A closer look at rail methodology in the BTS National Transportation Noise Map

2021 ◽  
Vol 263 (1) ◽  
pp. 5372-5381
Author(s):  
Amanda Rapoza ◽  
Meghan Shumway ◽  
Gary Baker ◽  
Peter Wilke
Keyword(s):  
High Speed ◽  
Light Rail ◽  
Urban Centers ◽  
High Speed Rail ◽  
Transportation Noise ◽  
Passenger Rail ◽  
Commuter Rail ◽  
Noise Data ◽  
Time Changes ◽  
Noise Map

In 2017, the Bureau of Transportation Statistics released the inaugural national, multi-modal transportation noise map prototype. The noise modeling and mapping effort was envisioned as a way to facilitate the geographic tracking of national trends and provide insight into transportation noise-related questions as changes occur over time - changes between modes, types of vehicles within modes and the geographic shifts of populations. How do changes in aircraft technology change the transportation noise landscape? Does increased high speed rail availability affect highway-related noise? How does a population shift away from urban centers affect the soundscape? The inaugural model included aviation and highway sources. The first update, released in November 2020, includes passenger rail-related noise in addition to aviation and highway sources. Operations in this new mode include commuter rail mainline, high-speed electric, light rail, heavy rail and streetcars, along with commuter rail horns at highway-rail grade crossings. The data for this noise map were modeled based on USDOT methods, with adjustments and simplifications to model on a national scale. This paper focuses on the modeling methods and geospatial approach used to develop the passenger rail noise data layer.

scholarly journals Visions of a polycentric suburb : the evolution of car-centric design

2021 ◽  
Author(s):  
Mark Siemicki
Keyword(s):  
Urban Sprawl ◽  
High Speed ◽  
Light Rail ◽  
High Speed Rail ◽  
Southern Ontario ◽  
Commuter Rail ◽  
Suburban Cities ◽  
Emerging Issues ◽  
Rail Rapid Transit ◽  
Globalized World

The following thesis investigates emerging issues surrounding car-centric design know as urban sprawl and questions whether or not it is feasible and appropriate for cities to continue sprawling in a car-centric manner given changing conditions. Social, political, environmental and economical concerns have surfaced putting a damper on the once great "American Dream" raising concerns that car-centric design can prove detrimental to humanity. The roots of modernist design are discussed and the ideas behind modernists' intentions analyzed while juxtaposing modernist vision to the real outcomes of modernism. Modernist ideas are compared and contrasted to new and old theories that challenge the modernist ideals in order to propose a new direction for future urban development. The design project takes into account the importance of connection and network through infrastructure in a globalized world. Transit infrastructure (high speed rail, improved commuter rail, rapid transit and light rail) is proposed on a number of scales in the Southern Ontario region to act as a catalyst for responsible growth interconnecting future intensified polycentric suburban cities.

scholarly journals Visions of a polycentric suburb : the evolution of car-centric design

2021 ◽  
Author(s):  
Mark Siemicki
Keyword(s):  
Urban Sprawl ◽  
High Speed ◽  
Light Rail ◽  
High Speed Rail ◽  
Southern Ontario ◽  
Commuter Rail ◽  
Suburban Cities ◽  
Emerging Issues ◽  
Rail Rapid Transit ◽  
Globalized World

The following thesis investigates emerging issues surrounding car-centric design know as urban sprawl and questions whether or not it is feasible and appropriate for cities to continue sprawling in a car-centric manner given changing conditions. Social, political, environmental and economical concerns have surfaced putting a damper on the once great "American Dream" raising concerns that car-centric design can prove detrimental to humanity. The roots of modernist design are discussed and the ideas behind modernists' intentions analyzed while juxtaposing modernist vision to the real outcomes of modernism. Modernist ideas are compared and contrasted to new and old theories that challenge the modernist ideals in order to propose a new direction for future urban development. The design project takes into account the importance of connection and network through infrastructure in a globalized world. Transit infrastructure (high speed rail, improved commuter rail, rapid transit and light rail) is proposed on a number of scales in the Southern Ontario region to act as a catalyst for responsible growth interconnecting future intensified polycentric suburban cities.

