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On September 9, 2008, the monorail company provided details of the proposed expansion to the Las Vegas Convention and Visitors Authority board. The intended airport extension would begin at the new Terminal 3, with the first stop near Terminal 1, turn north on Swenson Street, then continue west on Tropicana Avenue befo... |
When the monorail company announced details of the extension in September 2008, the airport extension was to be built with private funds and was expected to be built by 2012. However, as of March 2011, the Las Vegas Monorail Company was still in the planning phases of the proposed extension to McCarran International Ai... |
The monorail company announced in May 2015 that it is proposing instead an extension to the Mandalay Bay Resort and Casino and an infill station at the Sands Expo & Convention Center. Subsequently, the Regional Transportation Commission of Southern Nevada announced that a new underground light rail system under the Las... |
In March 2018, the Clark County Commission approved a proposed extension to Mandalay Bay, putting the monorail closer to Allegiant Stadium. The monorail company planned to start construction on the extension in June 2018 and have it completed by September 2020, in time for the completion of the stadium and Las Vegas Ra... |
The Las Colinas Area Personal Transit System is a people mover system that serves the Las Colinas area of Irving, a suburb of Dallas, Texas. The system has four passenger stations and a maintenance & control center, and is run by two cars, one for each route. The system uses automated guideway transit technology, altho... |
The Las Colinas APT was envisioned as an automated circulator system for the developing Las Colinas Urban Center. The long range plan called for a total of 5 miles (8 km) of dual lane guideway and 20 stations. The system was to contain 3 inner loops and one outer loop, with passengers transferring between loops at four... |
Las Colinas saw a revival of fortune towards the latter half of the 1990s, and the system reopened accordingly on December 2, 1996. Although the current system still runs only on a limited basis, the arrival of DART's Orange Line and development in the area has called for expansion. As of June 10th, 2013 the system run... |
Sometime in January 2013, the APT system was wrapped with a design, courtesy of Fastsigns, showing that the City of Irving, Texas, had received the 2012 Malcolm Baldrige National Quality Award. |
Since the 1996 reopening, the fare-free system has been run by the Dallas County Utility and Reclamation District. It now runs from 6:00am to 6:00pm on weekdays for the benefit of office workers riding to Bell Tower/Mandalay Canal Station to eat lunch at the restaurants located there, as well as DART passengers boardin... |
Phase I, which included part of the outer loop's western section and part of one inner loop, remains the only segment in service. The guideway contains two tracks with space for a third if demand warrants, and is grade-separated for the length of the route. Contrary to popular rumors, the system was never meant to be e... |
The four original stations and maintenance center are the only operational stopping points for passengers on the APT system. All stations are elevated and protected from the elements. All stations except for Bell Tower/Mandalay Canal Station are accessed through private office buildings. |
Out of the four vehicles purchased in 1986 from Intermountain Design Inc. (IDI), only two are used on day-to-day service. Each vehicle can carry 45 passengers comfortably: 33 standing and 12 seated. The system is operated manually, with only two trains running as demand dictates. The drivers use a small control panel t... |
The Maintenance and Control Center is where all vehicles are stored. Each train starts its first morning journey here. The control center is manned by an overseer during times of operation. |
Plans to expand the system have existed since the inception of the APT. The original plan called for a banana-shaped loop route that completely circled Lake Carolyn, but DART's Orange Line will now follow the route of the planned eastern section (although this does not block the APT from potentially following the same ... |
In 2012, the Dallas County Utility and Reclamation District completed a process to expand the system with the arrival of DART's Orange Line, creating an interchange at Tower 909 Station with DART's adjacent Las Colinas Urban Center Station. Additional possible future expansion options considered during this phase of gr... |
