It's clear that Latin music and K-pop have made serious headways into primarily English-speaking markets.
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Given the very high frequency of vehicles Musk is proposing (30-second headways), these exits are essential.
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Since subway riders do not look at schedules, even headways between trains matter more than the schedule, leading to a growing emphasis on WA. This measures adherence to the schedule, relative to the headway, even when the schedule does not have even headways, but the dispatchers still sometimes hold trains to smooth out delays.
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While their methods are considered by some to be controversial, PETA has made headways in their mission to stop the exploitation of exotic animals.
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That suggests it hasn't made huge headways with businesses, but also that it has a lot of room to grow if it can tap into them.
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I think most of China caught the AI fever about two years ago, so we were ahead, because we saw deep learning was gonna start making headways.
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BTS are now at the forefront of a global pop movement that's also repped by Latin artists making headways into English-language markets while still singing in Spanish.
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John Dugan, former Comptroller of the Currency who served during the financial crisis, praised both regulators and the industry for making significant headways in adopting and implementing rules.
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But the court victories are providing Democrats with momentum as they accelerate their Trump investigations — and providing fodder for party leaders to argue impeachment proceedings aren't necessary as they make legal headways.
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While many in the media argued that Trump, in ignoring the economy and focusing on immigration, it is clear that, in these jurisdictions, and potentially even in Florida as well, Trump made major headways.
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Capacity is inversely proportional to headway. Therefore, moving from two-second headways to one-second headways would double PRT capacity. Half-second headways would quadruple capacity. Theoretical minimum PRT headways would be based on the mechanical time to engage brakes, and these are much less than a half second.
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No regulatory agency has yet endorsed headways below one second, although proponents believe that regulators may be willing to reduce headways as operational experience increases.
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On weekends, train run at 20 minute headways for most of the day. After around 8pm on weekdays and weekends trains run at 30 minute headways.
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On weekends, the train runs at 20-minute headways for most of the day. After around 8 pm on weekdays and weekends trains run at 30-minute headways.
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NYC Ferry operates from 5:30 a.m. to 10:30 p.m. during all seven days of the week. During peak hours, ferries operate or are proposed to operate at 20-minute headways to Astoria and the Lower East Side; 30-minute headways to Bay Ridge and Soundview; and 30-60 minute headways to the Rockaways (see for more details).
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Very short headways are controversial. The UK Railway Inspectorate has evaluated the ULTra design and is willing to accept one-second headways, pending successful completion of initial operational tests at more than 2 seconds.Sustainable personal transport In other jurisdictions, preexisting rail regulations apply to PRT systems (see CVS, above); these typically calculate headways for absolute stopping distances with standing passengers. These severely restrict capacity and make PRT systems infeasible.
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Modern large cities require passenger rail systems with tremendous capacity, and low headways allow passenger demand to be met in all but the busiest cities. Newer signalling systems and moving block controls have significantly reduced headways in modern systems compared to the same lines only a few years ago. In principle, automated personal rapid transit systems and automobile platoons could reduce headways to as little as fractions of a second.
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Metromover headways vary from about two to five minutes depending on loop and overlap.
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One additional round trip was added on November 2, 2020, with 45-minute midday headways.
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Monday through Friday with 30-minute headways at all times. There is no weekend service.
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It operates on 10-15 minute headways during daytime hours, 30 minute headways during early mornings and evenings, and 1 hour headways during overnight hours. The Q100 is the only public transit option to Rikers Island. Otherwise, travel must be done by ferry, car, or privately operated shuttles between either foot of the bridge. Prior to MTA takeover, the then-Q101R operated non-stop between 21st Street–Queensbridge and the Queens Rikers Island parking lot.
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MTS transdev bus Urban bus routes link the densely populated neighborhoods and adjacent cities together with direct and frequent bus service. These services constitute the bulk of fixed-route bus services operated in terms of vehicle requirements and patronage. Typically, headways are 12–15 minutes between scheduled bus arrival/departure times during commute periods and during midday times on the busiest lines. Generally, no worse than 30-minute headways occur during non-commute periods or 60-minute headways weekends.
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As a result of the COVID-19 pandemic, VIA suspended fares on all routes on March 21, 2020. On April 6, VIA shifted weekday service to Saturday schedules, reducing frequency on all Primo routes to 15-minute headways. Fare collection for all VIA routes, including Primo, resumed on June 1. On July 27, the weekday frequency of Route 103 was increased to 10-minute headways, while Routes 100 and 102 were increased to 12-minute headways.
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In addition to the EFL curriculum program, headways were made in the conception of a physician Assistant program.
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Headways are between 15 minutes and 80 minutes. Some routes operate on weekdays only or peak hours only.
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A "shorter" headway signifies closer spacing between the vehicles. Airplanes operate with headways measured in hours or days, freight trains and commuter rail systems might have headways measured in parts of an hour, metro and light rail systems operate with headways on the order of 90 seconds to 5 minutes, and vehicles on a freeway can have as little as 2 seconds headway between them. Headway is a key input in calculating the overall route capacity of any transit system. A system that requires large headways has more empty space than passenger capacity, which lowers the total number of passengers or cargo quantity being transported for a given length of line (railroad or highway, for instance).
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Service is reduced during the coronavirus pandemic, with 30-minute headways at most times; service ends at 9 pm.
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In this case, the capacity has to be improved through the use of larger vehicles. On the other end of the scale, a system with short headways, like cars on a freeway, can offer relatively large capacities even though the vehicles carry few passengers. The term is most often applied to rail transport and bus transport, where low headways are often needed to move large numbers of people in mass transit railways and bus rapid transit systems. A lower headway requires more infrastructure, making lower headways expensive to achieve.
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The A-train operates with 30 minute headways every weekday, with 34 trains round trip per day (and one additional late train each direction on Fridays). Saturday has reduced service with nine trains per direction and long headways. There is no service on Sundays and major holidays. Interchanges with the DART Green Line are irregularly timed.
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The M2 line in İstanbul uses both Hyundai Rotem and Alstom trains which operate with headways of 5 minutes on the line.
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Shanghai Metro lines 6, 7, 8, 9, 10 and 11 are equipped with CBTC systems capable of headways as low as 90 seconds.
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The service runs from 5AM to 9AM and then from 3PM to 8PM Monday through Friday. Links coaches travel on 20 minute headways.
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Light Rail also serves to connect travelers to other transportation systems at several key points: Diridon station offers connections to Caltrain, ACE, Amtrak's Coast Starlight, the Capitol Corridor trains; Milpitas station offer connections the BART system; and Metro/Airport station offers a connection to the San Jose International Airport via VTA Bus route 60. Lines runs for 20 hours per day on weekdays, with headways of 15 minutes for most of the day. On weekends, the train runs at 20-minute headways for most of the day. After around 8 pm on weekdays and weekends trains run at 30-minute headways.
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The Metric corridor is now served by 325.) Before the original Route 1 North Lamar/South Congress was split into 1L/1M in 2006, it was the busiest line in the Capital Metro system and peaked at 10 minutes headways Monday through Friday, with wider headways on the weekends. (The current Route 1 has wider headways, resulting in overcrowding buses.) Route 801 serves 43 stations between Tech Ridge in North Austin and Southpark Meadows via the University of Texas and Downtown Austin. A second route, MetroRapid Burnet/South Lamar (Route 803), serves a total of 34 stations between The Domain and Westgate.
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As a result, there was a $750,000 deficit. On January 27, 1957, as a result of low ridership, service was reduced from running on eight minute headways to Broad Channel to twelve minute headways. Since service alternated between Rockaway Park and Wavecrest, stations had a train every 24 minutes. The line was built to handle 100,000 daily passengers but was only carrying 6,000.
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Estimated travel time from T&P; Station to DFW International Airport is estimated to be approximately 52 minutes. There are 48 trips per day with predominantly 1-hour headways; all but the earliest westbound and latest eastbound trains runs the full length of the route. The line is predominantly single tracked, with passing sidings installed to allow for 30-minute headways.
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The loop was heavily used during games; for the 1948 World Series, streetcars ran between Park Street and Braves Field on 45-second headways.
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The was truncated to Court Square full-time. Construction headways on eleven routes were lengthened, and off-peak service on seven routes were lengthened.
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It was redirected to Brighton Center on June 23, 1928, and eventually became route 65. On December 14, 1929, most trips of the – shuttle were extended along Beacon Street to . This resulted in -minute rush-hour headways on the inner part of the line, with three-car Washington Square–Lechmere trains and two-car Cleveland Circle–Park Street trains on alternating 5-minute headways.
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On 24 December 1813 at 01:30 the colliery again exploded, this time with the loss of 9 men and 13 boys along with 12 horses. All the dead were in the headways by William Pit (the upcast pit). Those in the boards away from William Pit were saved. The reported the supposition that "the hydrogen took fire at the crane lamp, in the south headways".
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The Gold Line was extended east as far as the city of Folsom, and more recently the Blue Line was extended south from Meadowview Rd to Cosumnes River College. Sacramento's light rail system goes to the Sacramento Valley Rail Station, Cosumnes River College Station in south Sacramento, and north to Watt/I-80 where I-80 and Business 80 meet. The Light-rail Blue & Gold Lines have 15-minute weekday headways and 30-minute weekday evening and weekend/holiday headways; the Green Line has 30-minute weekday headways and no weekend service. Route 142 is an express bus line to/from downtown to Sacramento International Airport.
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Approximately every other trip operates as a 57A during rush hours; during off-peak hours and weekends all buses run the full-length route. Route 57 operates as a busy key bus route, with headways between 10 and 12 minutes at all times (and equal headways on the 57A during peaks). , the 57 and 57A combined were ninth-busiest route on the MBTA system, with 10,094 boardings on an average weekday.
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At first, the shortest headway (the time between vehicle arrivals at a given point) on each line was 20 minutes. Headways were subsequently improved on the S1 between Schwabstraße and Esslingen and on the S6 between Schwabstraße and Leonberg to 10 minutes. Beginning in 1996, 15-minute headways during rush hours were introduced on all lines. This was accomplished with supplemental trains and operational changes along the outlying segments.
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The system has services that extend along the Gjøvik, Trunk, Gardermoen, Kongsvinger, Østfold, Eastern Østfold, Drammen, Spikkestad and Sørland Lines. All but one line extend into neighboring counties. Lines 400 and 500 (along the Østfold, Trunk and Drammen Lines) serve the suburban areas of Oslo, and have 30 or 15-minute headways. The other six lines cover towns further away, and normally have 30 or 60-minute headways.
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CT1 service was not substantially modified since its 1994 inception. Route CT1 was merged into route 1 in September 2019 to provide more frequent service and more consistent headways.
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The service replaced Route 100 on State Route 99 between Aurora Village in Shoreline and Everett Station, featuring 12-minute headways, off-board fare payment and transit signal priority.
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Trains operate roughly every 3 to 10 minutes during rush hour, with longer headways of up to 15 minutes at night. 4,209,947 passengers boarded trains at Belmont in 2011.
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In March 2020, the COVID-19 pandemic was declared. MTS began disinfecting vehicles as they return to the maintenance yards, and has began sanitizing station platforms and installing handwashing stations at transit centers. MTS subsequently announced reductions to all Rapid services in April. There will be only 3 runs of route 280, 2 runs of route 290, 30 minute headways for routes 204, 225, 235 and 237, and 15 minute headways for the remainder.
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In October 2018, the MBTA awarded a $218 million signal contract for the Red and Orange Lines, which will allow 4.5-minute headways on the Orange Line beginning in 2022.
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A two-phase testing program was carried out. Phase I was the basic construction and operation at various speeds with large headways, in order to work on the mechanical design. This phase completed in 1976, and was followed by Phase II, a "system demonstration" at one-second headways (considerably less than a car). Phase II testing completed in 1978 and the consortium started looking for deployment opportunities, developing a serious proposal for an installation in Baltimore.
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This funding package was approved in full as part of the 2008 provincial budget, and a preliminary BRT implementation is expected to be running within three years. The first phase of BRT implementation, known as DRT Pulse, began service June 29, 2013, operating on the Ontario Highway 2 corridor between Downtown Oshawa and the University of Toronto Scarborough campus. It runs on 7.5 minute headways during rush hour and 15 minute headways during off-peak hours.
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The 1882 explosion occurred at 1a.m. on the morning of 19 April. It was localised in the Busty seam. From the shafts major passages known as "headways" radiated off north, south and west.
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Increased running times – largely due to longer dwell times from increased ridership – resulted in headways being lengthened from 5 minutes before 2011 to 6 minutes in 2016. The increased fleet size with the new trains will allow headways to be reduced to between 4 and 5 minutes at peak. In the interim, a 2016 test of platform markings at North Station which show boarding passengers where to stand to avoid blocking alighting passengers resulted in a one-third decrease in dwell times.
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Three of the nine routes were 24-hour routes: Route #3 "Salt Lake Hwy", #4 "Boulder Hwy", and #6 "The Strip". Routes #3, #4, and #9 had 30-minute headways and #6 "Strip" had 15-minute headways. Unfortunately, the routes were not synchronized to meet at the same time and sometimes, a rider may have had to wait up to 45 minutes for transfer to the next bus. By the 1980s, arrivals/departures were synchronized and the headways were increased on residential routes to 60–90 minutes, with limited operating hours, from about 5:30 AM to 10:00 PM. 24-hour service was limited to Route #6. Through the 1980s, LVTS also added several new residential routes: Routes #2 "North Las Vegas", #6A "Sam's Town/Strip", #11 "Henderson", and #12 "Spring Valley".
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Overnight service on the Yonge segment of the line is provided by 320 Yonge Blue Night from Queens Quay to Steeles with headways of 3 to 15 minutes. The University segment does not have an overnight service.
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Services would run at 30-minute headways during peak hours and 2-hour headways during off-peak hours. By the year 2040, the Grand/Kyrene Line would have 10,850 daily boardings and the Estrella/San Tan Line would have 10,125 daily boardings. The updated study estimated capital costs for rail systems using diesel multiple units (DMU) or push-pull trainsets (LHC). Capital costs assumed that service would share existing tracks with freight service (operated by Union Pacific Railroad and BNSF Railway), except for the overlapping segment in Phoenix, where there would be two tracks.
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In September 2010, the SANBAG considered options that included Metrolink train service, other types of electrified or diesel trains, and buses. In April 2011, SANBAG announced that it had settled on conventional heavy rail equipment for the service. This would be provided by refurbished ex-Metrolink rolling stock operating on 30-minute peak period headways and hourly off-peak headways. While SANBAG preferred electrified light rail, its $268.1 million cost was over the $250 million limit for the federal Small Starts transit grants that would have been used.
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Eau Claire Transit is the provider of mass transportation in Eau Claire County, Wisconsin. Ten routes are served by a fleet of 22 low-floored buses. Service in all routes is provided in thirty-minute or one-hour headways.
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Trains on the Gold Line operate every 7 minutes during peak hours Monday through Friday. Middays consist of 12–18 minute headways, while weekends all day have a frequency of 12–18 minutes. Nighttime service operates every 20 minutes.
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It increased further to eight minutes on 25 March 1920. KSS merged in 1924 and the service was taken over by Oslo Sporveier. They gradually cut the frequency to twelves minute-headways. The Korsvoll Line opened on 4 May 1924.
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The colour of Ba Tong Line that is shown on maps, like that of Line 1, is red. The line tends be very crowded during rush hour. To alleviate this headways were reduced and express services were introduced during rush hour.
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Regular operation consists of three routes served by three buses, running approximately (in each direction along headways) once every two hours. The routes serve Fort Erie, Crystal Beach, Ridgeway, Stevensville and Black Creek and many neighbourhoods and areas in between.
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Like most suspended systems, it suffered from the problem of difficult switching arrangements. Since the car rode on a rail, switching from one path to another required the rail to be moved, a slow process that limited the possible headways.
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The original main line – now designated by the railroad as the Shore Line – continued to host Chicago-Waukegan service, which consisted of limited- stop Chicago-Waukegan service as well as all-stop local service, each operating at roughly 30-minute headways.
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The Better Market Street project, a streetscape project launched in the late 2000s to improve Market Street, has a transit component that aims to improve the operations of the F Line. The project would consolidate and eliminate some stops on Market Street and would also construct a new turn- around loop for the F Line at McAllister and 7th Streets. The loop would allow increased service between Fisherman's Wharf and the Civic Center area, which is the section of the line with the highest ridership. Average headways under the service improvement would be 5 minutes instead of the current 7.5 minute scheduled headways.
