DOCSLIB.ORG

Transportation Network Michiana on the Move

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Transportation Network Michiana on the Move Chapter 3: Transportation Network Michiana on the Move Figure 3-1: RoadwayNetwork 3 Transportation Network Social and economic characteristics can influence the demand on the transportation system. More people, more jobs, or more economic successes can result in higher traffic volumes and increased development. The 2045 Transportation Plan analyzes the trends and projections of social and economic characteristics, in order to better understand the future demand on the regional transportation system. The transportation network is more than roads and highways; it includes public transportation, bicycle and arterials, major and minor collectors, and local pedestrian paths and the movement of freight. roads. The transportation network is always It is not just one of these elements, but all of evolving and because of this, it is important to them working together, to create an efficient identify and address changes, challenges, and and effective transportation network for people opportunities that might occur in the future and products to move throughout the region. through the visioning of the transportation Figure 3-1 shows the major roadways within the planning process. MACOG region. National Highway System Roads and Highways The National Highways System (NHS) contains The MACOG region is comprised of over 6,548 roads and highways important to the nation’s miles of roadway, providing connectivity and economy, defense, and mobility and therefore access, both locally and regionally. At its most should be given the highest priority for basic, the roadway network can be separated into improvements and repairs. Within the MACOG three categories: the national highway system, region there is one corridor that is part of the state facilities, and local facilities. Furthermore, Eisenhower Interstate System: I-80/I-90 (Indiana roadways are functionally classified, based Toll Road). This interstate runs through the upon their intended character of service, into northern portion of the region, traveling from interstates, expressways, principal and minor California to New York. Other highways that are 22 Chapter 3: Transportation Network 2045 Transportation Plan part of the NHS include US 6, US 20, US Figure 3-2: Total Daily VMT by County 30, US 31, US 33, SR 2, SR 13, SR 15 and SR 331. Regional State Facilities State highways are generally a mixture of primary and secondary roads intended to provide regional connectivity between the cities and towns within the state. For the MACOG region, SR 2, SR 4, SR 10, SR 14, SR 25, SR 110, SR 120, SR 933 (Lincolnway), US 6, US 20 and US 30 provide east-west connections inside and outside the region. For north-south connection, SR 13, SR 15, SR 17, SR 19, SR 23, SR 331, US 31 and US 33 provide connection inside and outside the region. Local Facilities The Michiana area has an extensive slower rate than the U.S. From 1998 to 2006, network of arterial and collector roadways VMT stayed at a consistent level. Between that provide access and connectivity for a high 2006 and 2014, Marshall County and Kosciusko volume of vehicular traffic. These networks are County saw a slight decrease in VMT. Elkhart extended to other smaller incorporated towns and St. Joseph County showed irregular trends, and cities, accommodating travel demand. In increasing and decreasing VMT significantly total, 35 cities and towns are connected by the between years. However, all of the counties in network within the MACOG region. the region are showing upward mobility in most recent years. Figure 3-2 shows VMT trends for the four counties in the region. Vehicle Miles Traveled The latest regional VMT study shows that St. Vehicle-miles travelled (VMT) is an indicator of Joseph County saw the highest VMT of 8.5 road network usage as it measures the distance million miles travelled within the region. Elkhart in which vehicles travel over a particular length saw the next highest at 4.9 million miles. of time. VMT is a measure used in transportation Marshall County saw the lowest regional VMT at planning for a variety of purposes. It measures 1.7 million miles traveled and Kosciusko saw 2.3 the amount of travel for all vehicles in a million miles. Increases in VMT have an impact geographic region over a given period of time, on the region. The more miles that are traveled typically a one-year period. The Federal Highway on roads means a higher cost of maintenance, Administration has kept records of VMT on a increased traffic and freight congestion, higher monthly basis since 1970. In 2007, the national vehicular air emissions, and a potential for higher level of VMT hit an all-time annual high since the rates of crashes. These factors are all considered start of this record keeping. By 2008, nationwide when planning for future projects in this plan. VMT dropped for the first time since 1980, and continued to flat line due to economic