Some, such as Gary N. Bourland, author of "Las Colinas: The Inside Story of America's Premier Urban Development", cite cases of the APT System being viewed as an expensive white elephant. It has also been cited as one of the contributors towards the high rate of taxation in the Las Colinas area. However, the Northwest ... |
The Huntsville Hospital Tram System is an automated people mover system located as part of the Huntsville Hospital System complex in Huntsville, Alabama, United States. Operating on a concrete guideway, the trams serve to connect the Huntsville Hospital with the Huntsville Hospital for Women & Children. At the time of ... |
Developed by Poma-Otis Transportation Systems, a joint venture of Poma and the Otis Elevator Company, and constructed by Brasfield & Gorrie, the cable-driven steel-on-steel system was completed at a final cost of $10.9 million. The two concrete guideways are elevated above the surface. Costing $280,000 annually to oper... |
The vehicles were designed by the Gangloff company of Switzerland. Each car can handle three seated and 38 standing passengers. Additionally, each car was designed to accommodate the largest bed in use by the hospital for the transport of patients. |
The system runs in an east-west direction between the main Huntsville Hospital building and the Huntsville Hospital for Women & Children with intermediate stops at the Plaza Resource Center and the Franklin Medical Tower. The system offers two separate modes for reaching the various stations, a "Local Mode" and an "Exp... |
The idea of developing a tram system for Huntsville Hospital was initially proposed in mid-1997. The tram was proposed as a solution to both parking issues and to allow for easier connectivity between the separate buildings of the sprawling hospital campus. Additionally, the consolidation and transformation of the form... |
By December 1998, plans for the system moved forward after gaining approval of several property variances from the Huntsville Board of Zoning Adjustment to allow for its construction. By early 2000 construction of the system would commence, with an initial opening slated for summer 2001. However, due to delays and the ... |
By 2004, use of the tram resulted in the elimination of approximately 4,500 annual ambulance trips and the use of two full-time shuttle vans between the two main facilities. Due to this reduction in the number of vehicle trips made, Huntsville Hospital was awarded a 2004 Industrial Air Pollution Control Achievement Awa... |
The Detroit People Mover (DPM) is a elevated train that operates on a single track encircling Downtown Detroit, Michigan. It is an automated people mover system using Urban Transportation Development Corporation Intermediate Capacity Transit System Mark I technology. A siding allows the system to be used in a two-way b... |
The QLine streetcar serves as a link between the Detroit People Mover and New Center Amtrak station, plus additional access to DDOT and SMART bus routes as part of a comprehensive network of transportation in metropolitan Detroit. |
The Ford Motor Company was involved in one of the designs of the People Mover and had hired AlScott Service Company to design and build a room size working model of the system. This model was used for Ford's proposals in their attempt to build the system. |
The People Mover was intended to be the downtown distributor for a proposed city and metro-wide light rail transit system for Detroit in the early 1980s; however, funding was scaled back. President Gerald Ford had promised 600 million in federal funds. Plans included a subway line along Woodward Avenue that would turn ... |
The People Mover is owned and operated by the Detroit Transportation Corporation (DTC). The DTC was incorporated in 1985 as a Michigan Public Body Corporate for the purpose of acquiring, owning, constructing, furnishing, equipping, completing, operating, improving, enlarging, and/or disposing of the Central Automated T... |
The CATS project, aka the Downtown People Mover (DPM), officially opened to the public on July 31, 1987. Prior to November 18, 1988, the People Mover System was operated and maintained by the primary contractor, Urban Transportation Development Corporation (UTDC) on a month-to-month basis. On November 18, 1988, the DTC... |
The system opened in 1987 using the same technology as Vancouver's SkyTrain and Toronto's Scarborough RT line. In the first year, an average of 11,000 riders used the People Mover each day; the one-day record was 54,648. |
When the People Mover opened, it ran counter-clockwise. On July 20, 2008, the system was shut down temporarily to replace track on six of the curves along the route. When it reopened in August, the system was run clockwise, and kept running clockwise until 2020. The change in direction reduced the time required to comp... |