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Although no regulatory agency has as yet (June 2006) approved headways shorter than two seconds, researchers suggest that high capacity PRT (HCPRT) designs could operate safely at half-second headways. Using the above figures, capacities above 10,000 passengers per hour seem in reach. In simulations of rush hour or high-traffic events, about one- third of vehicles on the guideway need to travel empty to resupply stations with vehicles in order to minimize response time. This is analogous to trains and buses travelling nearly empty on the return trip to pick up more rush hour passengers.
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These systems had fairly slow reaction times that demanded fairly long headways between the trains. Most conventional metros have headways around two minutes or more, these new systems were generally on the order of 30 seconds. To make these systems efficient at high demand levels they had to have fairly large capacities, on the order of 25 to 100 passengers, which places them in the group rapid transit, or GRT, end of the people mover spectrum. These sorts of systems can be simplified if high performance is not required; GRT systems are quite common at airports today.
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Metrorail begins service at 5 am Monday through Friday, 7 am on Saturdays, and 8 am Sundays; it ends service at 11:30 pm Monday through Thursday, 1:00 am Friday and Saturday, and 11:00 pm on Sundays, although the last trains leave the end stations inbound about half an hour before these times. Trains run more frequently during rush hours on all lines, with scheduled peak hour headways of 4 minutes on the Red Line and 8 minutes on all other lines. Headways are much longer during midday and evening on weekdays and all weekend. The midday six-minute headways are based on a combination of two Metrorail lines (Orange/Blue and Yellow/Green) as each route can run every 12 minutes; in the case of the Red Line, every other train bound for Glenmont terminates at Silver Spring instead. Night and weekend service varies between 8 and 20 minutes, with trains generally scheduled only every 20 minutes.
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On Saturday, service operates from 9:15 am to 6:30 pm with headways every 60 minutes. There is no service on Sundays or major holidays at this time. These services are provided under a contractual arrangement with First Transit of Cincinnati, Ohio.
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On the trunk of the Green Line between Harlem/Lake and Garfield, trains run on a minimum headway of 15 minutes, decreasing to as few as 7-8 minutes during weekday rush hours. Headways are doubled on the Ashland/63rd and Cottage Grove branches.
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From 1985 until 1993 automatic train operation using the SelTrac system was trialled on line U4. The SelTrac system used on line U4 was manufactured by Standard Elektrik Lorenz (now part of Alcatel-Lucent), and allowed very tight headways of 50 to 90 seconds.
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The new line opened on September 22, 2012, as the Central Loop Line, or CL Line."Portland Opens New Line" (November 2012). Tramways & Urban Transit magazine, p. 409. The scheduled headways are 18 minutes on weekdays, 17 minutes on Saturdays and 20 minutes on Sundays.
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From the services became a ring line: Line 1 ran Jernbanetorget–Briskeby–Majorstuen–Frogner–Jernbanetorget, while Line 2 was designated to run the opposite direction. They were both run every five minutes. The circle scheme was ended on 15 December 1915 and the Briskeby Line again became Line 1. However, this was unpopular with the passengers and the circle service was reintroduced on 24 February 1916. Line 1 was extended from Jernbanetorget along the Gamlebyen Line between 17 December 1917 to 1 October 1918. Six-minute services were introduced from 25 March 1920, five-minute headways from 19 July 1920 and six-minute headways from 25 July 1921.
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Metro Rapid buses also stop less frequently than Metro Local buses, with Rapid stops located only at major intersections and transfer points. The frequency of Metro Rapid buses is increased as well, as more buses on a line translates to less wait time at each station. All Metro Rapid buses are low-floor CNG buses for faster boarding and alighting. As a result of a recent federal court consent decree ruling, beginning in June 2006 almost all Rapid routes began operating from at least 5 am to 9 pm, five days a week, with a maximum of 10-minute peak headways and 20-minute midday and evening headways.
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No new sidings were initially installed on the SD&AE; segment, which had three passing sidings between San Diego and San Ysidro. Service started at 15-minute headways using the rehabilitated single- track line. San Diego Trolley opened in 1981 with of operations on the South Line.
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Most graduating students go on to attend Headways Sixth Form, a sixth form provision offered by a consortium of secondary schools (including Hetton School) and Sunderland College. A new school building is being constructed on the same site and is due to be completed in September 2016.
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Each headway gave access to a district. From the north and south headways other passageways were driven: the north and south cross-cuts. Each of these led to a sub-district. The explosion occurred within the north cross-cut district where two men had been working.
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Trains operate from 6:00 to 23:00 every day of the year. Headways on Line 1 are generally between 10–14 minutes, but reach a maximum of 8 minutes during weekday peak hours. Commercial speeds on Line 1 are . the line 6 is closed to the public.
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As new turnback tracks will need to be built as part of the Purple Line Extension (to allow shorter headways), this Arts District extension could possibly be partially completed as part of the Purple Line Extension project, lowering the incremental cost of the station while increasing its usability.
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Stage 1 (Metro North West) operates with 6-car trains running on 4 minute headways. After the addition of the Stage 2 extension to Bankstown, the system will require at least 59 six-car trains to run every four minutes during peak periods. However the stations’ platforms will be configured to allow for future use of 8-car trains and the signalling system designed to allow for 2-minute headways, both of which are planned to be introduced once sufficient patronage demands it. Eight-car trains have a design capacity of 1,539 customers, and increasing the running frequency to ultimately 30 trains per hour (2-minute headway) would provide a maximum capacity of 46,170 passengers per hour per direction.
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In practice there are a variety of different methods of keeping trains apart, some which are manual such as train order working or systems involving telegraphs, and others which rely entirely on signalling infrastructure to regulate train movements. Manual systems of working trains are common in area with low numbers of train movements (such as 1 per day), and headways are more often discussed in the context of non-manual systems. Automatic block signalling is probably the most relevant to the calculation of headways. For automatic block signalling (ABS), the headway is measured in minutes, and calculated from the time from the passage of a train to when the signalling system returns to full clear (proceed).
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Revenue service on the M2 line began on 13 March 2013. Headways on the M2 line are generally 20 minutes throughout the day. Because the M2 line operates on rail shared with Majorca's three commuter rail lines, it doesn't qualify as a true "metro standards" line like the M1 line does.
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The vehicles required to stop completely. These large headways reduced passenger capacity and required multiple vehicles to make up for this. Operations were normally handled by two operators in the control center.Vought, Controls Vehicles were equipped with two-way communications to allow passengers to talk to the operators in an emergency.
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Dalsenget Depot In 1981, the schedules were changed. 10-minute headways were reduced to 12 minutes, and to 20 minutes outside rush hour. Reduced state subsidies reduced schedules throughout the TT network in 1982, and again in 1983. Ridership declined 13.7% in 1982, to 12.7 million, while the tram had 4.3 million.
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The end-to-end journey time would be approximately 41 minutes and coaches would be air-conditioned. Headways would vary by time of day, but are expected to be of the order of 6 minutes in peak periods. Access to stations would be by an integrated system of comfortable and reliable feeder buses.
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The tram system of Porto in Portugal is operated by the Sociedade de Transportes Colectivos do Porto (STCP) and currently has three regular tram routes with 30-minute headways. All are heritage tram routes, as they use vintage tramcars exclusively, and should not be confused with the modern Porto Metro light rail system.
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Roosevelt Avenue terminal In December 1941, 300 bus riders complained to the Transit Commission, asking that full service on the Q26 be restored. Their petition was supported by a letter from Assemblyman Henry J. Latham, who called for a full review of service on the route. The petition charged that service had gotten worse since North Shore took over the route, and that on November 17, rush hour bus service was decreased, with service running on 30 minute headways instead of 20 minute headways without notice. In addition, it noted that the new schedule did not accommodate increased ridership during rush hours, resulting in overcrowding, and that riders had to leave earlier for work or return later from work due to worse bus service.
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In 2011, planning for phase two of the project saw light rail vehicles or diesel multiple units replace the conventional rolling stock (then envisioned to be ex-Metrolink heavy rail equipment), the construction of five more stations, and additional passing sidings to allow 15-minute peak period headways and 30-minute off-peak headways. The estimated construction cost is between $80 million and $100 million for light rail or between $225 million and $300 million for diesel multiple units. Running costs would be between $1 million and $14 million for light rail or between $12 million and $16 million for diesel multiple units. A potential further phase would expand trackage in a loop to Highland and San Bernardino International Airport before returning to downtown San Bernardino.
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This allowed the overall headway on the central trunk section to remain at 2.5 minutes. All lines currently converge in the central trunk section of the track. This results in steady headways to Rohr, Waiblingen, and Ludwigsburg. The section from Vaihingen to Bad Cannstatt and Zuffenhausen has an optimal 10-minute headway during the day.
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Possible regulatory concerns include emergency safety, headways, and accessibility for the disabled. Many jurisdictions regulate PRT systems as if they were trains. At least one successful prototype, CVS, failed deployment because it could not obtain permits from regulators.See the references in Computer-controlled Vehicle System Several PRT systems have been proposed for California,See www.santacruzprt.com.
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PRT is usually proposed as an alternative to rail systems, so comparisons tend to be with rail. PRT vehicles seat fewer passengers than trains and buses, and must offset this by combining higher average speeds, diverse routes, and shorter headways. Proponents assert that equivalent or higher overall capacity can be achieved by these means.
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The line was only outranked by the Fairmount and Greenbush line, which were rated first and second in reliability, respectively. The Middleborough/Lakeville line was ranked fifth most reliable. Schedule changes effective November 2, 2020 added midday service to provide consistent 60–70 minute midday headways, though a pilot of late-night service was discontinued.
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In the case, the cross-platform infrastructure offers the possibility of easily changing trains, independently from the waiting time for the second train. In metro systems with short headways, waiting time is small, but such an noncoordinated approach could reduce the advantages of stairless cross-platform interchange in railway networks with less dense train traffic.
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The library is accessible by public bus transit, as it is located on Spring Garden Road. It is served by numerous Halifax Transit bus routes. Routes 1, 10, 14, 20 and 80 provide service from 6:00 am until midnight daily. Route 1 provides service to Dartmouth and Mumford Terminal at 10-minute headways.
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He designed the Monocab system using six-passenger cars suspended on wheels from an overhead guideway. Like most suspended systems, it suffered from the problem of difficult switching arrangements; since the car rode on a rail, switching from one path to another required the rail to be moved, a slow process that limited the possible headways.
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Nine new bus lines were created and six existing bus routes were modified as feeder routes. MAX trains initially operated between 5:00 am and 1:30 am, with headways as short as seven minutes. Fares ranged $0.85–$1.30 to travel up to four paid zones. Rides were free within Fareless Square from opening day until 2012.
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The general operating pattern remained the same, with 12-minute headways and with single-ended cars running on the N line while double-ended cars ran to 17th & Castro as before. Expanding to seven- days-a-week service also increased Muni's costs, which amounted to $673,000 in 1985. There were again some changes in the operating fleet.
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It is located between the Berwyn and Lawrence stations. Red Line trains serve Argyle 24 hours a day, every day of the year; trains operate roughly every 3 to 9 minutes during rush hour and midday operation, with longer headways of up to 15 minutes at night. The station is also located a block from the 36 Broadway bus.
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The H Street/Benning Road Line is a currently operating line of DC Streetcar. It has eight stations and began operation on February 27, 2016. The line runs along H Street NE and Benning Road NE in Washington, D.C.. In September 2016 service was increased from six days a week to seven, and with shorter 12-minute headways.
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Service operated as frequently as 30-minute headways. Fares started at 35 cents, divided into 7 fare zones of a nickel each. The Norwich & Westerly connected at both ends with other streetcar companies. At Norwich, the Norwich Street Railway of the Connecticut Company ran local routes, and lines connected Norwich to New London, Willimantic, and Putnam.
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"Communications on research ained at improving transport conditions in cities, towns and other built-up areas", Forschung Stadtverkehr, Issue 25 (1979) Although PRTs have less passenger seating and speeds, their shorter headways dramatically improve passenger capacity. However, these systems are often constrained by brick-wall considerations for legal reasons, which limits their performance to a car-like 2 seconds.
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Daytime headways are 6–9 minutes on weekdays and 10–14 minutes on weekends. The line largely uses two-car () trains. Service is provided by overnight Owl buses on the N Owl route during the hours that rail service is not running. On weekends, N Judah Bus service runs from 5am until the start of rail service.
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In the 1970s, BART had envisioned frequent local service, with headways as short as two minutes between trains on the quadruple-interlined section in San Francisco and six minutes on each individual line. However, headways have fallen short of the original plans. While trains do arrive every three minutes on the quadruple- interlined section between West Oakland and Daly City during weekday commute hours, each individual line operates at 15-minute intervals on weekdays and 20 minute intervals on weekends. BART could be characterized as a "commuter subway," since it has many characteristics of a regional commuter rail service, somewhat similar to S-Bahn services in Germany, Denmark, Austria and Switzerland, such as lengthy lines that extend to the far reaches of suburbia, with significant distances between stations.
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The project would shift Green and Orange Lines service from the existing Pacific Avenue and Bryan Avenue transit mall to the D2 Subway corridor, maintaining their current terminals. The Red and Blue Lines would continue to operate on the existing transit mall. The system would continue to operate at 15-minute peak headways and 20-minute off-peak headways and with the same span of service from approximately 3:30 AM to 1:30 AM. Based on core capacity needs, an additional Red Line service would be added during peak hours from Cedars station to Parker Road station to address crowding. Services would continue to operate with two- or three-car length trains and not require an additional increases in fleet size beyond the current 163 Kinki Sharyo SLRV cars.
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A northbound Metro Silver Line bus approaching 37th Street/USC station. 37th Street/USC station is part of the Los Angeles Metro's Silver Line, which runs between the El Monte Station in El Monte, Downtown Los Angeles and the Harbor Gateway Transit Center in Gardena, California, with select trips continuing onto San Pedro. The Silver Line is part of the Metro Busway system. On weekdays, Silver Line buses operate roughly every four to ten minutes during rush hour, with longer headways of 15 minutes during midday hours, 20 minutes during evenings, 40 minutes during nights and every hour overnight. On weekends, Silver Line buses arrive at 37th Street/USC station every 20 minutes most of the day, with longer headways of 40 minutes during nights and every hour overnight.
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Some routes became part of a community bus network that utilizes shorter buses and charges a cheaper fee than standard bus service. Others became part of a core network with headways of 15 minutes or less. Additionally, some bus routes underwent changes in routing, while other, less-used routes were deleted completely. The agency completed another bus service redesign on December 28, 2019.
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BART also possesses some of the qualities of a metro system; in the urban areas of San Francisco and Oakland; where multiple lines converge, it takes on the characteristics of an urban metro, including short headways and transfer opportunities to other lines. Urban stations are as close as apart, and have combined 2- to 5-minute service intervals at peak times.
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On Sundays, service runs 6-8tph early morning, then increase to 10tph all day, then 6tph at night. On the weekends, every other Blue Line train operates between O'Hare and UIC-Halsted only during the daytime, doubling the headways up to 5tph. Between approximately midnight and 5:30 a.m., night owl service on the Blue Line ranges between 2-4tph.
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Today, Route 104 operates service to West Chester every 10–20 minutes during weekday peak hours, every 30 minutes during weekday hours and late Saturday afternoons, and every hour on evenings, Saturdays, and Sundays. Short-turn trips to Newtown Square provide 10-minute headways to that town during weekday peak hours, and 30-minute service levels on Saturdays and Sundays.
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Standards were also the first New York City Subway equipment to experiment with cab signaling. The underlying rationale for the experiment was to allow trains to run safely at closer headways to provide more frequent service. An attempt was made in 1916 to test a GRS cab signal system using Standards. While generally working as intended, the experiment did not have staying power.
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The service starts at about 5:40 am and ends at about 0:30. During Sundays and holidays service usually starts later and ends later, depending on the occasion. Headways at peak hours vary from 2 minutes on the Line 1 (central part) to 3 minutes on Line 3. On branch lines (of lines 1 and 2) the headway is usually double.