and social The current vehicle-miles travelled (VMT) in our factors. Since 2015 however, VMT has steadily region for 2018 was 17.4 million miles traveled been increasing due to a recovering economy . daily, up from 16.9 million daily miles travelled in 2015. Increases in VMT has an impact on the Until about 1998, all counties in the MACOG network that may include increased traffic and region experienced an increase in VMT at a freight congestion. Chapter 3: Transportation Network 23 Michiana on the Move Figure 3-3: Peak Period Congestion on the NHS: 2007 Figure 3-4: Peak Period Congestion on the NHS: 2040 24 Chapter 3: Transportation Network 2045 Transportation Plan Figure 3-3 shows the recurring congestion caused Elkhart, Kosciusko and Marshall Counties were by volumes of passenger vehicles and trucks property damage only crashes. St. Joseph County that exceed capacity on roadways during peak had a slightly higher percentage of injury and periods. In 2007, the recurring congestion is fatal related crashes with 83 percent of crashes concentrated primarily in major metropolitan reported as property damage only. St. Joseph areas, especially along the east coast. Also County also had the highest number of fatal in 2007, peak period congestion resulted in crashes, 29, in 2018 followed by 18 fatal crashes traffic slowing below posted speed limits on in Elkhart County, 14 in Kosciusko County and 11 11,700 miles of the NHS and created stop-and- in Marshall County. Both Elkhart and Kosciusko go conditions on an additional 6,700 miles. Counties have seen a decline in percentage rates Assuming no changes in network capacity; of fatal crashes compared to the total number of increases in truck and passenger vehicle traffic crashes from 2015 to 2018, while Marshall and St. are forecast to expand in areas of recurring peak- Joseph Counties have seen a steady increase of period congestion to 36% of the NHS in 2040, fatal collisions in that same timeframe. Figure 3-4. This compared with 11% of the NHS in 2007. The Fixing America’s Surface Transportation Act (FAST Act), continued the Highway Safety Safety Improvement Program (HSIP), emphasizing the importance of dedicating funding to increase The region has had a steady crash rate from 2015 safety conditions in the transportation network. to 2018. The largest increase in incidents was This funding is applied to projects that will in St. Joseph County from 8,810 crashes in 2015 significantly reduce traffic fatalities and serious to 9,451 in 2016. However, since that time the injuries. MACOG utilizes the State crash data county’s accident rates have dropped, having through the Automated Reporting Information 9,092 in 2018. As a whole, the region reflected Exchange System (ARIES). Through geographic a similar trend, increasing from 20,443 total information system applications, MACOG maps crashes in 2015 to 21,506 in 2016. Like St. Joseph and analyze the location of crashes in order to County though, the region then began to see effectively determine which segments of roadway a decrease in the rate of collisions to 20,767 in would most benefit from safety enhancements. 2018. MACOG continually strives to improve the safety of the transportation system within the region in Every crash is recorded as either property order to reverse increasing crash rates. damage only, fatal crashes, and injury crashes. The large majority of crashes tend to be property damage only crashes, resulting in no fatalities Asset Management or injuries. In 2018, 86 percent of crashes in Asset management provides local public agencies a method Figure 3-5: Number of Crashes by County from 2015-2018 for compiling important information about their assets in order to be able to formulate quality management strategies for current and future periods. According to Federal Highway Administration (FHWA), “Asset management is a strategic and systematic process of operating, maintaining, and improving physical assets, with a focus on engineering and economic analysis based upon quality information, to identify a structured sequence of Chapter 3: Transportation Network 25 Michiana on the Move Figure 3-6: MACOG Region Bridge Ratings maintenance, preservation, repair, rehabilitation, becoming a tool for cost effective practices. and replacement actions that will achieve and INDOT estimates that $1 spent on pavement sustain a desired state of good repair over the preservation can save $6 to $14 on future repairs. lifecycle of the assets at minimum practicable cost.” (23 U.S.C. 101(a)(2), MAP-21 § 1103) In 2016, INDOT introduced the Community Crossing Matching Grant. With this grant, the The transportation network is a critical state began to require asset management as a infrastructure asset for the region and local part of communities planning process in order to public agencies. Preservation and maintenance receive monies from this grant. Since that time are key for ensuring that the network remains MACOG has trained and developed strategies safe for travel, efficient, and reliable.
