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

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PORTLAND POSTER SESSION Environmental and Sustainable Elements in Light Rail Transit Design and Construction The GREEN Line—From High Tech to No Tech T SIMON COOPER SEAN BATTY Tri-County Metropolitan Transportation District of Oregon he goal of the Tri-County Metropolitan Transportation District of Oregon (TriMet) is to be an environmental leader. TriMet aims to go beyond merely complying with environmental regulations by continually improving its environmental performance, preventing pollution, and reducing its impact on the environment. This policy was applied to the Interstate MAX project in Portland, Oregon, with excellent results. The final project was tangibly more “sustainable,” allowing for the future implementation of additional sustainable elements, incurred no loss of system functionality, and was within the project budget and schedule constraints. The goals were accomplished by making extensive use of recycled materials and reused materials, by planting trees, and by using innovative storm water management techniques to clean storm water runoff. These sustainable project elements range from the very simple (“low tech”) to the quite complex (“high tech”). It is concluded that • Agency environmental philosophy begins at the top. • Recycled elements and recycling often represent practical and cost effective solutions. • Storm water elements are driven by City and Federal requirements and, in the case of Interstate MAX, required careful interpretation and application. • Sustainable elements run the gamut from high tech to low tech, with the traditional precepts of “reduce, reuse, recycle” falling somewhere in the middle. Sustainability, in some cases, improves the bottom line over the life cycle of the system. INTRODUCTION TriMet is the first transit agency in the United States to utilize recycled materials extensively in a rail project. The Interstate MAX light rail alignment is an approximately 5.6-mi extension of the Portland area’s regional light rail system from the centrally located Rose Quarter arena north to the edge of Portland (and Oregon State University), at the Expo Center. Recycled materials were used in response to internal agency policy, community desires for more sustainable construction, and, in part, due to regulatory requirements. The use of recycled materials and other sustainable elements were conscious responses to favorable engineering cost-benefit analysis that address the entire life cycle of the project. 595
596 Transportation Research Circular E-C058: 9th National Light Rail Transit Conference These sustainability efforts save the agency money, streamline its operations, and make the project friendlier to the environment. For example, TriMet saved more than $500,000 in direct construction costs by focusing on opportunities to utilize recycled products. Specific sustainable elements can be organized in a continuum of complexity. Sustainability proponents often focus on technologically complex elements; however, significant sustainability gains can be made by incorporating elements that are very low tech. For example, TriMet is tripling the number of street trees installed along the alignment, a “no-tech” project element. These trees will improve the environment by reducing air pollution, providing shade, and retaining storm water. The Lower Albina and Upper Interstate reaches of Interstate MAX reduced the storm water impact of approximately 2.9 acres of impervious area through the use of a ballast trackway. This pervious track section reduces the amount of runoff from paved surfaces. This specific technology is definitely low tech. The project also treats storm water runoff from 36 acres of industrial area that flows directly into the Willamette River. This runoff is treated through a specialized storm water treatment vault that could be considered to be in the mid-range of the technology continuum. The future for light rail transit (LRT) may include the installation of regenerative braking energy storage capacitors—certainly a high tech solution. These capacitors act as batteries that store the energy that the trains generate when braking, and release it to the power grid for use by other trains. Sustainability Somewhat Defined The terms sustainability, “green,” and environmentally friendly, have all been used to describe environmental initiatives. The current term of art is sustainability. What is sustainability? As stated by Oregon’s former governor John Kitzhaber, the necessarily broad definition of sustainability is using, developing, and protecting resources at a rate and in a manner that enables people to meet their current needs and also provides that future generations can meet their own needs. Sustainability requires simultaneously meeting environmental, economic, and community needs. In economic terms, the goal is to live on environmental interest, not on environmental capital. Project Mandates The sustainability of Interstate MAX is the result of two major factors. First is TriMet’s commitment to being an environmental leader. TriMet’s philosophy goes beyond simple compliance with environmental regulations to actively working on improving environmental performance, preventing pollution, and reducing the impact of TriMet’s activities on the environment. This philosophy is largely attributable to TriMet’s leadership. TriMet’s General Manager Fred Hansen served as deputy administrator of the Environmental Protection Agency for 4 years, and he was the director of the Oregon Department of Environmental Quality (DEQ) for more than 10 years. GREEN Environmental Policy Through Mr. Hansen’s leadership, TriMet has created a GREEN philosophy, described below.
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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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FIGURE 5 Plan view of NERL MOS-1 FS
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CIVIL DESIGN Fitting Light Rail Tra
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Emili, Spadaccino, Risoldi, Tuzi, a
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FIGURE 3 Aerial view of the constru
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FIGURE 6 Piazza Vittorio Emanuele u
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FIGURE 8 Vibration measurement resu
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FIGURE 11 Side and central precast
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T CIVIL DESIGN Embedded Track Desig
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FIGURE 1 Configuration 1: Rail full
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Daniels 441 Configuration 2: Rail o
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FIGURE 4 Idealizations for modeling
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Daniels 445 Results Available from
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Note: Fatigue life is calculated on
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35 Note: Fatigue life is calculated
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Daniels 451 Pressures: Rail Support
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12 10 Slab Pressure on Ground Suppo
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RAIL UPLIFT FORCE FROM THERMAL EFFE
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Daniels 457 SUMMARY Analysis of emb
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T CIVIL DESIGN Debate of At-Grade V
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Li and Tertadian 461 \ FIGURE 1 Exp
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Li and Tertadian 463 FIGURE 2 Exist
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Li and Tertadian 465 navigability.
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Li and Tertadian 467 being consider
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Li and Tertadian 469 TABLE 1 Estima
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474 Transportation Research Circula
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OPERATIONS AND COMMUNICATIONS From
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Swiecick, Van Dyke, and O’Connor
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P OPERATIONS AND COMMUNICATIONS Imp
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PROJECT MANAGEMENT
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Page 545 and 546: 544 Transportation Research Circula
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Page 595: 594 Transportation Research Circula
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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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