The San Diego Trolley (SDTI reporting flag) is a light rail system operating in the San Diego metropolitan area. It is known colloquially as The Trolley . Trolley Operator, San Diego Trolley, Inc. SDTI , is a subsidiary of the San Diego Metropolitan Transit System (MTS). The trolley began operations on July 26, 1981, making it the oldest "second generation" light rail system in the United States. The entire Trolley network serves 53 stations, and consists of 53.5 miles (86.1 km) of routes, and three main lines called the Blue Line, the Orange Track and the Green Line, as well as an additional cultural heritage center tram circuit known as the Silver Line operate on weekdays, weekends and certain holidays. In Q4 2014, Trolley is the fifth most rail system in the United States, with an average of 119,800 motorists per working day.
The San Diego Trolley is operated by MTS, which is one of the oldest transit systems in Southern California since the 1880s. Although the names of its operations have changed over the years, the two modes of transportation, buses and trolleys have remained consistent over most of the past 125 years.
San Diego Trolley originally used the same German-built Siemens-Duewag U2 vehicle as the Edmonton Rail Rail Transit system in Edmonton and C Railway in Calgary, Alberta, Canada, and Frankfurt U-Bahn in Frankfurt, Germany. The fleet has been expanded to include Siemens SD-100 vehicles, and the latest Siemens S70 vehicles.
Video San Diego Trolley
Histori
Although San Diego's electric train service traces its roots back to 1891 when John D. Spreckels incorporated San Diego Electric Railway, the current operating company, San Diego Trolley Incorporated (SDTI), was not established until 1980 when the Metropolitan Transit Development Board (now operating as MTS) began planning light rail services along the San Diego and Arizona Eastern Railway (SD & AE Railway) Main Roads, purchased by MTDB from Southern Pacific Railroad in 1979. Services began on 19 July 1981, with revenue collection starting on July 26, 1981. 14 trains operated on one lane between Center City or Downtown San Diego and San Ysidro, with stops in the cities of San Diego, National City, and Chula Vista.
On March 23, 1986, SDTI opened an eastward expansion from Center City San Diego to Euclid Avenue, along La Mesa's Branch from SD & AE Railway - a new second line from Trolley was then called the East Line. The extended service along the same line to Spring Street on May 12, 1989 served Lemon Grove, and then to La Mesa and on to El Cajon on June 23, 1989. The service from El Cajon to Santee, which does not operate along the SD & amp long AE right -of-way, beginning on August 26, 1995.
The "Bayside" extension of Trolley in San Diego City Center opened on 30 June 1990. The first phase of the Old Town extension, from C Street to Little Italy at Center City San Diego, opened on July 2, 1992. The two extension phases, running from Little Italy to the Old Town, opened on June 16, 1996.
The extension of the "Mission Valley West" SDTI from the Old City to Mission San Diego began operation on 23 November 1997 - it was at this time that the former South Line and the East Line of the system were named the Blue Line and the Orange Track, respectively. The Mission Valley East extension from Mission San Diego to La Mesa began operations on July 10, 2005, with the inauguration of the third line of the San Diego Trolley system, the Green Line.
Initial history
Planning for the San Diego Trolley began in 1966 under the auspices of the Comprehensive Planning Organization (CPO), an intergovernmental body of 13 cities and San Diego County. The tram system in San Diego was replaced by a bus in 1949. In 1966, the local bus company, San Diego Transit, faced a financial crisis and a public takeover. CPO develops a mass transit plan to address long-distance transport problems in metropolitan areas.
Small progress occurred in the decade 1966-1975. CPO continues research options to address transportation needs in the region. Some key stakeholders submit their own mass transit parent plans for the region. The alternatives studied in this decade include:
- Recovery of the 1949 tram system for $ 1.3 billion
- Systems such as BART display 417 stations on a 284 mile (457 km) system for $ 2-5 billion
- The elevated system displays a fast auto transit vehicle for $ 1 billion
- The light-rail trail of demonstration rides (Airport to Downtown), for $ 20 million
- An express bus system on the highway
The debate between rel rapid transit and light rail is done without reference to the right lane or railway. The Comprehensive Regional Plan of the CPO of 1975 illustrates the $ 1.5 billion quick train transit system in San Diego featuring a 58-mile (93 km) and 11-lane system. However, at the moment, it is widely recognized by public officials that the BART-like system will be much more expensive than light rail. The railway plan is stalled due to high costs. The railway system advocates are concerned about the low speed tram system in its class. The operating deficit is also a concern. A 1974 CPO study concluded that the tram system would cause an operating deficit of $ 1.9 million per year. It is also understood that any system similar to BART will experience a substantial deficit.