Load more

Recommended publications
  • Annual List of Obligated Projects
    Annual Listing of Obligated Projects Fiscal Year - 2018 6100 Southport Road Portage, IN 46368 www.nirpc.org Annual Listing of Obligated Projects – FY 2018 Introduction The Northwestern Indiana Regional Planning Commission (NIRPC) is a regional council of local governments serving the citizens of Lake, Porter, and LaPorte counties in Northwest Indiana. It is organized under the provisions of Indiana Code 36-7-7.6. NIRPC also serves as the Metropolitan Planning Organization for these three counties. The FAST Act (Fixing America’s Surface Transportation Act) was signed into law by President Barack Obama in 2015. This act provides long term funding certainty for surface transportation infrastructure planning and investment. The act continues (from the Moving Ahead for Progress in the 21st Century- MAP 21) the requirement that Metropolitan Planning Organizations (MPO’s) prepare an annual list of projects in which federal funds have been obligated for in the preceding year (23 U.S.C. of 49 U.S.C. Chapter 53). The Act further states that this list must be published within 90 days of the close of the preceding year. In Indiana, the fiscal year runs from July 1 to June 30. This Act is intended to increase the transparency of federal government spending on transportation projects within a Metropolitan Planning Area (MPA). Lake, Porter and LaPorte Counties constitute this MPA. This report fulfills this requirement for the fiscal year 2018. The term obligation in this report is the federal government’s legal commitment to pay the federal share of a project’s eligible costs. An obligated project is one that has been authorized by the Federal Highway Agency (FHWA) or the Federal Transit Administration (FTA) as meeting certain eligibility requirements for federal funds.
    [Show full text]
  • States' Support of Non-Highway Modes of Transportation
    States’ Support of Non-Highway Modes of Transportation: Investigation and Synthesis by Chuck Knowles Research Coordinator Candice Wallace Research Associate Ben Blandford Research Associate Tim Brock Research Associate Andrew Martin Research Associate Kentucky Transportation Center College of Engineering University of Kentucky Lexington, Kentucky The contents of this report reflect the view of the authors who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the views or policies of the University of Kentucky. November 2011 TABLE OF CONTENTS TABLE OF CONTENTS ................................................................................................... ..................................... i LIST OF FIGURES ................................................................................................................................................ ii EXECUTIVE SUMMARY .................................................................................................................................... 1 CHAPTER 1: STUDY RATIONALE, OBJECTIVES, AND METHODOLOGY ............................................... 11 CHAPTER 2: AVIATION ..................................................................................................................................... 15 KENTUCKY .................................................................................................................................................... 18 ILLINOIS ........................................................................................................................................................
    [Show full text]
  • Newyel Newyellow Line Connector FAQS
    New Yellow Line Connector New Yellow Line Connector FAQS How will the New Yellow Line Connector impact your commute? The Yellow Line Connector will be operated by the both the Interurban Trolley and Transpo, with a new connection point at the Mishawaka Transfer Center. Existing Transpo Route 9 will end at the Mishawaka Transfer Center. 30 minute service will be provided along 30 MONDAY the whole route between downtown Min to FRIDAY Mishawaka and downtown Elkhart Monday through Friday. This equates to a doubling of service, during the weekdays, on the route east of Bittersweet Road. Existing Service Up to 41 minutes at South Street Up to 35 minutes at Elkhart UpStation to 15 minutes or Twin at Branch Transfer Center South Street Station or Mishawaka TC 15 minutes at 5 minutes at Riders will see a reduction in waiting time Mishawaka Elkhart Proposed Service Transfer Transfer for transfers during the weekday. Center Center 0 10 20 30 40 50 60 70 80 Wait Time (minutes) For additional resources, visit www.interurbantrolley.com/yellow_line New Yellow Line Connector FAQS FAQS How will the fare structure change? Interurban Trolley and Transpo reduced fares will be available at all times, even peak hour. $3 day passes for either the Interurban Trolley or Transpo system will be oered on all Yellow Line Connector buses. All Interurban Trolley or Transpo Bus Passes will be accepted on the Yellow Line Connector Route If a rider plans to continue their transit trip past downtown Elkhart or Mishawaka, an additional fare may be needed. Children under 4 years old ride free on the Yellow Line Connector, and all Interurban Trolley buses.