On January 22, 2015 at approximately 10:10 p.m., one of the cars jumped a rail hitting the rail platform. This prompted the system to be temporarily shut down to allow an investigation to take place. After 17 hours of investigation, the system resumed service. According to a media release given by the inspectors, "A br... |
The Mover costs $12 million annually in city and state subsidies to run. The cost-effectiveness of the Mover has drawn criticism. In every year between 1997 and 2006, the cost per passenger mile exceeded $3, and was $4.26 in 2009, compared with Detroit bus routes that operate at $0.82 (the New York City Subway operates... |
The system was designed to move up to 15 million riders a year. In 2008 it served approximately 2 million riders. This meant the system averaged about 7,500 people per day, about 2.5 percent of its daily peak capacity of 288,000. In 2006, the Mover filled less than 10 percent of its seats. |
, passengers pay $0.75 per trip, with discounts for seniors and multiple rides. Children 5 and under ride free. The fare was originally 50 cents until it was raised to the current rate in November 2011. DDOT/SMART passes can be used. |
Among the busiest periods was the five days around the 2006 Super Bowl XL, when 215,910 patrons used the service. In addition to major downtown concerts and sporting events, other high ridership times include the week of the annual North American International Auto Show in January and the Youmacon anime convention at t... |
In 2002, the concrete berms in front of the Renaissance Center were removed to make it more inviting to the rest of downtown. This also required the demolition of the station and tile artwork by George Woodman. Limited service continued but once again, ridership dropped significantly (see graph below) until the station... |
As part of the restoration of the David Whitney Building, the Grand Circus Park station was closed on August 16, 2014 to complete a facelift planned to open in January 2015. The improved station will now feature ADA accessibility independently of the David Whitney Building. The project is overseen by Dumas Concepts in ... |
The People Mover is owned and operated by the Detroit Transportation Corporation, an agency of the Detroit city government. |
The People Mover system's operations center is located at the Times Square Station. Housed in the same complex is the system's maintenance facility and storage of the cars in an indoor facility. Cars enter south turnout to enter the maintenance facility and exit from the north turn out back onto the main track. Mainten... |
Work cars are not maintained or owned by DPM, but by contractors: |
Each station displays artwork created by various artists. Art was completed with the system opening in 1987 unless otherwise noted: |
A limited express is a type of express train service. It refers to an express service that stops at a limited number of stops in comparison to other express services on the same or similar routes. |
The term "limited express" is a common translation of the Japanese compound noun ; literally "special express"; often abbreviated as . Although some operators translate the word differently, this section is about "tokubetsu kyūkō" trains in Japan regardless of the translation by the operators. This term also includes t... |
There are two types of limited express trains: intercity and commuter. The former type of limited express trains generally use long-distance coaches, equipped better than other ordinary express trains, including reserved seating, dining cars or food and beverage carts, and "green cars" (first class cars). The latter ty... |
Until 1972, the "Hikari" on the Tōkaidō Shinkansen was officially a , that is, "beyond limited express" or "super express", and was priced higher than the "Kodama", the limited express on the same line. Presently all Shinkansen services are officially limited express, but are usually referred to as "super express" in E... |
The table below summarizes the limited express on major Japanese railways (JR Group, Toei and 16 major private railways minus one major private railway that does not operate limited express, which is Tokyo Metro). |
In Australia, particularly in Melbourne, selective commuter trains often skip smaller stations during peak hours, primarily for the purpose of more efficient delivery of passengers to interchange stations or higher-patronage stations. In Brisbane and Sydney, limited stop services are formed by commuter trains that run ... |
