Pacific Electric Right-of-Way
| Computers are like old testament gods; lot of rules and no mercy. Joseph Campbell |
Why PRT works in the Pacific Electric Right-of-Way:
• PRT has a much smaller footprint than the heavy steel and concrete LRT/BRT
guideways which have been proposed in the Corridor - likely a far more
acceptable alternative to the neighborhoods through which the RoW passes.
Does any professional engineering firm believe either of the elevated
configurations below could be constructed through these densely populated
neighborhoods?
• It should NOT be assumed that the primary use of the Corridor is to move
commuters and tourists just between LA Union Station and Santa Ana. The
population density along the Corridor creates numerous potential opportunities
for commuting within the many cities the Corridor passes through. PRT’s
capability to place offline stations in any feasible or desirable place, with NO
effect of overall throughput, makes the most of its flexibility, amenability to
public/private partnerships and potential for transit oriented development.
• The transit alignment into Santa Ana (the corridor stops short of the Civic
Center complex) must be extended through the densest part of the city to reach its
Metrolink/Amtrak station (TG829 G2). PRT is much more capable of
accomplishing such an alignment than driving LRT or BRT through this density.
As well, PRT could accommodate stations built into structures or in the Civic
Center which is occupied by dozens of city, county and federal government
buildings. It then creates a localized collector/distributor/circulator system (a
"horizontal elevator") between the buildings and to/from the train station and its
parking facility.
• PRT rides are on demand and point-to-point, allowing faster private transits
than the average speed of any LRT or BRT configuration. A PRT journey occurs
non-stop at the vehicle's fastest feasible speed, about 30mph today. Vehicle
testing is occurring now at faster speeds. With magLIM technology, speed is only
limited by computer safety restraints and software rules. When PRT guideway
and vehicles can be manufactured and delivered in quantity, probably in a 2013-
15 timeframe, vehicle speeds are projected in the 45-55mph range.
• PRT can operate 24/7/365 as it is completely computerized and requires no
drivers. Vehicle and station security can be supported via in-car and station video
surveillance directed to, at least, local law enforcement authorities in addition to a
human system supervisor.
• When vacant, vehicles can remain at a station to await another rider(s) or be
automatically sent empty to stations on the grid where riders are waiting or, from
collected data, where demand is historically known to occur at certain times. This
asset utilization is far more efficient than can be accomplished with LRT or BRT
and means vehicles can wait for riders and not need to be delivered on a
schedule to them as with LRT or BRT. With “rolling stock” left at system stations
at all times (except for routine cleaning and maintenance), “depot” facilities” are
small and far less expensive than with conventional systems.
• Dual PRT guideways can be supported on a single pylon (usually spaced 90
feet apart), creating no additional ground impact, but doubling throughput.
• Elevated or even fenced at-grade stations could be constructed within the
confines of the Corridor. At-grade stations are less costly than elevated stations,
and would not require elevators -- but additional safety considerations would be
required.
• PRT vehicles are electrically powered. This causes them to be extremely quiet,
and only brief wind noise might be a neighborhood issue. The vehicles can also
operate without external lighting at night. PRT guideway, at most about three feet
wide, throws far less sun shadow than an elevated LRT or BRT structure.
• As the PRT guideway network is so flexibly designed, it is not relegated to JUST
the Corridor. An LRT or BRT alignment can NOT be easily or inexpensively routed
or switched off the Corridor if required or an opportunity arose - PRT can by
simply designing a loop off the Corridor backbone to avoid NIMBY opposition or
those areas of the Corridor already in use (e.g. the 105 freeway portion).
• The primary Orange County target for southbound commuting or tourist traffic in
the Corridor is more likely the Anaheim and Disney Resorts rather than the city of
Santa Ana. As we’ve illustrated on our web pages focused on Anaheim and
Huntington Beach, the corridor crosses the Santa Ana River which could be used
as a right-of-way to operate north-north-east toward Anaheim’s planned ARTIC
train facility. OCTA already uses the River for bike paths.
• Although Los Angeles Union Station is not on or near the Corridor, but
referenced as a valued point of interest in the SCAG RFP, a PRT alignment could
easily reach it by operating alongside local river and flood channels, or possibly
sharing HRT paths. Right-of-way considerations with PRT are far less impactful
and easier to deal with than conventional solutions.
• PRT can be marketed as a greener solution than LRT (and certainly gas-
powered BRT) as the horizontal guideway surfaces can be mounted with solar
(photovoltaic) panels to generate electricity during the day for sale back to the
DWP and SCE grids.
• PRT readily creates Public/Private Partnership opportunities that would assist
with capital construction costs. For example, an LA or Orange County “big box”
retailer could fund a station for connection to the network grid. Their incentive in
paying for the portal is the attraction of consumers to their facility (and sans cars
to park). This model would also work for hotels and apartment/condominium
complexes. As well, the private ownership of vehicles is feasible (e.g. for the use
of hotel guests).
• Unlike both the LRT and BRT models, PRT can support ANY number of offline
stations without degradation of overall system throughput.
• Unlike LRT or BRT, PRT is conducive to freight handling. Palletized goods can
be moved in a PRT vehicle shell - potentially an application in the LA portion of
the Corridor which passes through a number of industrial and warehousing
areas.
• PRT is extremely “scalable” - it would prove useful even if only partially
implemented in the Corridor as illustrated here. An LRT or BRT alignment much
fewer stations is probably not useful until it’s been extended between Union
Station and the Santa Ana Metrolink/Amtrak train station.