    [Show full text]
  • Public Transit a History of Public Transit in Portland
    Hilary Pfeifer Meredith Dittmar PUBLIC TRANSIT A history of public transit in Portland Melody Owen Mark Richardson Smith Kristin Mitsu Shiga Chandra Bocci trimet.org/history Traveling through time Dear Reader, Transit plays a critical role in providing options for traveling throughout the region. It connects people to work, school, recreational destinations and essential services. It’s not just a commuter service. It’s a community asset. And the benefits extend far beyond those who ride. TriMet’s transit system is recognized as a national leader for its connection to land use. By linking land-use planning and transit, we have helped create livable communities, vibrant neighborhoods and provide alternatives to driving. Transit is also a catalyst for economic development. More than $10 billion in transit-oriented development has occurred within walking distance of MAX light rail stations since the decision to build in 1980. Developers like the permanence of rail when investing in projects. Transit is also valued by the community. Most of our riders— 81 percent—are choice riders. They have a car available or choose not to own one so they can ride TriMet. With more than 325,000 trips taken each weekday on our buses, MAX Light Rail and WES Commuter Rail, we eliminate 66 million annual car trips. That eases traffic congestion and helps keep our air clean. TriMet carries more people than any other U.S. transit system our size. Our many innovations have drawn the attention of government leaders, planners, transit providers and transit users from around the world. We didn’t start out that way.
    [Show full text]
  • AECOM CSB SSL Feasibility Study Presentation
    South Bend Station Alternatives Feasibility Study Findings April 19, 2018 AECOM Scope for City of South Bend Four Station Locations Four Tasks 1. Chocolate Factory (SWC 1. Technical / Physical US 20 & US 31) feasibility analysis 2. Honeywell Site a. Capital Costs 3. Amtrak Station Site b. O&M Costs 4. Downtown South Bend – 2. Ridership / Schedule near Union Station analysis 3. Economic Impacts analysis a. TOD / Real Estate potential b. Economic impacts 4. Final report / presentation materials April 19, 2018 2 Alternative Station Sites April 19, 2018 3 Travel Times and Ridership Comparative Travel Times, Fastest Train to Millennium Station 140 120 115 100 82 82 82 84 84 80 60 40 20 0 Chocolate Honeywell Amtrak Downtown Proposed Current Factory Realigned Airport Airport Station Station (Alt G) April 19, 2018 5 2040 Forecasted Daily Boardings by Station Location 800 729 731 735 727 698 700 600 500 400 300 200 100 0 Chocolate Honeywell Amtrak Downtown Proposed Factory Realigned Airport Station (Alt G) April 19, 2018 6 Capital and O&M Costs Capital Costs by SCC Category (in thousands of 2017 $) Proposed Realigned Airport Chocolate Station FTA Cost Category Factory Honeywell Amtrak Downtown (Alt G) 10 Guideway & Track Elements $7,537 $3,434 $3,552 $27,579 $4,424 20 Stations, Stops, Terminals $7,040 $7,040 $7,040 $7,040 $2,640 30 Support Facilities: Yards, Shops $776 $0 $3,559 $3,785 $0 40 Sitework & Special Conditions $5,324 $3,056 $4,115 $10,213 $3,854 50 Systems $7,636 $4,358 $5,759 $11,928 $7,949 CONSTRC SUBTOTAL (10-50) $28,312 $17,888 $24,024 $60,544 $18,866 60 ROW, Land, Existing Improvements $91 $200 $225 $5,400 $3,000 80 Professional Srvs.