Metropolitan Transit Development Agency
The creation of the Metropolitan Transportation Development Council (MTDB) in 1976 with a clearly stated mission did not initially resolve the differences between many stakeholders. However, MTDB undertook an analysis of previous transit studies, and determined that the guideway system must meet the following principles:
- Corridors need to extend long distances and offer high-speed operations
- Low cost capital design should be adopted, to keep costs within an affordable range
- Construction must be parallel to the most exclusive property rights
- The operating deficit should be minimized
A feasibility study completed in 1975 identifies the cost of a guideway option unit, including a 'typical' cost per-linear-foot cost estimate for six types of guideways: (1) a cut-and-cover subway; (2) the tunnel is boring; (3) 'air lines'; (4) open cutting line with retaining wall; (5) hillside side tracks; (6) on the class line. In addition, laws that allow MTDB explicitly require the guidance system to meet the following criteria, consistent with the principles adopted by the Council: priority considerations should be given to the technology available and used; the guideway system should be able to operate gradually; the transportation of rights-of-way public entities should be utilized to minimize construction costs. The application of these principles effectively requires 'light rail vehicles' capable of walking on the road (to avoid class separation), or designs such as commuter trains that stop at the Santa Fe Depot.
The law enabling MTDB also provides a special funding source for the construction of a guideway which will end in 1981. Urgency is made because special funds will return to state highway funds if not issued in the construction of a mass-transit guideway. In 1976-1977, considerable planning effort was completed. "197DB" Project Planning Guideway: Phase I Report "identifies many alignment options: Interstate highways I-5, I-8, and I-805 State Routes 94 and 163, railroads owned by Santa Fe (AT & amp SF) and by Southern Pacific/San Diego & Arizona Eastern (SD & AE); local arterials El Cajon Boulevard, 4/6th/Genesee Avenues, and Highland/National/3rd/5th Avenues.
This report rejects the use of local arterials for the purpose of hauling distances, due to the cost of air guideways or tunnels. "A guideway extends from El Cajon east (parallel to I-8) to about I-5/Santa Fe Railroad, then south through Center City to San Ysidro parallel to I-5 and SD & amp; AE" recommended as the first increase. As planning increases, Phase II of the "Guideway Planning Project" is underway, with an initial effort focusing on the El Cajon Line with higher potential riders. However, nature intervenes.
Tropical Storm Kathleen
On September 10, 1976, Tropical Storm Kathleen destroyed parts of the SD & AE's Desert Line, when it was part of the South Pacific (SP) system. The storm caused damage of $ 1.3 million, especially in the eastern part of the state. Through delivery service to Arizona suspended and San Diego becomes a separate part of the SP system. SP petitioned to leave SD & AE on August 9, 1977, from all the tracks to the west of Plaster City, while the MTDB guideway planning project is underway. Due to the immediate availability of road rights in the South Bay Corridor, transit planning refocused on the Tijuana line of SD & AE (SP), making it an 'effective minimum segment'.
At the same time, the San Diego County Supervisory Board became concerned with the freight service at SD & AE. Direct delivery services to the East are seen as important for the economic interests of the district and the survival of San Diego as an inner water port. In order to preserve future freight forwarding and transit services, San Diego commissioned its own internal study effort, "Feasibility of Using an Existing SD & AE ROW for Commuting Services", to check using a portion of SD & AE. tracks for light rail or diesel rail sharing services with freight services. Part of the motivation to consider SD & amp; AE is to "operate the delivery service on a profit through changes to the work rules, assistance from property taxes, and the sharing of costs with transit operations".
Transit alternatives
At the end of 1977, two major transit investment studies were underway with a focus on the same corridor: the MTDB-sponsored "Toll Road Planning Project" and the San Diego County "San Rite Criteria Study".
- Basic Case: MTDB describes a base case as a modified bus network that maintains the same total number of vehicles as the current San Diego Transit system.
