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Light Rail Transit (LRT)
Transit Strategies Light Rail Transit (LRT) Light rail transit (LRT) is electrified rail service that operates in urban environments in completely exclusive rights‐of‐way, in exclusive lanes on roadways, and in some cases in mixed traffic. Most often, it uses one to three car trains and serves high volume corridors at higher speeds than local bus and streetcar service. Design and operational elements of LRT include level boarding, off‐board fare payment, and traffic signal priority. Stations are typically spaced farther apart than those of local transit services and are usually situated where there are higher population and employment densities. MAX Light Rail (Portland, OR) The T Light Rail (Pittsburgh, PA) Characteristics of LRT Service LRT is popular with passengers for a number of reasons, the most important of which are that service is fast, frequent, direct, and operates from early morning to late night. These attributes make service more convenient—much more convenient than regular bus service—and more competitive with travel by automobile. Characteristics of LRT service include: . Frequent service, typically every 10 minutes or better . Long spans of service, often 18 hours a day or more . Direct service along major corridors . Fast service Keys reasons that service is fast are the use of exclusive rights‐of‐way—exclusive lanes in the medians of roadways, in former rail rights‐of‐way, and in subways—and that stations are spaced further apart than with bus service, typically every half mile (although stations are often spaced more closely within downtown areas). Rhode Island Transit Master Plan | 1 Differences between LRT and Streetcar Light rail and streetcar service are often confused, largely because they share many similarities. -
Evaluation Summary Public Review Draft
Evaluation Summary Public Review Draft July 12, 2007 Table of Contents 1. Introduction .................................................................................................................................. 1 1.0. Corridor Background.................................................................................................................... 2 2.0. Study Organization and Decision-Making................................................................................... 4 3.0. Purpose and Need of the Alternative Analysis............................................................................ 5 3.1. Need for Transit Project.......................................................................................................... 5 3.2. Purpose and Need Statements................................................................................................. 6 4.0 Definition of Alternatives ............................................................................................................ 7 4.1. Early Alternatives Screened Out............................................................................................. 7 4.2. Alternatives Carried Forward ................................................................................................. 8 4.3 Capacity Considerations…………………………………………………………………….15 5.0. Evaluation of Alternatives ........................................................................................................ 17 5.1. Travel Time and Ridership.................................................................................................. -
Metrorail/Coconut Grove Connection Study Phase II Technical
METRORAILICOCONUT GROVE CONNECTION STUDY DRAFT BACKGROUND RESEARCH Technical Memorandum Number 2 & TECHNICAL DATA DEVELOPMENT Technical Memorandum Number 3 Prepared for Prepared by IIStB Reynolds, Smith and Hills, Inc. 6161 Blue Lagoon Drive, Suite 200 Miami, Florida 33126 December 2004 METRORAIUCOCONUT GROVE CONNECTION STUDY DRAFT BACKGROUND RESEARCH Technical Memorandum Number 2 Prepared for Prepared by BS'R Reynolds, Smith and Hills, Inc. 6161 Blue Lagoon Drive, Suite 200 Miami, Florida 33126 December 2004 TABLE OF CONTENTS 1.0 INTRODUCTION .................................................................................................. 1 2.0 STUDY DESCRiPTION ........................................................................................ 