    [Show full text]
  • High-Speed Intercity Passenger Rail
    HIGH-SPEED INTERCITY PASSENGER RAIL Los AngelesSPEEDLINES County Metro Rail, a heavy rail rapid transit line in Los Angeles, includes the Red and Purple subway lines, as well as the Gold, Blue, Orange, March 2016 Silver and Green light rail lines. This is a look at the Red Line Vermont/Sunset Station which stops from San Fernando Valley, through Hollywood, to ISSUE #17 the historic Union Station Downtown LA. CALIFORNIA CHSRA’s 2016 Business Plan describing » p. 7 the latest project goals, financing, and development plans. HSR POLICY FORUM » p. 9 2 CONTENTS SPEEDLINES MAGAZINE 3 CHAIRMAN’S MESSAGE 4 TRANSIT IN SOUTHERN ONTARIO 7 CALIFORNIA 9 HSR POLICY FORUM The U.S. transportation system as such is in most other countries consists, actually, of networks of varied systems. 17 LEGISLATIVE UPDATE In America, the backbone is composed of an agglomeration of roadways. Subsidiary to this, of course, is the collection of various “ways” or rights-of-way on which trains, planes and watercraft travel. Within this broad, mobile band, 19 TRANSFORMATIVE HSR working high-speed rail – passenger and freight – is decidedly missing. That said, the pendulum, at long last, is moving in the direction of high-speed rail inclusion, even if slowly and that – good, bad or indifferent depending 21 SPOTLIGHT upon one’s point of view – has upset the status quo. 22 THE CHUNNEL CHAIR: PETER GERTLER VICE CHAIR: AL ENGEL 26 2016 STATES ROUNDUP SECRETARY: ANNA BARRY OFFICER AT LARGE: DAVID CAMERON IMMEDIATE PAST-CHAIR: DAVID KUTROSKY 36 HSR ROI STUDY EDITOR: WENDY WENNER PUBLISHER: AL ENGEL ASSOCIATE PUBLISHER: KENNETH SISLAK ASSOCIATE PUBLISHER: ERIC PETERSON 37 APTA RAIL CONFERENCE IN JUNE u PASSENGER RAIL SESSIONS LAYOUT DESIGNER: WENDY WENNER 38 HSR TRAINING SPEEDLINES is published in cooperation withthe: High-Speed Intercity Passenger Rail Committee and the 39 STB GUIDANCE American Public Transportation Association 1300 I Street NW, Suite 1200 East Washington, DC 20005 © 2011-2016 APTA - ALL RIGHTS RESERVED 3 CHAIRMAN’S MESSAGE Our economy faces many challenges.
    [Show full text]
  • October 2017
    May 2017 Error! No text of specified style in document. fff October 2017 September 2016 E r r o r ! No text of specified style in document. | i Indiana State Rail Plan Contents EXECUTIVE SUMMARY ........................................................................................................................ S-1 S.1 PURPOSE OF THE INDIANA STATE RAIL PLAN .................................................................................................. S-1 S.2 VISION, GOALS AND OBJECTIVES ................................................................................................................. S-1 S.3 INDIANA RAIL NETWORK ............................................................................................................................ S-3 S.4 PASSENGER RAIL ISSUES, OPPORTUNITIES, PROPOSED INVESTMENTS AND IMPROVEMENTS ................................... S-7 S.5 SAFETY/CROSSING ISSUES, PROPOSED INVESTMENTS AND IMPROVEMENTS ....................................................... S-9 S.6 FREIGHT RAIL ISSUES, PROPOSED INVESTMENTS, AND IMPROVEMENTS .............................................................. S-9 S.7 RAIL SERVICE AND INVESTMENT PROGRAM ................................................................................................ S-12 1 THE ROLE OF RAIL IN STATEWIDE TRANSPORTATION (OVERVIEW) ................................................ 1 1.1 PURPOSE AND CONTENT .............................................................................................................................. 1 1.2 MULTIMODAL
    [Show full text]
  • CTA Location Posters 3.Indd
    Circle Line Alternatives Analysis Study Study Area LEGEND Study Area Boundary CTA Lines Pink Line Yellow Line Brown Line Purple Line Red Line Green Line Blue Line Orange Line 0500 1,000 2,000 3,000 Feet $-*- (ARRIS#4%%NGINEERS A*OINT6ENTURE Circle Line Alternatives Analysis Study Canal/Clinton Corridor ProposedLEGEND Corridors Canal/Clinton Corridor Study Area Boundary CTA Lines Pink Line Yellow Line Brown Line Purple Line Red Line Green Line Blue Line Orange Line 0500 1,000 2,000 3,000 Feet $-*- (ARRIS#4%%NGINEERS A*OINT6ENTURE CCTATA LLocationocation PPostersosters 3.indd3.indd 3 44/23/06/23/06 110:59:200:59:20 PPMM Circle Line Alternatives Analysis Study Halsted Corridor ProposedLEGEND Corridor Halsted Corridor Study Area Boundary CTA Lines Pink Line Yellow Line Brown Line Purple Line Red