Fort Cass, established in 1835, was an important site during the Cherokee removal known as the Trail of Tears. Located on the Hiwassee River in present-day Charleston, Tennessee, it housed a garrison of United States troops and watched over the largest concentration of internment camps where Cherokee were kept during the summer of 1838 before starting the main trek west to Indian Territory. The camps stretched for many miles through the valley south of Fort Cass toward present-day Cleveland, Tennessee.

The Cherokee population had been spread over a region that included southeast Tennessee, southwest North Carolina, northern Georgia, and northeast Alabama. The first stage of the removal process was to gather the Cherokee into a few fortified encampments or "emigration depots", the largest of which was Fort Cass. Other depots were located at Ross's Landing (Chattanooga, Tennessee) and Fort Payne, Alabama. Fort Butler served as the military headquarters in North Carolina.

Before the removal began, from 1819 to 1838, Fort Cass was the site of the U.S. federal agency to the Cherokee Nation, known simply as the "Cherokee Agency", a kind of embassy. The Cherokee had ceded lands north of the Hiwassee River in 1819, at which time an earlier federal agency was moved to the future site of Fort Cass and Charleston, on the south bank of the Hiwassee River in Cherokee territory. This Cherokee Agency was situated on the east side of present-day U.S. Highway 11, near the intersection with Walker Valley Road. No trace remains today.

The Indian Removal Act of 1830 began the process that culminated in the Trail of Tears eight to nine years later. In 1835 the United States Army built Fort Cass at the Cherokee Agency, at the suggestion of Emigration Superintendent B.F. Curry. It was named for the Secretary of War, Lewis Cass. The fort was intended, in part, to intimidate the Cherokee into agreeing to move west (Duncan 2003: 275).

Even after the 1835 Treaty of New Echota it was clear that most of the Cherokee would not willingly leave their lands. In 1838, Brigadier General Winfield Scott assumed command of the "Army of the Cherokee Nation", headquartered at Fort Cass. He notified the Cherokee people to prepare and submit to forced deportation.

Military operations began in the Spring of 1838 in Georgia, North Carolina, Tennessee, and Alabama. By July 25, 1838, over 4,800 Cherokee prisoners were encamped near Fort Cass, along nearby Mouse Creek, Chatata Creek, Chestuee Creek, Rattlesnake Springs, and Bedwell Springs. The initial plan was to not keep the Cherokee at Fort Cass for long and to travel by boats on the Tennessee River, but low water levels due to drought made this plan unfeasible. An overland march seemed inevitable, but was delayed because it would cause great hardship if conducted during the hot and dry summer months. The exodus was postponed until September. Therefore thousands of Cherokee spent several months living in the internment camps near Fort Cass.

Various diseases swept through Fort Cass during the summer of 1838, such as whooping cough and dysentery. There were frequently several deaths per day.

Between the end of August and early December, 1838, the Cherokee from Fort Cass and other depots were organized into twelve groups and began the march west. The last Cherokee left Fort Cass on December 5, 1838.

Today nothing remains of Fort Cass or the internment camps.

References[link]

• Duncan, Barbara R. and Riggs, Brett H. Cherokee Heritage Trails Guidebook. University of North Carolina Press: Chapel Hill (2003). ISBN 0-8078-5457-3

Coordinates: 35°17′12″N 84°45′18″W / 35.2866°N 84.755°W / 35.2866; -84.755

See also[link]

• John Ross (Cherokee chief)
• Cherokee Removal

Detroit People Mover
Entering Renaissance Center station.
Background
Locale	Downtown Detroit
Transit type	People mover
Number of lines	1
Number of stations	13
Daily ridership	7,083
Annual ridership	2,328,084 (FY 2011)
Headquarters	1420 Washington Boulevard Detroit, Michigan 48226
Operation
Began operation	1987
Operator(s)	Detroit Transportation Corporation
Number of vehicles	12
Technical
System length	2.9 mi (4.7 km)
Track gauge	4 ft 8 1⁄2 in (1,435 mm)
Electrification	Third rail
System map File:Detroitpeoplemovermap.gif DPM Route Map

The Detroit People Mover is a 2.9-mile (4.7 km) automated people mover system which operates on a single set of tracks, and encircles downtown Detroit, Michigan.^[1]

The city's elevated light-rail system, the People Mover is operated by the Detroit Transportation Corporation of the City of Detroit. It is an important asset for business travelers, tourists, residents, and downtown workers.

The Woodward Avenue Light Rail line, beginning in 2013, will serve as a link between the Detroit People Mover and SEMCOG Commuter Rail with access to DDOT and SMART buses as part of a comprehensive network of transportation in metropolitan Detroit.^[2]

It uses UTDC ICTS Mark I technology and the cars are driverless. A siding allows the system to be used in a two-way bypass manner when part of the circular track is closed.

