A Comparative Analysis of High-Speed Rail Station Development into Destination and Multi-Use Facilities: The Case of San Jose Diridon

As a burgeoning literature on high-speed rail development indicates, good station-area planning is a very important prerequisite for the eventual successful operation of a high-speed rail station; it can also trigger opportunities for economic development in the station area and the station-city. At the same time, “on the ground” experiences from international examples of high-speed rail stations can provide valuable lessons for the California high-speed rail system in general, and the San Jose Diridon station in particular. This study identifies and draws lessons from European HSR stations that share similarities across several criteria with the San Jose area context. From an initial consideration of twenty European HSR stations, the researchers chose five stations for in depth case studies: Euralille and Lyon Part Dieu in France, Rotterdam Centraal and Utrecht Centraal in the Netherlands, and Torino Porta Susa in Italy. Additionally, the study drew information from relevant local actors and stakeholders to better tailor recommendations to the particular California context.Through the undertaking of different research tasks–literature review, case studies of European railway stations, survey of existing station plans and other planning documents for the Diridon station, station area analysis, and interviews with station area planners and designers–the study compiles timely recommendations for the successful planning of the Diridon station and other stations along the California high-speed rail corridor

Sensing and perception technology to enable real time monitoring of passenger movement behaviours through congested rail stations

© 2015 ATRF, Commonwealth of Australia. All rights reserved. Passenger behaviour can have a range of effects on rail operations from negative to positive. While rail service providers strive to design and operate systems in a manner that promotes positive passenger behaviour, congestion is a confounding factor, which can create responses that may undermine these efforts. The real time monitoring of passenger movement and behaviour through public transport environments including precincts, concourses, platforms and train vestibules would enable operators to more effectively manage congestion at a whole-of-station level. While existing crowd monitoring technologies allow operators to monitor crowd densities at critical locations and react to overcrowding incidents, they do not necessarily provide an understanding of the cause of such issues. Congestion is a complex phenomenon involving the movements of many people though a set of spaces and monitoring these spaces requires tracking large numbers of individuals. To do this, traditional surveillance technologies might be used but at the expense of introducing privacy concerns. Scalability is also a problem, as complete sensor coverage of entire rail station precinct, concourse and platform areas potentially requires a high number of sensors, increasing costs. In light of this, there is a need for sensing technology that collects data from a set of ‘sparse sensors’, each with a limited field of view, but which is capable of forming a network that can track the movement and behaviour of high numbers of associated individuals in a privacy sensitive manner. This paper presents work towards the core crowd sensing and perception technology needed to enable such a capability. Building on previous research using three-dimensional (3D) depth camera data for person detection, a privacy friendly approach to tracking and recognising individuals is discussed. The use of a head-to-shoulder signature is proposed to enable association between sensors. Our efforts to improve the reliability of this measure for this task are outlined and validated using data captured at Brisbane Central rail station

Spartan Daily, October 4, 1990

Volume 95, Issue 24https://scholarworks.sjsu.edu/spartandaily/8024/thumbnail.jp

Perception on public transportation infrastructure: a proposed transport interchange for the Pietermaritzburg railway station precinct.

Masters Degree. University of KwaZulu-Natal, Durban.In a world where travel is rapidly increasing, safer and efficient means of commuting become more pertinent. Citizens constantly endeavour to move about from place to place, be it from home to work or other destinations in a hassle free manner. In South Africa today, urbanisation necessitates the need for public transportation infrastructure development that appeals to a wider demographic, as the study reveals the disconnect between the middle to high income population, in public transportation use. Upon research, remnants of apartheid, along with concerns of safety were found to be critical in hampering the development of the public transport industry, thereby lending a negative perception of public transport infrastructure as a whole. The most popular form of transportation in the city of Pietermaritzburg, are the mini-bus taxis, followed by buses, and private motor vehicles. The large numbers of freight trucks occupying the same roads as motorists daily, particularly between the city of Durban and Pietermaritzburg, also impacts negatively on commuter safety. Furthermore, the recent taxi violence and overhaul of private cars on the roads, both of which cause major traffic congestion, air pollution and numerous accidents, necessitates the need to reconsider the significance of the train supported by more formalised modes, as alternative means of transportation. In addition, the interchangeability of various modes of public transport offers the freedom and choice required to transpose perceptions on public transportation. It is noteworthy that architecture in isolation, cannot address all the issues, but requires a holistic approach in remodelling the current transport system. However, a transport hub that transcends its conventional utilitarian nature by the introduction of a social entity can help to bridge the gap between demographics, as well as the fragmented parts of the city. Urban principles regarding the decline of cities and sustainable transport development approaches were explored in discovering the relationship of transport and the environment, economy and society. Ultimately, the transport hub, by becoming a destination in itself may be seen as a catalytic instrument for the revitalisation of the city, and the transport industry, thereby enhancing the public’s perception towards public transportation and the urban environment. “Transport interchanges have become the agora of the newly democratic state, the place of maximum commercial exchange and social interaction” (Deckler; 2006: 59

