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Old March 18th, 2006, 10:34 PM   #41
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From www.trains.com

Stand back: New Mexico's Rail Runner clears last hurdle

ALBUQUERQUE � The state of New Mexico's top attorney has signed off on a $75 million state railroad right-of-way purchase transaction, clearing the way for the Rail Runner Express commuter train, backed by New Mexico Gov. Bill Richardson, according to story in the Albuquerque Journal.

State Attorney General Patricia Madrid's conditional approval means the commuter trains could start rolling by late May or early June. The route will be on newly state-owned trackage, purchased from BNSF Railway. The first service will be round trips between Albuquerque and Bernalillo, 20 miles north, said Mid-Region Council of Governments executive director Lawrence Rael. Rail service south to Belen likely will come by mid-summer, said Rael, whose agency has spearheaded much of the project.

"We've got a contractor on board to build stations. We've got a contractor on board to run the trains. We've got all the pieces in place that had been on hold while this decision was made," Rael said after Richardson's announcement.

Richardson, in a written statement, said Madrid's green light "removes one of the last big barriers to a fast, clean, and affordable commuter-train system in New Mexico."

While Madrid's February 28 legal opinion concludes that the joint-use agreement between the state and BNSF is "lawful under the laws of the state of New Mexico," it also lists several changes that need to be made.

BNSF spokesman Pat Hiatte said early Thursday evening that the railroad was reviewing the matter "even as we speak." He added that BNSF anticipates moving toward closing the deal to allow the Rail Runner to begin service.

The state and BNSF in December celebrated the track purchase � one vital piece of Richardson's $393 million plan to start a commuter service to ultimately link Belen, Albuquerque, and Santa Fe. As initially written, it would give the state about 300 miles of railroad between Belen and Trinidad, Colo.
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Old March 18th, 2006, 10:42 PM   #42
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SEPTA expected to approve 104 new regional rail cars
A Korean-Japanese consortium appears to have wrapped up the $244
million contract.
By Larry King
Philadelphia Inquirer Staff Writer


SEPTA's board is expected to approve a $244 million contract next
week for a Korean-Japanese consortium to build at least 104 regional
rail cars over the next four years.

A staff recommendation that SEPTA accept the bid by United Transit
Systems was made public yesterday.

The contract would be the largest investment SEPTA has ever made in
regional rail vehicles, and would increase its fleet by 31 cars. The
rest of the new Silverliner V cars would replace 73 aging rail cars
that date to the 1960s.

"The ridership on the regional rails is so heavy, we owe it to the
public to move this along," SEPTA general manager Faye Moore said in
an interview. The net gain of 31 cars "should help us eliminate some
of the standers" during peak times, and will leave room for ridership
to grow, she said.

More than 106,000 passengers take SEPTA's regional trains on
weekdays. According to the transit agency, that number has been
increasing by about 3 percent annually.

SEPTA's board is scheduled to vote Thursday on the contract.

The UTS proposal was more than $52 million lower than an offer from
Kawasaki Rail Car Inc., the only other bidder.

The Silverliner V project had been delayed for two years after
Kawasaki sued SEPTA for selecting UTS from a group of four
manufacturers in 2004. Kawasaki contended in the lawsuit that UTS was
inexperienced and technically inferior, and that SEPTA had improperly
switched its standards during the bidding to favor UTS.

Kawasaki dropped the lawsuit after SEPTA agreed to redo the process.
There was no indication yesterday whether Kawasaki might mount
another challenge. Its marketing director, Jitendra Tomar, did not
return a call seeking comment.

In a recent interview, however, Tomar had said he expected the UTS
bid to be lower than Kawasaki's.

"We of course have to make a minimum profit," he said. "To actually
get a contract is easy, but to perform the contract is much more
difficult."

UTS is a consortium of the Sojitz Corp. of America - a subsidiary of
a Tokyo-based firm - and Rotem Co., a South Korean manufacturer. Last
month, Rotem won its first contract to build U.S. rail cars: a $176
million pact with the Southern California Regional Rail Authority.

Rotem also has built thousands of rail cars for foreign transit
systems.

Most of the manufacturing would be done in South Korea. But final
assembly of the SEPTA and California rail cars would be done at a
site leased by UTS at the former Philadelphia Naval Shipyard.

The Philadelphia site eventually will employ at least 200 workers,
UTS project manager Hatsuhiko Kageyama said.