History[link]

The Detroit People Mover has its origins in 1966, with Congressional creation of the Urban Mass Transportation Administration (UMTA) to develop new types of transit. In 1975, following the failure to produce any large-scale results and increased pressure to show results, UMTA created the Downtown People Mover Program (DPM) and sponsored a nationwide competition that offered federal funds to cover much of the cost of planning and construction of such a system. Selecting proposals from four cities, the UMTA recommended that Detroit, Miami, and Baltimore be permitted to construct systems, but only if they could do so with existing grants. Though two of the four selected cities ultimately withdrew from the program, Miami and Detroit persevered to build theirs.^[3]

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.^[4] At the time of planning, the system was projected to have a ridership of 67,700 daily.^[5]

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 Transit Systems (CATS) in Detroit, Michigan. DTC acquired the CATS project from the Suburban Mobile Authority for Regional Transportation (SMART) formerly known as the Southeastern Michigan Transportation Authority (SEMTA), on October 4, 1985. The DTC was created by the City of Detroit, Michigan pursuant to Act 7 of Public Acts of 1967 and is a component unit of the City of Detroit and accounts its activity as per proprietary funds.^[6]

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 assumed the responsibility to operate and maintain the People Mover System.

DPM enters Bricktown station.

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.^[7]

When the People Mover opened, it traditionally ran counter-clockwise. In August 2008, the system changed direction and is now running clockwise permanently, although it can run in both directions when necessary. The change in direction reduced the time required to complete one round-trip.^[8]

Cost-effectiveness and use[link]

The cost-effectiveness of the Mover has drawn criticism.^[9] In every year between 1997 and 2006, the cost per passenger mile exceeded $3, and was $4.26 in 2009,^[10] compared with Detroit bus routes that operate at $0.82^[10] (the New York City Subway operates at $0.30 per passenger mile). The Mackinac Center for Public Policy also charges that the system does not benefit locals, pointing out that fewer than 30% of the riders are Detroit residents and that Saturday ridership (likely out-of-towners) dwarfs that of weekday usage.^[11] The system was designed to move up to 15 million riders a year. In 2008 it served approximately 2 million riders. In fiscal year 1999-2000 the city was spending $3.00 for every $0.50 rider fare, according to The Detroit News. In 2006, the Mover (which costs $12 million annually in city and state subsidies to run) filled less than 10 percent of its seats.^[11]

Among the busiest periods was the five days around the 2006 Super Bowl XL, when 215,910 patrons used the service.^[12] In 2008, the system moved about 7,500 people per day, about 2.5 percent of its daily peak capacity of 288,000.^[13][14] The Mover costs about $12 million annually.^[15]

Expansion[link]

There have been proposals to extend the People Mover northward to the New Center and neighborhoods not within walking distance of the city's downtown. A proposal has been put forward by Marsden Burger, former manager of the People Mover, to double the length of the route by extending the People Mover along Woodward Avenue to West Grand Boulevard and into the New Center area.^[16] New stops would include the Amtrak station, Wayne State University and the cultural center, the Detroit Medical Center, and the Henry Ford Hospital. The plan would tentatively cost $150–200 million, and would be paid for by a combination of public and private financing.^[17]

Operations and Maintenance[link]

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.^[18] Cars enter south turnout to enter the maintenance facility and exit from the north turn out back onto the main track. Maintenance equipment (work cars, etc...) are lifted up to track level by crane, but not stored with the DPM cars.

Work Cars[link]

Work cars are not maintained or owned by DPM, but by contractors^[19]:

• three car Loram rail grinding set (8 stone L-Series Specialty Rail Grinders)

Ridership[link]

Stations[link]

Detroit People Mover
Legend Broadway Grand Circus Park Cadillac Center Times Square Greektown Michigan Avenue Bricktown Fort/Cass Renaissance Center Millender Center Cobo Center Financial District Joe Louis Arena

The DPM stops at 13 stations, eight of which were built into existing buildings. Each station has original artwork. As the system is single tracked, the stations only have a single platform setup.