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Compatible with the rest of Metro's light-rail network, the E Line shares standard Metro light rail vehicles (Nippon Sharyo P2020, Siemens P2000, and Kinki Sharyo P3010) with the Blue Line. Metro estimates that it has 47 light rail cars to provide service on the E Line under the peak-hour assumption of 3-car trains running at 6-minute headways.
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Everett Transit reduced weekday headways on route 9, running from Airport Road Station to the Everett Community College, from 20 minutes to 30 minutes. The successful launch of Swift, which saw ridership grow to 3,000 daily boardings in its first five months of service, earned Community Transit a Vision 2040 Award from the Puget Sound Regional Council in May 2010.
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The service provides seven circulator routes. The buses are designated by letters A through G. Fares range from free to 1.50 depending on the category. Most routes operate from approximately 7 AM to 7 PM weekdays and 9 AM to 5 PM on 30-60 minute headways. Service is provided to the Tracy ACE station and to West Valley Mall.
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The full development of the infrastructure to allow for a 30-minute headways on all lines will be implemented by 2014 at the earliest. On the lines RT3 and RT4, new stops at Kassel-Jungfernkopf, and Vellmar- Osterberg/EKZ on the Harleshäuser Kurve, were put into operation on 13 December 2008. On 25 April 2009, a new station Kassel-Kirchditmold was also added to the same section.
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It has since been redesignated in color as the Gold Line. On December 8, 2006 it was extended even further to the downtown Amtrak depot (a.k.a. the Sacramento Valley Station), connecting the light rail system to the national rail system for the first time. headways are limited to 30 minutes on the line due to single tracking on the east end between Parkshore Drive and Bidwell Street.
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A Winnipeg bus still in the older transit orange and cream paint scheme With the creation of the unified City of Winnipeg on January 1, 1972, Metro Transit became Winnipeg Transit. A FREE shuttle service, DASH (Downtown Area SHuttle), operating on 5 min. headways Mon.-Fri. between 9 am and 4 pm, throughout the Central Business District of downtown Winnipeg began in February 1975.
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MTR will also upgrade existing signalling systems used on the East Rail line which will enable trains to operate at two-minute headways on average, instead of the current three-minute interval, which the MTRC expects will be able to compensate for the loss of capacity resulting from the shorter trains. However, there are concerns from local residents that this will not be effective.
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The Line 2 circle route and Seongsu Branch Line are both operated by Seoul Metro at this station. They are serviced through the same pair of island platforms. The subway runs with varying headways depending on the time of day. During rush hour it can come as often as every 3 minutes and in non-peak times it can be as infrequent as every 18 minutes.
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TRA's schedules are not tightly constrained by clock face patterns or policy headways. Extra trains and cars are added on peak travel days to accommodate holiday traffic. 6~8% more departures are scheduled on Fridays, Saturdays, and Sundays. TRA riders span the full gamut including lower-income (students, young adults) and minorities (Hakka, Taiwanese aborigines) but also choice riders (vacationing families, foreign tourists, monthly commuters).
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Much of the River Line uses single track. In some places, there is no room for double-track service without narrowing or removing road lanes, such as Burlington (where streets flank the single track on either side), Palmyra and Bordentown. Improving headways from the current peak level of 15 minutes would require either building additional passing sidings or removing one lane of traffic on certain local roads.
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's ROMAG and Ford's ACT. These systems shared a number of features; they were completely automated in operation, used computer-guidance to allow short headways (inter-car spacing) as small as 10 seconds, and featured on-demand point-to-point routing. They differed primarily in the technology used to support and guide the train; some used rubber wheels, some were hovercraft, and some were maglev systems.
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Line 2 and 7 of Seoul Metropolitan Subway both operate at the station. Line 2 is operated by Seoul Metro and is a circle route with two spur lines. The subway runs with varying headways depending on the time of day. During rush hour it can come as often as every 5 minutes and in non-peak times it can be as infrequent as every 15 minutes.
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On November 1, 2016, StarTran implemented a new route structure from a Transit Development Plan. Almost all routes were reconfigured with the exception of University of Nebraska-Lincoln funded services. Three routes (13, 27, 44) now run all day until 9:55 PM with 30 minute headways on weekdays. Several changes occurred in December 2016, and more in January 2017 to refine the plan.
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Inspired by the successful Oslo Metro that had opened in 1966, similar plans were developed. The proposed network was close to the current long-term plans for the light rail system, and consisted of three branches from the city center to Flaktveit, Olsvik and the airport. Four-car trains would operate at ten-minute headways. The suggestion was discussed by the city council in 1973, but no decision was taken.
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The first passenger interurban to Bellefontaine, Ohio on 1 July 1908 Passenger interurban service grew out of horse-drawn rail cars operating on city streets. As these routes electrified and extended outside of towns interurbans began to compete with steam railroads for intercity traffic. Interurbans offered more frequent service than steam railroads, with headways of up to one hour or even half an hour. Interurbans also made more stops, usually apart.
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Tecumseh Transit provides a public transportation service for Tecumseh, Ontario, a suburb of the city of Windsor. Launched in 2009, the service is municipally owned but operated under contract by First Student Canada. After a successful 6 month pilot project, the service became permanent in August 2010. The single transit line operates in a loop, making 37 stops at one-hour headways between 6AM and 6PM on Monday-Saturday.
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As early as 2015, introducing ETCS on the core section has been considered. In early 2017, Verband Region Stuttgart (VRS), the state of Baden-Württemberg and DB Netz announced to spend a million Euros on a feasibility study on ETCS for S-Bahn Stuttgart. After a Request for tender, four offers were received and the contract concluded in October 2017. ETCS proved to be technically feasible and useful to recude headways.
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However, in practice, train frequencies were not necessarily increased. According to an experiment performed by the Long Island Star Journal in 1957, rush-hour headways ranged from 6 to 15 minutes between local trains, and 2 to 6 minutes between express trains. In 1953, with increased ridership on the line, a "super-express" service was instituted on the line. The next year, the trains were lengthened to nine cars each.
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The MTA created several 30-second long television commercials to promote the new service. Trains ran daily from 5:00 a.m. to 1:00 a.m. on 20 minute headways. The route began at 57th Street and ran express on the IND Sixth Avenue Line to West Fourth Street–Washington Square, where it switched to the IND Eighth Avenue Line and ran express to Jay Street–Borough Hall in Downtown Brooklyn.
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Spacing of vehicles on the guideway influences the maximum passenger capacity of a track, so designers prefer smaller headway distances. Computerized control and active electronic braking (of motors) theoretically permit much closer spacing than the two- second headways recommended for cars at speed. In these arrangements, multiple vehicles operate in "platoons" and can be braked simultaneously. There are prototypes for automatic guidance of private cars based on similar principles.
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Riding the Emerald Express was free when it began operations, but now costs regular fare. The articulated buses are equipped with Hybrid drives which allows for a smooth acceleration from stops and through the various road segments. On weekdays, service runs approximately from 6:00am to 11:00pm. Buses arrive every 10 minutes throughout the day, with longer headways during the evening and the first hour of the morning.
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In 1939, the company proposed the Q33A route along Ditmars as an extension to their existing franchise. During the late 1940s and early 1950s, there were often complaints of overcrowding and bad headways on the Q19A, such as from the Taminent Democratic Club of Long Island City. The overcrowding resulted in passengers waiting for several buses until an empty one arrived. By 1959, the Q33A was renumbered Q51.
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In April 2014, Supervisor Scott Wiener formed the Late Night Transportation Working Group to study options for improved public transportation in and around San Francisco. In September, the Working Group announced that BART would test more frequent service for AC Transit route 800, cutting headways from 30 to 20 minutes, and introduce service from San Francisco to Pittsburg/Bay Point BART via a new AC Transit route 822.
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A study after one month showed the shuttles had increased capacity on the inner part of the line by 18% and reduced the number of passengers unable to board overcrowded trains by 63%. In March 2018, the SFMTA board voted to shorten rush-hour headways from 7 minutes to 4 minutes, but to only use one-car trains on weekends. The changes were to take effect in the summer.
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Preliminary operations started on 10 June 2001, initially with six borrowed Saarbahn tramcars, on the Warburg-to-Kassel Hauptbahnhof rail route. Thus, the previous regional railway timetable was now being served by the new vehicles. RegioTram operation with 30-minute headways was realized. RegioCitadis type vehicles manufactured by Alstom in Salzgitter were delivered in July 2004, and took over the operation on this line on 8 May 2005; the borrowed Saarbahn tramcars were then returned.
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This was the only section of single track on a TRAX line. In 2007, UTA double tracked the bridge by completely replacing it, which made it possible for headways on the line to be decreased from 15 minutes to 10 minutes. To the east of the station is the Midvale Post Office and towards the southwest is a residential neighborhood. The station has a Park and Ride lot with over free 140 spaces available.
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In 2014, a new storage track and crossover was constructed between Old Ironsides and Reamwood as part of improvements to support events at Levi's Stadium and the future Silicon Valley BART extension. To provide better headways and service reliability, a second track was constructed between Whisman and Downtown Mountain View. Work began in summer 2014 and was completed in late 2015. Evelyn Station was permanently closed in mid-March 2015 as part of track construction.
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The Broomway provided the main access to Foulness for centuries. It is an ancient track, which starts at Wakering Stairs, and runs for along the Maplin Sands, some from the present shoreline. The seaward side of the track was defined by bunches of twigs and sticks, shaped like upside-down besom brooms or fire- brooms, which are buried in the sands. Six headways run from the track to the shore, giving access to local farms.
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In 2014, a new storage track and crossover was constructed between Old Ironsides and Reamwood as part of improvements to support events at Levi's Stadium and the future Silicon Valley BART extension. To provide better headways and service reliability, a second track was constructed between Whisman and Downtown Mountain View. Work began in summer 2014 and was completed in late 2015. Evelyn Station was permanently closed in mid-March 2015 as part of track construction.
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This funding would have enabled Caltrain to run 168 trains per weekday, with rush-hour headways of 10 minutes, with the completion of electrification in 2022. BART-like service levels were projected to increase ridership significantly. In March 2020, Caltrain's ridership dropped by 95% due to the COVID-19 pandemic, resulting in losses of $ per month. The joint powers board recast the sales tax proposal as a way to keep the system afloat.
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Light rail operates from this stop to downtown at 15-minute intervals during peak time periods, while trains leave Folsom at 30-minute headways during this portion of the day. Many trains end their routes at this facility, as service between Folsom and Sunrise ceases at 7:30 p.m. every evening. Additionally, connection to RT Bus Route 74 can be made, and there is a 487-space park and ride lot located at the station.
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This was not sufficient, and Oslo Sporveier considered introducing the old Ekeberg Line trams. But this would be costly, as the vehicles would have to be upgraded. Instead, used MBG trams from the Gothenburg Tramway were put into service. The section from Sæter to Ljabru had since the opening had a signaling system that had worked fine with 15- and 20-minute headways, but did not work properly with 10-minute routes.
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The third track would have allowed peak- direction express service as well as places to terminate trains. Service north of Oak Grove was planned to have longer headways to account for the lower projected ridership. This extension was opposed by residents of Melrose who preferred restored commuter rail service. Because of this the express track ends at Wellington and a single commuter rail track continues along the Orange Line north to Reading.
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Its final environmental impact statement (FEIS) for the JFK people mover, released in 1997, examined eight possibilities. Ultimately, the Port Authority opted for a light rail system with the qualities of a people mover, tentatively called the "JFK Light Rail System". It would replace the shuttle buses, running from the airport terminals to either Jamaica or Howard Beach. The FEIS determined that an automated system with frequent headways was the best design.
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Service on the 63rd Street Line was replaced by a shuttle running from the BMT Broadway Line. Trains originally operated from 57th Street–Seventh Avenue to 21st Street–Queensbridge, with 20-minute headways. On April 6, 1998, because the service did not terminate at an ADA-accessible station, the shuttle was extended to 34th Street–Herald Square on weekdays, skipping 49th Street via the express tracks. Normal service resumed on May 22, 1999.
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But, before long, Miami bass was relegated primarily to the Southeastern US, while Chicago house had made strong headways on college campuses and dance arenas (i.e. the warehouse sound, the rave). The DC go-go sound of Miami bass was essentially a regional sound that did not garner much mass appeal. Chicago house sound had expanded into the Detroit music environment and mutated into more electronic and industrial sounds creating Detroit techno, acid, jungle.
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Beginning on May 10, 1946, all 4 trains were made express during late nights running on 12 minute headways as the 6 went back to Brooklyn Bridge during that time. Previously 4 trains ran local from 12:30 to 5:30am. At this time 4 trains terminated at Atlantic Avenue. Beginning on December 16, 1946, trains were extended from Atlantic Avenue to New Lots Avenue during late nights, running express between Atlantic and Franklin Avenues.
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The final report, published in early 2019, concluded that headways in the central core section of the network could be reduced by some 20 percent. On January 30th, 2019, the regional parliament enacted a package of measures. Based on the introduction of ETCS, the train operating contract was extended to mid 2032 and 56 further S-Bahn trainsets were to be purchased. VRS expects to reduce 15-minute intervals to 10-minute intervals through ETCS.
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The station was not built; instead, a high-level platform and parking garage opened at Lynn in January 1992. In July 2019, Wynn Resorts proposed a combination commuter rail and Silver Line station in Everett to serve the newly-owned Encore Boston Harbor casino and proposed surrounding development. Schedule changes effective November 2, 2020 shifted some peak service to off-peak, providing 30-minute midday headways on the inner portion of the line.
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During regular weekday service, trains operate roughly every six to ten minutes during and between peak periods, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night. During weekends, Line 1 trains arrive every ten minutes during daytime hours and every fifteen minutes during early mornings and evenings. The station is approximately 38 minutes from SeaTac/Airport station and six minutes from University of Washington station.
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During regular weekday service, trains operate roughly every six minutes during peak periods and ten minutes at midday. Trains have longer headways of fifteen minutes in the early morning and twenty minutes at night on weekdays. During weekends, Line 1 trains arrive every ten minutes during daytime hours and every fifteen minutes during early mornings and evenings. The station is approximately 31 minutes from SeaTac/Airport station and seven minutes from Westlake station.
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The headways vary between 10 minutes to 20 minutes across various routes. The jetties are proposed to have floating pontoons with automatic docking system technology. The floating pontoons will be covered with retractable sheds to provide comfort during rainy season. 23 transgender people are also employed in the services. As part of the infrastructure, Intelligent Navigation System and Operation Control Centre (OCC) are also proposed and will be integrated with the city’s intelligent transportation system.
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The 116 Wonderland Station–Maverick Station via Revere Street and 117 Wonderland station–Maverick station via Beach Street serve East Boston, and the cities of Chelsea and Revere. The 116 and 117 share most of their routes through East Boston and Revere, differing only on the northern end near Wonderland. They operate on 20-minute headways during peak hours, for an effective 10-minute combined headway on the shared segment on Meridian Street and Broadway.
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Route 60A was discontinued in December 1985 (thus ending service on the Cypress Street loop), with route 60 operating via Cypress and High at all times. In December 2006, the outer terminal was extended slightly to the Chestnut Hill Mall. The MBTA continues to operate the route as 60 Chestnut Hill–Kenmore station. The 2018–19 review found that the route was largely sound, but suffered from poor reliability and inconsistent scheduled headways.
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The following train can already be granted another movement authority up to this point. The route is thus no longer cleared in fixed track sections. In this respect, Level 3 departs from classic operation with fixed intervals: given sufficiently short positioning intervals, continuous line- clear authorisation is achieved and train headways come close to the principle of operation with absolute braking distance spacing ("moving block"). Level 3 uses radio to pass movement authorities to the train.
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It was conceived as an inexpensive way to improve service on the two busy routes. The R-Line runs on 10-minute headways during the day, 20 minutes at night, and 15-20 minutes on weekends. Service runs from 5:00 am to 1:00 am on weekdays and Saturdays, and 6:30 am to midnight on Sundays. The line has 56 stops, largely placed in pairs on opposite sides of the street (except for the terminal loops).
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Labour targeted Eastham and Wallasey and hoped to hold on to Pensby and Thingwall and Oxton, the latter of which was held by the Liberal Democrats in the subsequent two elections. The Conservatives' main target seat was Pensby and Thingwall, which they lost by just 23 votes in 2018. The Liberal Democrats hoped to regain a third councillor in Oxton, and the Greens were looking to take a second in Birkenhead and Tranmere and to make headways in Prenton.