Three pilot cars will be due within 21/2 years after UTS receives
final approval to proceed. The last of the fleet should be delivered
within four years.

SEPTA also has an option in the contract to buy up to 16 additional
cars to accommodate ridership growth.

Asked about a possible challenge from Kawasaki, Kageyama said he
hoped his competitor "is sensitive to the needs of the public, the
people. They really are in dire need of new equipment."

UTS and Kawasaki submitted their proposals in December. Both were
reviewed by a SEPTA technical committee, which found both companies'
proposals acceptable, and deemed both companies able to carry out the
contract.

That was a switch for UTS, which had received the lowest technical
rating of the four companies evaluated in 2004. This time, its rating
was on a par with Kawasaki's.

Inflation has taken a toll, however. UTS's proposal was $8 million
higher than its 2004 bid. And Kawasaki's proposal ballooned by $46
million over its 2004 offer.

Each new Silverliner will have about 10 fewer seats than the car it
replaces. It will have fewer three-seat rows, larger windows, wider
aisles and doors, and better heating and air conditioning, according
to SEPTA. Each will have room for two wheelchairs.

SEPTA's staff also has recommended that an outside engineering
consultant, STV Inc., be awarded an $8.1 million contract to ride
herd on the project. Neil Patel, SEPTA's contract administration
director, said STV would help SEPTA management oversee the
engineering and construction of the new Silverliners.

Contact staff writer Larry King at 215-345-0446 or
[email protected]
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Old March 20th, 2006, 02:26 AM   #43
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http://www.corridorone.info/index.html

Description
The Corridor One project seeks to implement regional rail service along existing rail facilities within the south central Pennsylvania region, linking Lancaster with Harrisburg and the West Shore communities of Cumberland County.

Capital Area Transit (CAT) and the Modern Transit Partnership (MTP) are working together to provide the region with a true multi-modal transportation system; a way to connect bus routes, local roads, highways and other means of transportation. A major component of this system is regional rail service along Corridor One.
Purpose

The purpose of the proposed Corridor One project is to provide improved mobility and accessibility for people and goods within the corridor and, more broadly, south central Pennsylvania.
Needs

The need for the development of regional rail in Corridor One is based on transportation and land use characteristics that affect overall mobility and access in the region.

* Growth: Population and employment in the region is expected to increase by 27% and 44%, respectively, by 2020. Based on existing land use patterns, this growth will increase the level of commuting from the fringes of the region into Corridor One.
* Travel demand: At a regional level, total vehicle miles traveled are estimated to double between the years 1990 and 2025. Without major transportation improvements, the result of this growing travel demand will be increased traffic congestion and an increase in trip duration.
* Freight movement: Corridor One and the surrounding region are a major eastern U.S. freight movement hub, due to the region’s significant highway and rail infrastructure. Between 1990 and 2020, regional rail freight traffic is expected to increase by 30% and truck travel by 40%. This growth will place additional demands on the currently congested highway system.

Background, Phase II Transit Alternatives Study Corridors

Planning and analysis activities related to the proposed Corridor One regional rail system have been ongoing since 1993. Five studies were conducted:

*
Phase I Transit Alternatives Study, 1993.
* Phase II Regional Transit Alternatives Study, 1996.
* Transportation Investment Study, 1998.
* Federal Transit Administration New Starts Application, 2001.
* Transitional Analysis, 2002.

The result of these studies was the identification of a regional rail service in Corridor One from Lancaster to East Mechanicsburg as the locally preferred alternative for improving mobility and accessibility in the region.


Current Phase, Goal

This phase of the Corridor One project involves the completion of preliminary engineering and environmental analysis for the locally preferred alternative.

Preliminary engineering examines alternative ways of implementing the preferred solution, producing a firm definition of the scope of the project. The preliminary engineering preformed at this phase is necessary to complete an evaluation of the potential environmental impacts of the project, in accordance with the National Environmental Policy Act (NEPA) of 1969.

This phase of the project will be considered complete when the Federal Transit Administration (FTA) has issued a record of decision (ROD) or finding of no significant impact (FONSI), as required by NEPA, and when CAT has demonstrated to FTA its technical and financial capability to advance the project into the next stage of development.
Objectives

* Development of a detailed estimate of total project costs, including capital expenditures and operation and maintenance requirements.
* Identification of the effect of the project upon the natural, social, cultural and transportation resources of the local and regional community.
* Selection of a rail technology and development of a preliminary rail operating plan.
* Determination of station location and preliminary station design.
* Development (in coordination with local municipalities) of a transit-oriented land use development strategy to encourage mixed-use economic development surrounding proposed stations and throughout the Corridor One region.
* Development of a preliminary transit management plan for providing transit connections between modes.
* Completion of a funding plan to demonstrate the dedication of sufficient operation and maintenance resources.