NOHO2: North Hollywood Transit-Oriented Development

As population in California continues to grow, the demand for high-density housing alongside alternative transportation in communities across the U.S. has been steadily increasing. North Hollywood, a neighborhood in Los Angeles, California, is one such community. This transit-oriented development (TOD) proposal capitalizes on the existing assets of the community while introducing new elements that meet local and regional demand and enhance the harmony of the public

EFFECTS OF FINANCIAL DEEPENING ON ECONOMIC GROWTH: EVIDENCE FROM NIGERIA

The design of proposed Modern Bus Terminal at Obalende employs the use of thin-shell concrete structures in order to provide maximum space use. The study adopts a combination of primary and secondary data which were obtained through review of relevant literature and case studies and also interview of stakeholders at the intended site. The obtained data were properly analyzed and infused into the proposed design for a properly functional bus terminal with proper circulation. This is expected to reduce travel time. Thereby serving as a solution to transportation challenges experienced by commuters at Obalende Area of Lagos Nigeria

Burlington Mall: A Redevelopment Plan

The Burlington Mall is a regional shopping center located in Burlington, Massachusetts. About ten miles outside of Boston, it sits near the junction of Interstate 95 and Route 3. In the first few decades of Burlington’s explosive growth as a suburb, the mall was a magnet to shoppers and other developments that created its present day reputation as a shopping and employment hub. Today, it remains a landmark in the Greater Boston Area and puts suburban Burlington on the map. Conversely, regional indoor malls are losing favor as shoppers increasingly value the third place experience. This document will identify where there is a potential for improvement. In addition, all analyses and conclusions will be made into a workable site plan as an example for the future of the Burlington Mall Area

Connecting US

Imagine experiencing multiple different cities and cultures within a single day. In Europe, this is easily accessible, partly because of the close proximity and small scale of countries, but also because of their means of travel. The ease and speed of their train system make traveling between countries almost effortless, so what has prevented the United States from doing so as well? The distance, as the crow flies, from London to Paris is about 212 miles, similar to Fargo to Minneapolis at 207 miles. However, the drive from Fargo approaches four hours, whereas a train ride from London barely breaks two (and also crosses an ocean, might I add.) In this document, I want to explore the reasoning as to why the United States has not developed an advanced rail system. Through my process, I want to analyze why the U.S. has not adapted this system, and what cost it would be at. A major aspect of the project I plan to examine is the environmental impact. The United States alone contributes to almost 25% of the worlds ?passenger transport-related? carbon emissions. As for the physical design, I will take what I learned from my research to create a universal, modular train station that can be adapted to different situations. For example, based on a city?s population, there are different sizes of the station that can be built; in a large city with the need of a large train hub, there could be the train platforms, ticket station, retail, dining, maybe even a hotel, whereas in a smaller city like Fargo, there may just be the platforms, ticket station, and dining. Overall, I hope to prove that train travel is a worthy investment for both people and planet, because it will allow people to take part of new experiences and lower carbon emissions

Alternative Institutional Arrangement for Urban Transit and Intercity Railway Operations: Lessons for the U.S.

Public transportation is an important part of the U.S. transportation system. After losing popularity in the U.S. during the mid-20th century, public transportation has been making a strong comeback in major metropolitan areas since the 1990s. In an effort to reduce inner-city traffic congestion, promote environmentally sustainable development patterns, rejuvenate decaying central business districts, and take advantage of all the other externalities of public transportation (i.e., reduced air pollution, a smaller urban footprint reducing sprawl, etc.), urban areas have been actively expanding their existing systems or building completely new systems. Despite the strong interest in reinvesting in public transportation and a growth in ridership in real terms, transit agencies in the U.S. have traditionally been plagued with low ridership relative to other travel modes, and limited budgets, and often have operating deficits on an annual basis. Governments at all levels, while supportive of expanding transit systems and willing to bear the operating deficits, become fiscally strained during times of economic slowdown and have had to shuffle transit investments with other public priorities. This can delay and indefinitely stop transit investments for years, costing the public the benefits of public transportation. A look into East Asian cities, namely Tokyo, Japan, and Hong Kong reveals a different approach in funding public transportation. The model used in the two cities has been in use for decades and has resulted in public transportation systems that are extensive and well-utilized. The model, called R + P, involves transit operators acting as both the infrastructure operator and station area designer, developer, and manager. The R + P model is institutionally different from that of the U.S., and may hold lessons for U.S. policymakers when determining future financing arrangements for public transportation. R + P may aid in the eventual goal of establishing extensive and heavily used transit systems in major U.S. metropolitan areas, and improve the quality of life for the general public