In the era of steam-hauled provincial expresses, limited express services were common on highly trafficked routes. The "Night Limited" was the premier express train on the North Island Main Trunk Railway between Auckland and Wellington from 1924 until 1971; during peak seasons, it was augmented by the "Daylight Limited... |
A different pattern was employed on the Main South Line. The "South Island Limited" express ran three days a week from Christchurch through Dunedin to Invercargill, with a slower regular express operating on the other four days. Both regular and limited expresses were augmented by additional services between intermedia... |
Limited expresses were rare beyond the main trunk routes and the regular provincial expresses were typically augmented with even slower mixed trains. However, when the "Rotorua Express" schedule was accelerated in 1930 and its carriages upgraded, it was rebranded as the "Rotorua Limited". Due to the Great Depression an... |
After the demise of the "Night Limited" and the "South Island Limited" in 1971, the term "limited express" fell into disuse in New Zealand and has not been applied to any subsequent trains. However, from 1971 to 1979, the "Silver Star" performed the role of a limited express as it operated to a faster schedule than a s... |
, Auckland Transport introduced limited express services on the Onehunga Line. These services operate until 7:30 PM on weekdays, bypassing Parnell, Remuera and Greenlane stations. |
There were trains under the Manila Railroad Company and the Philippine National Railways that were called "Limited Express" or simply "Limited", as well as "Special" and "Express" trains that nonetheless stopped at fewer stations. The first of such services were introduced in the 1950s and peaked in the 1970s. They onl... |
The North Main Line had the "Ilocos Special" and the "Amianan Night Express" that ran between 1973 and 1984, then the fastest services in the PNR and stopped at fewer stations compared to the "Dagupan Express". Meanwhile, the second "Bicol Express", opened in 1954, only stopped at 8 out of 66 stations of the line betwe... |
Some of the most elite trains in the United States in the twentieth century were called "limited", a name that typically graced overnight trains that made very few stops. (However, the fastest train between New York and Washington, DC, a day train, in the Pennsylvania Railroad era was called the "Congressional Limited ... |
The B and O Railroad's Capitol Limited |
From September 23, 1978 to April 15, 1990, the New York City Subway operated a limited express premium-fare subway service from Manhattan to JFK, which was called the JFK Express. The subway service made express stops at subway stations in Manhattan and one subway station in Brooklyn, before running nonstop to Howard B... |
Some commuter railroads operate express trains making limited stops. The Long Island Rail Road operates some rush hour trains that run 50 miles between the central city station and the first stop of its express route itinerary, for instance, on the Ronkonkoma Line. The Metro-North Railroad runs some rush hour trains th... |
Due to the wide availability of service on the "Northeast Regional" and "Acela Express," most of Amtrak's medium- and long-distance trains operating along the Northeast Corridor only stop to discharge passengers from Washington Union Station (or in some cases, Alexandria Union Station) northward, and to receive passeng... |
The term "Limited Express" is 특급 (特急, "Teukgeup") in Korean. Limited express trains stop at fewer stations than regular express trains (급행, 急行, "Geuphaeng"). |
The Pullman Car Company, founded by George Pullman, was a manufacturer of railroad cars in the mid-to-late 19th century through the first half of the 20th century, during the boom of railroads in the United States. Through rapid late nineteenth century development of mass production, and takeover of rivals, the company... |
At its peak in the early 20th century, its cars accommodated 26 million people a year, and it in effect operated "the largest hotel in the world". Its production workers initially lived in a planned worker community (or "company town") named Pullman, Chicago. |
Pullman developed the sleeping car, which carried his name into the 1980s. Pullman did not just manufacture the cars, it also operated them on most of the railroads in the United States, paying railroad companies to couple the cars to trains. The labor union associated with the company, the Brotherhood of Sleeping Car ... |
Pullman established his company in 1862 and built luxury sleeping cars which featured carpeting, draperies, upholstered chairs, libraries, card tables and an unparalleled level of customer service. Patented paper car wheels provided a quieter and smoother ride than conventional cast iron wheels from 1867 to 1915. Once ... |