Alternatives

This phase of the project is focused on a detailed assessment of the actual implementation of regional rail within Corridor One. The alternatives being evaluated are:

* The no-build alternative
* The locally preferred alternative

The no-build alternative assumes no development of regional rail and a continued dependence on existing transit services and highway facilities to move people and goods in the region.

The locally preferred alternative assumes the development of regional rail service within the Corridor One area as an alternative to automotive passenger vehicle travel to reach employment and other destination areas within the corridor.

West of the Harrisburg Transportation Center, the proposed project would utilize a combination of restored and existing Norfolk Southern rail line to provide service. Existing rail traffic on this line is currently used exclusively for freight transport. Five new passenger stations would be constructed along this western segment. These stations would be located at:
Harrisburg Hospital

* Harrisburg Hospital
* City Island
* Lemoyne
* Route 15
* East Mechanicsburg

East of the Harrisburg Transportation Center, the project would use existing AMTRAK rail line within the Keystone Corridor to provide passenger service to Lancaster. This service would utilize the existing passenger stations in place at:

* Harrisburg International Airport (currently under construction)
* Middletown
* Elizabethtown
* Mount Joy
* Lancaster

No major physical changes to the existing stations east of Harrisburg are envisioned for the project.

Project Schedule

* Preliminary engineering and environmental studies phase – complete mid 2004
* Final engineering design phase – complete mid 2005
* Construction phase – complete late 2005 to mid 2007
* Lancaster to Harrisburg service – operational mid 2006
* East Mechanicsburg to Harrisburg service – operational in 2007

Project Participants, Project Team

Federal Transit Administration (FTA)

The Federal Transit Administration is one of eleven modal administrations within the U.S. Department of Transportation. FTA is involved in all aspects of public transit, including buses, subways, light rail, commuter rail, monorail, passenger ferry boats, trolleys, inclined railways, and people movers. FTA's participation in this study is through their Region 3 office, located in Philadelphia. FTA provides financial assistance to develop new transit systems and improve, maintain, and operate existing systems.

Capital Area Transit (CAT)

CAT, legally known as the Cumberland-Dauphin-Harrisburg Transit Authority, is the Harrisburg metropolitan region's provider of mass transportation services including CAT bus service and other transit services.

The Modern Transit Partnership (MTP)

The Modern Transit Partnership (MTP) is a nonprofit organization that supports and promotes public transportation with the ultimate goal of bringing regional rail to Central Pennsylvania. Launched in 1997 by the CAT Board of Directors, this partnership is made up of business, community, government and individual members who strive to develop a regional transportation plan that will meet tomorrow's transportation and infrastructure needs.
Consultant Team

Gannett Fleming, Inc.

Gannett Fleming, Inc. is a multi-disciplinary engineering and planning firm with a reputation for excellence. Established in 1915 and based in Camp Hill, Pennsylvania, the firm's volume of work currently places them among the top 50 engineering firms in the country.

Gannett Fleming has vast experience in all modes of transportation, including the engineering of transit systems across the United States. Gannett Fleming is the leader of the consultant team, with overall project management responsibility and leadership of the performance of the preliminary engineering and environmental services for this study.

Sacunas & Saline

Sacunas and Saline is a full-service marketing, public relations and research firm, serving clients on regional, national and international levels. Headquartered in Harrisburg, the firm is the largest full-service public relations and marketing firm between Pittsburgh and Philadelphia.

Sacunas and Saline will provide extensive public involvement support for this study.

ASC Group Inc.

ASC Group is a cultural and environmental resources management company with regional offices located in Pittsburgh and Hershey, Pennsylvania. ASC has one of the largest full-time cultural resource professional staffs in the country. ASC has extensive experience in Pennsylvania providing cultural resource management services for transportation and water resource projects.

ASC Group will provide cultural resource management services as part of the environmental studies being conducted for this study.

Sarah J. Siwek and Associates

Sarah J. Siwek and Associates provides consulting services in the transportation field, specializing in the development and execution of strategies for funding, approval and implementation of surface transportation projects.

Sarah J. Siwek and Associates will participate in the development of the Corridor one financial plan, the parking management strategy, and station area development tasks of the study.