Simulation of traction and curving for passive steering hauling locomotives

2008 ◽  
Vol 222 (2) ◽  
pp. 117-127 ◽  
Author(s):  
S A Simson ◽  
C Cole
Keyword(s):  
Friction Coefficient ◽  
High Speed ◽  
General Motors ◽  
Light Rail ◽  
High Speed Rail ◽  
Commuter Rail ◽  
Heavy Haul Train ◽  
Heavy Haul ◽  
Curving Performance ◽  
Better Than

In a heavy haul train operations the ruling grades that set the tractive power requirements for train consists are often associated with tight curvatures. Past studies of passive or active bogie steering developments have been mostly directed towards high-speed rail applications or light rail and commuter rail applications and hence studies have focused on two axle bogies. Linked passive steering three axle locomotive bogies such as produced by General Motors Electric Motor Division for the SD70 class locomotive are in widespread use however, there are few publications on traction and curving, and few papers on linked passive steering bogies. This paper presents a simulation study three axle bogie locomotives on various curve radii with traction and variable rail friction conditions. Curving performance is assessed showing body linked radial bogies to have considerable advantages over axle linked bogies that are significantly better than yaw relaxation bogies at improving steering under traction. As traction adhesion approaches the rail friction coefficient steering performance of all bogies without forced steering deteriorates to the same levels as a rigid bogie.

Impact of Spatial Filtering on the Least Cost Path Method

2010 ◽  
Vol 1 (4) ◽  
pp. 32-44
Author(s):  
Amy E. Rock ◽  
Amanda Mullett ◽  
Saad Algharib ◽  
Jared Schaffer ◽  
Jay Lee
Keyword(s):  
Land Cover ◽  
High Speed ◽  
Least Cost Path ◽  
High Speed Rail ◽  
Highway Infrastructure ◽  
Advantages And Disadvantages ◽  
Passenger Rail ◽  
The Face ◽  
Cost Paths ◽  
Cost Factors

In the face of renewed interest in High-Speed Rail (HSR) projects, Ohio is one of several states seeking federal funding to relieve pressure on aging, overburdened highway infrastructure by constructing passenger rail routes between major cities. This paper evaluates the creation of a new rail route in Ohio’s 3-C Corridor utilizing GIS. The authors consider two primary cost factors in construction, slope and land cover, to generate alternative least-cost paths. To assess the importance of the cost factors, two separate paths are created using two different weighting methods for the land cover layer. The land cover is weighted first by difficulty of construction, and second by relative acquisition costs. These two paths are then compared against a path selected by the Ohio Hub Project which uses existing track lines, advantages and disadvantages of each are discussed.

The Altamont Corridor Rail Project Joint Use Corridor

2010 ◽  
Author(s):  
Brent D. Ogden
Keyword(s):  
High Speed ◽  
Geographic Location ◽  
Cost Effective ◽  
Northern California ◽  
San Jose ◽  
High Speed Rail ◽  
Bay Area ◽  
Passenger Rail ◽  
Union Pacific ◽  
Separated Operation

The Altamont Rail Corridor Project will develop a new dedicated regional passenger rail link within Northern California for joint use by regional intercity and commuter trains connecting between the northern San Joaquin Valley and the Bay Area as well as statewide intercity trains fully compatible with the 200+ mph system being developed by the California High-Speed Rail Authority (the Authority). The corridor, which follows portions of the transcontinental railway, is presently served by the Altamont Commuter Express (ACE) operated by the San Joaquin Regional Rail Commission (the Commission) and is eligible to receive California High-Speed Rail bond funds. The Authority and Commission have signed a Memorandum of Understanding to jointly develop the project which will greatly improve the existing service by providing a new dedicated passenger line separate from the Union Pacific Railroad over which the current ACE service operates. The strategic geographic location of the corridor within the Northern California network allows operation of a wide variety of services through Altamont Pass including commuter trains to the Bay Area, intercity corridor trains and regional intercity trains between Sacramento and San Jose` with the possibility that high-speed “bullet” trains from the statewide network could ultimately operate along the route. Although the shared-use potential broadens interest in the project, concomitant planning challenges include identifying workable, cost-effective solutions to incrementally develop the 80+ mile corridor over time while migrating the service presently provided by standard heavyweight diesel locomotive-drawn consists to a fully electrified, grade separated operation capable of supporting operation of 220+ mph lightweight trainsets.