• PRT has a much smaller footprint than the heavy steel and concrete LRT/BRT
guideways which have been proposed in the Corridor - likely a far more
acceptable alternative to the neighborhoods through which the RoW passes.
Does any professional engineering firm believe either of the elevated
configurations below could be constructed through these densely populated
neighborhoods?
• It should NOT be assumed that the primary use of the Corridor is to move
commuters and tourists just between LA Union Station and Santa Ana. The
population density along the Corridor creates numerous potential opportunities
for commuting within the many cities the Corridor passes through. PRT’s
capability to place offline stations in any feasible or desirable place, with NO
effect of overall throughput, makes the most of its flexibility, amenability to
public/private partnerships and potential for transit oriented development.
• The transit alignment into Santa Ana (the corridor stops short of the Civic
Center complex) must be extended through the densest part of the city to reach its
Metrolink/Amtrak station (TG829 G2). PRT is much more capable of
accomplishing such an alignment than driving LRT or BRT through this density.
As well, PRT could accommodate stations built into structures or in the Civic
Center which is occupied by dozens of city, county and federal government
buildings. It then creates a localized collector/distributor/circulator system (a
"horizontal elevator") between the buildings and to/from the train station and its
parking facility.
• PRT rides are on demand and point-to-point, allowing faster private transits
than the average speed of any LRT or BRT configuration. A PRT journey occurs
non-stop at the vehicle's fastest feasible speed, about 30mph today. Vehicle
testing is occurring now at faster speeds. With magLIM technology, speed is only
limited by computer safety restraints and software rules. When PRT guideway
and vehicles can be manufactured and delivered in quantity, probably in a 2013-
15 timeframe, vehicle speeds are projected in the 45-55mph range.
• PRT can operate 24/7/365 as it is completely computerized and requires no
drivers. Vehicle and station security can be supported via in-car and station video
surveillance directed to, at least, local law enforcement authorities in addition to a
human system supervisor.
• When vacant, vehicles can remain at a station to await another rider(s) or be
automatically sent empty to stations on the grid where riders are waiting or, from
collected data, where demand is historically known to occur at certain times. This
asset utilization is far more efficient than can be accomplished with LRT or BRT
and means vehicles can wait for riders and not need to be delivered on a
schedule to them as with LRT or BRT. With “rolling stock” left at system stations
at all times (except for routine cleaning and maintenance), “depot” facilities” are
small and far less expensive than with conventional systems.
• Dual PRT guideways can be supported on a single pylon (usually spaced 90
feet apart), creating no additional ground impact, but doubling throughput.
• Elevated or even fenced at-grade stations could be constructed within the
confines of the Corridor. At-grade stations are less costly than elevated stations,
and would not require elevators -- but additional safety considerations would be
required.
• PRT vehicles are electrically powered. This causes them to be extremely quiet,
and only brief wind noise might be a neighborhood issue. The vehicles can also
operate without external lighting at night. PRT guideway, at most about three feet
wide, throws far less sun shadow than an elevated LRT or BRT structure.
• As the PRT guideway network is so flexibly designed, it is not relegated to JUST
the Corridor. An LRT or BRT alignment can NOT be easily or inexpensively routed
or switched off the Corridor if required or an opportunity arose - PRT can by
simply designing a loop off the Corridor backbone to avoid NIMBY opposition or
those areas of the Corridor already in use (e.g. the 105 freeway portion).
• The primary Orange County target for southbound commuting or tourist traffic in
the Corridor is more likely the Anaheim and Disney Resorts rather than the city of
Santa Ana. As we’ve illustrated on our web pages focused on Anaheim and
Huntington Beach, the corridor crosses the Santa Ana River which could be used
as a right-of-way to operate north-north-east toward Anaheim’s planned ARTIC
train facility. OCTA already uses the River for bike paths.
• Although Los Angeles Union Station is not on or near the Corridor, but
referenced as a valued point of interest in the SCAG RFP, a PRT alignment could
easily reach it by operating alongside local river and flood channels, or possibly
sharing HRT paths. Right-of-way considerations with PRT are far less impactful
and easier to deal with than conventional solutions.
• PRT can be marketed as a greener solution than LRT (and certainly gas-
powered BRT) as the horizontal guideway surfaces can be mounted with solar
(photovoltaic) panels to generate electricity during the day for sale back to the
DWP and SCE grids.
• PRT readily creates Public/Private Partnership opportunities that would assist
with capital construction costs. For example, an LA or Orange County “big box”
retailer could fund a station for connection to the network grid. Their incentive in
paying for the portal is the attraction of consumers to their facility (and sans cars
to park). This model would also work for hotels and apartment/condominium
complexes. As well, the private ownership of vehicles is feasible (e.g. for the use
of hotel guests).
• Unlike both the LRT and BRT models, PRT can support ANY number of offline
stations without degradation of overall system throughput.
• Unlike LRT or BRT, PRT is conducive to freight handling. Palletized goods can
be moved in a PRT vehicle shell - potentially an application in the LA portion of
the Corridor which passes through a number of industrial and warehousing
areas.
• PRT is extremely “scalable” - it would prove useful even if only partially
implemented in the Corridor as illustrated here. An LRT or BRT alignment much
fewer stations is probably not useful until it’s been extended between Union
Station and the Santa Ana Metrolink/Amtrak train station.
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What's it going to be?
| or this? |