Dawood Engineering, Inc.

Dawood Engineering, based in Enola, PA, is a multi-disciplinary, professional consulting firm specializing in civil engineering, environmental services, geographical engineering, land development, and surveying services. Established in 1992, Dawood Engineering has participated in public and privately funded projects throughout Pennsylvania, Maryland, and Virginia.

Dawood Engineering will provide surveying and geotechnical services for this study.

Parsons Brinckerhoff, Inc.

Parsons Brinckerhoff brings a wealth of experience in the development of transit systems to the team. PB has been involved in the development of transit systems throughout the Mid-Atlantic states, including rail systems in New York City, Philadelphia, New Jersey and the Baltimore-Washington, D.C. metro area.

PB will participate in station area development, focusing on transit-oriented development strategies and in the architectural design of the proposed new stations.

LTK Engineering Services

LTK is one of America's oldest and largest rail transportation consulting firms. LTK has worked behind the scenes at virtually every rail transit system in the United States, and many international systems. Based in Ambler, Pennsylvania, LTK's assignments cover all phases of project development, from preliminary planning through revenue operation.

For this study, LTK will lead development of the rail vehicle design and operations and development of the fare collection system, and play a major role in establishment of working agreements with AMTRAK and Norfolk Southern railroads.

Crossgates, Inc.

Crossgates, Inc. provides a full range of professional real estate services in development, construction, property management and consulting throughout the Mid-Atlantic region with headquarters in McMurray, Pennsylvania, and a Central Pennsylvania regional office in Harrisburg.

For this study, Crossgates, Inc. will assist in evaluating options for station area development.

Main Line Rail Management Services, Inc.

Based in Havertown, Pennsylvania, Main Line Rail Management Services provides operations, marketing, financial, appraisal, management and business consulting services to the rail and transportation industry.

Main Line Rail Management Services will provide the team with expertise in rail right-of-way appraisals and acquisition planning.

RH & Associates, Inc.

RH and Associates specializes in value engineering and partnering, bringing a strong track record of innovation and creativity to the team. Their participation will assist in the development of a logical, balanced and defensible strategy for the implementation of future transportation investments in Corridor one.

RH and Associates will provide value engineering services for this study.
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Old March 20th, 2006, 07:49 AM   #44
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Umm, when did this turn into the "Commuter Rail Proposals in the US and also BART extension" thread?
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Old April 9th, 2006, 05:14 AM   #45
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Quote:
Originally Posted by MSPtoMKE
Umm, when did this turn into the "Commuter Rail Proposals in the US and also BART extension" thread?
Post other stuff if you want
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Old April 19th, 2006, 06:23 AM   #46
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Quote:
Originally Posted by Jayayess1190
Regional Context
The Belen - Santa Fe Corridor is the center of population and the economic, financial,
governmental, and educational heart of the State of New Mexico. This corridor is critical
for commuters, goods, tourism, business and government for nearly one million residents
and two million visitors every year. The corridor has many unique features, including
connections between the Albuquerque International Airport and the State Capitol in Santa
Fe; Seven Native American Pueblos are located within the corridor.
Albuquerque is part of an urbanized region stretching across four counties. As the
commercial, financial and educational center of the state, the population of the region has
almost doubled in the past 30 years to more than 740,000 (2002 estimate) and is predicted
to increase another 40 percent, to about 1,075,000, by 2025.
In the Santa Fe metropolitan area the population has more than doubled in the same 30-
year period to 142,500 and it is expected to increase another 60% to 228,000 by 2025.
While Santa Fe is a major regional employment center with over 79,000 jobs, (about
21,000 of which are government jobs) the lack of affordable housing forces much of the
workforce to live outside the city. The median home price in Santa Fe was $270,475 in
2003, nearly $100,000 higher than the national median. At the same time the median
household income is less than the national average. This has created a significant
commuter population traveling the corridor on a daily basis. Santa Fe is also a wellknown
tourist destination attracting between 1 and 2 million visitors each year. It is a
major factor in the economy of the state.
New Mexico’s population (2002) was estimated at 1,855,000, with about 774,000 jobs
statewide. The Albuquerque–Santa Fe corridor with 883,000 people is nearly half of the
state’s entire population. With over 443,000 jobs in the corridor, Albuquerque and Santa
Commuter Rail Status Report
5
Fe together provide nearly 60% of New Mexico’s employment. By 2025, population in
the corridor will grow by nearly 50% to more than 1,300,000 and under current plans,
will still have but one interstate highway connecting the two metropolitan areas.