- Alternative MTDB All-Bus Improvement: This "low cost capital" system will introduce high-occupancy road lanes on highways and invest in higher-capacity buses and express routes.
- MTDB's Rel Improvement Alternative, San Diego County's "Light Rail Electric": "Medium capital cost" has an electric tramway that replaces the bus in the South Line corridor and will redistribute the bus at the feeder service.
- Separate MTDB Freight Transport Service: MTDB examines the possibility of the exclusive South Line lane on SD & amp; AE right-of-way. Under this cargo rationalization proposal, the freight train will operate on top of the Coronado Spur parallel to the south to Imperial Beach, and through 2 miles (3.2 km) of the new right-lane operation and 5 miles (8 km) from the "shared corridor" at special tracks to reach Tijuana.
- San Diego County "Leased Diesel" Option: Districts view rental diesel (equivalent to today's commuter train) as the lowest initial cost option with the least time required to start the service. The facilities will be designed to be converted into light rails when more funds are available.
- San Diego County's "Rail Rail Diesel" option: The country is interested in self-powered rail diesel cars for lower capital costs, however, noting that the vehicle was not later approved by the California Public Utilities Commission for one-man operation.
Implementation
In 1978, MTDB successfully negotiated with SP to buy SD & AE for $ 18.1 million, including the $ 1.3 million needed to restore a storm-damaged shipping path. This is a decision with two goals, to preserve both rail transport services to the Empire Valley, and to preserve the rights-of-way available for future transit use. Given the cheaper light-rail options identified in MTDB and San Diego County studies, more expensive options such as the proposed 325 million dollar transit rail transit line on new to border rights seem less competitive. There is universal agreement that the use of right and light rail technology of SD & AE is more economical and practical than the new fast-track transit lines.
The construction of the San Diego Trolley runs gradually. The initial construction of the new lane is focused primarily in downtown San Diego. Work on the SD & AE rail tracks is described as 'rehabilitation'. MTDB replaces 40% of all bonds, cuts and welds jointed rails, composes electrical catenaries, and installs absolute block signal systems. To control costs, Trolley San Diego only ordered 14 cars, and did not install 'mimic' boards or equipment at the train location until after the East Line was completed in 1989. No new sidings were installed on the SD & AE segment, which had three sidings via between San Diego and San Ysidro. The service starts at 15 minutes of headways using a rehabilitated single track track.
San Diego Trolley opened in 1981 with a 13.5 mile (21.7 km) operation on the South Line. Additional vehicles were purchased in 1983, and the South Line was largely tracked two by 1984, mostly on the strength of demand for more frequent headways. The development and additional funding approach of the business plan proves to be true. The East Line was opened for Euclid Avenue in 1986, and expanded to El Cajon in 1989 and Santee in 1995. The service expanded northward to Old Town in 1996 and then eastward in Mission Valley in 1997 and 2005.
Transit Center at 12 & amp; The Imperial, in the southeastern part of downtown San Diego, has historically been used as a transfer point between various lines, and is located adjacent to the Trolley maintenance facility. This is a recognizable landmark in that neighborhood, as it includes a gray dinner with a red clock. Located two blocks east of the main entrance to Petco Park and is the station that serves that facility.
Changes to the September 2012 Setting
On September 2, 2012, MTS rearranged the trolley operation to allow "more efficient travel" and resolve some issues with previous operating layouts. Green Line extended from the west end of the terminal in Old Town south to 12 & amp; The Terminal Bayside Imperial Transit Center, eliminates the need for a Special Event Service Line, which previously runs on the same route. The western Terminus of the Orange Line was extended to Santa Fe Depot while its eastern terminal was shortened to the El Cajon Transit Center because of its low riders line to and from Gillespie Field station. The northern Terminal Blue Line is temporarily shortened to America Plaza until the completion of the Mid-Coast Trolley expansion project. Not only does this plan ensure every lane will stop or pass through the city center, but also create two "universal" transfer points, one on 12 & amp; Imperial Transit Center (on the east side of downtown) and the other at Plaza America/Santa Fe Depot (on the west side of downtown).