Line Green Line Blue Line Orange Line 0500 1,000 2,000 3,000 Feet $-*- (ARRIS#4%%NGINEERS A*OINT6ENTURE CCTATA LLocationocation PPostersosters 3.indd3.indd 5 44/23/06/23/06 110:59:360:59:36 PPMM Circle Line Alternatives Analysis Study Ashland Corridor ProposedLEGEND Corridors Ashland Corridor Study Area Boundary CTA Lines Pink Line Yellow Line Brown Line Purple Line Red Line Green Line Blue Line Orange Line 0500 1,000 2,000 3,000 Feet $-*- (ARRIS#4%%NGINEERS A*OINT6ENTURE CCTATA LLocationocation PPostersosters 3.indd3.indd 2 44/23/06/23/06 110:59:090:59:09 PPMM Circle Line Alternatives Analysis Study Ashland/Ogden Corridor ProposedLEGEND Corridors Ashland/Ogden Corridor Study Area Boundary CTA Lines Pink Line Yellow Line Brown Line Purple Line Red
    [Show full text]
  • The Michigan Passenger Welcomes Submissions on Passenger Rail Vacant Issues for Publication
    Th e Michigan Passenger Your Source For Passenger Rail News Since 1973 Spring 2012 Volume 39, Number 2 Study looks for speed savings between Detroit and Chicago By Larry Sobczak Michigan, Indiana, Illinois and cials, an important focus of the The U.S. Department of the Norfolk Southern Railway study will be reducing conges- Transportation (USDOT) is un- will contribute $200,000 each. tion by linking a double track Michigan Association dertaking a new $4 million study “This is an important part- passenger main to the 110 mph of Railroad Passengers to reduce passenger and freight nership in our efforts to reinvent service at Porter. The study will www.marp.org rail congestion between De- Michigan, specifi cally creating build on progress Michigan has troit and Chicago along the high an accelerated rail connection already made by achieving 110 speed rail corridor. between Detroit and Chicago for mph service from Porter to Ka- WHAT’S lamazoo. The USDOT announced both citizens and businesses,” INSIDE May 4 that it will contribute $3.2 said Michigan Gov. Rick Snyder. “This is an important step million towards the study while According to USDOT offi - (See STUDY, page 8) Passengers head “south of the border” See Page 3 Meeting highlights See Page 4 Rewarding Amtrak adventure See Page 5 Celebrate National Train Day See Page 6 Grade crossing crashes discussed See Page 7 Amtrak and Canadian National trains meet in the city of Detroit. This is one of three areas in Michigan Recall targets transit that Amtrak claims it is delayed by the freight train operator.
    [Show full text]
  • The Urban Rail Development Handbook
    DEVELOPMENT THE “ The Urban Rail Development Handbook offers both planners and political decision makers a comprehensive view of one of the largest, if not the largest, investment a city can undertake: an urban rail system. The handbook properly recognizes that urban rail is only one part of a hierarchically integrated transport system, and it provides practical guidance on how urban rail projects can be implemented and operated RAIL URBAN THE URBAN RAIL in a multimodal way that maximizes benefits far beyond mobility. The handbook is a must-read for any person involved in the planning and decision making for an urban rail line.” —Arturo Ardila-Gómez, Global Lead, Urban Mobility and Lead Transport Economist, World Bank DEVELOPMENT “ The Urban Rail Development Handbook tackles the social and technical challenges of planning, designing, financing, procuring, constructing, and operating rail projects in urban areas. It is a great complement HANDBOOK to more technical publications on rail technology, infrastructure, and project delivery. This handbook provides practical advice for delivering urban megaprojects, taking account of their social, institutional, and economic context.” —Martha Lawrence, Lead, Railway Community of Practice and Senior Railway Specialist, World Bank HANDBOOK “ Among the many options a city can consider to improve access to opportunities and mobility, urban rail stands out by its potential impact, as well as its high cost. Getting it right is a complex and multifaceted challenge that this handbook addresses beautifully through an in-depth and practical sharing of hard lessons learned in planning, implementing, and operating such urban rail lines, while ensuring their transformational role for urban development.” —Gerald Ollivier, Lead, Transit-Oriented Development Community of Practice, World Bank “ Public transport, as the backbone of mobility in cities, supports more inclusive communities, economic development, higher standards of living and health, and active lifestyles of inhabitants, while improving air quality and liveability.