1 3.0 TRANSIT MODES DESCRIPTION ...................................................................... 4 3.1 ENHANCED BUS SERViCES ................................................................... 4 3.2 BUS RAPID TRANSIT .............................................................................. 5 3.3 TROLLEY BUS SERVICES ...................................................................... 6 3.4 SUSPENDED/CABLEWAY TRANSIT ...................................................... 7 3.5 AUTOMATED GUIDEWAY TRANSiT ....................................................... 7 3.6 LIGHT RAIL TRANSIT .............................................................................. 8 3.7 HEAVY RAIL ............................................................................................. 8 3.8 MONORAIL -
CHRISTOPHER PATTON, Plaintiff, V. SEPTA, Faye LM Moore, and Cecil
IN THE UNITED STATES DISTRICT COURT FOR THE EASTERN DISTRICT OF PENNSYLVANIA : CHRISTOPHER PATTON, : Plaintiff, : CIVIL ACTION : v. : NO. 06-707 : SEPTA, Faye L. M. Moore, : and Cecil W. Bond Jr., : Defendants. : Memorandum and Order YOHN, J. January ___, 2007 Plaintiff Christopher Patton brings the instant action pursuant to the Americans with Disabilities Act, 42 U.S.C. § 12101 et seq . (“ADA”); the Rehabilitation Act, 29 U.S.C. § 701 et seq.; 42 U.S.C. § 1983; the Pennsylvania Human Relations Act, 43 Pa. Cons. Stat. § 955(a) (“PHRA”); and Article I of the Pennsylvania Constitution, against defendants Southeastern Pennsylvania Transportation Authority (“SEPTA”); SEPTA’s General Manager, Faye L. M. Moore; and SEPTA’s Assistant General Manager, Cecil W. Bond Jr. (collectively, “defendants”). Presently before the court is defendants’ motion to dismiss pursuant to Federal Rule of Civil Procedure 12(b)(6) or, in the alternative, for summary judgment pursuant to Federal Rule of Civil Procedure 56, as to plaintiff’s claims under the PHRA against defendants Moore and Bond (Counts VII and VIII), plaintiff’s claims for violation of the Pennsylvania Constitution (Counts XI, XII, and XIII) and plaintiff’s demand for punitive damages. For the following reasons, defendants’ motion will be granted in part and denied in part. 1 I. Factual and Procedural Background A. Plaintiff’s Factual Allegations Plaintiff was hired by SEPTA on December 8, 1997 to develop and direct its Capital and Long Range Planning Department. (Second Am. Compl. (“Compl.”) ¶ 14.) Defendant Moore, is the General Manager of SEPTA (id . at ¶¶ 6, 13); defendant Bond is the Assistant General Manager of SEPTA (id. -
Bus Rapid Transit (BRT) and Light Rail Transit
Bus Rapid Transit (BRT) and Light Rail Transit (LRT) Performance Characteristics Stations Mixed Traffic Lanes* Service Characteristics Newest Corridor End‐to‐End Travel Departures Every 'X' Travel Speed (MPH) City Corridor Segment Open length (mi) # Spacing (mi) Miles % Time Minutes BRT Systems Boston Silver Line Washington Street ‐ SL5 2002 2.40 13 0.18 1.03 42.93% 19 7 7.58 Oakland San Pablo Rapid ‐ 72R 2003 14.79 52 0.28 14.79 100.00% 60 12 14.79 Albuquerque The Red Line (766) 2004 11.00 17 0.65 10.32 93.79% 44 18 15.00 Kansas City Main Street ‐ MAX "Orange Line" 2005 8.95 22 0.41 4.29 47.92% 40 10 13.42 Eugene Green Line 2007 3.98 10 0.40 1.59 40.00% 29 10 8.23 New York Bx12 SBS (Fordham Road ‐ Pelham Pkwy) 2008 9.00 18 0.50 5.20 57.73% 52 3 10.38 Cleveland HealthLine 2008 6.80 39 0.17 2.33 34.19% 38 8 10.74 Snohomish County Swift BRT ‐ Blue Line 2009 16.72 31 0.54 6.77 40.52% 43 12 23.33 Eugene Gateway Line 2011 7.76 14 0.55 2.59 33.33% 29 10 16.05 Kansas City Troost Avenue ‐ "Green Line" 2011 12.93 22 0.59 12.93 100.00% 50 10 15.51 New York M34 SBS (34th Street) 2011 2.00 13 0.15 2.00 100.00% 23 9 5.22 Stockton Route #44 ‐ Airport Corridor 2011 5.50 8 0.69 5.50 100.00% 23 20 14.35 Stockton Route #43 ‐ Hammer Corridor 2012 5.30 14 0.38 5.30 100.00% 28 12 11.35 Alexandria ‐ Arlington Metroway 2014 6.80 15 0.45 6.12 89.95% 24 12 17.00 Fort Collins Mason Corridor 2014 4.97 12 0.41 1.99 40.00% 24 10 12.43 San Bernardino sbX ‐ "Green Line" 2014 15.70 16 0.98 9.86 62.79% 56 10 16.82 Minneapolis A Line 2016 9.90 20 0.50 9.90 100.00% 28 10 21.21 Minneapolis Red Line 2013 13.00 5 2.60 2.00 15.38% 55 15 14.18 Chapel Hill N‐S Corridor Proposed 8.20 16 0.51 1.34 16.34% 30 7.5 16.40 LRT Systems St. -
