrossing was the proposed structure consisting of cut-and-cover tunnels under Highway 99W and the Highway 99W southbound off-ramp to Victory Boulevard, with retaining walls for the tunnel portals. The undercrossing structure would begin with a cantilever retaining wall on the west side of the alignment to retain the fill slope for Highway 99W. A short retaining wall might have been required on the east side of the alignment before the alignment reached the tunnel’s south portal. The tunnel crossed under Highway 99W at a skew of approximately 18°, requiring 515 ft to reach the highway’s west side. After the north portal, the structure transitioned to a U-shaped open-top box. The cut-and-cover tunnel structure was required again as the alignment crossed under the Highway 99W to Victory Boulevard ramp. A U-shaped structure with variable height retaining walls was proposed for retaining the ramp fill slopes for approximately 45 ft after the north portal. Through in-depth research of the existing utilities within the corridor, it was discovered that several utilities would require protection or relocation during construction of the proposed undercrossing. Most surprisingly, there is a buried U.S. West (now Quest) fiber optic telephone line in the northbound shoulder of Highway 99W, crossing the LRT alignment. Consultants for U.S. West had proposed a temporary bridge to support this line during construction of the cutand-cover undercrossing. U.S. West estimated the cost for this temporary bridge at $300,000. This line would be lowered and re-embedded in the roadway after completion of the undercrossing. The vertical alignment of the tunnel would require accommodating the minimum cover requirements of the telephone line. As a result, the original LRT vertical profile from preliminary engineering would have to be lowered substantially. Consequently, a sag curve with a low point in the tunnel near the middle of the undercrossing appeared to be necessary to achieve sufficient clearance under the roadway to avoid conflict with the existing buried telephone line. This low point would cause problems with drainage and water disposal. The tunnel would need to include a drainage system to remove water inflows. The inflows could come from the following major sources: 1. Seepage from water infiltration;
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9 th National Light Rail Transit Co
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E Foreword xperience, Economics and
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Contents OPENING GENERAL SESSION St
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Shared-Use Corridors: A Survey of C
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LIGHT RAIL ELECTRIFICATION Feederle
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T OPENING GENERAL SESSION Status of
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Schumann and Loetterle 5 SEATTLE/TA
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Schumann and Loetterle 7 Current Co
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Schumann and Loetterle 9 Current Co
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Schumann and Loetterle 11 Current C
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Schumann and Loetterle 13 In early
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Schumann and Loetterle 15 CALGARY F
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Schumann and Loetterle 17 9. http:/
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TABLE 3 Right of Way Locations km o
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TABLE 5 Revenue Service Vehicles Ch
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PLANNING AND FORECASTING FOR LIGHT
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Thompson 27 These ideas appealed to
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Thompson 29 beginning, however, tha
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Thompson 31 in the interviews becau
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Thompson 33 San Diego San Diego was
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Thompson 35 to the National Confere
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S PLANNING AND FORECASTING FOR LIGH
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Day and Stauder 39 Pre-1996 Transpo
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Day and Stauder 41 part of the gene
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Day and Stauder 43 Comparability Ac
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Kaplan, Englisher, and Warner 45 PR
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Washington Park Fairview Heights Me
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FIGURE 3 TAZ splits in St. Clair Co
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Kaplan, Englisher, and Warner 51 lo
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Kaplan, Englisher, and Warner 53 to
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Kaplan, Englisher, and Warner 55 No
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Kaplan, Englisher, and Warner 57 Co
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Straus and Watry 59 then, Muni has
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Straus and Watry 61 Various factors
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Straus and Watry 63 Francisco Count
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Straus and Watry 65 where it would
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Straus and Watry 67 require lifting
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Straus and Watry 69 TABLE 2 In-Vehi
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Straus and Watry 71 FIGURE 5 Bay Vi
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Straus and Watry 73 LESSONS LEARNED
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Marchwinski, Spitz, and Adler 75 BA
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Marchwinski, Spitz, and Adler 77 re
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Marchwinski, Spitz, and Adler 79 QU
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Marchwinski, Spitz, and Adler 81 St
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Marchwinski, Spitz, and Adler 83 TA
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Marchwinski, Spitz, and Adler 85 It
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LOW-FLOOR LIGHT RAIL VEHICLES Struc
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Sarunac and Zeolla 91 STRUCTURAL ST
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Sarunac and Zeolla 93 LRV-LFE DESIG
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Sarunac and Zeolla 95 The values no
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Sarunac and Zeolla 97 to evaluate a
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Sarunac and Zeolla 99 TABLE 1 Summa
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Sarunac and Zeolla 101 Comparison o