Public Art[link]

Each station has a piece of artwork(s) created by various artists:

• Times Square
  • In Honor of W. Hawkins Ferry (Artist: Tom Phardel / Pewabic Pottery - glazed tile)
  • Untitled (Artist: Anat Shiftan / Pewabic Pottery - tile mural)

• Michigan Ave
  • Voyage (Artist: Allie McGhee - tile mural)
  • On the Move (Artist: Kirk Newman - cast bronze shape on tile)

• Fort/Cass
  • Untitled (Artist: Farley Tobin - tile mural)
  • Progression II (Artist: Sandra jo Osip - bronze sculpture)

• Cobo Center
  • Calvacade of Cars (Artist: Larry Ebel/Linda Cianciolo Scarlett - mural)

• Joe Louis Arena
  • Voyage (Artist: Gerome Kamrowski - venetian glass mosaic)

• Financial District
  • 'D' for Detroit (Artist: Joyce Kozloff - hand painted ceramic mural)

• Millender Center
  • Detroit New Morning (Artist: Alvin Loving Jr - painted glazed tiles

• Renaissance Center
  • Siberian Ram (Artist: Marshall Fredericks - cast bronze sculpture)

• Bricktown
  • Baudien Passage (Artist: Glen Michaels - bas relief on porcelain panels)

• Greektown
  • Neon for the Greektown Station (Artist: Stephen Antomakos - free form neon light display)

• Cadillac Center
  • In Honour of Mary Chase Stratton (Artist: Diana Kulisek/Pewabic Pottery - tile mural interspersed with bronze plaque by Carlos Romanelli 1903)

• Broadway
  • The Blue Nile (Artist: Charless McGee - painted mural panels)

• Grand Circus Park
  • Catching Up (Artist: J. Seward Johnson Jr - bronze statue)

Rolling stock[link]

• Manufacturer: Urban Transportation Development Corporation (now Bombardier Transportation)
• Type: ICTS Mark I
• # of cars: 12 cars
• Maximum speed: 56 mph^[1]

The system operates in 2 car pairs.

See also[link]

Metro Detroit portal

• List of rapid transit systems
• List of United States rapid transit systems by ridership
• Transportation in metropolitan Detroit

References[link]

Wikimedia Commons has media related to: Detroit People Mover

External links[link]

• Official site

v t e City of Detroit Architecture · Culture · Detroit River · Economy · Freeways · Government · History · Historic places · International Riverfront · Media · Music · Neighborhoods · Parks and beaches · People · Skyscrapers · Sports · Theatre · Tourism · Transportation Metro Detroit · Michigan · United States

v t e Rail transport in Michigan Passenger Amtrak Blue Water Pere Marquette Wolverine Other Detroit People Mover ExpressTram Proposed SEMCOG Commuter Rail WALLY Woodward Avenue Light Rail Common carrier lines AA ADBF CHS CN CP CPMY CSXT DC DCON ELS GDLK GLC GR GTW HESR IN IORY LIRX LSI LSRC MAL MMRR MQT MS MSO NS SOO SSAM TCBY WC WMI History History of railroads in Michigan Defunct railroads See also: Transportation in metropolitan Detroit

Skytrain Mark II, Vancouver, Canada

Yurikamome Line, Tokyo, Japan. More than one hundred thousand people a day use Yurikamome.

A people mover or automated people mover (APM) is a fully automated, grade-separated mass transit system.

The term is generally used only to describe systems serving relatively small areas such as airports, downtown districts or theme parks, but is sometimes applied to considerably more complex automated systems.

The term was originally applied to three different systems, developed roughly at the same time. One was Skybus, an automated mass transit system prototyped by the Westinghouse Electric Corporation beginning in 1964.^[1][2][3] The second, alternately called the People Mover and Minirail, opened in Montreal at Expo 67. Finally the last, called PeopleMover or Goodyear PeopleMover, was an attraction sponsored by the Goodyear Tire and Rubber Company which opened at Disneyland in 1967.^[4] Now, however, the term "people mover" is generic, and may use technologies such as monorail, duorail, automated guideway transit or maglev. Propulsion may involve conventional on-board electric motors, linear motors or cable traction.

Generally speaking, larger APMs are referred to by other names. The most generic is "automated guideway transit", which encompasses any automated system regardless of size. Some complex APMs deploy fleets of small vehicles over a track network with off-line stations, and supply near non-stop service to passengers. These taxi-like systems are more usually referred to as personal rapid transit (PRT). Larger systems, with vehicles with 20 to 40 passengers, are sometimes referred to as "group rapid transit" (GRT), although this term is not particularly common. Other complex APMs have similar characteristics to mass transit systems, and there is no clear cut distinction between a complex APM of this type and an automated mass transit system.

History[link]

Never-Stop Railway[link]

One of the first automated systems for human transportation was the screw-driven 'Never-Stop-Railway',^[5][6] constructed for the British Empire Exhibition at Wembley, London in 1924. This railway consisted of 88 unmanned carriages, on a continuous double track along the northern and eastern sides of the exhibition, with reversing loops at either end.