A Comprehensive Framework for Assessing Passenger Rail Services: A Case Study of the Hoosier State Line

2014 ◽  
Author(s):  
V. Dimitra Pyrialakou ◽  
Konstantina (Nadia) Gkritza
Keyword(s):  
High Speed ◽  
Systems Approach ◽  
Cost Effective ◽  
The United States ◽  
Economic Benefits ◽  
Fiscal Year ◽  
High Speed Rail ◽  
Passenger Rail ◽  
Rail Services

The development of a nationwide commuter and high-speed rail (HSR) network has been suggested as a promising and “greener” passenger transport solution with the potential to reduce energy consumption and greenhouse gas emissions, given efficient planning that will ensure sufficient ridership and sustainable investment. It is anticipated that passenger rail growth will bring regional economic benefits as well as promote energy independence, transportation safety, and livable communities with improved accessibility and inter-connectivity. Much research has been conducted to identify the benefits and costs associated with the operation, maintenance, and improvement of passenger rail services. However, previous studies supporting investment in passenger rail have generally considered one evaluation factor at a time. Additionally, studies suggesting that investment in passenger rail is not cost-effective give more weight to quantifiable benefits and current conditions, and rarely consider changes in public preferences influenced by policies and fostered conditions to encourage mode shifts. Thus, the literature lacks a comprehensive approach that would evaluate investments in passenger rail, accounting for quantifiable and other benefits, in light of environmental, resilience and sustainability, economic, demand, and feasibility factors. Using a case study of the Hoosier State line, this study illustrates a systems approach for comprehensively assessing passenger rail services in the United States in terms of the system’s existing opportunities and future directions. The Hoosier State line operates four days per week between Indianapolis, Indiana and Chicago, Illinois with four intermediate stops. As of October 1, 2013, the State of Indiana, local communities, and Amtrak reached an agreement to support the Hoosier State line for the next fiscal year (2013–2014).

Land Use and Transit Integration and Transit Use Incentives

1998 ◽  
Vol 1618 (1) ◽  
pp. 39-47 ◽  
Author(s):  
Snehamay Khasnabis
Keyword(s):  
Land Use ◽  
High Speed ◽  
Private Investment ◽  
Light Rail ◽  
Urban Structure ◽  
Sources Of Information ◽  
Cooperative Research ◽  
High Speed Rail ◽  
Transportation Policies ◽  
Urban Activities

Planners have often looked on transportation policies as a means of controlling broad patterns of land use. It has been argued that past transportation policies have contributed to decentralization of urban activities resulting in congestion, traffic hazards, and environmental pollution. Others contend that urban land uses reflect location decisions by individual households and employers and that transportation is just one of the many factors that affect such decisions. Thus, public policies in transportation have very little opportunity to alter future land use. The exact effect of transit on the distribution of urban activities, the resulting urban structure, the level of congestion, and air quality is not fully understood. An attempt is made in this paper to document successful cases of transit and land use integration as well as the techniques used by different agencies to bring about such integration. Various studies under the Transit Cooperative Research Program on different aspects of transit and land use policies serve as the basic sources of information for this paper. Eight case studies are examined that encompass a variety of transit modes in urban North America. It is concluded that the accessibility advantages provided by transit may play a crucial role in the concentration of development and in creating economic opportunities. However, transit by itself is not sufficient to guarantee successful transit-focused development. Other major factors are supportive regional and local policies and private investment in concert with the transit program. Further, successful transit and land use integration does not necessarily imply the presence of a high-speed rail system. In a strong market, when support policies are in place, light rail and busways can also be used to channel urban growth.

High Speed Rail: Track Construction Considerations

2011 ◽  
Author(s):  
Blaine O. Peterson
Keyword(s):  
High Speed ◽  
Optimal Solution ◽  
Rolling Stock ◽  
High Speed Rail ◽  
Track Geometry ◽  
Slab Track ◽  
Passenger Rail ◽  
Construction Methods ◽  
Track System ◽  
Ballasted Track