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Construction began with a groundbreaking in November 2018 and track laying in June 2019. It is scheduled to be completed in 2022, with trains running on ten-minute headways during weekdays. The extended Line T will run mostly in mixed traffic and is projected to increase daily ridership to over 10,800 by 2035. As part of the project, the South 9th Street/Theater District station will be relocated one block north to the Old City Hall.
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At the end of 2012, L&T; Metro Rail awarded Thales a Rs 7.4bn ($US 134m) contract to provide CBTC and integrated telecommunications and supervision systems on all three lines. Thales Group supplied its SelTrac Communications-based train control (CBTC) technology, and trains initially run in automatic train operation mode with minimum headways of 90 seconds, although the system will support eventual migration to unattended train operation (UTO). Hyderabad metro ticket online booking through MakeMyTrip and Goibibo.
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A Logan Express bus leaving the station in 2015 Massport operates Logan Express bus service from the station directly to Logan Airport terminals, with service on hourly or half-hourly headways except late at night. Logan Express service moved from Mishawum to Anderson RTC on April 8, 2001, three weeks ahead of rail service. The move doubled Logan Express parking available in Woburn from 450 spaces to 900. Several other connecting services have previously been run.
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There are two main methods of calculating route capacity; using the method outlined in UIC 406, and by using headways. The International Union of Railways produces documents on a variety of rail related topics, and published a leaflet on rail capacity. This leaflet provides a method of calculating route capacity based on the creation of paths through a rail route. The number of paths for a "standard" train is created, and then the train paths added.
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On May 18, 2011, OC Transpo approved a $200,000 study to expand the Trillium Line. The $59-million proposal included the purchase of six new trainsets and track improvements that would increase headways to eight minutes from fifteen. The project would finally cost $60.3million. In mid-2013, service on the Trillium Line was suspended for four months to implement service and track improvements such as new station platforms and two new passing tracks (near Brookfield and Gladstone).
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Additional vehicles were purchased in 1983, and the South Line was mostly double-tracked by 1984, largely on the strength of demand for more frequent headways. The business plan's incremental building and funding approach was vindicated. The East Line opened to Euclid Avenue in 1986, and was extended to El Cajon in 1989 and Santee in 1995. Service was extended northward to Old Town in 1996 and then eastward in Mission Valley in both 1997 and 2005.
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It runs every day of the week between 15 and 18 hours per day, operating on headways of 15 to 20 minutes. The NS Line is the busiest of Portland's three streetcar routes; it carried an average of 8,751 weekday riders in September 2018. The restoration of streetcar service, which last operated in Portland in 1950, began with the efforts of a citizen advisory committee in 1990. After nearly a decade of planning, construction began in 1999.
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Through inserting a middle "C" car at the articulated joint between two end cars, available capacity will be similar to a four-car Mark II or a six-car Mark I train. The Canada Line's station platforms are expandable to in length to accommodate these future three-car trains; the five busiest stations are already in length. The Canada Line has a designed future capacity of 15,000 pphpd when operating three-car trains at two-minute headways.
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The long South Line provides passenger services between Carlito Benevides in Maracanaú to Central – Chico da Silva in downtown Fortaleza. The Linha Sul (South Line) is the first of the two lines to be converted to higher frequency service, with headways of 27 minutes. Its route has been diverted into a long tunnel, with 4 underground stations all with long platforms, in the city center. The West Line, currently operating as a commuter rail line, is long.
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At Level 2, when traffic reaches a few percentage points above that level, more transit service would be added, and parking rates raised slightly to fund the additional buses required to reduce headways. Level 3 would be implemented when traffic levels had exceeded the baseline by 5–10%, and would use more forceful measures such as steeper increases in parking fees, deliberately limiting the number of spaces available, and making some parts of downtown Aspen car-free zones.
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On June 24, 2018, SamTrans began operating route SFO, a dedicated bus service between the two stations. Unlike BART service, the bus route operates on irregular headways timed to meet certain Caltrain trains at Millbrae. On February 11, 2019, BART resumed direct SFO–Millbrae service at all times. On weekdays until 9 pm and on Sundays, a dedicated shuttle train operates between the two stations, with timed transfers to Antioch line (Yellow Line) trains at SFO.
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This substrate allows the percolation of water in poorly-drained stream headways. The hanging swamps are formed via groundwater that seeps through permeable sandstone layers, which then as a consequence of the rock composition, is trapped by layers of claystone, ironstone and shale, and proceeds to be channelled to the surface. This process initiates a path of constant moisture, allowing hanging swamps to form peat in an anaerobic environment. The process of thick peat formation takes millennia.
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A number of headways or hards ran from the track to the shore, giving access to local farms. The track is extremely dangerous in misty weather, as the incoming tide floods across the sands at high speed, and the water forms whirlpools because of flows from the River Crouch and River Roach. Under such conditions, the direction of the shore cannot be determined. After the road bridge was opened in 1922, the Broomway ceased to be used, except by the military.
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Benton, The History of Rochford Hundred, v1, p.177 The headways, at least in later years, were marked with fingerposts of the type then found on conventional roads, also driven into the sand.Christy, 1922, 558 At night, when the "brooms" could be harder to spot, locals were accustomed to use the lights of the Nore, Mouse, and Swin lightvessels and the Maplin lighthouse to help judge their position. The Broomway remained a vital link to the island until the 20th century.
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More surprisingly, Fay negotiated a co-operative arrangement with the GWR. That CompanyThe GWR had absorbed the Banbury and Cheltenham Direct Railway in 1897. was to double its line between Andoversford and Cheltenham, and to install additional block posts (enabling closer headways), and to permit M&SWJR; trains to call at intermediate stations on that line. The M&SWJR; agreed to abandon a proposed new line from Andoversford to Winchcombe, north of Cheltenham, which would have by-passed the GWR section of route.
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Alternate plans included constructing two sets of two tubes, one for commuter and freight service from the LIRR and the other for rapid transit, or two tunnels each with individual tubes for freight and subway service. The freight service would have occurred during off-peak hours only, but simultaneous with subway service, with passenger trains running in 30-minute or one-hour headways during these times. A 1912 proposal had freight running at night between 1 a.m. and 5 a.m.
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This station is located in the Zone 7 Metro-North fare zone. A sizable amount of the station's ridership comes from across the Connecticut state line given the quicker trips, shorter headways, and (outside peak hours) lack of a mid-trip transfer to Grand Central as opposed to taking the Danbury Branch of the New Haven Line. Because of this, Housatonic Area Regional Transit (the Danbury-area mass transit provider) has a route and a shuttle connecting Danbury to Brewster station.
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With two-second headways and four-person vehicles, a single PRT line can achieve theoretical maximum capacity of 7,200 passengers per hour. However, most estimates assume that vehicles will not generally be filled to capacity, due to the point-to-point nature of PRT. At a more typical average vehicle occupancy of 1.5 persons per vehicle, the maximum capacity is 2,700 passengers per hour. Some researchers have suggested that rush hour capacity can be improved if operating policies support ridesharing.
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During initial testing the ECP equipment had software glitches, and problems from the ingress of moisture into the equipment. These have now been resolved. Greater intervals between brake tests are also likely because of the ability of ECP brakes to self-diagnose which should generate large cost savings that will help pay for the system to be installed.Federal Railroad Administration The benefits are better control of braking, less equipment wear from pushing and pulling between cars, shorter stopping distance and improved headways.
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Cabinentaxi technology logged over 400,000 vehicle-miles between 1975 and 1978 on the Hagen test track. In 1977 the system completed fleet operation endurance testing of 7500 continuous vehicle hours, extending that in 1978 to 10,000 continuous vehicle hours. These are the only PRT fleet endurance test of these magnitudes ever carried out. Headways were reduced throughout the period, vehicle separations started at under 3 seconds, reaching 1.9 seconds in later tests, about the same as cars on a highway.
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Communications-based train control (CBTC) is a railway signaling system that makes use of the telecommunications between the train and track equipment for the traffic management and infrastructure control. By means of the CBTC systems, the exact position of a train is known more accurately than with the traditional signaling systems. This results in a more efficient and safe way to manage the railway traffic. Metros (and other railway systems) are able to improve headways while maintaining or even improving safety.
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Hitachi Rail STS's transit control systems build upon traditional signaling technology for a new generation of more advanced systems, i.e.: ;Communications Based Train Control (CBTC) :A continuous, two way radio-based communication between wayside and carborne controllers used to determine train position and enforce movement authorities. The communication between adjacent zones, interlockings and carborne controllers supports safe optimized headways and maximizes system capacity. ;Driverless Automatic Train Control (ATC) :Driverless ATC adds extended capability to proven ATC, ATO and ATP technology.
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Onboard roof antennas (Data Communications System antennas) transmit information such as speed and location from the controllers to Trackside Radio Equipment which relays the data to central computers and to the TTC's Transit Control Centre. The central computers send speed and braking instructions back to the train, whereby the central computers are effectively directing each train. With computers operating the train, trains can operate safely on closer headways than with the fixed block system. CBTC allows more frequent service and increased line capacity.
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By 2019, the SFMTA described the S Shuttle as an irregular route meant to supplement other Muni services. On March 30, 2020, Muni Metro service was replaced with buses due to the COVID-19 pandemic. Rail service returned on August 22, with the routes reconfigured to improve reliability in the subway. S Shuttle service frequency was increased, as three other lines no longer enter the subway; two- and three-car trains operate between West Portal and Embarcadero on 6–9 minute headways.
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The pre-war Earls Court trains had been similar. The combined frequency of the electric trains from South Hampstead to Watford was thus about every five minutes, and the through Bakerloo trains were additional to this. This very substantial operation (compared to later years) was behind the installation of the pioneer automated signalling system in 1933, which lasted until 1988 when replaced by a conventional system, by which time services were substantially reduced. The 1933 signalling system had allowed scheduled headways of two minutes on the route.
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Rather than using steel wheels, rubber-tyred metro technology, such as the VAL system used on the Taipei Metro, is sometimes recommended, due to its low running noise, as well as the ability to climb steeper grades and turn tighter curves, thus allowing more flexible alignments. Fully heavy rail or metro systems generally have train headways of 10 minutes or better during peak hours. Some systems that qualify as heavy rail/metro in every other way (e.g. are fully grade separated), but which have network inadequacies (e.g.
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Opened in 1974, the tunnel was the final segment of the original BART plan to open. All BART lines except the Berryessa-Richmond line operate through the Transbay Tube, making it one of the busiest sections of the system in terms of passenger and train traffic. During peak commute times, over 28,000 passengers per hour travel through the tunnel with headways as short as 2.5 minutes. BART trains reach their highest speeds in the tube, almost , more than double the average speed found elsewhere in the system.
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Due to the narrow width of Rue d'Amsterdam, Berlin (renamed to Liège) station was built unusually with non-aligned platforms. The Nord-Sud Company operated Line B with 368 trains per day, a minimum of 2.5-minute headways. On 1 January 1930, the CMP absorbed the Nord-Sud Company and renamed Line B to Line 13 in accordance with its numerical naming policy. The electrical supply also needed to be changed; the Nord-Sud Company used overhead power, while the CMP relied on third rail technology.
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In 1930, three- aspect colour-light signalling was installed on this section of the Port line in an effort to accommodate the close headways necessary with the heavy traffic of that era. Kilkenny was busy with both passengers and goods by virtue of the industrial activity in the area. However, as heavy industries declined in the 1960s and 1970s, so did traffic to and from the station. The goods sidings were closed in September 1977 and were subsequently removed, along with the signal cabin.
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The line eventually opened in December 2009 and carried 6,200 passengers a day during the first month, similar to the combined ridership of the express routes the Silver Line replaced. Service operated half-hourly during the mid-day hours and hourly at night and on weekends. Over the next two years, ridership steadily increased to 11,000 daily passengers in October 2011. Encouraged by the results Metro continued to improve headways, operating buses every 15 minutes during the mid-day hours and every 40 minutes on Saturday.
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Map of the 2020 Rotterdam Metro RET plans to build a connecting line from Kralingse Zoom station to the new Feijenoord City housing area, and then on to Zuidplein, Charlois and Rotterdam Central station; along with plans to convert two tracks of four heavy-rail tracks between Rotterdam Central and Dordrecht to metro operation. By adding extra stations and operating trains at two-minute interval RET expects to achieve a significant increase in traffic. Another ambition is to automate the metro to achieve 90-second headways.
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On the other end of the scale were the personal rapid transit systems, or PRTs. These systems abandoned centralized control for a simpler distributed solution based on set timings, speeds, or flocking behaviour. By placing the headway logic on the vehicles the reaction timing was dramatically improved, because they no longer had to communicate with a centralized system for traffic information or instructions. PRTs generally worked on headways of less than 10 seconds, which greatly increased the passenger density of the system as a whole.
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The Rush Line Corridor is a proposed bus rapid transit service that would run from Union Depot in downtown Saint Paul to downtown White Bear Lake. Along the corridor's 21 proposed stations there are 106,000 jobs within a 10-minute walk. The project is currently in an environmental analysis phase with further development, engineering, and construction expected to take at least six more years. Service would run 7-days a week with 10-minute headways in peak periods and 15-minute service at most other times.
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Vy operates on half-hour headways from Bergen to Arna, through the Ulriken Tunnel, the only way under the Ulriken mountain. There are further 16 departures each way to Voss, of which six stop only at Arna and Dale before Voss, not allowing trips Bergen- Arna/Bergen-Dale, while ten stop at all stations, giving three services per direction and hour between Bergen and Arna. Three services continue from Voss to Myrdal. The operational deficits are financed by the Norwegian Ministry of Transport and Communications.
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Tom Parkinson and Ian Fisher (1996) Rail Transit Capacity , Transportation Research Board. They can often be run through existing city streets and parks, or placed in the medians of roads. If run in streets, trains are usually limited by city block lengths to about four 180-passenger vehicles (720 passengers). Operating on two-minute headways using traffic signal progression, a well-designed two-track system can handle up to 30 trains per hour per track, achieving peak rates of over 20,000 passengers per hour in each direction.
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49 In early 1968 the Board of Trustees of The Aerospace Corporation examined the HUD reports and started a study project of their own. Led by vice president Jack Irving, their reports included highly detailed simulations of various systems under a wide variety of loading conditions, with thousands of vehicles operating at headways (the distance- time between like vehicles in transit) of .06 seconds at speeds up to 60 mph. Their study also strongly supported the idea of low-passenger, short-headway PRT systems.
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There have been many experiments with automated driving systems that follow this logic and greatly decrease headways to tenths or hundredths of a second in order to improve safety. Today, modern CBTC railway signalling systems are able to significantly reduce headway between trains in the operation. Using automated "car follower" cruise control systems, vehicles can be formed into flocks that approximate the capacity of conventional trains. These systems were first employed as part of personal rapid transit research, but later using conventional cars with autopilot-like systems.
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Headways have an enormous impact on ridership levels above a certain critical waiting time. Following Boyle, the effect of changes in headway are directly proportional to changes in ridership by a simple conversion factor of 1.5. That is, if a headway is reduced from 12 to 10 minutes, the average rider wait time will decrease by 1 minute, the overall trip time by the same one minute, so the ridership increase will be on the order of 1 x 1.5 + 1 or about 2.5%.Boyle, pg.
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Daytime headways are between 6 and 9 minutes. Service is provided by overnight Owl buses during the hours that rail service is not running. The L Owl bus serves the full length of the route, as well as along The Embarcadero to Fisherman's Wharf. (The Embarcadero section was added on June 15, 2019 to provide Owl service along the F Market & Wharves route.) On weekends, L Taraval Bus service runs from 5am until the start of rail service; it does not include the section on The Embarcadero.
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Because train integrity will not be checked, the solution was called as ETCS Level 2+ by the manufacturer. Train integrity is the level of belief in the train being complete and not having left coaches or wagons behind. The usage of moving blocks was dropped however while the system was implemented with just 256 balises checking the odometry of the trains that signal their position by radio to the ETCS control center. It is expected that headways will drop from 3,5 minutes to 2 minutes when the system is activated.
