JTA Skyway - History

History

The Skyway has evolved after many years of study by both citizens and professional transportation planners. The concept of a downtown peoplemover was originated in the early 1970s as part of a comprehensive mobility plan. The first study was completed by the Florida Department of Transportation and the planning department of the city of Jacksonville. In 1977, these two agencies brought the project to the Jacksonville Transportation Authority (JTA) for continued development and implementation. Following completion of an 18-month feasibility study, Jacksonville was selected by the federal Urban Mass Transit Administration as one of seven cities to participate in the nationwide Downtown Peoplemover Program. The plan called for the construction of a 2.5-mile (4.0 km) Phase I system (see map of routes and station locations). Other examples of operating downtown people mover systems are the Miami Metromover and the Detroit People Mover. Work on the initial 0.7-mile (1.1 km) Phase I-A segment was begun in 1984. It had only three stations (Terminal, Jefferson and Central). This work was completed in 1989 and two vehicles operating in a double shuttle configuration were placed in service. The technology used was the French MATRA system.

Implementation of the full 2.5-mile (4.0 km) Phase I system began in 1992. Negotiations with MATRA to provide systems for the new extensions were not successful. In October 1994, a new supplier—Bombardier Inc.—was awarded the contract for the new extensions as well as the job of replacing the MATRA technology that was operating on Phase I-A. Bombardier is supplying a version of its UM III monorail vehicles which are like those currently in use at the Tampa International Airport in Florida. These new vehicles operate without drivers on a monorail beam, 34 inches (86.4 cm) wide and 28 inches (71.1 cm) deep. These beams rest on a guideway that is 11 feet (3.35 m) wide and is constructed with a 30-inch (76.2) high parapet wall on each side to reduce noise, aid drainage and provide for personnel protection.

All stations are 120 ft (36.6 m) long and designed to accommodate anywhere from a two to a six car train consist. Station platform widths are typically 28 ft (8.5 m) but may be wider at the three multimodal stations ( see the photo of the intermodal Florida Community College at Jackson (FCCJ) station). There are 18 bus bays in this station as it is Jacksonville's major bus transit transfer point. It has won awards for its design and is regarded as a state-of-the-art intermodal transit station. The maximum waiting time for vehicles has been set at 180 seconds or three minutes. The maximum line capacity is 3,600 persons per hour per lane without need to replace system components. As can be observed on the system map, the point of confluence of the primary routes, the Y-junction switch, presents a significant operation constraint on the system limiting the number of trains that can be operated on the system at any one time.