Okay I don't get it. How is Albuquerque NM getting commuter rail and light rail
(as I read in another post) and the Raleigh-Durham area can not get any mass transit. The RDU metro area has as many people as the ENTIRE state of New Mexico (2002 estimate for New Mexico). We are the 10th fastest growing area in the nation (2005 census for counties) and no mass tranist. What is Raleigh NC doing wrong? We even got the director of the Denver Transit to head up the project. Still just rejection letters from the US Congress. Is this New Mexico project paid by federal money or not?
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Old July 16th, 2006, 11:23 PM   #47
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Anybody live in Albuquerque and seen this train running?
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Old August 4th, 2006, 11:58 AM   #48
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I take it all the time!! Its rather nice. ....more coming soon including pictures of packed double-decked cars.
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Old August 5th, 2006, 04:39 AM   #49
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http://www.nmrailrunner.com/news_biodiesel.asp Railroads official Website

http://en.wikipedia.org/wiki/New_Mex...Runner_Express





Rail Runner commuter train switches to biodiesel

Posted Aug 1st 2006 6:08PM by Sebastian Blanco on Autobloggreen.com
Filed under: Biodiesel, Transportation Alternatives


The commuter train Rail Runner Express in Albuquerque, New Mexico, is making the switch over to biodiesel, but a lot of the details have not been released yet. The Express, which currently only runs a 20-mile stretch between Albuquerque and Bernalillo, started operating a few weeks ago and officials are already talking about the high cost of operating the train on regular diesel. The switch to biodiesel will save about 30 cents a gallon, according to Rail Runner officials. While New Mexico Governor Bill Richardson said, "I am committed to promoting clean renewable energy in New Mexico. The Rail Runner is fast and clean, and - with the switch to biodiesel - it will be green as well", exactly when the biofuel will be put into service and what percentage biodiesel blend the fuel will be was not announced.

Late Update - Augusta Meyers, Communications Manager of the Mid-Region Council of Governments, emailed an answer to my question about what type of biodiesel in going to be put into the trails. She said it is B20, supplied by Amigo.

[Source: Rail Runner via AP]



Fast becoming a familiar sight: Rail Runner trains at the Downtown Albuquerque station
http://www.nmrailrunner.com/news.asp



Wireless Internet Access

Coming March, 2007

Soon after service begins, you will be able to enjoy seamless wireless internet access. Log onto the internet at any Rail Runner station, then board the train and ride it to your destination while working, shopping on-line, emailing, or just surfing the web.

Other Amenities

Other Rail Runner amenities include full restroom facilities and very comfortable seats so you can actually catch some additional Z’s on your way to work or school. You will also be able to bring food and drink on board with you to make your trip even more enjoyable.
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Last edited by Jayayess1190; August 5th, 2006 at 04:49 AM.
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Old April 2nd, 2016, 05:27 AM   #50
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4th Quarter Public Transit Ridership for Albuquerque

Albuquerque / City of Albuquerque T & PD - Bus : 38,200 (2015) | -10.32%
Albuquerque / New Mexico Dept of Trp - Commuter Rail : 2,900 (2015) |11.37%
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Old May 25th, 2016, 01:34 AM   #51
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I just read this through this thread. That guy who promised a daily ridership of 65,000 was hilarious It's also a little sad to see another rail line with barely any ridership.
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Old June 5th, 2016, 05:31 PM   #52
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Rail Runner Express in New Mexico - 7/20/15

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Old June 30th, 2016, 02:38 AM   #53
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Questions remain as ABQ Rapid Transit nears construction

http://www.abqjournal.com/799697/que...struction.html
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Old July 10th, 2016, 04:18 AM   #54
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APTA 1st Quarter Public transit ridership for 2016

Albuquerque / City of Albuquerque T & PD - Bus : 39,100 (2016) | -5.09%
Albuquerque / New Mexico Dept of Trp - Commuter Rail : 2,900 (2015) |-7.58%
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Old August 2nd, 2016, 11:38 PM   #55
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An update on Zia Road commuter rail station in Santa Fe, New Mexico.

http://www.abqjournal.com/818810/zia...ride-stop.html
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Old October 21st, 2016, 01:46 AM   #56
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Heavy construction on BRT began 2016.10.17.

http://abqbrt.blob.core.windows.net/...10.14.2016.pdf
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