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The Green Line is a light rail in Santa Clara County, California, and part of the Santa Clara Valley Transportation Authority (VTA) light rail system. It serves 26 stations in the cities of Santa Clara, San Jose, and Campbell, traveling between Old Ironsides and Winchester stations. The line connects Levi's Stadium, San Jose International Airport (via a bus connection), Downtown San Jose, San Jose State University, SAP Center, and Diridon station. It runs for 20 hours per day on weekdays, with headways of 15 minutes for most of the day.
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A S1 line train at Lodi Milan suburban railway network map The Milan S Lines is a commuter rail system serving the metropolitan area of Milan, Italy. The system comprises 12 lines serving 123 stations, for a total length of 403 km and is fully integrated with the Milan Metro. There are 415 rides per day with a daily ridership of about 165,000. The network works like a rapid transit system when entering the city center through the Milan Passante, where more lines share the same tracks, considerably decreasing headways.
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The fixed-route services consist of 28 local fixed routes including one peak-hour only service, two peak-hour trippers, and one regional express route. Routes are operated with buses (and 12 buses) running primarily along major east-west and north-south corridors. Headways vary from 15-minute to hourly service, with approximately 18 hours of service on weekdays, 13 hours on Saturdays, and 12 hours on Sundays. Omnitrans recently had major changes in the West Valley by adjusting routes to run more North to South (80s) and East to West (60s).
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AGT offered a solution that fit between these extremes. Much of the cost of a subway system is due to the large vehicle sizes, which demand large tunnels, large stations and considerable infrastructure throughout the system. The large vehicles are a side-effect of the need to have considerable space between the vehicles, known as "headway", for safety reasons due to the limited sightlines in tunnels. Given large headways and limited average speed due to stops, the only way to increase passenger capacity is to increase the size of the vehicle.
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Additionally, the lighter vehicles allow for a wider variety of suspension methods, from conventional steel wheels, to rubber tires, air cushion vehicles and maglevs. Since the system has to be automated in order to reduce the headways enough to be worthwhile, by automating the steering as well the operational costs can also be reduced compared to crewed vehicles. One key problem in an automated system is the steering system's negotiation of turns in the right-of-way. The simplest solution is to use a rigid guideway, like conventional rails or steel rollercoasters.
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The siding allows Amtrak trains to pass while a commuter train is stopped at the station and laying over. Wickford Junction station is located at milepost 165.8 on the Northeast Corridor, from Providence and from Boston. The 2014 State Rail Plan recommended the implementation of shuttle service between Wickford Junction and Providence via T.F. Green Airport with half-hour headways. The service, which could be operated with multiple units rather than conventional locomotive-hauled commuter trains, was expected to increase ridership at Wickford to as much as 3,400 riders per day.
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The new fleet incorporates a number of advanced technologies including a modern drive system, which reduces the technical flaws of trains and reduce the waiting time at stations. Before the Alstom trains were put into operation, the Federal District Metro carried about 160,000 passengers per day. With the new Alstom Metropolis trainsets in operation, the Federal District Metro's headways can be reduced from four and a half minutes to three minutes, and its capacity will nearly double to 300,000 passengers per day. , all 12 of the new trainsets had been delivered and were in service.
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Example of integrated timetables between interregional and regional services on the Swiss network. The two trains are programmed to meet in the hub of Geneva around 15:30 and also share a platform to minimise transfer times. A clock-face schedule or cyclic schedule is a timetable system under which public transport services run at consistent intervals, as opposed to a timetable that is purely driven by demand and has irregular headways. The name derives from the fact that departures take place at the same time or times during the day.
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An integrated regular timetable with half-hourly or hourly headways requires routes on which a service takes 28 or 58 minutes to make it from one hub to another. A service that takes 40 minutes would be bad because passengers and vehicles have to wait uselessly for their connections, and it generates nearly the same cost as a route that takes 58 minutes because vehicles and personnel cannot be used during the remaining 20 minutes. Therefore, when an integrated timetable is introduced running times might be cut or extended to meet the ideal duration.
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M6 operates two 4-car trains (which can be increased to three trains), running with a top speed of speed with at least 5–minute headways during peak hours. The travel time between the termini stations is 6–7 minutes. It was initially planned to go into public service on 29 October 2014, on the Republic Day, but the metro line ultimately opened on 19 April 2015. The construction of a funicular line is under consideration to connect the Hisarüstü-end station with the shoreline of the Bosphorus in the Aşiyan neighborhood.
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Personal rapid transit was originally developed in the 1950s as a response to the need to move commuters in areas with densities too low to pay for the construction of a conventional metro system. Using automated guidance allowed headways to be shortened, often to a few seconds or even fractions of a second. That increases the route capacity, allowing the vehicles to become much smaller but still carry the same passenger load in a given time. Smaller vehicles in turn would require simpler "tracks" and smaller stations, which lowered capital costs.
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Many rail systems use a fixed block system for signalling. Moving block represents a new type of signalling that allows the reduction of headways, and an improvement of route capacity. Moving block is a signalling principle that exists within a signalling system called automatic train protection. Many technical problems exist with the construction of any rail line that supports moving block, as this type of signalling system requires constant communication between signalling systems and trains, which is often achieved with a train radio system (but can be achieved other ways).
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Certain businesses allow their employees to register for the Employer Discount Program, which reduces their fares by 25%. Free parking is available at all Tri-Rail stations. On weekdays, 50 train trips are made in all, with 25 in each direction, while on weekends only 30 trips, 15 north and 15 south, are made in all, with 1 hour headways between each train. While Tri-Rail peaks at speeds of , it can be extracted from the timetable and the distance of the line that its overall average speed is approximately .
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The Baltimore Light RailLink network consists of a main north-south line that serves 28 of the system's 33 stops; a spur in Baltimore city that connects a single stop (Penn Station) to the main line; and two branches at the south end of the line that serve two stops apiece. Because of the track arrangement, trains can only enter the Penn Station spur from the mainline heading north and leave it heading south; there are still single-track sections north of Fairgrounds, limiting headways in that section to 15 minutes.
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In some cities these suburban services run through tunnels in the city center and have direct transfers to the rapid transit system, on the same or adjoining platforms.White, 2002: 63–64Cervero, 1998: 21 California's BART, Federal District's Metrô-DF and Washington's Metrorail system is an example of a hybrid of the two: in the suburbs the lines function like a commuter rail line, with longer intervals and longer distance between stations; in the downtown areas, the stations become closer together and many lines interline with intervals dropping to typical rapid transit headways.
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Skytran was proposed for Orange County, California, by its inventor, Maliwicki, who lives in that area but the California Public Utilities Commission (CPUC) states that its rail regulations apply to PRT, and these require railway-sized headways. The degree to which CPUC would hold PRT to "light rail" and "rail fixed guideway" safety standards is not clear because it can grant particular exemptions and revise regulations.California General Order 164-D, ibid. Sections 1.3,1.4 Other forms of automated transit have been approved for use in California, notably the Airtrain system at SFO.
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At Sendai Station, the line crosses under the Tōhoku Main Line and its platforms, similar to the situation with the Keiyō Line in and the Chikuhi Line in Hakata (which connects via the Fukuoka Airport Subway Line). The segment from Aoba- dōri to Higashi-Shiogama is a key part of Sendai's transportation system, and becomes very crowded during peak periods, and headways are as short as 4 minutes. During non-peak times 3–5 trains run per hour. Between Higashi- Shiogama and Ishinomaki two trains run per hour.
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Cabinentaxi's control system was decentralized, with three different control systems, each in command of one portion of the system's overall operation. The vehicle itself was responsible for maintaining separation from the vehicle in front of it, and automatically switching from guideway to guideway. Since the measurement and control of separation did not require communications with external systems, reaction times were greatly reduced and headways were much shorter than systems using a central computer to control spacing. There was a centralized control system used in Cabinentaxi, but it did not have direct control over the vehicles.
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Nonetheless, by 2016, Brownsville and Santa Clara were still the lowest ridership stations, the only ones to regularly post ridership numbers below 1,000 daily. In general, stations to the north of Civic Center see much lower ridership, on average one-third of stations from Civic Center south. They are mostly in industrial areas with low population density and little development, as well as stagnant or declining populations, such as Gladeview and Brownsville. Additionally, stations to the north of Earlington Heights are only served by one line, giving them much longer headways.
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Hangzhou sits on the intersecting point of some of the busiest rail corridors in China. The city's main station is Hangzhou East railway station (colloquially "East Station" ). It is one of the biggest rail traffic hubs in China, consisting of 15 platforms that house the High Speed CRH service to Shanghai, Nanjing, Changsha, Ningbo, and beyond. The subway station beneath the rail complex building is a stop along the Hangzhou Metro Line 1 and Line 4. There are frequent departures for Shanghai with approximately 20-minute headways from 6:00 to 21:00.
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Montrose is part of the CTA's Brown Line, which runs between Albany Park and downtown Chicago. It is the seventh inbound station and is situated between the Damen and Irving Park stations. Brown Line trains serve Montrose between 4:00 am and 1:30 am on weekdays and Saturdays, and between 6:30 am and 12:20 am on Sundays; trains operate roughly every 3 to 10 minutes during rush hour, with longer headways of up to 15 minutes at night. 880,862 passengers boarded at Montrose in 2014.
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Initial studies by the TRRL demonstrated route capacities greater than Cabtrack, less construction for the same capacity, and better fare box returns. The studies examined vehicles with 14 to 20 passengers running on elevated tracks with 30 second minimum headways, maximum speeds of 55 km/h and average speeds including stops of 40 km/h. Several potential development sites were considered, including London's Docklands area and between Croydon and New Addington. The most serious study was for a line in Sheffield which connected the city's spread-out shopping areas.
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A complete report on the route was published in 1974 by Robert Matthew Johnson-Marshall, calling for a total of 2.5 km of double-track forming roughly a U shape with nine stations. Peak capacity with three-car trains was 5,400 passengers per hour, reducing to as little as 180 per hour when running single cars at off-peak times with 5 minute headways. The government also provided some money to British Rail to study a maglev solution along the same routes. On 22 May 1975 the Minister for Transport cancelled the system.
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CPUC During peak hours, Peninsula Commute trains operated with headways as low as three or four minutes; however, with skip-stop and express train service patterns, the minimum wait for riders at a given station would be ten minutes. During off-peak hours, service frequencies dropped to longer than two hours between trains. On several occasions during the 1960s and 1970s, SP attempted to discontinue the commute service due to increasing deficits and stagnant ridership. Ridership was 11,500 daily passengers on 22 trains in 1970, compared to 12,000 daily passengers in 1967 and 10,000 daily passengers in 1946.
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The new layout has around 60 switches (compared to around 200 for the old layout) and results in a doubling of capacity. This capacity growth is due to the separating of the flows, the shorter headways and the extra platform. A part of this capacity growth is used for the implementation of the PHS High Frequency Programme, in which the basic frequency of several corridors is increased from 4 to 6 trains per hour. The station has capacity for a basic frequency of 8 trains per hour on all corridors, which makes it future proof for the foreseen growth up to 2040.
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The implementation of the RegioTram project includes various interlocking measures to improve local public transport in Kassel. The aim of the project is to link Kassel's local tram network with the regional rail network so that tram-train vehicles can travel from the city's tram network into the surrounding countryside on regional railroad tracks. The core component of the Kassel RegioTram project is a newly created link between the two rail systems at the Kassel Hauptbahnhof. The development of the infrastructure required to allow for a 30-minute headways on all lines will be implemented by 2014 at the earliest.
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With the loss of the main line services on the Inner Circle after 1901, a series of "roundabout" services were trialled. By 1906 a regular steam-operated service was established from Princes Bridge to North Fitzroy station via Clifton Hill, and by 1919 this service was running every hour off-peak. Electrification of the line between Royal Park and Clifton Hill stations was commissioned on 31 July 1921, but the Fitzroy branch was not electrified. Following electrification, passenger services were extended to North Carlton running at 15 minute headways, but from 18 September 1921 they were changed to every 20 minutes.
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Select Yellow Line trains running south diverted along the Blue Line to (as opposed to the normal Yellow line terminus at ). Until the start of Silver Line service, excess Rosslyn Tunnel capacity was used by additional Orange Line trains that traveled along the Blue Line to Largo (as opposed to the normal Orange Line terminus at ). Rush+ had the additional effect of giving some further number of passengers transfer-free journeys, though severely increasing headways for the portion of the Blue Line running between and . In May 2017, Metro announced that Yellow Rush+ service would be eliminated effective June 25, 2017.
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The current state of manual operation has led to heavily degraded service, with new manual requirements such as absolute blocks, speed restrictions, and end-of-platform stopping leading to increased headways between trains, increased dwell time, and worse on-time performance.Customer Services, Operations, and Safety Committee, "Manual vs. Automatic Operation and Operational Restrictions," Information Item IV-B, Washington Metropolitan Area Transit Authority Board, March 11, 2010. Metro originally planned to have all trains be automated again by 2017, but those plans were shelved in early 2017 in order to focus on more pressing safety and infrastructure issues.
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BART, like other transit systems of the same era, endeavored to connect outlying suburbs with job centers in Oakland and San Francisco by building lines that paralleled established commuting routes of the region's freeway system. The majority of BART's service area, as measured by percentage of system length, consists of low-density suburbs. Unlike the Chicago "L" or the London Underground, individual BART lines do not provide frequent local service. Within San Francisco city limits, Muni provides local light rail surface and subway service, and runs with smaller headways (and therefore provides more frequent service) than BART.
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MU-train with a class A11 (former Cleveland) & A7 car on the Bloor route at Bathurst Street in 1965 A characteristic of the Bloor streetcar line was the use of multiple-unit (MU) PCCs running as two-car trains. By 1949, traffic congestion was making it difficult for streetcar service to stay on schedule using less than 2-minute headways. The idea was that a coupled pair of streetcars could go through an intesection faster than two single streetcars. With trains, two cars at a time could approach an intersection, stop for passengers and then proceed together through the intersection.
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A southbound Acela Express train at New London All Amtrak Northeast Regional trains that run on the Northeast Corridor east of New Haven (about 9 trains each direction daily) stop at New London. The station is also served by a small number of Acela Express trains: one southbound train in the morning, and northbound trains in the morning and evening. Most Acela Express trains run nonstop between and New Haven. Shore Line East service to New London is limited by slots available over the Connecticut River bridge between Old Saybrook and Old Lyme; service is operated at uneven headways on weekdays and weekends.
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A ten-minute headway was provided on weekdays (15-minute headways on weekend days) on a route mostly on Colombo Street. At the southern end, buses were using Moorhouse Avenue to turn around for the northbound journey via Madras and St Asaph streets. At the northern end of the route, buses were using streets in the vicinity of the Christchurch Casino as their terminus. Originally using Kilmore Street (south of the Casino), the night route was extended early on for buses to use Peterborough Street instead, as it was found that there was demand by tourists to go to the Casino.
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It will run in the same lane as vehicular traffic and at the same speed, which is typical for modern streetcar systems in the United States. The DTLA Streetcar is planned to offer the most frequent streetcar service in the entire country, with a 7-minute headways during peak hours and frequencies of 10 to 15 minutes during off-hours. The DTLA Streetcar aims to connect and support the revitalization of Downtown LA districts and its historic core, and will function as an access point, allowing patrons to make easier connections to the existing regional network.
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A bus on line 19–Woodstock passing the station's northern entrance Southeast Bybee Boulevard station is served by the MAX Orange Line, which connects Milwaukie to Southeast Portland, Portland State University, and Portland City Center. In fall 2018, the station recorded 513 average weekday boardings. Trains run on headways of between fifteen minutes for most of the day to 30 minutes in the late evenings. On weekdays, the first train arrives at 4:30 am going southbound from downtown Portland to Southeast Park Avenue station in Milwaukie, while the first train heading northbound arrives at 5:04 am.
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The double tracking is necessary to accommodate the 3-minute headways between trains on the Waterfront-Bridgeport portion of the line. King Edward station is the only station with a stacked configuration, and Broadway–City Hall station is the only station with a double-height ceiling over the platforms. Vancouver City Centre station is linked to Pacific Centre mall and Vancouver Centre Mall, in addition to having street level access. All direct transfers to the Expo and Millennium Lines must be made at Waterfront station; there is no direct connection from Vancouver City Centre station to Granville station.