The carriages ran on two parallel concrete beams and were guided by pulleys running on the inner side of these concrete beams^[7][8], and were propelled by gripping a revolving screw thread running between the tracks in a pit ; by adjusting the pitch of this thread at different points, the carriages could be sped up, or slowed down to a walking pace at stations, to allow passengers to join and leave. The railway ran reliably for the two years of the exhibition, and was then dismantled.^[9]

Small sections of this track bed, and a nearby heavy rail track bed, have been proposed for reuse.^[10]

Goodyear and Stephens-Adamson[link]

This unreferenced section requires citations to ensure verifiability.

Late 1949, Mike Kendall, Chief Engineer and Chairman of the Board of Stephens-Adamson Mfg. Co asked Al Neilson, an engineer in the Industrial Products Division of Goodyear Tire and Rubber Co., if Goodyear had ever considered working on People Movers. He felt that with Goodyear’s ability to move materials in large quantities on conveyor belts they should consider moving batches of people.

Four years of engineering design, development, and testing led to a joint patent being issued for three types of people movers which had been named Speedwalk, Speedramp, and Carveyor. Goodyear would sell the concept and Stephens-Adamson would manufacture and install the components.

A speedwalk consisted of a flat conveyor belt riding on a series of rollers, or a flat slippery surface, moving at 1.5 mph (2.4 km/h). (approximately half the speed of walking) the passengers would walk onto the belt and could stand or walk to the exit point. They were supported by a moving handrail. Customers were expected to be airport terminals, ballparks, train stations, etc. Today several manufacturers produce similar units called moving walkways.

A Speedramp was very similar to a Speedwalk but it was used to change elevations; up or down a floor level. This could have been accomplished by an escalator, but the Speedramp would allow wheeled luggage, small handcarts etc. to ride the belt at an operating cost predicted to be much lower than escalators or elevators. The first successful installation of a Speedramp, spring of 1954, was in the Hudson and Manhattan RR Station in Jersey City to connect the Erie RR to the Hudson & Manhattan Tubes. This unit was 227 feet (69 m) long, rose up 22 feet (6.7 m) on a 15 degree grade and only cost $75,000.

A Carveyor consisted of many small cubicles or cars carrying ten people riding on a flat conveyor belt from point A to point B. The belt rode on a series of motorized rollers. The purpose of the motorized rollers was to facilitate the gradual acceleration and deceleration speeds on the conveyor belt and over come the tendency of all belts to stretch at start up and during shutdown. At point “A” passengers would enter a Speedwalk running parallel to the belts and cars of the Carveyor. The cars would be moving at the same speed as the Speedwalk; the passengers would enter the cars and be seated, while the motorized rollers would increase the speed of the cars up to the traveling speed (which would be preset depending on the distance to be covered). At point B Passengers could disembark and by means of a series of flat slower belts (Speedwalks) go to other Carveyors to other destinations or out to the street. The cars at point B would continue on rollers around a semicircle and then reverse the process carrying passengers back to point A. The target installation was to be the 42nd Street Shuttle in NYC between Times Square and Grand Central station. The first mention of the Carveyor in a hardback book was in "There's Adventure in Civil Engineering", by Neil P. Ruzic. The book was one of the 11 books that Popular Mechanics published in the early to mid 1950s in their "Career" series. In the book the Carveyor was already installed and operational in downtown Los Angeles.

Colonel Sydney H. Bingham, Chairman of the New York City Board of Transportation, had several meetings with a group of architects who were trying to revamp the whole New York City Subway system in the heart of town to connect Penn. Station, Madison Square Garden, Times Square, Grand Central and several new office complexes together. Several of these architects were involved in other programs and in later years many variations of the Carveyor people movers developed.

In November 1954 the New York City Transit Authority issued an order to Goodyear and Stephens-Adamson to build a complete Carveyor system between Times Square and Grand Central. A brief summary and confirmation can be found in Time magazine on November 15, 1954. under the heading “Subway of the Future”. The cost was to be under $4 million, but the order was never fulfilled due to political difficulties.

Chocolate World in Hershey Pa., Disneyland in California, and Disney World in Florida are among many other locations that have used variations of the Carveyor concept. If You Had Wings used the Omnimover.

Other developments[link]

The term 'people mover' was used by Walt Disney, when he and his Imagineers were working on the new 1967 Tomorrowland at Disneyland. The name was used as a working title for a new attraction, the PeopleMover. According to Imagineer Bob Gurr, "the name got stuck," and it was no longer a working title.^[11]

Starting in the late 1960s and into the 1970s, people movers were the topic of intense development around the world. Worried about the growing congestion and pollution in downtown areas due to the spread of cars, many countries started studying mass transit systems that would lower capital costs to the point where any city could afford to deploy them. Most of these systems used elevated guideways, which were much less expensive to deploy than underground tunnels. However, elevating the track causes problems with noise, so traditional steel-wheel-on-rail solutions were rare as they squealed when rounding bends in the rails. Rubber tired solutions were common, but some systems used hovercraft techniques or various magnetic levitation systems.