Trolley Update Project
On September 24, 2009, MTS approved the purchase of 57 new models of Siemens S70 cars, for a total cost of $ 205 million. Cars began arriving in late September 2011 and were a specially made S70 model. In 2012, orders are upgraded from 57 to 65 from the S70 'long way' road. The new nine foot (2.74m) new vehicle is shorter than the existing S70 vehicle on the system, making them the equivalent of an older "Boxed Shaped" car, allowing for three car operations downtown. To run this trolley on older Orange and Blue Lines, a platform and track the renovation project started in 2010, starting with the Blue Line station just south of the Old City, working the way south.
The project requires upgrading the station from either a 0-inch or 0-millimeter or 4-inch (102 mm) platform platform to a 6-inch (152 mm) platform and placing a special "safety tile" with a smooth surface in the center, way to allow wheelchair ramps to spread without being damaged, because the existing "safety tiles" contain rivets along the road above it. Several stations, especially on the 12th and Imperial on the Blue Line, continue to climb on tracks by early 2015, and major rebuilds are needed before low trolleys can operate at these stations. Such improvements include new station platforms, station structures, rails, switches, signals, and overhead cables.
In addition to the new LRV, the San Diego Trolley also slowly installs LRVs SD-100 with new paint, door & amp; switches, wheelchair lifts, route display signs, and interior & amp; exterior lighting. The oldest U2 model trolleys have very little to do to improve their function or operation because they lack the overhead equipment compartments found in SD-100 and S70, and are planned to be completely removed and retired by 2015. Eleven of U2 Cars for sale to MetrotranvÃÆ'a Mendoza in Mendoza, Argentina; 29 others have retired in early 2013, and the rest of the U2 trolley has retired from service in January 2015. Five U2 cars have been preserved: 1019 cars at the Rockhill Trolley Museum, 1003 and 1008 cars at the Orange Empire Railway Museum, as well as 1017 and 1018 cars in Western Railway Museum.
This project cost about $ 660 million. The new LRV began arriving at the end of September 2011 and began operations on the Green Line on 3 October 2011. The new LRV addition began operations on the Orange line in January 2013. The final phase of the project commenced on July 25, 2013 with a groundbreaking ceremony. to begin construction to modernize the remaining non-connected station in the Blue Line section just south of downtown San Diego. Low-floor Siemens S70 trolleys began operations on the Blue Line on January 27, 2015, which coincided with the retirement of the last U2 trolleys. The project, including the rest of the station and remodeling tracks, is completed by the end of 2015.
Maps San Diego Trolley
Current service
Line
The trolley service operates on three daily lines: Blue, Green and Orange lines, and travels through 53 stations and 53.5 miles of total double track rail. The fourth line, the Silver Line's inheritance line, operates more limited weekday and weekend services, clockwise 'circle circles' around downtown San Diego alone.
Station
The San Diego Trolley system has 55 stations serving four Trolley lines.
Fourteen Trolley system stations operate as a transfer station, allowing passengers to switch queues. There are two "universal" transfer points (that is, enabling transfers between the four lines) in a system in downtown San Diego: the 12th & amp; Imperial Transit Central Station, and America Plaza/Santa Fe Depot station. Six Trolley stations are end-of-line stations. Of 53 Trolley San Diego stations, 37 stations are within the city limits of San Diego, serving various neighborhoods in San Diego; The other 16 stations are located in Chula Vista, El Cajon, La Mesa, Lemon Grove, National City and Santee.
Most stations in the San Diego Trolley system are 'in-class' stations. There are 8 air stations, mostly on the new Green Line. There is only one Trolley station in the underground system - SDSU Transit Center station - also on the Green Line.
About half of the San Diego Trolley station offers free parking (ie Park & ​​Ride). Most Trolley stations offer connections to the MTS bus line.
Hours of operation
The three main lines of San Diego Trolley operate regular service between 5 am and midnight, seven days a week. Service is limited to certain segments provided before 5 am and after midnight, however; but there is no train service between 2 am and 3:30 am. During these hours when there is no passenger service, freight trains from San Diego and Imperial Valley Railroad operate on the right lane of the trolley.
Services at the Blue Line operate every 15 minutes, seven days a week, with service every 7.5 minutes during the working day hours; late night service on this line runs every 30 minutes. The Green and Orange lines operate the service every 15 minutes on a Monday-Saturday midday, but every 30 minutes on Sundays, Sundays, and evenings.