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The MAX Blue Line is a light rail service in Portland, Oregon, United States, operated by TriMet as part of the MAX Light Rail system. The longest line in the network, it travels mainly east–west for approximately in the cities of Hillsboro, Beaverton, Portland, and Gresham, serving 48 stations between and . The line is the busiest of the five MAX lines, carrying an average 55,370 riders per day on weekdays in September 2018. It runs for 22 hours per day from Monday to Thursday, with headways of between 30 minutes off-peak and five minutes during rush hour.
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Tri-Rail fare is divided into six zones for one day passes, ranging from $2.50 to $11.55, with fare calculated by the number of zones traveled through, and whether it is one way or round trip. On weekends, a $5 all day pass good for all zones is available, though trains run hourly headways. For frequent use, Tri-Rail offers a $100.00 monthly pass (good for Tri-Rail only) and a $145.00 regional monthly pass good on Tri-Rail, Metrorail, and Metrobus. Discount fares are available for senior citizens, the disabled, students, and children under 12.
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This station was opened on July 3, 1918 by the Brooklyn Union Elevated Railroad, an affiliate of the Brooklyn Rapid Transit Company. During construction of the Archer Avenue Line, the Jamaica Avenue elevated line was cut back past 121st Street on April 15, 1985. The Q49 bus, which replaced Jamaica elevated service running from the line's previous terminal of to the line's original terminal at , was extended to 121st Street. Until the opening of the Archer Avenue Line in 1988, J trains alternately terminated at 111th Street and 121st Street, with peak period headways to 121st Street being ten minutes.
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If the overlap is long enough to extend from one stop signal to the next, then the effect is to provide two signal protection (or "double blocking"), with the first signal having a full overlap, and the second signal having a short overlap. With two signal protection, only one track circuit is needed between successive signals. However, overlaps may then be longer than is necessary with an adverse effect on headway, should headway be important on that section of line. With one signal protection, there may be two track circuits between successive signals, which has a cost, however headways can be optimised.
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The C341 trains were handed over to DORTS from mid-September to mid-November 2004 and began operations on the Bannan Line in January 2005.(大紀元,2005年3月2日)台北捷運六列新電聯車 陸續投入營運 With the launch of the C341, the number of extra trains in the morning peak time of the Bannan line increased from three trains and six trains to four trains and eight trains, helping reduce headways on the Bannan Line from 4 minutes to 3 minutes and 20 seconds on average.
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In certain circumstances it was convenient to shorten the single line sections by providing an intermediate signal box equipped with token instruments without providing a passing loop there. This was done if there was, for example, an important siding connection at the intermediate location. It also enabled following through trains to run at closer headways, but did not facilitate opposing movements. Because of the greater risk of collision in the event of irregular working, the practice was deprecated in the UK, although some examples did exist for example at Beddington Lane on the Wimbledon - West Croydon line before resignalling.
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The Swift Blue Line is a bus rapid transit route operated by Community Transit in Snohomish County, Washington, as part of the Swift system. The Blue Line is long and runs on the State Route 99 and Evergreen Way corridor between Everett Station and Aurora Village Transit Center. It has 31 stations in the cities of Everett, Lynnwood, Edmonds, and Shoreline. Swift has the highest ridership of any Community Transit route, carrying over 1.6 million total passengers in 2015. The service also has the highest frequency out of all Community Transit routes, running at 12-minute headways on weekdays from 6:00 a.m.
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The route is approximately six miles long and at build out, service will take approximately 20 minutes from end to end, a 20% reduction in time from previous service. Current headways are 15 minutes during weekdays and 30 minutes during nights and weekends, but the proposed build out headway is 10 minutes during weekdays and 15 minutes on weekends. The BREEZE Rapid buses used are all New Flyer C40LF CNG buses that previously operated with the main BREEZE fleet. These buses are painted in a special BREEZE Rapid livery that is used to distinguish them from normal BREEZE buses.
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In the case of a metro system, train lengths are uniformly short and the headway allowed for stopping is much longer, so tip-to-tip headway may be used with a minor safety factor. Where vehicle size varies and may be longer than their stopping distances or spacing, as with freight trains and highway applications, tip-to- tail measurements are more common. The units of measure also vary. The most common terminology is to use the time of passing from one vehicle to the next, which closely mirrors the way the headways were measured in the past.
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The J, N, and S were restored to their previous routes, while the T was interlined with the K Ingleside line. The revived shuttle ran on 10-minute headways using three trains. On October 4, 2013, Muni began a pilot of S Shuttle service, which included the first three-car train on Muni Metro since the 1990s. The three-car train and a two-car train ran between Embarcadero and St. Francis Circle station with only six morning round trips and one evening round trip; the last morning trips ran through to 23rd Street on their way to the Muni Metro East facility.
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Due to the short length of Line M1, the journey from the Intermodal to UIB can be done in less than 20 minutes. Trains run daily from 06:35 to 21:55; headways are every 15 minutes during peak hours, and every 30 minutes at other times. In November 2012, Consorci de Transports de Mallorca (CTM) announced that a second rail line would be added to the Palma Metro system, operating on a route that would serve nine stations between Plaça d'Espanya (Intermodal station) and Marratxí station. The establishment of this new line would pose no cost since it would utilize the existing infrastructure of CTM's already-operating three rail lines.
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After the retirement of the R68 and R68A cars, all revenue cars, except those on the G, J, M, and Z trains as well as the shuttles, will be equipped with CBTC. The BMT Canarsie Line was the first line to implement the automated technology, using Siemens's Trainguard MT CBTC system. Most subway services cannot significantly increase their frequencies during rush hours, except for the , G, J/Z, L, and M trains (the L service already is automated with CBTC). Therefore, transit planners are viewing the installation of CBTC as a way to free up track capacity for more trains to run, and have shorter headways between trains.
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Retrieved April 30, 2018 As part of the modernization of the New York City Subway, the MTA plans to upgrade much of the system with communications-based train control (CBTC) technology, which will control the speed, and starting and stopping, of subway trains. The CBTC system is mostly automated and uses a moving block system—which reduces headways between trains, increases train frequencies and capacities, and relays the trains' positions to a control room—rather than a fixed block system. The implementation of CBTC requires new rolling stock to be built for the subway routes using the technology, as only newer trains use CBTC.
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The Orange Line is a light rail line in Santa Clara County, California, and part of the Santa Clara Valley Transportation Authority (VTA) light rail system. It serves 26 stations in the cities of Mountain View, Sunnyvale, Santa Clara, San Jose, and Milpitas, traveling between Downtown Mountain View and Alum Rock stations. The line connects the Caltrain line at Mountain View to the Bay Area Rapid Transit (BART) system at Milpitas station, stopping at Ames Research Center, Great America, and Levi's Stadium along the way. The line runs for 20 hours per day on weekdays, with headways of 15 minutes for most of the day.
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The North South line (NSL) is a high-capacity Mass Rapid Transit (MRT) line in Singapore, operated by SMRT. Coloured red on the rail map, the line is long and serves 27 stations, 11 of which, between the Bishan and Marina South Pier stations, are underground. It runs from Jurong East station, located in Western Singapore, to Marina South Pier station in the Central Area, via Woodlands station in northern Singapore. The line operates for 19 hours a day (from approximately 5:30 am to around midnight), with headways of up to 3 minutes during peak hours and 7 minutes during off-peak hours.
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Streetcars, rather than light rail vehicles (LRVs), are proposed to be used, despite the fact that LRVs have more capacity and shorter headways; this is because streetcars were determined to operate better within mixed-use rights-of-way, as opposed to LRVs, which were determined to operate better within dedicated rights-of-way. Electrification is proposed to be from hydrogen fuel cells within the streetcars themselves, as opposed to from overhead lines or from embedded rails. Since the BQX would operate on both dedicated rights-of-way and on streets, the BQX would use both standard traffic lights and dedicated signals during operation. Annual operating costs are estimated at $26 million.
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In 1923, these lines came under the control of the Brooklyn–Manhattan Transit Corporation (BMT), the BRT's successor company. Riders at the new station were promised trains that ran every three minutes during rush hours, but this quickly proved not to be true. In 1923, a reporter for the Brooklyn Standard Union observed that rush hour trains had headways of eight minutes on the Sea Beach Line and fifteen minutes on the West End Line, and that no direct Manhattan service was being run on either the Brighton or Culver Lines during rush hours. In 1929, the BMT announced a new entrance for the station.
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RapidRide station shelter Stops are farther apart than typical Metro service in order to increase speed and reliability, and create "stations" that are akin to what is found on light rail lines. The stations look different from normal bus stops and have "tech pylons" that feature ORCA card readers for off-board fare payment, real time information signs and automated voice announcements to communicate estimated arrival times of RapidRide buses. To increase security, stations are lit and are patrolled by transit police. Because of the frequent headways, riders do not have to wait as long at stations as they do at normal bus stops.
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The proposal, dubbed C-3, was approved by the Metro board on December 6, 2018. This option will entail an additional $10 million annual operating cost over Metro's initial proposal, in large part because a substantial segment of the current C Line between Willowbrook and Aviation/LAX will see three-minute headways at peak hours. The adopted proposal will also limit the potential length of trains on the new segment to two cars due to power constraints; it will preclude a one-seat ride from the South Bay to LAX but maintains the ability of South Bay passengers to transfer directly to the J and A Lines.
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A train at the original Harvard station in 1912 Horse-drawn omnibus service between Harvard Square in Cambridge and downtown Boston began in 1826. The hourly service soon increased to ten-minute headways to meet demand. In late 1849, the Fitchburg Railroad opened the Harvard Branch Railroad, with a Harvard Square station near where Austin Hall is now located. With only six daily round trips, the branch failed to compete with the omnibus service and was closed in 1855. On March 26, 1856, the Cambridge Railroad began horse-drawn tram service between Harvard Square and Bowdoin Square - the first such service in the Boston area.
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Line 1, formerly Central Link, is a light rail line in Seattle, Washington, United States, and part of Sound Transit's Link light rail system. It serves 16 stations in the cities of Seattle, SeaTac, and Tukwila, traveling between and stations. The line connects the University District, Downtown Seattle, the Rainier Valley, and Seattle–Tacoma International Airport. Line 1 carried over 25 million total passengers in 2019, with an average of nearly 80,000 daily passengers on weekdays. It runs for 20 hours per day on weekdays and Saturdays, with headways of up to six minutes during peak hours, and reduced 18-hour service on Sundays and holidays.
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Mayor Mike McGinn endorsed the Broadway route and the city council unanimously approved the alignment in May 2010, with 10 stops and 10-minute weekday headways. Pre- construction activities for the project began in January 2011 and a formal groundbreaking was held on April 23, 2012. The project also included the construction of a two-way protected bicycle lane on the east side of Broadway that was added as a result of cycling accidents on the South Lake Union line. Track-laying began over the summer on Yesler Way and on Broadway between Pine and Howell streets, causing street closures and other traffic disruptions.
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War-inspired slogan regarding the 1942 demolition. Service patterns originally included through service over the Main Line and additional Washington Street Elevated service looping via the tunnel one way and the El the other way. On January 4, 1919, the BERy increased service through the tunnel from three-minute to two-minute headways. Atlantic Avenue service was reduced to a North Station–South Station shuttle, with Beach Street station closed. On January 15, 1919, the Boston Molasses Disaster damaged the elevated structure north of Battery Street. Shuttle service resumed on March 29; Sullivan–Dudley service was added on June 14 but ended later in the year.
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They also decreased headways to 20 minutes during rush hours. The Pompano Beach station-slated for rebuild-was not renovated or rebuilt during Tri-Rail's double tracking but was redone later in the 2010s. In 2007, a project to upgrade the full length of the line from Mangonia Park to Miami Airport with double track was completed with the opening of a high-level fixed bridge over the New River near Fort Lauderdale. During the 2000s, most of the stations were completely rebuilt to accommodate for double tracking and include dual platforms, elevators, pedestrian bridges over the tracks, large roofs over the platforms, and better facilities.
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Portland International Airport station was built as part of the Airport MAX project, which extended light rail service to the airport with the construction of a four-station, branch line of MAX near Gateway/Northeast 99th Avenue Transit Center. Construction of the station began in July 2000 and it opened on September 10, 2001. Trains serve the station for 22 hours daily; there are minimum headways of 15 minutes during most of the day. TriMet provides a 24-hour service to the airport with supplementary bus route 272–PDX Night Bus to Southeast Portland that runs when the light rail line is not operating.
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The tunnel carries a segment of Line 1, which runs from the University of Washington station through Downtown Seattle and the Rainier Valley to Seattle–Tacoma International Airport. Trains serve all downtown tunnel stations 20 hours a day every day; during regular weekday service, trains run roughly every six to 10 minutes during rush hour and midday operation, respectively, with longer headways of 15 minutes in the early morning and 20 minutes at night. During weekends, Line 1 trains arrive every 10 minutes during midday hours and every 15 minutes during mornings and evenings. Light rail service from Westlake to International District/Chinatown takes approximately seven minutes.
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The proposal, dubbed C-3, was approved by the Metro board on December 6, 2018. This option will entail an additional $10 million annual operating cost over Metro's initial proposal, in large part because a substantial segment of the current C Line between Willowbrook and Aviation/LAX will see three-minute headways at peak hours. The adopted proposal will also limit the potential length of trains on the new segment to two cars due to power constraints, and will preclude a one-seat ride from the South Bay to LAX, but will maintain the ability of South Bay passengers to transfer directly to the J and A Lines.
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The company launched full operations in March 2015, operating four full sized buses, refurbished with new interiors. About $2.5 million in capital for its operations was provided by venture capital companies Andreessen Horowitz, Index Ventures, and Slow Ventures, as well as an investment by Marc Benioff. Buses traveled only during morning and afternoon commute periods on ten to fifteen-minute headways. On May 20, Leap ceased operating after the California Public Utilities Commission (CPUC) issued a cease and desist notice to the company, saying it had been operating without permission from the authority, and had not provided proof of insurance, workers compensation, or compliance with driver testing.
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Signalling were redone on the new Uxbridge branch. Speed control was introduced at several stations to enhance the signalling system after World War II. This enabled a train to proceed slowly into an occupied platform without stopping in front of another before it departed, thus improving headways. The last semaphore signal, at Ealing Common, was replaced in November 1953. A control room was built at Earl's Court to centralize supervision of most of the line signalling in the 1960s, while Rayners Lane signal cabin was, and still is, the main control centre of the Rayners Lane to Uxbridge portion; shared with the Metropolitan line.
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Community Transit was founded in 1976 as the public transit agency for Snohomish County, and introduced local service from Everett to Aurora Village via State Route 99 on route 750. Route 750 was later renumbered to route 610, which was later upgraded to 15-minute headways in the 1990s, and itself split into two routes, 100 and 101, in 2003. Community Transit route 100 ran during peak hours along the full length of the corridor from Aurora Village to Everett, while route 101 only ran the southern portion of the route to South Everett, with all-day service that required a transfer to Everett Transit to complete trips to downtown Everett.
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The subway system's five part-time services, the B, C, W, Z, and 42nd Street Shuttle, were temporarily suspended. Despite this, because of increased headways between trains, smaller ridership decreases were reported in poorer neighborhoods than in wealthier areas, and trains were reportedly crowded, despite social distancing guidelines put into place during the pandemic. After at least 41 MTA workers had died and 6,000 others had gotten sick or self- quarantined by April 8, many workers alleged that the MTA had done too little to protect workers from contracting COVID-19, even as up to 40% of daily trips had to be canceled due to crew shortages.
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If the track ahead is obstructed, for example a train is at stop there, then the train behind it will probably see it far too late to avoid a collision. Signalling systems serve to provide drivers with information on the state of the track ahead, so that a collision may be avoided. A side effect of this important safety function is that the headway of any rail system is effectively determined by the structure of the signalling system, and particularly the spacing between signals and the amount of information that can be provided in the signal. Rail system headways can be calculated from the signalling system.
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A new platform (platform 0) at Redhill has been looked at; this would give performance benefits, but insufficient on their own to justify the development. However, the initiative is recommended in the broader context (e.g. journey time improvements plus facilitating train lengthening) for implementation in CP5, though very poorly explained in the document (no detailed benefit/cost analysis). On the Arun valley route, resignalling is due to take place. Over and above like-for-like works, reducing the longest signalling headways between Billingshurst and Christ’s Hospital was appraised and found to be financially positive in respect of performance benefits alone, and hence recommended; it may also provide a small journey time improvement.