Two major government funded APM projects are notable. In Germany, Mannesmann Demag and Messerschmitt-Bölkow-Blohm developed a system known as Cabinentaxi during the 1970s. Cabinetaxi featured small cars with from four to eight seats that were called to pick up passengers on-demand and drove directly to their destination. The stations were "offline", allowing the cabs to stop by moving off the main lines while other cars continued to their destinations. The system was designed so the cars could be adapted to run on top or bottom of the track (but not easily converted from one to the other), allowing dual-track movements from a single elevated guideway only slightly wider than the cars. A test track was completed in 1975 and ran until development was completed in 1979, but no deployments followed and the companies abandoned the system shortly thereafter.

In the U.S., a 1966 federal bill provided funding that led to the development of APM systems under the Downtown People Mover Program. Four systems were developed, Rohr's ROMAG, LTV's AirTrans, Ford's APT and Otis Elevator's hovercraft design. A major presentation of the systems was organized as TRANSPO'72 at Dulles Airport where the various systems were presented to delegations from numerous cities in the US. Prototype systems and test tracks were built during the 1970s. One notable example was Pittsburgh's Skybus, which was proposed by the Port Authority of Allegheny County to replace its streetcar system, which, having large stretches of private right of way, was not suited for bus conversion. A short demonstration line was set up in South Park and large tracts of land were secured for its facilities. However, opposition arose to the notion that it would replace the streetcar system. This, combined with the immaturity of the technology and other factors, led the Port Authority to abandon the project and pursue alternatives. By the start of the 1980s most politicians had lost interest in the concept and the project was repeatedly de-funded in the early 1980s. Only two APMs were developed as a part of the People Mover Program, the Metromover in Miami, and the Detroit People Mover.

Although these government-funded systems were generally considered failures, several APM systems developed by other groups have been much more successful. Notable among these systems are the Docklands Light Railway deployed in London, while the French Véhicule Automatique Léger and the Canadian Bombardier ART have both won developments around the world. The Vancouver SkyTrain system is the largest fully automated metro system in the world, with over 60 km of track. These systems are on the "heavy" end of the APM scale. Lighter systems with shorter tracks are widely deployed at airports; the world's first airport people mover was installed in 1971 at Tampa International Airport in the United States. APMs have now become common at large airports and hospitals in the United States.

Driver-less metros have become common in Europe and parts of Asia. The economics of automated trains tend to reduce the scale so tied to "mass" transit (the largest operating expense is the driver's salary, which is only affordable if very large numbers of passengers are paying fares), so that small-scale installations are feasible. Thus cities normally thought of as too small to build a metro (e.g. Rennes, Lausanne, Brescia, etc.) are now doing so.

On September 30, 2006, the Peachliner in Komaki, Aichi Prefecture, Japan became that nation's first people mover to cease operations.

Manufacturers[link]

Heavy APMs[link]

• Ansaldo STS
• Bombardier Advanced Rapid Transit
• Véhicule Automatique Léger (VAL)
• Hyundai Rotem

Light APMs[link]

• Ansaldo STS
• Bombardier Innovia APM 100 (formerly the CX-100)
• Bombardier Innovia APM 200
• DCC Doppelmayr Cable Car
• Leitner Group
• Poma Group
• Mitsubishi Heavy Industries Crystal Mover
• Parry People Movers (PPM)
• Hyundai Rotem

Examples[link]

Skytrain Canada Line, British Columbia, Canada

Docklands Light Railway, Docklands area of London

VAL Automated People mover
(Véhicule Automatique Léger)

Urban transit[link]

Canada[link]

• Toronto, Ontario: Scarborough RT (semi-automated)
• Vancouver, British Columbia: SkyTrain (fully automated)

Denmark[link]

• Copenhagen Metro

United Kingdom[link]

• Gatwick airport Terminal transfer
• London Stansted Airport Transit System
• ULTra personal transit system, London Heathrow Airport
• Docklands Light Railway

France[link]

• Laon (Poma 2000)
• Lille (Lille Metro; VAL system)
• Paris (Orlyval and CDGVAL; both VAL system)
• Rennes (Rennes Metro; VAL system)
• Toulouse (Toulouse Metro; VAL system)

Germany[link]

• Düsseldorf Airport
• Dortmund H-Bahn
• Düsseldorf Skytrain (H-Bahn)

Italy[link]

Automated MiniMetro in Perugia, Italy

• Perugia, MiniMetro (fully automated)
• Milan, MeLA Line 2 - S. Raffaele Hospital (fully automated)
• Venice, Venice People Mover Isola del Tronchetto - Piazzale Roma.