After George Pullman's death in 1897, Robert Todd Lincoln, son of Abraham Lincoln, became company president. Pullman purchased the Standard Steel Car Company in 1930 amid the Great Depression, and the merged entity was known as Pullman-Standard Car Manufacturing Company. The company closed its factory in the Pullman ne... |
The original Pullman Palace Car Co. had been organized on February 22, 1867. |
On January 1, 1900, after buying numerous associated and competing companies, it was reorganized as The Pullman Co., characterized by its trademark phrase, "Travel and Sleep in Safety and Comfort." |
In 1924, the Pullman Car & Manufacturing Corporation was organized from the previous Pullman manufacturing department, to consolidate the car building interests of The Pullman Co. The parent company, The Pullman Co., was reorganized as Pullman, Inc., on June 21, 1927. |
The best years for Pullman were the mid-1920s. In 1925, the fleet grew to 9800 cars. Twenty-eight thousand conductors and twelve thousand porters were employed by the Pullman Co. Pullman built its last standard heavyweight sleeping car in February 1931. |
Pullman purchased controlling interest in Standard Steel Car Company in 1929, and on December 26, 1934, Pullman Car & Manufacturing (along with several other Pullman, Inc. subsidiaries), merged with Standard Steel Car Co. (and its subsidiaries) to form the Pullman-Standard Car Manufacturing Company. Pullman-Standard re... |
In 1940, just as orders for lightweight cars were increasing and sleeping car traffic was growing, the United States Department of Justice filed an anti-trust complaint against Pullman Incorporated in the U.S. District Court at Philadelphia (Civil Action No. 994). The government sought to separate the company's sleepin... |
In 1943, Pullman Standard established a shipbuilding division and entered wartime small ship design and construction. The yard was located near Lake Calumet in Chicago, on the north side of 130th Street. Pullman built the boats in 40-ton blocks which were assembled in a fabrication shop on 111th Street and moved to the... |
Pullman-Standard built its last sleeping car in 1956 and its last lightweight passenger cars in 1965, an order of ten coaches for Kansas City Southern. The company continued to market and build cars for commuter rail and subway service and Superliners for Amtrak as late as the late 1970s and early 1980s. |
Beginning in 1975, Pullman started delivery of the massive 754 stainless steel subway cars to the New York City Transit Authority. Designated R46 by their procurement contract, these cars, along with the R44 subway car built by St. Louis Car Company, were designed for speeds in the Second Avenue Subway; after it was de... |
In "United States v. Pullman Co.", 50 F. Supp. 123, 126, 137 (E.D. Pa. 1943), the company was ordered to divest itself of one of its two lines of sleeping car businesses after having acquired all of its competitors. |
After the 1944 breakup, Pullman, Inc., remained in place as the parent company, with the following subsidiaries: The Pullman Company for passenger car operations (but not passenger car ownership, which was passed to the member railroads), and Pullman-Standard Car Manufacturing Co., for passenger car and freight car man... |
Operations of the Pullman Company sleeper cars ceased and all leases were terminated on December 31, 1968. On January 1, 1969, the Pullman Company was dissolved and all assets were liquidated. (The most visible result on many railroads, including Union Pacific, was that the Pullman name was removed from the letterboard... |
The passenger car designs of Pullman-Standard were spun off into a separate company called Pullman Technology, Inc., in 1982. Using the Transit America trade name, Pullman Technology continued to market its Comet car design (first built for New Jersey Department of Transportation in 1970) for commuter operations until ... |
Pullman, Inc., spun off its large fleet of leased freight rail cars in April 1981 as Pullman Leasing Company, which later became part of ITEL Leasing, retaining the original PLCX reporting mark. ITEL Leasing (including the PLCX reporting mark) was later changed to GE Leasing. |
In mid-1981, Pullman, Inc., spun off its freight car manufacturing interests as Pullman Transportation Company. Several plants were closed and in 1984, the remaining railcar manufacturing plants and the Pullman-Standard freight car designs and patents were sold to Trinity Industries. |
After separating itself from its rail car manufacturing interests, Pullman, Inc., continued as a diversified corporation, with later mergers and acquisitions, including a merger in late 1980 with Wheelabrator-Frye, Inc., in which Pullman became a subsidiary of Wheelabrator-Frye, Inc. In January 1982, Wheelabrator-Frye ... |