TRANSIT SYSTEM MAP Local Routes E
Non-Metro Service 99 Woodlands Express operates three Park & 99 METRO System Sistema de METRO Ride lots with service to the Texas Medical W Center, Greenway Plaza and Downtown. To Kingwood P&R: (see Park & Ride information on reverse) H 255, 259 CALI DR A To Townsen P&R: HOLLOW TREE LN R Houston D 256, 257, 259 Northwest Y (see map on reverse) 86 SPRING R E Routes are color-coded based on service frequency during the midday and weekend periods: Medical F M D 91 60 Las rutas están coloradas por la frecuencia de servicio durante el mediodía y los fines de semana. Center 86 99 P&R E I H 45 M A P §¨¦ R E R D 15 minutes or better 20 or 30 minutes 60 minutes Weekday peak periods only T IA Y C L J FM 1960 V R 15 minutes o mejor 20 o 30 minutos 60 minutos Solo horas pico de días laborales E A D S L 99 T L E E R Y B ELLA BLVD D SPUR 184 FM 1960 LV R D 1ST ST S Lone Star Routes with two colors have variations in frequency (e.g. 15 / 30 minutes) on different segments as shown on the System Map. T A U College L E D Peak service is approximately 2.5 hours in the morning and 3 hours in the afternoon. Exact times will vary by route. B I N N 249 E 86 99 D E R R K ") LOUETTA RD EY RD E RICHEY W A RICH E RI E N K W S R L U S Rutas con dos colores (e.g. -
Director of Capital Development $146,000 - $160,000 Annually
UTAH TRANSIT AUTHORITY Director of Capital Development $146,000 - $160,000 annually Utah Transit Authority provides integrated mobility solutions to service life’s connection, improve public health and enhance quality of life. • Central Corridor improvements: Expansion of the Utah Valley Express (UVX) Bus Rapid Transit (BRT) line to Salt Lake City; addition of a Davis County to Salt Lake City BRT line; construction of a BRT line in Ogden; and the pursuit of world class transit-oriented developments at the Point of the Mountain during the repurposing of 600 acres of the Utah State Prison after its future relocation. To learn more go to: rideuta.com VISION Provide an integrated system of innovative, accessible and efficient public transportation services that increase access to opportunities and contribute to a healthy environment for the people of the Wasatch region. THE POSITION The Director of Capital Development plays a critical ABOUT UTA role in getting things done at Utah Transit Authority UTA was founded on March 3, 1970 after residents from (UTA). This is a senior-level position reporting to the Salt Lake City and the surrounding communities of Chief Service Development Officer and is responsible Murray, Midvale, Sandy, and Bingham voted to form a for cultivating projects that improve the connectivity, public transit district. For the next 30 years, UTA provided frequency, reliability, and quality of UTA’s transit residents in the Wasatch Front with transportation in the offerings. This person oversees and manages corridor form of bus service. During this time, UTA also expanded and facility projects through environmental analysis, its operations to include express bus routes, paratransit grant funding, and design processes, then consults with service, and carpool and vanpool programs. -
Borough of Ambler, Montgomery County, Pennsylvania
Transit Revitalization Investment District Study Borough of Ambler Montgomery County, Pennsylvania Carter van Dyke Associates Doylestown, PA Urban Partners Philadelphia, PA Taylor Wiseman Taylor Chalfont, PA Orth-Rodgers & Associates, Inc. Newtown Square, PA February 2012 2 BOROUGH OF AMBLER Contents Executive Summary . .4 Housing conditions . .24 Introduction . .5 Summary of development potential . .25 Why go through this process? . .6 Rental housing market potential . .25 What is a TRID? . .6 Office development potential . .25 Transit-oriented development (TOD) . .7 Entertainment development potential . .25 The general TRID planning process . .7 Retail development opportunities . .25 Planning Phase . .7 Recommendations . .27 Program Management Phase . .7 Planning goals . .27 Implementation Phase . .8 General recommendations for The TRID in Ambler . .8 TRID study area . .28 TRID benefits in Ambler . .8 Streetscape amenities and pedestrian and The TRID Process in Ambler . .8 bicycle access . 