Japan[link]

Astram Line, Hiroshima, Japan

• Hiroshima: Astram Line
• Kobe: Port Liner, Rokkō Liner
• Komaki: Peach Liner (already discontinued)
• Nagoya: Linimo, Nagoya Guideway Bus
• Osaka: New Tram (Osaka Municipal Nankō Port Town Line)
• Saitama: New Shuttle
• Sakura: Yamaman Yūkarigaoka Line
• Tokorozawa: Seibu Railway Yamaguchi Line (Leo Liner)
• Tokyo: Yurikamome, Nippori-Toneri Liner
• Yokohama: Seaside Line

Malaysia[link]

• Kelana Jaya Line (formerly PUTRA)

The Philippines[link]

• Manila Light Rail Transit System
• Manila Metro Rail Transit System

Portugal[link]

• Oeiras: SATU

Sengkang LRT Line, A Mitsubishi Heavy Industries Crystal Mover on the East Loop, Singapore

Singapore[link]

• Bukit Panjang Light Rail Transit
• Sengkang Light Rail Transit
• Punggol Light Rail Transit
• Changi Airport Skytrain

People's Republic of China[link]

• Zhujiang New Town Automated People Mover Systems in Guangzhou
• SK (people mover) in Shanghai

Republic of China (Taiwan)[link]

• Wenshan Line, Neihu Line

United Arab Emirates[link]

• Dubai : Dubai Metro

USA[link]

Metromover, Miami, Florida

• Detroit, Michigan: Detroit People Mover
• Indianapolis, Indiana: Indiana University Health People Mover
• Jacksonville, Florida: JTA Skyway
• Las Colinas, Irving, Texas: Las Colinas APT System
• Paradise, Nevada: Mandalay Bay Tram
• Miami, Florida: Metromover (Downtown People Mover), MIA Mover
• Morgantown, West Virginia: Morgantown Personal Rapid Transit
• Washington, District of Columbia: United States Capitol Subway System Dirksen/Hart Line
• Queens, New York: AirTrain JFK Airport
• Chicago, Illinois: ATS Chicago ORD

Airport[link]

Many large international airports around the world feature people mover systems to transport passengers between terminals or within a terminal itself. Some people mover systems at airports connect with other public transportation systems to allow passengers to travel into the airport's city.

• 

  An underground people mover, called The Plane Train, station at Hartsfield-Jackson Atlanta International Airport

• 

  LINK Interterminal Shuttle at Toronto Pearson International Airport

• 

  AirRail Link at Birmingham International Airport, West Midlands, UK

• 

  Skytrain (H-Bahn), Düsseldorf Airport, Germany

Rural and suburban transit[link]

Pillar-track Regional People Mover

The Pillar-track Regional People Mover is a concept of a People Mover system, that is optimized for rural and suburban areas with lower population density. The aim of the system is to provide short intervals and appropriate riding and waiting times (including changing between lines) outside of urban areas too.^[12]

Other[link]

• The former PeopleMover attraction at Disneyland, which ran from 1967 to 1995. (This is a source of the name "people mover." It was not meant to be used on a permanent basis, but WED Enterprises could not come up with any other names for it.)
• The Tomorrowland Transit Authority attraction, which was formerly called the WEDway PeopleMover, at Walt Disney World
• West Virginia University (Morgantown, West Virginia) – a Group Rapid Transit system, similar to Personal rapid transit
• The Huntsville Hospital Tram System connects different buildings of the Huntsville Hospital System.
• Slope car, a small automated monorail found in various parts of Japan, can be considered as a simple form of people mover.
• In addition to the Las Vegas Monorail, several people mover systems are in place in the Las Vegas Valley, Nevada. Two connect the McCarran International Airport terminal 1 to its C- and D-gates. Another connects The Mirage to Treasure Island Hotel and Casino. Two people mover connects hotels on the Las Vegas Strip. The Mandalay Bay Tram connects Excalibur, Luxor, and Mandalay Bay. The City Center Tram connects Monte Carlo, The Crystals in City Center, and the Bellagio.
• The Minirail automated monorail at Expo 67, which incorporated track and rolling stock from the 1964 Swiss National Exhibition.