Tariff and tariff expenses
Rates for standard one-way Trolley tickets are $ 2.50, and one-way tickets are good for two hours from the time of purchase. Children under 6 ride free with riders paying rates; limit is 3. Transfers between free trolley, provided to complete one way journey; but round trips are not allowed on a one-way ticket. Transfers to the MTS/NCTD, Coaster and Sprinter buses are also not allowed with standard one-way Trolley tickets. However, Day Pass (good for one calendar day) is unlimited use, and allows unlimited travel on the San Diego Trolley system for the day, as well as most MTS & amp; The NCTD bus system, and the North Light Sprinter rail service state. A DayPlus Day Pass allows unlimited services on all the above mentioned systems, as well as the MTS Premium bus and Coaster train tracks, for one calendar day.
The following table shows the prices of San Diego MTS, effective September 1, 2008 (in US dollars):
The collection of fees is based on the payment proof system. The San Diego Trolley is a barrier system (without a revolving door), a self-service system. The coach must have tariff proof (ticket or ticket) before boarding. A self-service ticketing machine is located at each station. Compass Card (see below) the user must "tap" on the Compass Card validator (located at various points around each Trolley station, and on the MTS bus) or on the Compass Card target at the ticket vending machine before riding the trolley. Random tariff checks are conducted by mobile transit enforcement officers. Based on frequent security checks, almost 98% of the 37 million customers have the right tariff.
Compass card
Compass Card is a form of electronic ticket used for public transport services in San Diego County, California. It is managed by the San Diego Association of Governmentments (SANDAG) and is applicable for travel in a number of different transit systems in San Diego including the MTS buses, the San Diego Trolley, the North County Bus, the Coaster commuter train line and the SPRINTER (light rail line in the north San Diego County). The card and tariff card collection system is produced by Cubic Transportation Systems, and SANDAG manages the Compass Call Center (CCC), a central call center for all agencies.
Compass cards are smart orange or yellow smart cards that can hold transit cards, such as Mail Letters, 14 Day Leaps, etc. Compass Card must tap the Compass Card validator upon signing in and transfer in the system to validate the rate. Compass Card Readers are integrated in farebox buses, and stand-alone readers are located outside of the paid areas of train and train stations.
Ridership
Until the Fourth Quarter (Q4) of 2013, the average passenger on weekdays in the San Diego Trolley system is 119,800, making it the fourth busiest Light rail system in the United States. Taking into account the overall length of the track, the Trolley San Diego carries 2,239 daily passengers per mile of routes in Q4 2014, making it the twelfth busiest Railway system on a per mile basis during this period. The working day rider at Trolley has been relatively high since Q3 2013 (see table on the right).
In all of 2014, Trolley San Diego provides 39,731,900 non-connected passenger transit according to the American Public Transport Association (APTA). MTS reported that there were 39,694,197 trips in Trolley in Fiscal Year 2014 (FY 2014), an increase of 34% from Budget Year 2013. Of the three Trolley lines, the Blue Line has the highest rider system with 15,094,878 motorists during FY 2014, followed by Lines Green with 13,673,926 FY 2014 riders, and Orange Line with 10,896,289 FY 2014 riders. The Silver Line, which operates only noon only four days a week (and with some year-round service interruptions), brings 29,104 passengers around the city center in FY2014.
The following passenger data for Trolley San Diego is obtained from the Passenger Report of the American Public Transport Association (APTA):
According to figures from APTA, before 2014, San Diego Trolley reached its highest level in 2007, when there were 36,386,100 passenger transits that were not connected to the system during the year. The highest daily average Trolley system of 124,300 was achieved in Q3 2007 - this corresponds to 2,323 passengers per mile of routes each day.
Upcoming service plan
Trolley Mid-Coast expansion project
SANDAG plans to extend the Blue Line from the Old Town Transit Center 11 miles (17.7 km) to the Urban University community, which will serve major activities and work centers such as University of California, San Diego (UCSD) campuses and Towne Center University ( UTC). This is part of the "Mid-Coast Corridor Transit Project". Construction begins in October 2016, and the Mid-Coast extension is scheduled to be completed and operational by 2021.