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In an effort to contain costs, PATCO actively manages its consist length as opposed to running trains in fixed sets. Train length is matched to the demand level for that particular time of day. In peak periods trains are 6 cars long, on "shoulder" periods they are 4 cars long, off peak they are 2 cars long, and overnight sometimes single units were run alone (this is no longer possible as the single units have since been converted into 2-car married pairs as part of the Alstom rebuild). Due to recent capital improvements, weekend and mid-day headways have grown, prompting PATCO to run 4-car trains all day, albeit less frequently than the 2-car trains.
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Alden envisioned guideways being built in place of the existing interstate roads, but the automatic guidance allowed for much shorter headways and thereby increased route capacity, reducing the need for multiple lanes. The initial design evolved into small four-person cars that were tested on a guideway set up in a parking lot in Bedford, Massachusetts. The staRRcar testbeds, models 19 and 20, were built on top of a rectangular steel chassis with very small rubber wheels that resulted in a ride close to the ground. The wedge-shaped lightweight body shell was placed on top, and the rear of the vehicle was a single piece of glass providing an unobstructed view.
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However, the station is designed to allow the northernmost track and platform to be easily extended to allow 2 one-unit trains or 1 two-unit train to sit in the platform, similar to the design of the middle track. This would allow the station to hold up to 5 trains. The new Downtown station under construction in August 2020 The new downtown station will serve the existing Red Line and allow it to increase its frequency to 15 minute headways per direction, replacing the current minimum headway of 30 minutes. The new station will also eventually serve the Green Line, a proposed commuter rail line that will run from the downtown station to as far east as Elgin.
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In October 2006, it was announced that Network Rail would pilot the European Rail Traffic Management System on the Cambrian Line. The ERTMS allows headways between trains using the same track to be reduced without affecting safety, allowing a more frequent service. Should the pilot scheme be successful, the system is expected to be rolled out on other key rural routes within the UK. The upgrade was expected to cost £59 million and was to be completed by December 2008, but the system was only released, for limited testing between Pwllheli and Harlech, in February 2010. Three signallers from the Machynlleth signalling centre and seven drivers were trained to operate the new equipment.
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Metrorail departing Dadeland North station and heading towards Dadeland South station Metrorail runs from the northwest in Medley through Hialeah, into the city of Miami, the downtown area, through Coral Gables and South Miami, and ending in southwest Miami-Dade at Dadeland Mall. There are 23 accessible Metrorail stations, one about every . Metrorail connects to the Metromover system at and stations and to South Florida's Tri-Rail suburban commuter rail system at the Tri-Rail station (see below). Since completion of the Airport Link in 2012, Metrorail increased its service frequency to peak headways of three and a half to five minutes on the shared portion of the line from Dadeland South to Earlington Heights.
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Two back-to-back buses on the M15 Select Bus Service route , three-quarters of bus routes provide high-frequency service in at least one direction during rush hours, with buses arriving at least every ten minutes. Of these routes, 54% provide high-frequency service in both directions, while 21% provide service only in the peak direction (toward transit hubs during the morning, and away from these hubs during the evening). One quarter of routes run with headways of more than 10 minutes during rush hours. Of the five boroughs, the Bronx has the greatest proportion of bus routes with high frequencies in both directions, with 65% of routes running such frequencies .
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Blue Line bus rapid transit service on the State Route 99 corridor was preceded by decades of transit services traveling through southwestern Snohomish County, which ranged from an interurban railway to local buses. The Seattle–Everett Interurban Railway ran interurban service from 1910 to 1939 along the Pacific Highway, later U.S. Route 99 and State Route 99. During its heyday, the interurban ran at 30-minute headways throughout the day, and only made automatic stops at its terminals in Everett and Seattle. The railway was dismantled and later used as right of way for overhead power lines, until it was converted into a rail trail in the 1990s and 2000s, named the Interurban Trail.
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Two trains on weekdays, and a larger number at weekends were extended to Royal Park station to serve patrons of the Melbourne Zoo. There was the possibility of a revitalisation of the Inner Circle in 1940, when the Ashworth Improvement Plan recommended a subway tunnel with five stations be built under the Melbourne CBD, from Flinders Street to the Inner Circle, with a proposed future subway from the first station to North Melbourne. Traffic on the Inner Circle was discouraged by the circuitous route and by competition from the more direct trams to the city. Off-peak services were cut to every 30 minutes from 29 May 1944, but from 4 December 1944 20-minute headways were restored on Saturday and Sunday afternoons.
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Although the terminal point for the majority of west side streetcars, the streetcars that used Main Street clearly made the street live up to its name. In addition to Shelton Square being the origination point for the Grant, Niagara, and Elmwood streetcar lines, there were also a number of routes that passed through Shelton Square to continue either south towards the docks and harbor, or north toward the northeast sections of the city. The Main streetcar shared trackage with the Parkside-Zoo (or Kenmore) streetcar, the Kensington street car, the West Utica and East Utica streetcars. During the busy weekday, the four- to five-minute headways between cars on each line made it common to see streetcar after streetcar lining Main Street after departing Utica Street.
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This is a punch box, used for signaling to a tower operator which line the train should use at a junction. This technology is no longer in use on the IRT (A Division); the signal system that allows countdown clocks also automates train identification and switching. The MTA has plans to upgrade much of New York City Subway system from a fixed block signaling system to one with communications-based train control (CBTC) technology, which will control the speed and starting and stopping of subway trains. The CBTC system is mostly automated and uses a moving block system – which reduces headways between trains, increases train frequencies and capacities, and relays the trains' positions to a control room – rather than a fixed block system.
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The bus goes to the Clarksburg Library and then the VA Hospital in Hartland. The last of the three weekday trips reveres its trip pattern in Clarksburg and serves the VA before the Library. The bus returns to Fairmont via 19. ;Watson/Mall :While not technically a core route as it has not provided hourly service since the early 1980s, it is the route with the highest ridership. Trip times have been added and deleted numerous times over the years with this route which resulted in 30 minute headways. In the mid-1980s, six weekday and five Saturday trips were operated. In the early '90s there were three evening trips provided which left the Courthouse at 5:30 pm, 7:00 pm and 8:40 pm.
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Bus rapid transit takes its name from rail rapid transit, which describes a high-capacity urban public-transit system with its own right of way, multiple-car vehicles at short headways, and longer stop spacing than traditional streetcars and buses. BRT uses buses on a wide variety of rights- of-way, including mixed traffic, dedicated lanes on surface streets, and busways separated from traffic. The expression "BRT" is mainly used in the Americas and China; in India, it is called "BRTS" (BRT System); in Europe and Indonesia, it is often called a "busway"; while in the British Isles, it may be called a "quality bus". the term transitway was originated in 1981 with the opening of the OC Transpo transitway in Ottawa, Ontario, Canada.
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In 1967, aerospace giant Matra started the Aramis project in Paris. After spending about 500 million francs, the project was canceled when it failed its qualification trials in November 1987. The designers tried to make Aramis work like a "virtual train", but control software issues caused cars to bump unacceptably. The project ultimately failed. Between 1970 and 1978, Japan operated a project called "Computer-controlled Vehicle System" (CVS). In a full-scale test facility, 84 vehicles operated at speeds up to on a guideway; one-second headways were achieved during tests. Another version of CVS was in public operation for six months from 1975–1976. This system had 12 single-mode vehicles and four dual-mode vehicles on a track with five stations.
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The company was separated by order of the U.S. Bankruptcy Court in 1923, when the Fox River Division assumed the AE&FRE; name, and the rest of the AE&C; (the Third Rail Division) became the Chicago Aurora and Elgin Railroad. Service typically operated on one-hour headways between Elgin and Aurora, with connecting service between Carpentersville and Elgin, and between Aurora and Montgomery. Passenger service ended March 31, 1935, except on a short stretch of track used by the CA&E; in St. Charles and Geneva, where passenger service ended December 31, 1937. Freight service continued on a stretch of the line between Coleman Yard and the Elgin State Hospital under electric power until 1947, and by diesel until 1972.
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It was connected to the Metrorail system in 2012, the AirportLink that created the Orange Line, which most significantly led to higher service frequency in the southern portion of the existing Green Line. The connection is made at the Miami Airport station through the MIA Mover people mover, and the station receives about 1,600 passengers a day. With headways cut in half, ridership rose much more on double-lined portion of the system from Earlington Heights to Dadeland South stations than the Airport Station itself. MIA has seen record growth in the 2010s, with the addition of many major international flights and carriers, though many are connecting flights, similar to Hartsfield Jackson, with Miami being a layover not a final destination.
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The first station to be completed, a training facility at the Merrill Creek bus base, was opened during a media event on May 5, 2009; in September 2009, the first station on the line was completed at 196th Street in Lynnwood. The project cost a total of $29 million (equivalent to $ in ), of which $15 million was paid for by grants from the Federal Transit Administration, Washington State Department of Transportation, as well as the partnership with Everett Transit. The grants also paid for the majority of the cost to operate Swift for its first three years of service, estimated at $5 million annually, allowing it to maintain 10-minute headways, while the rest of Community Transit service was reduced in 2010.
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Track and signal modifications needed to accommodate the temporary operation of 121st Street as a terminal station was done during the two prior days, with J trains cut back to Eastern Parkway, replaced by the Q49. Until the opening of the Archer Avenue line in 1988, J trains alternately terminated at 111th Street and 121st Street, with peak period headways to 121st Street being ten minutes. This temporary service pattern was estimated to be in effect for six or seven months. Queens Community Board 9 members and businessmen complained about the removal of ten parking spots from the south side of Jamaica Avenue and of three spaces on the north side, all between 121st Street and 120th Street for the bus shuttle.
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Author and activist Matthew Yglesias has argued in Slate Magazine that BRT creep is a very real worry, but that the issue is not "a problem with buses, it's a problem with cheapskates". Houston Tomorrow points out some ways local legislation can prevent BRT creep: "The new section on Bus Rapid Transit specifically defines it as having a separated right-of-way (at least for the majority of the line and during peak periods), defined stations, short headways and signal priority." At least one political candidate has also referred to BRT creep using the less widely used term "bus creep". One drawback to the phrase is that it uses "creep" in a way that is contradictory to other terms such as "scope creep", "feature creep", and "mission creep".
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The Battle of West Hunan, also known as the Battle of Xuefeng Mountains and the Zhijiang Campaign, was the Japanese invasion of west Hunan and the subsequent Allied counterattack that occurred between 6 April and 7 June 1945, during the last months of the Second Sino-Japanese War. Japanese strategic aims for this campaign were to seize Chinese airfields and secure railroads in West Hunan, and to achieve a decisive victory that their depleted land forces needed. This campaign, if successful, would also have allowed Japan to attack Sichuan and eventually the Chinese war time capital Chongqing. Although the Japanese were able to make initial headways, Chinese forces with air support from the Americans were able to turn the tide and forced the Japanese into a rout, recovering a substantial amount of lost ground.
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The 77 Arlington Heights–Harvard Station route provides service between the town of Arlington and Harvard station along Massachusetts Avenue. The 77A short turn routing, which terminates at North Cambridge Carhouse instead of Arlington Heights, is used to transport 71 and 73 trolleybuses to/from Harvard Square at the beginning and end of service. Until the Red Line Northwest Extension opened in the 1980s, routes 77/77A provided the bulk of transit service northwest of Harvard, with combined streetcar headways under one minute during rush hours in 1945. Route 77 was converted to diesel bus in 1955; route 77A was converted to trolleybus in 1958 to free up streetcars for the upcoming Highland Branch conversion, and so that boarding islands on Massachusetts Avenue could be removed to benefit automobiles.
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Community Transit unveiled detailed plans for its bus rapid transit system, including the "Swift" name and logo, on July 26, 2006. The first line, located on State Route 99 between Everett and Aurora Village, would begin operating in 2008, with 10-minute headways and limited stops. The agency envisioned real-time arrival signs at stations, and transit signal priority, among other improvements over existing bus service. The following year, CT purchased its fleet of 15 hybrid diesel-electric buses from New Flyer, at a cost of $879,028 per vehicle, to be paid for with state and federal subsidies. Community Transit signed an agreement on December 5, 2007 with Everett Transit, which allowed for Swift to operate within Everett city limits with sales tax revenue from Everett funding stations, and transit signal priority within Everett.
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S Castro Shuttle rollsign on a game-day extra train in 2007 An S Shuttle train crossing over near West Portal station in 2017 After the installation of automatic train control in 1998, the maximum Muni Metro frequency through the Market Street subway doubled from 24 trains per hour to 48. Muni needed to increase capacity to accommodate growing ridership, but the aging Boeing LRV fleet and issues with the new Breda fleet left too few vehicles to run additional service on the branch lines. Instead, Muni introduced the S Castro Shuttle, which could relieve crowding at busy Castro station while using only a small amount of rolling stock. The service began on April 2, 2001, running only at rush hour on weekdays, with headways between 7 and 12 minutes.
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Just a few days later, SP cited excessive post-war inflation, taxation, and competition from publicly funded highways as factors making electrification neither "practicable or desirable". Similarly, plans to eliminate all at-grade crossings were announced in 1909, but not carried to completion. As Southern Pacific's franchise to operate on 4th Street in San Jose was ending, it elected to build a diversion track to the west. This line forced a move for the city's passenger traffic to a new station at Cahill, placing it one mile from downtown (whereas it had previously been a four-block distance). SP's Peninsula Commute experienced record ridership during World War II. During the war, 26 trains ran between San Jose and San Francisco per day, with headways as low as 5 minutes (traveling north) in the mornings and 3 minutes (traveling south) in the evenings.
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New Flyer XDE60 buses for the Utah Valley Express at the Timpanogos Maintenance Facility, December 2017 The Utah Valley Express line connects the Orem FrontRunner station with UVU, the University Mall, BYU, downtown Provo, the Provo FrontRunner station, the Provo Towne Centre mall, the East Bay Business Park and follows a route primarily along University Parkway (SR‑265) and University Avenue (US‑189). The line includes 17 stops (stations) and runs at 10-15 minute intervals, with 6 minute headways during peak hours. UTA had anticipated having the Utah Valley Express operational by the time the Provo and Orem FrontRunner stations opened in the fall of 2012, but by early July 2016 construction on the line had yet to commence. The Federal Transit Administration reported that construction would begin in mid 2016 and that service would begin in 2019.
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Pioneer Square station is part of the Downtown Seattle Transit Tunnel, which is served by Line 1 of Sound Transit's Link light rail network. Light rail trains run from the University of Washington campus to Downtown Seattle, the Rainier Valley and Seattle–Tacoma International Airport. Pioneer Square is the eleventh northbound station from Angle Lake station and fourth southbound station from University of Washington station, situated between International District/Chinatown and University Street stations. Light rail trains serve Pioneer Square twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am; during regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night.
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It was believed that the rapid operation (short headways) would keep the rail free of snow as the passing cars heated the rail. This proved not to work, and in operations at just the wrong conditions close to freezing the opposite occurred; when the train passed and heated the rail, microscopically thin layers of snow would be melted, and if the rail was below zero as a whole, the water would freeze to the rail and cause ice buildup. Another retrofit was required to solve this problem, by adding wooden covers over the rail, a system used throughout Toronto's subway system. Even with these covers in place, the line can be shut down with any heavy snowfall that covers the fourth rail to a depth that fills the distance between the rail and the linear motor.
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Issued and amended and structural strength. Caltrain saw this as an opportunity to apply for an FRA waiver to run lighter-weight EMUs, which could accelerate faster and provide headways as low as five minutes. The December 2009 FRA waiver application detailed Caltrain's plans to prevent collisions: first, reduce the probability of collisions to nearly zero by employing temporal and spatial separation from freight rail and restricting freight traffic to the non-revenue hours, then mitigate the impact of a collision by deploying vehicles with crash energy management (CEM) structures, and then deployment of an enhanced positive train control system, designed to check for speeding trains and protect rail workers. Originally, Caltrain employed Parsons Transportation to develop a custom PTC system, called CBOSS, for CalMod, but due to delays, Caltrain switched to Wabtec and their I-ETMS system.