See also[link]

References[link]

External links[link]

Wikimedia Commons has media related to: People movers

• Detroit's people mover
• Jon Bell's (Mostly) Rail Transit Pages
• Information on electronically guided people mover systems
• DCC Doppelmayr Cable Car
• Leitner MiniMetro
• [1]

Lewis Cass
22nd United States Secretary of State
In office March 6, 1857 – December 14, 1860
President	James Buchanan
Preceded by	William Marcy
Succeeded by	Jeremiah Black
President pro tempore of the Senate
In office December 4, 1854 – December 5, 1854
President	Franklin Pierce
Preceded by	David Atchison
Succeeded by	Jesse Bright
United States Ambassador to France
In office October 4, 1836 – November 12, 1842
Appointed by	Andrew Jackson
Preceded by	Edward Livingston
Succeeded by	William King
14th United States Secretary of War
In office August 1, 1831 – October 4, 1836
President	Andrew Jackson
Preceded by	John Eaton
Succeeded by	Joel Poinsett
2nd Territorial Governor of Michigan
In office October 29, 1813 – August 1, 1831
Appointed by	James Madison
Preceded by	William Hull
Succeeded by	George Porter
United States Senator from Michigan
In office March 4, 1849 – March 4, 1857
Preceded by	Thomas Fitzgerald
Succeeded by	Zachariah Chandler
In office March 4, 1845 – May 29, 1848
Preceded by	Augustus Porter
Succeeded by	Thomas Fitzgerald
Personal details
Born	(1782-10-09)October 9, 1782 Exeter, New Hampshire, United States
Died	June 17, 1866(1866-06-17) (aged 83) Detroit, Michigan, United States
Political party	Democratic Party
Spouse(s)	Eliza Spencer
Profession	Lawyer
Signature
Military service
Service/branch	United States Army
Years of service	1813–1814
Rank	Brigadier General
Battles/wars	War of 1812

Lewis Cass (October 9, 1782 – June 17, 1866) was an American military officer and politician. During his long political career, Cass served as a governor of the Michigan Territory, an American ambassador, a U.S. Senator representing Michigan, and co-founder as well as first Masonic Grand Master of the Grand Lodge of Michigan. He was the losing nominee of the Democratic Party for president in 1848. Cass was nationally famous as a leading spokesman for the controversial Doctrine of Popular Sovereignty, which would have allowed voters in the territories to determine whether to make slavery legal instead of having Congress decide.

Early life[link]

Cass was born in Exeter, New Hampshire, where he attended Phillips Exeter Academy. His parents were Major Jonathan Cass and Molly Gilman. In 1800 he moved with his family to Marietta, Ohio. On May 26, 1806, he married the former Elizabeth Spencer.^[1] Interested in "passing knowledge forward" Cass joined the Freemasons on May 7, 1804 and was later elected as the third Grand Master of the Grand Lodge of Ohio on January 4, 1808. Later he went on to co-found the Grand Lodge of Michigan being elected as its first Grand Master on July 21, 1826.^[2][3]

Territorial governor[link]

During the War of 1812, Cass served as a brigadier general and participated in the Battle of the Thames. As a reward for his service, he was appointed Governor of the Michigan Territory by President James Madison on October 29, 1813, and served until 1831. He was frequently absent, and several territorial secretaries often served as acting governor in his place.

In 1817, he was one of two commissioners (along with Duncan McArthur) who negotiated the Treaty of Fort Meigs, which was signed September 29 of that year with several Native American tribes.^[1]

In 1820, he led an expedition to the northern part of the territory, in the northern Great Lakes region in present-day northern Minnesota, in order to map the region and discover the source of the Mississippi River. The source of the river had been unknown until then, resulting in an undefined border between the United States and British North America. The expedition erroneously identified Cass Lake as the source of the river. The source of the river was correctly identified in 1832 by Henry Schoolcraft, who had been Cass's expedition geologist, as nearby Lake Itasca.

Later political career[link]

On August 1, 1831, Cass resigned as governor of the Michigan Territory to take the post of Secretary of War under President Andrew Jackson, a position he would hold until 1836. Cass was a central figure in formulating and implementing the Indian removal policy of the Jackson administration. Next, Cass was appointed minister to France, a post he retained until 1842.

In the 1844 Democratic convention Cass stood as a candidate for the presidential nomination, losing on the 9th ballot to dark horse candidate James K. Polk, who went on to win the presidential election.

Cass represented Michigan in the United States Senate from 1845 to 1848. He served as chairman of the Committee on Military Affairs in the 30th Congress. In 1848, he resigned from the Senate to run for President. William Orlando Butler was his running mate.^[4] Cass was a leading supporter of the Doctrine of Popular Sovereignty, which held that the people who lived in a territory should decide whether or not to permit slavery there.^[5] His nomination caused a split in the Democratic party, leading many antislavery Democrats to join the Free Soil Party. He also supported the annexation of Texas.

Lewis Cass

After losing the election to Zachary Taylor, he returned to the Senate, serving from 1849 to 1857. He was the first non-incumbent Democratic presidential candidate to lose an election.