After the completion of the Mid-Coast Trolley project, the Blue Line will be extended north from the current northern terminal at America Plaza to walk through the 5 existing stations (up to and including the Old Town Transit Center), 8 new stations (Tecolote Road), Clairemont Drive , Balboa Avenue, Nobel Drive, VA Medical Center, UCSD West/Pepper Canyon, UCSD East/Voigt Drive, and Executive Drive), and then stop at University Towne Center in University City/UCSD area.
The proposed tramway at Balboa Park
MTS began work in March 2011 on a study to evaluate the feasibility of reconnecting Balboa Park, the San Diego Zoo and Downtown San Diego via fixed lines, electric tram lines - a final study on this issue was published in October 2012. The learning corridor project runs between areas Trolley City College Station, and Balboa Park around the San Diego Zoo. A similar alignment to the last proposed was served by the tram system in 1949 on line 7 (Park Boulevard-University Avenue to East San Diego) & amp; 11 (Park Boulevard-Adams Avenue to Kensington). The committee evaluated the type of tram to be used for this proposed line, possible options including the recently launched S70 57 Ultra Short 2011 in the "Modern Streetcar" category, and PCC Streetcars restored from the Downtown Silver Line in the "Vintage Streetcar" category. The main construction problem is how to cross the I-5 without having to reconstruct the entire bridge. The estimated cost for the construction of this line is $ 68.2 million, with each estimated trolley worth between $ 850,000 (for a restored PPC trolley car) to $ 3.6 million (for a modern trolley car). Four cars are anticipated for service on this line. No funding sources were identified. No further action on this proposal has taken place since the launch of the study in October 2012.
Potential airport extensions
Since 2009, SANDAG has proposed a plan that will bring the trolley service to Lindbergh Field. On January 19, 2013, mayor Bob Filner supported the idea, which spawned a new city interest in the project. In January 2013, SANDAG took steps to bring the proposed extension to the Airport; MTS has also had this idea for years. One plan scenario will be an extension of the existing Orange Line from the city center to the southern part of Lindbergh Field along Harbor Drive that will connect the Airport terminals to the trolley service. Another proposed scenario will bring service to the northern part of the Airport and connect with the Blue and Green Line on Washington Street and/or the Old City in the near or distant future. The California High Speed ​​Train is also planned to end on the north side of the airport (in Phase 2, which does not have a schedule yet). No projected completion date for this proposed airport extension.
The dedicated local bus line (Route 992) currently provides connections between the airport terminal and the city center. There is also a Trolley service -> Terminal Shuttle, which takes passengers from the terminal into 1 block from Middletown station on the Green Line.
2050 Regional Transport Plan
The San Diego Association of Governments (SANDAG) released the 2050 Regional Transport Plan draft in April 2011, approved by the SANDAG Board of Directors on October 28, 2011. The significant expansion of the new 156-mile Trolley service is proposed in 2050 RTP, as well as the creation of three new tram lines serving Downtown San Diego.
The following Cart and tram projects are included in the Regional Transport Plan 2050. Projecting date The completion plan for each project is displayed, but this date is highly speculative as no specific commitments are made in this plan, with the exception of the Mid-Coast Extension Blue Line currently under development.
Related projects for this are plans to build the Intermodal Transit Center Airport on the northeast side of Lindbergh Field in 2035, which will include direct Trolley service access (from the Green Line, and from the Blue Line as well as the completion of the Central Coast Transit Project) to San Diego International Airport. ( Note: This has nothing to do with a separate proposal to extend the Orange Line along the Harbor Drive to the terminal on the south side of Lindbergh Field.)
Other Trolley projects in the Regional Transport Plan 2050 involve more segregation of classes (from crossings of roads) to the Blue and Orange Lines, and the creation of more Express Lines on existing lines.
Fleet specifications
Below is a technical specification of four different models of light rail vehicles, as shown on the MTS website.
In addition, one inheritance (1946) of the President's Committee on Tram Conference (PCC), Car 529, has operated on the Silver Line since its opening in 2011; second tram street PCC restored (1946), Car 530, entered service at Silver Line in March 2015.
Floor plan
Below is a floor plan of three different models of light rail vehicles, as shown on the MTS website.
See also
Note
References
External links
- Situs web Resmi Sistem Transit Metropolitan
- San Diego Electric Railway Association
- Foto Trolley San Diego
- Peta Sistem Trolley San Diego
Source of the article : Wikipedia
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