    [Show full text]
  • Taxicab Franchise Ordinance
    ORDINANCE NO. 3964 ORDINANCE OF THE COUNCIL OF THE CITY OF SANTA ROSA ADDING CHAPTER 6-87, TAXICAB SERVICES TO THE SANTA ROSA CITY CODE THE PEOPLE OF THE CITY OF SANTA ROSA DO ENACT AS FOLLOWS: Section 1. Chapter 6-87 is added to the Santa Rosa City Code to read in full as follows: “CHAPTER 6-87 TAXICAB SERVICES SECTIONS: 6-87.010 FINDINGS AND PURPOSE 6-87.020 DEFINITIONS 6-87.030 AUTHORITY TO ISSUE RULES AND REGULATIONS 6-87.040 LIMITATION OF LIABILITY 6-87.050 REQUIREMENT OF FRANCHISE AGREEMENT 6-87.060 GRANTING OF NON-EXCLUSIVE FRANCHISE AGREEMENT 6-87.070 FRANCHISE TERMS AND CONDITIONS 6-87.080 SUPERVISION AUTHORITY 6-87.090 TERMINATION OF FRANCHISE 6-87.100 APPEAL OF FRANCHISE DENIAL OR TERMINATION 6-87.110 RATES, FEES AND CHARGES 6-87.120 FAILURE TO OBTAIN FRANCHISE AGREEMENT - VIOLATION 6-87.130 ZONING CLEARANCE REQUIRED 6-87.140 INDEMNIFICATION OF CITY 6-87.150 VEHICLE PERMIT APPLICATION 6-87.160 MAINTENANCE AND OPERATION 6-87.170 EQUIPMENT AND CONDITIONS 6-87.180 VEHICLE MARKINGS AND INSIGNIA 6-87.190 COMMERCIAL SIGNS AND ADVERTISEMENTS 6-87.200 VEHICLE INSPECTION 6-87.210 SALE OR TRANSFER OF BUSINESS 6-87.220 TRANSFER OF VEHICLE 6-87.230 SUSPENSION OR REVOCATION OF VEHICLE PERMIT 6-87.240 TAXI DRIVER PERMIT APPLICATION 6-87.250 DRIVER PERMIT 6-87.260 CONTENTS OF DRIVER PERMIT 6-87.270 SUSPENSION OR REVOCATION OF DRIVER’S PERMIT 6-87.280 NUMBER OF PERMITS 6-87.290 REPLACEMENT OF LOST OR DESTROYED PERMITS 6-87.300 CHANGE OF EMPLOYMENT BY DRIVER Ord.
    [Show full text]
  • New High-Speed Rail Lines and Small Cities: Locating the Station
    © 2002 WIT Press, Ashurst Lodge, Southampton, SO40 7AA, UK. All rights reserved. Web: www.witpress.com Email [email protected] Paper from: The Sustainable City II, CA Brebbia, JF Martin-Duque & LC Wadhwa (Editors). ISBN 1-85312-917-8 New high-speed rail lines and small cities: locating the station J,M. Menendez’, B. Guirao’, J.M. Coronado*, A. Rivas’, F.J, Rodriguezi, C. Ribalaygua3, & J.M Urefia2 IDepartment of Transportation, 2Department of Urban planning, 3 Department of Graphic Designj Castilla-La Manchu University, Spain Abstract This paper studies the effects of high-speed railway stations, mainly on urban development of small size cities. For this purpose, we have analyzed twelve European cases and they have been sorted into different groups depending on the station location related to the city. Three categories have been defined: central station, edge station, and external station. As a result of this, for each group of European stations advantages and disadvantages, in terms of urban development and mobility, have been detected. This report will help planners to define some criteria to design and locate new high-speed railway stations in small size cities. 1 Study targets Up to now, the main target of new high-speed lines has been connecting two big population areas which size justifies the public investment required for its construction. But also, small and medium size cities are generally included in interior points of these lines. In these small cities, the new infrastructure is perceived as an important tool for the economic development and urban dynamism, and this is why local authorities must find the way to adapt the city to its new situation, in order to get the maximum benefit from it.
    [Show full text]