From 1857 to 1860, Cass served as Secretary of State under President James Buchanan.^[1] He was sympathetic to American filibusterers and was instrumental in having Commodore Hiram Paulding removed from command for his landing of Marines in Nicaragua and compelling the removal of William Walker to the United States.^[6] Cass resigned on December 13, 1860, because of Buchanan's failure to protect federal interests in the South and failure to mobilize the federal military, actions that might have averted the threatened secession of Southern states.^[7]

Cass died in 1866 and is buried in Elmwood Cemetery in Detroit, Michigan.

His Great-Great Grandson Cass Ballenger was a U.S. Representative from North Carolina.

Michigan-based attorney, activist and singer-songwriter Jen Cass is Lewis Cass' great-great-great-grandniece.

Commemoration[link]

• A statue of Cass is one of the two that were submitted by Michigan to the National Statuary Hall collection in the U.S. Capitol in Washington, D.C. It stands in the National Statuary Hall room. (The other statue is of President Gerald Ford, the only U.S. president to come from Michigan.)
• The Liberty ship S.S. Lewis Cass
• Cass Technical High School in Detroit, Michigan is named after Cass, as are the Cass River and Cass City in the Thumb area of Michigan.^[8][9]
• Cass County, Texas was named for him, as Cass supported Texas' annexation into the United States.
• The Lewis Cass Legacy Society which supports The Michigan Masonic Charitable Foundation was named for his support of Michigan Freemasonry.
• Cass High School (Indiana) in Walton, Indiana is named for Lewis Cass.

Publications[link]

• Cass, Lewis (1840). France, its King, Court and Government. New York: Wiley and Putnam. http://books.google.com/books?id=VyE2AAAAMAAJ. 

See also[link]

• List of places named for Lewis Cass
• Origins of the American Civil War

Notes[link]

References[link]

• Lewis Cass at the Biographical Directory of the United States Congress
• Klunder, Willard Carl. "Lewis Cass, Stephen Douglas, and Popular Sovereignty: The Demise of Democratic Party Unity," in Politics and Culture of the Civil War Era ed by Daniel J. McDonough and Kenneth W. Noe, (2006) pp. 129–53
• Silbey, Joel H. Party Over Section: The Rough and Ready Presidential Election of 1848 (2009), 205 pp.
• Bell, William Gardner (1992). "Lewis Cass". Secretaries of War and Secretaries of the Army. United States Army Center of Military History. CMH pub 70-12. http://www.history.army.mil/books/sw-sa/Cass.htm. 
• Elmwood Cemetery Biography

v t e Governors of Michigan Territorial (1805–1837) Hull Cass Porter Mason Horner State (since 1837) Mason Woodbridge Gordon Barry Felch Greenly Ransom Barry McClelland Parsons Bingham Wisner Blair Crapo Baldwin Bagley Croswell Jerome Begole Alger Luce Winans Rich Pingree Bliss Warner Osborn Ferris Sleeper Groesbeck Green Brucker Comstock Fitzgerald Murphy Fitzgerald Dickinson Van Wagoner Kelly Sigler Williams Swainson Romney Milliken Blanchard Engler Granholm Snyder

v t e Secretaries of War and Secretaries of the Army Secretaries at War B. Lincoln Knox Secretaries of War Knox Pickering McHenry Dexter Dearborn Eustis Armstrong Monroe W. Crawford Calhoun Barbour P. Porter Eaton Cass Poinsett Bell Spencer J. Porter Wilkins Marcy G. Crawford Conrad J. Davis Floyd Holt S. Cameron Stanton Schofield Rawlins Belknap A. Taft J. Cameron McCrary Ramsey R. Lincoln Endicott Proctor Elkins Lamont Alger Root W. Taft Wright Dickinson Stimson Garrison Baker Weeks D. Davis Good Hurley Dern Woodring Stimson Patterson Royall Secretaries of the Army Royall Gray Pace Stevens Brucker Stahr Vance Ailes Resor Froehlke Callaway Hoffmann C. Alexander Marsh Stone West Caldera White Harvey Geren McHugh Assistant Secretaries of War Scott Dana Eckert Grant Doe Meiklejohn Sanger Oliver Breckinridge Ingraham Crowell Williams Wainwright D. Davis MacNider Hurley Payne Woodring L. Johnson Patterson McCloy Petersen Under Secretaries of the Army Draper Gray Voorhees A. Alexander Bendetsen E. Johnson Slezak Finucane Milton Ailes Ignatius Resor McGiffert Beal BeLieu Staudt Augustine LaBerge Ambrose Stone Shannon Reeder Walker Rostker Dahlberg Brownlee Geren Ford Westphal