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Angle Lake station is the southern terminus of Sound Transit's Line 1, which travels north to Seattle–Tacoma International Airport, the Rainier Valley, Downtown Seattle, and the University of Washington. It is the sixteenth southbound Line 1 station from University of Washington, and is situated after SeaTac/Airport station. Line 1 trains serve Angle Lake twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am; during regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night. During weekends, Line 1 trains arrive and depart Angle Lake station every ten minutes during midday hours and every fifteen minutes during mornings and evenings.
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These systems were typically electrified rather than steam-powered, and used tram-style rolling stock to move a relatively small number of passengers at frequent headways within a region, rather than more traditional passenger trains pulled by dedicated locomotives, which were largely relegated to long- haul trips. Growing towns and cities sought the ideal hybrid system of streetcars and railways: a light rail service which could easily shift from street rails to freight corridors and back again, allowing it to connect to important destinations in downtown areas while also being fast enough to connect cities to each other at the speed expected of contemporary passenger rail. These systems were often also known as interurbans due to the appeal of easily connecting neighbouring cities together with a regional rail line, often municipally owned and operated. The Galt, Preston and Hespeler Railway, 1910.
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A King County Metro bus stops on the SODO Busway adjacent to the platforms at SODO station. SODO station is part of Sound Transit's Line 1, which runs from Seattle–Tacoma International Airport through the Rainier Valley and Downtown Seattle to the University of Washington. It is the ninth northbound station from Angle Lake station and eighth southbound station from University of Washington station, and is situated between Beacon Hill and Stadium stations. Line 1 trains serve SODO twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am; during regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night.
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The station platform in 2015, looking from the east side of Martin Luther King Jr. Way Rainier Beach station is part of Sound Transit's Line 1, which runs from Seattle–Tacoma International Airport through the Rainier Valley and Downtown Seattle to the University of Washington. It is the fourth northbound station from Angle Lake and thirteenth southbound station from University of Washington, and is situated between Tukwila International Boulevard and Othello stations. Line 1 trains serve Rainier Beach twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am. During regular weekday service, trains operate roughly every six to ten minutes during and between peak periods, respectively; trains operate at longer headways of fifteen minutes in the early morning and twenty minutes at night.
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Capitol Hill station is part of Line 1, which runs from Seattle–Tacoma International Airport through the Rainier Valley and Downtown Seattle to the University of Washington. It is the 14th northbound station from Angle Lake station and first southbound station from the University of Washington station; Capitol Hill station is situated between Westlake station, part of the Downtown Seattle Transit Tunnel, and the University of Washington station. Line 1 trains operate for twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am. During regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night.
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Ridership in 1975 had decreased to a point last seen in 1918, with ridership decreasing by 25 million per year. The MTA reduced the length of trains during off-peak periods, and canceled work on several projects being built as part of the Program for Action, including the Second Avenue Subway and an LIRR line through the 63rd Street Tunnel to a Metropolitan Transportation Center in East Midtown, Manhattan. Ridership kept dropping rapidly, having decreased by 25 million passengers between June 30, 1976, and June 30, 1977; in the previous eight years, 327 million passengers had stopped using the subway. Additionally, the proportion of the fleet that was in service during the morning peak period was reduced, and train headways were increased: on four local services, trains were reduced from once every four minutes to once every five minutes.
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A key safety factor of train operations is to space the trains out by at least this distance, the "brick-wall stop" criterion.Parkinson and Fisher, pg 17For a links to a variety of sources on the brick-wall stop in public transit planning, see Richard Gronning, "Brick- Wall Stops and PRT", June 2009 In order to signal the trains in time to allow them to stop, the railways placed workmen on the lines who timed the passing of a train, and then signalled any following trains if a certain elapsed time had not passed. This is why train headways are normally measured as tip-to-tip times, because the clock was reset as the engine passed the workman. As remote signalling systems were invented, the workmen were replaced with signal towers at set locations along the track.
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SeaTac/Airport station is part of Sound Transit's Line 1, which runs from Seattle–Tacoma International Airport through the Rainier Valley and Downtown Seattle to the University of Washington. It is the first northbound Line 1 station from Angle Lake station and fifteenth southbound station from University of Washington station, situated south of Tukwila International Boulevard station. Link trains serve the station twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am; during regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night. During weekends, Link trains arrive at SeaTac/Airport station every ten minutes during midday hours and every fifteen minutes during mornings and evenings.
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Signage for the station Othello station is part of Sound Transit's Line 1, which runs from Seattle–Tacoma International Airport through the Rainier Valley and Downtown Seattle to the University of Washington. It is the fifth northbound station from Angle Lake and twelfth southbound station from University of Washington, and is situated between Rainier Beach and Columbia City stations. Line 1 trains serve Othello twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am; during regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night. During weekends, Line 1 trains arrive at Othello station every ten minutes during midday hours and every fifteen minutes during mornings and evenings.
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Columbia City station is part of Sound Transit's Line 1, which runs from Seattle–Tacoma International Airport through the Rainier Valley and Downtown Seattle to the University of Washington. It is the fifth northbound station from Angle Lake and eleventh southbound station from University of Washington, and is situated between Othello and Mount Baker stations. Line 1 trains serve Columbia City twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am; during regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night. During weekends, Line 1 trains arrive at Columbia City station every ten minutes during midday hours and every fifteen minutes during mornings and evenings.
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Mount Baker station is part of Sound Transit's Line 1, which runs from Seattle–Tacoma International Airport through the Rainier Valley and Downtown Seattle to the University of Washington. It is the seventh northbound station from Angle Lake station and tenth southbound station from University of Washington station, and is situated between Columbia City and Beacon Hill stations. Line 1 trains serve Mount Baker twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am; during regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night. During weekends, Line 1 trains arrive at Mount Baker station every ten minutes during midday hours and every fifteen minutes during mornings and evenings.
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Beacon Hill station is part of Sound Transit's Line 1, which runs from Seattle–Tacoma International Airport through the Rainier Valley and Downtown Seattle to the University of Washington. It is the eighth northbound station from Angle Lake station and ninth southbound station from University of Washington station, and is situated between Mount Baker and SODO stations. Line 1 trains serve Beacon Hill twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am; during regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, with longer headways of fifteen minutes in the early morning and twenty minutes at night. During weekends, Line 1 trains arrive at the station every ten minutes during midday hours and every fifteen minutes during mornings and evenings.
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Stadium station, as viewed from its southbound SODO Busway stop served by ST Express and King County Metro buses. Stadium station is part of Sound Transit's Line 1, which runs from Seattle–Tacoma International Airport through the Rainier Valley and Downtown Seattle to the University of Washington. It is the tenth northbound station from Angle Lake station and seventh southbound station from University of Washington station, and is situated between SODO and International District/Chinatown stations. Line 1 trains serve Stadium station twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am; during regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night.
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There is also concern that drivers driving under speed control might accept more risky headways between themselves and vehicles in front and accept much narrower gaps to join traffic (this fact drawing particular criticism from motorcycling groups). Wider criticism also comes from the insistent focus on speed and that road safety outcomes could be better achieved by focusing on driving technique, situational awareness, and automation that 'assists' drivers rather than 'forces' them to behave in particular ways. Intelligent speed adaptation has also been held as an example of a technology which, like speed cameras, can often alienate the driving public and represents a significant barrier to its widespread adoption. Some studies which pre-date the development of ISA systems indicated that drivers make relatively little use of the speedometer and instead use auditory cues (such as engine and road noise) to successfully regulate their speed.
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Apart from the Kalleone Group of Company, comprising a musical recording studio, radio station, newspaper, sportshops, old Skool night club, pharmacy and FC Kallon, Mohamed Kallon is also about to launch his charity foundation, the MKCF, Mohamed Kallon Children's Foundation, which will cater for the needs of hundreds of Sierra Leone's street children.Kallon Group Foundation Recently Mohamed Kallon told SierraEye Magazine that as a boy himself who grew up in the streets of Freetown he is moved by the state of Sierra Leone Street Children and want to do all he can to help them. The foundation has made headways recently meeting with the president and working together with the United Nations and other NGOs to provide help for several Sierra Leonean children and also aiding the HIV/AIDS sensitisation programme in Sierra Leone. x The setting up of MKCF by Kallon gained massive media coverage and even the BBC reported on it.
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These arms were hydraulically extended at the appropriate time and engaged a rail mounted above the power and signal rails, serving to steer the vehicle from the enclosed, single-lane guideway into the bypass areas where the guideway split to become two separate passing lanes. Since the system was centrally controlled and used hydraulics, there was a minimum actuation time that required headways to be around 30 seconds at the normal operating speed of 30 mph. It may be noted that, although the designed and advertised maximum operating speed was 30 mph, the actual cruise speed of the Fairlane system was lowered to about 25 mph, where it remained throughout the duration of its operating lifetime of approximately 12 years. Power was supplied at 480 V 60 Hz AC, in a corner-grounded Delta configuration, with the guide rail serving as the ground leg and the other two phases supplied on separate rails above the ground/guidance rail.
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A King County Metro bus and Sound Transit Link light rail train at the station, seen in 2010 University Street station is part of the Downtown Seattle Transit Tunnel, which is served by Line 1 of Sound Transit's Link light rail network. Light rail trains run from the University of Washington campus to Downtown Seattle, the Rainier Valley and Seattle–Tacoma International Airport. University Street is the twelfth northbound station from Angle Lake station and third southbound station from University of Washington station, the line's two termini, and is situated between Pioneer Square and Westlake stations. Link trains serve University Street twenty hours a day on weekdays and Saturdays, from 5:00 am to 1:00 am, and eighteen hours on Sundays, from 6:00 am to 12:00 am; during regular weekday service, trains operate roughly every six to ten minutes during rush hour and midday operation, respectively, with longer headways of fifteen minutes in the early morning and twenty minutes at night.
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It has been saidTraffic Wave Experiments, William J. Beaty, 1998 that by knowing how traffic waves are created, drivers can sometimes reduce their effects by increasing vehicle headways and reducing the use of brakes, ultimately alleviating traffic congestion for everyone in the area. However, in other models, increasing headway leads to diminishing the capacity of the travel lanes, increasing the congestion; however, disputed by acknowledging that similar principles apply to herding sheep through gates, and that in such a case, via human intervention, solitons are diminished simply by slapping "stuck sheep" and holding back aggressive sheep. In funnelling sheep through gates it can be determined how much intervention is needed to curb bottlenecks. Similar principles can be applied to human traffic streams, where, if each individual had the knowledge of final destination and complete route planning, then traversal along a route would be done so with the full knowledge that any abrupt change from any itinerary causes delays for those about to traverse the same route.
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Swift launched on November 29, 2009 with a ribbon-cutting ceremony at Crossroads Station, and a day of free rides from 4:00 p.m. to midnight. The following day marked the beginning of regular service, with the first runs departing their termini at 5:00 am, and the new service attracted more than 1,500 riders, with end-to-end trips taking 20 minutes less compared to local buses on the same corridor. Swift debuted as the first bus rapid transit line in the state of Washington, ahead of King County's RapidRide, opening a year later in 2010, and one of the longest lines in the country when it opened. Existing local service on the State Route 99 was reduced on November 29 to accommodate the introduction of Swift. Community Transit eliminated route 100, a peak only service on the corridor, and reduced weekday headways on route 101 from 15 minutes to 20 minutes.
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A route 28 bus on Blue Hill Avenue in 2012 The 28 Mattapan Station–Ruggles Station route provides service through the Grove Hall and Mattapan neighborhoods on Blue Hill Avenue, a major radial arterial. Blue Hill Avenue has long been a busy trunk route; in 1945, route 29 Mattapan–Egleston peaked at 1.5 minute headways during the morning rush hour. Streetcars formerly had a dedicated right-of-way on Blue Hill Avenue; streetcars were moved into mixed traffic in stages between 1940 and 1950, and replaced with busses in 1955. With the May 1987 changes to the bus network, route 28 was established to supplement route 29 service; both ran from Mattapan to Ruggles via different routings. In December 1989, route 28 became the dominant service on Blue Hill Avenue, and route 29 was relegated to a rush-hour-only route running only to Jackson Square. From December 2006 to June 2010, short turn service between Franklin Park and Dudley (Ruggles after March 2007) was operated in the morning peak as route 25.
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Local opinion favored the temporary retention of the northern portion of the Elevated until a permanent replacement could be built. However, the MBTA closed the Elevated and instead upgraded the route 49 bus from a feeder route to a more frequent trunk route. The MBTA used this logo to advertise the Silver Line In 1989, the MBTA announced that trolleybuses would be used on Washington Street, operating on 4-minute headways at peak hours. By 1990, the MBTA expected service to begin in 1993, with an underground connection to Boylston station and the proposed South Boston Piers tunnel in a future phase. After several more years of studies, the MBTA decided in 1996–97 to build the route as a bus rapid transit line using compressed natural gas (CNG) buses to avoid the visual impact of overhead wires. Environmental documentation was filed in 1998, and construction began in 2001. The project cost $27.3 million, with major elements including $10.9 million for the 17 new buses, $10.9 million for road work, and $2.6 million for shelters. Planning and construction were combined with a necessary repaving of Washington Street, reducing costs.
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A Chelsea Piers-bound M23 SBS bus at Park Avenue in November 2017, shortly after Select Bus Service was implemented The M23 route has been traditionally crowded, with 4,862,343 riders in 2010 and 4,075,850 riders in 2018, or 15,000 riders a day. It is also among the city's slowest bus routes, running at an average of in 2000, and by 2015. In 2003, the Straphangers Campaign gave the M23 the "Pokey Award" because it ran slower than any other bus route in all of New York City, at an average speed of ; it also received that distinction in 2007 when it also ran at an average of , slightly faster than the average walking speed of . Rush hour bus headways on the M23 are supposed to be 4.5 to 5.5 minutes. A 2015 report found that half of the average M23 bus's time is spent either at a bus stop or stopped in traffic; that 28% of the duration of the average M23 trip is spent waiting at bus stops due to passengers boarding; and that the M23 only moves at over for an average of 10% of each trip.
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Carter's new Bee-Line Bus Company operated its first bus, without a franchise, on February 19, between the Rosedale station and Jamaica. This was the predecessor to the Q5. With only two buses, the route originally operated on half-hour headways. In addition to Jamaica-Rosedale service, on April 3, 1926, Bee-Line began operating service along Merrick Road between Jamaica and Freeport, Long Island, replacing the eastern portion of the Brooklyn-Freeport Line streetcar. Bee Line originally operated from 163rd Street and Jamaica Avenue in the Jamaica business district. On October 1, 1930, the Bee Line routes began terminating at the newly constructed Jamaica Union Bus Terminal near its former terminus. The new bus terminal was located at Jamaica Avenue and New York Boulevard (now Guy R. Brewer Boulevard), adjacent to the now-closed Union Hall Street Long Island Rail Road station. The Q5A services were first operated by Transit Coach Corporation in 1931. By 1937, Schenck Transportation operated the route. By 1938, the Q5A was operated by the North Shore Bus Company. On August 11, 1936, the Bee-Line routes were moved to the newly opened 165th Street Bus Terminal (then the Long Island Bus Terminal).
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PERSUS concluded the Peninsula Commute was underutilized and proposed a minor upgrade to improve service (and ridership), or major upgrades to extend service to downtown San Francisco, either by connecting with BART in , or by extending the SP terminus to the Transbay Terminal; the ultimate goal was to remodel the service to be closer to transit than commuter rail, which entailed a reduction in headways so that passengers would have to wait less than fifteen minutes between trains during weekday daylight hours. In 1978/79, SP leased several GE P30CHs from Amtrak to operate the Peninsula Commute. (October, 1978) However, by that time the Peninsula Commute was no longer profitable: operating deficits were rising, from in 1964 to over by 1968, by 1975, and just one year later in 1976 according to an independent review, which prompted SP to petition the California Public Utilities Commission (CPUC) for a fare increase of 111 percent in August 1974, as fares had increased minimallyHofsommer (1986), p. 287: round trip fare from San Francisco to San Jose was in 1948, only in 1967 and ridership, approximately 12,000 passengers per day in 1967 remained flat, despite the fuel crisis. The CPUC authorized a 25% increase in fares in a 3–2 vote on July 12, 1977, effective August 1977.
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