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Sarunac and Zeolla 103 approach, ap
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Morgan 105 concept can be readily i
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Morgan 107 DART LRVs are all relati
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Morgan 109 trailer truck with 4-dis
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Morgan 111 Conclusion Because of th
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Morgan 113 TABLE 1 Comparison of Se
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Morgan 115 After the real estate, t
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Morgan 117 Fleet Maintenance Standa
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LOW-FLOOR LIGHT RAIL VEHICLES Integ
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Fraser, Leary, Marianeschi, and Pel
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D LIGHT RAIL TRANSIT AND OTHER MODE
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McBrayer 137 As of September 2002,
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McBrayer 139 Understandable Route T
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McBrayer 141 and reward investment
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McBrayer 143 The results of this ap
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McBrayer 145 of transit improvement
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McBrayer 147 system, the use of ali
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A LIGHT RAIL TRANSIT TRAFFIC ENGINE
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Boorse 153 use could be problematic
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Boorse 155 Section 10C.10—Do Not
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Boorse 157 purpose. In fact, to the
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Boorse 159 (a) (b) FIGURE 3 Figures
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Boorse 161 Section 10D.05—Traffic
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Boorse 163 (a) (b) FIGURE 4 Example
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Boorse 165 practices. This resulted
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Black 167 FIGURE 1 Hudson-Bergen LR
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Black 169 Return Phases may also be
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Black 171 FIGURE 5 Naztec preemptio
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Black 173 FIGURE 8 Split times cann
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Koonce, Urbanik, and Mishra 175 inh
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Koonce, Urbanik, and Mishra 177 EXI
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Koonce, Urbanik, and Mishra 179 TAB
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Koonce, Urbanik, and Mishra 181 FIG
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Koonce, Urbanik, and Mishra 183 (a)
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Koonce, Urbanik, and Mishra 185 CON
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O LIGHT RAIL TRANSIT AND TRANSIT-OR
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Arrington 191 FIGURE 2 Eastside Vil
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Arrington 193 restricted to propert
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Arrington 195 Portland’s Westside
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Arrington 197 FIGURE 4 Orenco Stati
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Arrington 199 FIGURE 5 America Plaz
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Arrington 201 with 2,600 units. Und
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Arrington 203 TABLE 2 Ten Steps to
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LIGHT RAIL TRANSIT AND TRANSIT-ORIE
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Fitzsimmons and Birch 207 FIGURE 1
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Fitzsimmons and Birch 209 pockets o
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Fitzsimmons and Birch 211 The Futur
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Fitzsimmons and Birch 213 The state
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M LIGHT RAIL TRANSIT AND TRANSIT-OR
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H UNTERSPOINTSHIPYARD Beatty 217 H
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HUNTERS POINT EXPWY Beatty 219 WILL
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Beatty 221 an attractive alternativ
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Beatty 223 Bayshore Boulevard at Su
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Beatty 225 secondary bus type. The
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Beatty 227 SUNNYDALE AVENUE Platfor
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Beatty 229 SUNNYDALE AVENUE 18' 12'
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Beatty 231 The Southern Terminal is
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Edwards and Phillips 233 means for
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Edwards and Phillips 235 Road corri
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Edwards and Phillips 237 viable nei
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Edwards and Phillips 239 recreation
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Edwards and Phillips 241 bridge). T
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Edwards and Phillips 243 Additional
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Edwards and Phillips 245 • Serve
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Edwards and Phillips 247 • Ensure
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CROSSINGS AND SHARED CORRIDORS “L
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Ames and Gamlen 253
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TABLE 1 Third Street LRT Project Ra
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Ames and Gamlen 257 Condition Freig
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Ames and Gamlen 259 TABLE 2 Third S
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Ames and Gamlen 261 where the light
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Ames and Gamlen 263 Table 4 shows t
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Ames and Gamlen 265 CONCLUSION Impl
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Irwin 267 recommendations. TriMet
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Irwin 269 TRIMET STANDARDS TriMet h
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Irwin 271 FIGURE 2 Pedestrian warni
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Irwin 273 Channeling Figure 4 detai
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Irwin 275 FIGURE 5 Typical crossing
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Irwin 277 The disadvantages of swin