This paper discusses general High Speed Rail (HSR) track geometry, construction and maintenance practices and tolerances. The discussion will reference several key international projects and highlight different construction methods and the track geometry assessments used to establish and ensure serviceability of a typical HSR system. Historically, established tighter tolerances of “Express” HSR (i.e. operating speeds greater than 240 km/h or 150 mph) systems have favored the use of slab track systems over ballasted track systems. Slab track systems offer greater inherent stability while ballasted track systems generally require more frequent track geometry assessments and anomaly-correcting surfacing operations. The decisions related to which system to use for a given application involve numerous considerations discussed only briefly in this paper. In many cases, the optimal solution may include both track forms. Rolling stock considerations and their influence on track infrastructure design are considered beyond the scope of this paper. This paper will focus predominantly on two slab track systems widely used in international HSR projects: the Japanese J-slab track system; and the German Rheda slab track system. The French track system will be referenced as the typical ballasted track HSR design. The practices discussed in this paper generally apply to systems which are either primarily or exclusively passenger rail systems. In the U.S., these types of systems will necessarily exclude the systems the Federal Railway Administration (FRA) refers to as “Emerging” or “Regional” HSR systems which include passenger train traffic to share trackage on, what are otherwise considered, primarily freight lines.

Who Rides These Things?

2010 ◽  
Author(s):  
Jack E. Heiss
Keyword(s):  
High Speed ◽  
Market Demand ◽  
Market Information ◽  
High Speed Rail ◽  
Development Patterns ◽  
Trip Purpose ◽  
Passenger Rail ◽  
Rail Line ◽  
Market Capture ◽  
Investment Grade

While planners and politicians alike go about kicking the tires of various trains, and traveling abroad on fact-finding missions about HSR, the question remains whether Americans will patronize high-speed rail in sufficient number to justify the investment. A common practice is to identify an existing or abandoned rail line as the candidate route that connects population centers, identify the former stations for rehabilitation, select a technology, and then perform an investment-grade ridership study to determine whether sufficient revenues will be generated. This approach may prove sufficient in the upgrading of an existing conventional service, or re-establishing a previous service in those areas of the country with a long history of passenger rail. When approaching newer developed areas such as the Sunbelt cities, the inter-relationship of development patterns and fixed-guideway passenger services is not established. Those development patterns were influenced by the automobile, not by guideway-based transportation. A different approach is needed when history is not a guide. While the selection of the population centers to be served at the outset is appropriate and makes for a basic identification of the market to be served, it does not reveal the actual destinations that are interest to the travelers. The next step is to more thoroughly investigate travel between those points. That investigation should include surveys to determine trip purpose, identify the main attractors in the markets, the demographics of the travelers and how time is valued by the travelers. Finally, estimates must be made of the absolute numbers of those traveling. Additionally, examination of the current travel patterns through the patronage of existing services can provide clues to the market demand. The acquisition of this market information then allows the planners to design a transportation product that will appeal to the potential customers and make a determination of potential revenue. Even when certain parameters of a system are set because of geography or availability of infrastructure, market information can guide improvements to maximize market capture. This paper will examine those data that are important to a high-speed rail plan and how some system decisions directly affect the ability of the transportation product offered to satisfy the needs of the traveling public. “Build it and they will come” cannot be trusted to repay the massive investment required by high-speed rail.

The Future Roles for Tracked Levitated Vehicle Systems

1974 ◽  
Vol 96 (2) ◽  
pp. 117-127 ◽  
Author(s):  
J. D. Ward
Keyword(s):  
High Speed ◽  
Operating Costs ◽  
Fixed Costs ◽  
High Speed Rail ◽  
Passenger Rail ◽  
Relative Preference ◽  
Rail Systems ◽  
The Future ◽  
General Preference ◽  
Large Investment

The future roles for tracked levitated vehicle (TLV) systems are identified in the context of comparison with improved passenger rail systems and short haul air systems. These new TLV systems, anticipated to be available for operational use in the 1980’s, will be capable of cruise speeds to about 300 mph, compared to 150–170 mph for high speed rail. The paper concludes that, when developed, TLV will be better than the best rail. Because of its higher speed, travel times will be shorter and operational costs per seat mile will be lower. Higher speed results in lower operating costs because it increases vehicle productivity in terms of seat-miles generated per hour. The relative preference between TLV and air systems depends on both ridership density and trip distance. TLV has much higher fixed costs than air because of the large investment in guideway and other infrastructure, so that TLV requires a larger ridership if fixed costs per passenger are to be reasonable. In operations, however, air systems lose much more time in terminal (airport) stops than TLV systems, which penalizes total trip time and vehicle productivity, especially for short trip distances. Thus air system operating costs are substantially higher than those of TLV systems for short trips. The net result is a general preference for TLV systems when ridership densities are high and trip distances are below 300–400 miles, and a preference for air systems at lower ridership densities or for longer trips. Air is distinctly superior beyond 500 miles.

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