As a separate side note, other construction engineering portions of Pullman-Kellogg were spun off as a new M. W. Kellogg Corporation, and in December 1998, became part of the merger that formed Kellogg, Brown & Root, a specialty contractor which itself was later sold to Halliburton, an oil well servicing company. In an... |
In 1877, the United States experienced the Great Railroad Strike. Part of its legacy included more powerful unions and a tendency for employers to consider the broader well-being of their employees. Pullman's objective in building a company town was to attract a superior type of employee and further elevate these indiv... |
In charge of the company town was the town agent who was responsible for all services and businesses including street and building maintenance, gas and water works, fire protection, the hotel, sewage farm, and the nursery and greenhouse. Reporting to the town agent were nine department heads and approximately 300 men. ... |
After its completion, the Pullman company town attracted national attention. Many critics praised Pullman's concept and planning. One newspaper article titled "The Arcadian City: Pullman, the Ideal City of the World" praised the town as "the youngest and most perfect city in the world, Pullman; beautiful in every belon... |
During the Panic of 1893, Pullman closed his manufacturing plant in Detroit in order to move all manufacturing to Pullman. Due to the soft economic conditions of this period, the Pullman Co. reduced wages and laid off employees. Though wages were reduced, residential utility rates and rents remained unchanged. On May 1... |
In February 1904, the Pullman Company was given a court order to sell the company town but delayed compliance until 1907. Today, Pullman is a Chicago neighborhood, and a historical landmark district on the state, National Historic Landmark and National Register of Historic Places lists. |
In 2014, the National Park Service initially considered the concept of turning Pullman into a new, urban National Park. |
On February 19, 2015, Pullman's company town was established as a National Monument by President Barack Obama. |
The Pullman Company operated several facilities in other areas of the US. One of these was the Pullman Shops in Richmond, California, which was linked to the mainline tracks of both the Southern Pacific and the Santa Fe, servicing their passenger equipment from throughout the Western US. The main building of the Richmo... |
The Pullman Company was also noted for its porters. The company hired black men almost exclusively for the porter positions (Men of Filipino descent were primarily hired for club car service positions). Although a porter's occupation was menial in some respects, it offered better pay and security than most jobs open to... |
Pullman's streetcar building period lasted from 1891 until 1951. The company one was one of just three builders (and one of only two in the U.S.) of the PCC streetcar, a standardized type of streetcar purchased by numerous North American transit systems between 1936 and 1952 and nearly 5,000 of which were constructed. ... |
Edwin Harrison McHenry (January 25, 1859 – August 21, 1931) was the fourth vice-president of the New York, New Haven and Hartford Railroad and first vice-president of the Consolidated Railway of Hartford, Connecticut. Prior to joining the New Haven, McHenry had been chief engineer and a receiver of the Northern Pacific... |
He was born in Cincinnati, Ohio on January 25, 1859. He attended the Pennsylvania Military College at Chester, Pennsylvania. |
He first started working on the railroad in 1883 as a rodman doing surveying on the Black Hills branch of the Northern Pacific Railroad. He progressed from rodman to chainman, draftsman, leveler, transitman, assistant engineer, division engineer, principal assistant engineer, and from November 1, 1893 to January 1, 189... |
Starting on October 1, 1904 he was the first vice-president of the Consolidated Railway. He was also in charge of construction, operation and maintenance of the trolley lines owned by the New York, New Haven and Hartford Railroad. He was the fourth vice-president, New York, New Haven and Hartford Railroad, in charge of... |
While working for the Northern Pacific, McHenry performed two notable engineering feats, and made one memorable marketing suggestion: |
McHenry died on August 21, 1931 in Ardmore, Pennsylvania. |
McHenry, North Dakota was named by the Northern Pacific for him. Frances, Washington was named by McHenry for his wife, whose middle name was Frances. |
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