Mountain View Automated Guideway Transit Feasibility Study · 9/25/2017 · Mountain View...
Transcript of Mountain View Automated Guideway Transit Feasibility Study · 9/25/2017 · Mountain View...
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Mountain View Automated Guideway Transit Feasibility StudyCommunity Meeting September 25, 2017
Jim Lightbody, City of Mountain ViewJenny Baumgartner, Lea+Elliott
Eileen Goodwin, Apex Strategies
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Agenda Presentation Questions and Answers Session Moderated Discussion: Issues/ Trade‐Offs
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Purpose of Meeting Present Findings of Evaluation
Highlight key parameters of Evaluation Criteria Educate on potential service levels and infrastructure tradeoffs
Feedback Community feedback from key issues/ trade‐offs discussion
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Introduction Purpose of Study
The Challenge Employment and housing growth Caltrain rider growth Achieving city goals for mode shift
The Goal Determine the feasibility, and impacts/benefits of Automated Guideway Transit (AGT)
How would AGT be integrated into community over time
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Issues/Trade‐offs Passenger Experience
Vehicle size Type and frequency of service
Infrastructure Community impacts
Technology Maturity Current cost and future evolution of technology Expandability/Adaptability
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Previous Outreach Meeting Purpose: Presented study and Automated Guideway Transit (AGT)
types and engage community with respect to study objectives and AGT system characteristics
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Previous Outreach Meeting Technology
Nothing intrusive Frequent service and smaller vehicles especially in the residential areas Land use consideration, concern about where the land will come from
Priorities/Considerations Weighing “fast service” versus “adaptable” Need to prioritize
Goals and Values Adaptable, expandable to connect multiple points in Mountain View and beyond Compatibility with multimodal transportation—i.e. bikes, personalized
transportation First and last mile connectivity is important
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AGT Technologies
Ultra Global: Heathrow PRTSource: ultraglobalprt.com
Bombardier: APM - Phoenix Sky HarborSource: Bombardier.com
Singapore Cable Car (Sentosa, Singapore)
Source: Distributed under a CC-BY 4.0 license
Navya: M City, University of Michigan
Source: Navya.tech
Aerial Cable Automated People Mover
(APM) Automated Transit
Network (ATN) Group Rapid Transit
(GRT) Personal Rapid Transit
(PRT) Autonomous Transit (AV)
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Candidate Corridors Connect key nodes
Downtown Transit Center North Bayshore Moffett Field and NASA
Representative alignments Potential service areas Physical/environmental limitations
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Representative Alignments
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Evaluation CriteriaCATEGORY CRITERIA
Operations1 Ability to serve market demand estimate
2 Flexibility in service / responsiveness to daily demand
Financial and Economic3 Financial feasibility
4 Ability to add stations to serve existing or new developments
Neighborhood Connectivity and Impact
5 Ability to extend the system
6 Possible impact on neighborhoods
Customer Experience 7 Provides convenient and high‐level service
System Delivery
8 Integration into Transit Center
9 Ability to fit within the local environment
10 Adaptability of infrastructure
Technology Development 11 Level of technology maturity
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Findings and Issues/Trade‐offs Methodology Findings focus on 3 main areas of issues and trade‐offs Passenger Experience Infrastructure Technology Maturity
Generate discussion and get feedback
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Methodology Technology simulations to estimate operational characteristics
Inputs: Representative alignment, station locations, dwell times, vehicle/passenger comfort parameters, bikes on vehicles
Demand: Peak loading at Transit Center (Caltrain and VTA LRT connecting to AGT)
Peak 10 min period: 330 passengers at Transit Center Daily Ridership: 4,000 to 9,000 passengers
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Passenger Experience Vehicle size: Small vs. Mid vs. Large Vehicles Smaller vehicles with higher frequency vs. Larger vehicles with lower frequency
Flexible, more personalized point‐to point service vs. higher capacity, typical transit service
Sharing vehicles: Personal vs. Group Meeting needs of all riders: ability to accommodate bikes, ADA, etc.
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Operational InformationAerial Cable APM ATN
(PRT/ GRT)AV
Vehicle Capacity (passengers) 14 – 32 80 3 / 21 10 – 20Travel Time To N. Bayshore* (min) 11 7 6 / 7 6 – 7
Frequency To N. Bayshore* 30 sec – 1 min 4 min 10 sec / 45 sec 30 sec ‐ 1 min
Operating Fleet 22 – 48 8 x 2‐car trains
135 – 140 / 25 – 30 35 – 80
Ability to use same technology for North Bayshore network
*N. Bayshore – Shoreline/Charleston stationVALUES ARE HIGH-LEVEL ESTIMATES ONLY
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Passenger Experience Meeting needs of all riders
Ability to accommodate bikes, ADA, etc. Evacuation: Emergency walkway availability
Source: Traffic Technology TodaySource: OSUSource: liftblog
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Infrastructure Privacy vs. Visual impacts Intermittent Towers/structures vs. Consistent Column/viaduct structure
Reduced traffic congestion and traffic calming vs. Visual impacts of structures
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Community Impact Noise
Aerial Cable: Continuous, regular sound APM/ATN/AV: Intermittent as vehicle
passes Visual
Aerial Cable: Intermittent Towers APM/ATN/AV: Consistent Columns
Privacy Aerial Cable: Operation over private
property Environmental
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Community Impact Technologies incorporated into community
Potential to extend beyond the Transit Center to N. Bayshore connection Infrastructure renderings:
Automated People Mover Autonomous / Group Rapid Transit Aerial Cable Transit
Source: Kimley-Horn
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Corridor Challenges
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Corridor ChallengesKey Areas: 101 and 85 Shoreline/
Central Expy Way
Geometry Constraints
PG&EExample of an APM system making a 330 ft turn on Charleston Blvd and Shoreline Blvd
Example of an ATN system making a 100 ft turn on Charleston Blvd and Shoreline Blvd
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Technology Maturity Cost vs. Evolving Technology/Risk Install/build now (dedicated guideway) vs. Wait for Autonomous Transit technology to mature (allowing semi‐exclusive or exclusive roadway lanes with crossings)
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Preliminary Estimated CostAerial Cable APM ATN (GRT) AV
Capital Cost (per mile) $35M ‐ $50M $130M ‐ $195M $85M ‐ $130M $85M ‐ $135M
O&M Cost (per year) $6M ‐ $8M $11M ‐ $17M $6M ‐ $8M $5M ‐ $8M
Capital Cost Estimate Systems: Vehicles, guidance, power, communications, train control, etc. Facilities: Civil works for stations, guideway, maintenance facility
O&M Cost Estimate Annual cost to operate and maintain the system (staff, central control
operators, parts and consumables, etc.)* VALUES ARE IN 2017 USD
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Expandability and Adaptability Extending System or Adding Midline Stations
Aerial Cable: Very difficult APM, ATN, AV: Possible; pre‐planning minimizes impact
Adapting facilities for other technologies Aerial Cable: Not possible APM, ATN, AV:
Guideway structures: can be re‐used for equal or smaller technologies
Stations: may need re‐designing to meet operations of different technologies
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Next Steps Council Study Session – October 17 Finalize Evaluation and Study Results Report to Council in early 2018
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Questions and Answers ?
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Discussion Issues/Trade‐Offs
Passenger Experience Vehicle size Frequency of service
Infrastructure Community impacts Representative routes
Technology Maturity Current cost and future evolution of technology Expandability/Adaptability
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Thank You!
Website: https://MountainViewAGTFeasibility.com