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Irwin 279 FIGURE 8 Standard detail
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Irwin 281 FIGURE 9 Audible or visua
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Irwin 283 . FIGURE 10 Audible or vi
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Irwin 285 In general, ODOT Rail dis
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Irwin 287 FIGURE 12 Pedestrian sigh
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CROSSINGS AND SHARED CORRIDORS Reso
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Ryan, Rabiner, and Trumbull 291 The
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Ryan, Rabiner, and Trumbull 293 FIG
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Ryan, Rabiner, and Trumbull 295 The
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Ryan, Rabiner, and Trumbull 297 FIG
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Ryan, Rabiner, and Trumbull 299 REF
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Sela, Resor, and Hickey 301 opportu
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Sela, Resor, and Hickey 303 TABLE 1
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City Atlanta Baltimore Operating Ag
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TABLE 2 (continued) Transit Systems
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Sela, Resor, and Hickey 309 Time Se
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Sela, Resor, and Hickey 311 Grade C
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Sela, Resor, and Hickey 313 records
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Sela, Resor, and Hickey 315 recomme
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CRITIQUES: HOW ARE WE DOING? Riders
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Polzin and Page 321 NTD ID TABLE 1
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Polzin and Page 323 35 30 Ridership
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Polzin and Page 325 As an indicatio
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D allas TX Denver CO 100 100 80 80
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Polzin and Page 329 Passengers per
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Polzin and Page 331 TABLE 3 Percent
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Polzin and Page 333 Figure 10 graph
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Polzin and Page 335 3500 Passenger
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Polzin and Page 337 productivity tr
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Cooper and Furmaniak 339 PROJECT OV
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Cooper and Furmaniak 341 less than
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Cooper and Furmaniak 343 substation
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Cooper and Furmaniak 345 120,000 10
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Cooper and Furmaniak 347 failures,
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Cooper and Furmaniak 349 creatively
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D CRITIQUES: HOW ARE WE DOING? Peak
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Demery and Higgins 353 The finding
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Demery and Higgins 355 TABLE 1 Regr
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Demery and Higgins 357 TABLE 3 Regr
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Demery and Higgins 359 have to be s
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Demery and Higgins 361 regularly ex
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Demery and Higgins 363 passengers (
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Demery and Higgins 365 92-ft (28-m)
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Demery and Higgins 367 NOTES 1. The
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Demery and Higgins 369 18. Moore, J
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M CRITIQUES: HOW ARE WE DOING? Ligh
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Henry 373 SUCCESS MEANS FAILURE? De
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Henry 375 trolley car” for their
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Henry 377 Cox’s claims appear to
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Henry 379 ATTACK ON SMART GROWTH AN
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Henry 381 But another question is r
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Henry 383 FIGURE 1 Average proporti
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Henry 385 REFERENCES 1. Layton, Lyn
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CIVIL DESIGN Design and Constructio
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Berliner, Campo, Dickerson, and Mac
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CIVIL DESIGN Floating Slab Trackbed
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Carman, Smoluchowski, and Berliner
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Carman, Smoluchowski, and Berliner
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Page 421 and 422: FIGURE 5 Plan view of NERL MOS-1 FS
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Page 447 and 448: FIGURE 4 Idealizations for modeling
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Page 476 and 477: 474 Transportation Research Circula
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Swiecick, Van Dyke, and O’Connor
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524 Transportation Research Circula
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P OPERATIONS AND COMMUNICATIONS Imp
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PROJECT MANAGEMENT
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PROJECT MANAGEMENT Design-Build Con
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PORTLAND POSTER SESSION
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T PORTLAND POSTER SESSION Special P
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LIGHT RAIL ELECTRIFICATION
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LIGHT RAIL ELECTRIFICATION Operatio
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L LIGHT RAIL ELECTRIFICATION Built-
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T LIGHT RAIL ELECTRIFICATION One Br
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FIGURE 1 Light rail in Portland.
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FIGURE 2 Voltage profile.
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TRANSPORTATION RESEARCH BOARD 2003
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Officers George F. Dixon, III, Chai
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APTA Officers and Board of Director
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The National Academy of Sciences is
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