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TECHNOLOGIES
 IMPORTANCE OF TRANSIT TECHNOLOGY
Various considerations regarding technology and alignment go into planning a transit system. Deciding the location of the service depends largely on right-of-way availability, adjacent land uses, future freight demand and capacity for passenger service. Deciding the type of technology may be based on the characteristics of each, the desires of the community and the available alignments. Additional criteria in choosing a technology include capital cost, operating costs, service distance, station spacing, service frequency, capacity, power source, speeds, right-of-way requirements, vehicle life, accessibility, maneuverability, integration with other transportation modes and flexibility.
TECHNOLOGIES IN PHASE 1
During Phase 1, 20 urban transport modes were screened to identify those technologies best suited to providing premium transit service for longer-distance, regional trips while reflecting the project's Goals and Objecives. Of those 20 modes, nine were considered worthy of subsequent analysis. They were grouped into five general categories consisting of Bus Rapid Transit, Light Rail Transit, Regional Rail Transit, Rapid Rail Transit and Regional Bus. A detailed description of these modal technologies is provided below.
During preliminary analysis, those modes that did not meet the corridor transportation needs, were significantly expensive, did not support the necessary ridership or had significant adverse environmental impacts were eliminated from further study. In addition, stand-alone technologies such as High Speed Ferries, Electric Bus/Streetcar (including Trolley Bus or Trackless Trolley), Intercity Motor Coach, Automated Guideway Transit or Peoplemover, Monorail, Rubber-tired Rapid Transit, or High Speed Rail were also eliminated.
DOWNLOAD: The summary of technologies considered in the Phase 1 (PDF 34 KB) |
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TECHNOLOGIES UNDER CONSIDERATION (IN PHASE 2)
LIGHT RAIL TRANSIT (LRT)
 Light Rail Transit (LRT)
Light Rail Transit is a flexible transportation mode consisting of a system of lightweight passenger rail cars operating singly or in short, two-car trains, on fixed rails in right-of-way that is not separated from other traffic for much or all of the way. LRT can operate like streetcars in mixed traffic on tracks embedded in the street, on an at-grade right-of-way with street and pedestrian crossings, or on a fully segregated exclusive right-of-way. A distinction of these vehicles is that they draw power from an overhead electric line via a trolley, pantograph or catenary wire. Longer trips can be served with traditional light rail and shorter trips can be provided by streetcar light rail.
This mode is being studied for the Central Broward East-West Transit Corridor and for the Miami-Miami Beach Bay Link Corridor. It could be built within the FEC corridor where there is adequate right-of-way so the light rail can be properly separated form the freight rail.
Capital cost/vehicle: $5 - $9 million
Annual operating cost/revenue mile: $11 - $13
Seated capacity: 1,500 per train
Speed: Average 30 mph; maximum 90 mph
Average station spacing: 1/2 - 1-1/2 miles
Average Trip Length: 4.4 miles
BUS RAPID TRANSIT (BRT)
 Bus Rapid Transit is enhanced service with expedited operating speed due to traffic signal management favoring the vehicles. It uses low-floor buses operating on frequent headways, often 5 to 15 minutes apart in peak hours. Vehicles can be sleek and train-like in appearance and function. BRT can operate on exclusive transitways, HOV lanes, expressways or ordinary streets utilizing various vehicle types and technologies. Some systems use electric trolley buses similar to standard or articulated diesel powered buses, except that they are propelled by electric motors powered along the route from two overhead catenary wires.
BRT can consist of dedicated lanes for all or part of the route and/or elevated or underground separated rights-of-way. This option could be built within the rail corridor where the busway can be properly separated from the freight rail, and there is adequate rail right-of-way. A regional example is the South Miami Busway.
Capital cost/vehicle: Share lane - $0.2 - $0.5 million; Dedicated lane - $6 - $8 million
Annual operating cost/revenue mile: $6 - $8
Seated capacity: 35-100 per bus
Speed: Average 30 mph; maximum 60 mph
Average station spacing: 1 - 2 miles
REGIONAL RAIL TRANSIT (RGR)
This alternative is comprised of the following technologies:
Locomotive with Push-Pull Coaches - An electric or diesel propelled railway for urban passenger service between a central city and adjacent suburbs. This service uses standard railroads, with locomotives pushing or pulling passenger cars, or with passenger cars that have internal diesel engines. The regional example is Tri-Rail.
Diesel Multiple Units (DMU) – A form of commuter rail transit that is self-propelled with passenger cars that have internal diesel engines. Commuter rail cars can also use Diesel-Electric Multiple Units (DEMU) for greater fuel efficiency. This option could utilize existing rail tracks, with a pre-arranged service plan to accommodate freight movements.
Capital cost/vehicle: $5-$9 million
Annual operating cost/revenue mile: $11 - $13
Seated capacity: upto 1,500 per train
Speed: Average 30 mph; maximum 90 mph
Average station spacing: 2 - 5 miles
RAIL RAPID TRANSIT (RRT)
 Rail rapid transit (RRT), also referred to as heavy rail or Metro , is a high-capacity mode using electrically self-propelled vehicles operating singly or in trains up to ten cars on a fully controlled right-of-way. RRT rights-of-way may be below grade (subway), above grade (elevated) or on the surface, but cannot be shared or crossed at-grade by other vehicular traffic or pedestrians. A significant number of passengers access RRT through park-ride lots or connecting bus services at outlying stations.
RRT represents the ultimate mode of transit service designed to carry high volumes of passengers at high speed with a high degree of efficiency. It has the advantages generally associated with rail technologies: superior capacity, labor productivity, operating speeds and ride quality. Modern RRT systems are characterized by a high degree of automated operation. RRT operates in 11 other North American cities. Miami-Dade Transit's Metrorail RRT system presently operates in the SFECC study area.
Capital cost/vehicle: $20-$250 million
Annual operating cost/revenue mile: $8-$20
Seated capacity: up to 1,500 per train 2250 per train
Speed: Average 35 mph; maximum 75 mph
Average station spacing: 1/4 - 1 mile
REGIONAL BUS (RGB)
 Regional bus offers flexibility in the location and level of service provided. Capital cost to expand service is relatively low. A wide variety of bus service can be provided, such as express, limited stop, fixed route, route deviation and demand responsive services. Buses have very few or no stops between where passengers board and the end of the route. Park-and-ride lots are often provided for the users. Service frequency can be changed to meet peak period, off-peak period and special event demand. Capacity is somewhat limited by vehicle size. Since buses operate in mixed traffic, it is hard to provide a travel-time savings versus travel by car.
Capital cost/vehicle: $200,000 (40 ft. urban bus)
Annual operating cost/revenue mile: $6 - $8
Seated capacity: 15-100 per bus
Speed: Average 35 mph; maximum 60 mph
Average station spacing: 1/2 - 1 mile
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