28 Ambler’s TRID boundaries . .9 Transit . .28 Parking . .29 Existing Conditions . .11 Zoning and design guidelines for Site description and history . .11 new development . .30 Regulatory issues . .12 Site-specific redevelopment strategies . .32 Community facilities & infrastructure . .12 SEPTA Parking Lot at Main Street and Butler . .32 Existing land use . .12 North Maple Street . .34 Zoning . .12 South Maple adjacent to the Train Station . .34 Environmental issues . .14 Post Office West End Square Site . .36 Natural resources . .14 Northwest Gateway . .36 Threatened and endangered species . .16 Cavalier Parking Lot . .37 Historic resources . .16 Plaza . .37 Environmental impacts and land use suitabilities . .17 Streetscape Expansion . .37 Transportation and circulation . .19 Summary of Findings . .38 Public transportation . .19 TRID improvement infrastructure phasing . .38 Traffic and roadways . -
Rider Guide / Guía De Pasajeros
Updated 02/10/2019 Rider Guide / Guía de Pasajeros Stations / Estaciones Stations / Estaciones Northline Transit Center/HCC Theater District Melbourne/North Lindale Central Station Capitol Lindale Park Central Station Rusk Cavalcade Convention District Moody Park EaDo/Stadium Fulton/North Central Coffee Plant/Second Ward Quitman/Near Northside Lockwood/Eastwood Burnett Transit Center/Casa De Amigos Altic/Howard Hughes UH Downtown Cesar Chavez/67th St Preston Magnolia Park Transit Center Central Station Main l Transfer to Green or Purple Rail Lines (see map) Destination Signs / Letreros Direccionales Westbound – Central Station Capitol Eastbound – Central Station Rusk Eastbound Theater District to Magnolia Park Hacia el este Magnolia Park Main Street Square Bell Westbound Magnolia Park to Theater District Downtown Transit Center Hacia el oeste Theater District McGowen Ensemble/HCC Wheeler Transit Center Museum District Hermann Park/Rice U Stations / Estaciones Memorial Hermann Hospital/Houston Zoo Theater District Dryden/TMC Central Station Capitol TMC Transit Center Central Station Rusk Smith Lands Convention District Stadium Park/Astrodome EaDo/Stadium Fannin South Leeland/Third Ward Elgin/Third Ward Destination Signs / Letreros Direccionales TSU/UH Athletics District Northbound Fannin South to Northline/HCC UH South/University Oaks Hacia el norte Northline/HCC MacGregor Park/Martin Luther King, Jr. Southbound Northline/HCC to Fannin South Palm Center Transit Center Hacia el sur Fannin South Destination Signs / Letreros Direccionales Eastbound Theater District to Palm Center TC Hacia el este Palm Center Transit Center Westbound Palm Center TC to Theater District Hacia el oeste Theater District The Fare/Pasaje / Local Make Your Ride on METRORail Viaje en METRORail Rápido y Fare Type Full Fare* Discounted** Transfer*** Fast and Easy Fácil Tipo de Pasaje Pasaje Completo* Descontado** Transbordo*** 1. -
Service Guidelines and Standards
Service Guidelines and Standards Revised Summer 2015 Capital Metropolitan Transportation Authority | Austin, Texas TABLE OF CONTENTS INTRODUCTION Purpose 3 Overview 3 Update 3 Service Types 4 SERVICE GUIDELINES Density and Service Coverage 5 Land Use 6 Destinations and Activity Centers 6 Streets and Sidewalk Characteristics 7 Demographic and Socioeconomic Characteristics 7 Route Directness 8 Route Deviation 9 Two-way Service 10 Branching and Short-Turns 10 Route Spacing 11 Route Length 11 Route Terminals 11 Service Span 12 Service Frequency 12 Bus Stop Spacing 13 Bus Stop Placement 13 Bus Stop Amenities 14 MetroRapid Stations vs. Bus Stops 15 Transit Centers and Park & Rides 15 SERVICE STANDARDS Schedule Reliability 19 Load Factors 19 Ridership Productivity and Cost-Effectiveness 20 Potential Corrective Actions 21 New and Altered Services 21 Service Change Process 22 APPENDIX A1: Map – Households without Access to an Automobile 24 A2: Map – Elderly Population Exceeding 10% of Total Population 25 A3: Map - Youth Population Exceeding 25% by Census Block 26 A4: Map – Household Income Below 50% of Regional Median 27 B1: Chart – Park & Ride Level of Service (LOS) Amenities 28 Service Guidelines and Standards INTRODUCTION Purpose The Capital Metropolitan Transportation Authority connects people, jobs and communities by providing quality transportation choices. Service guidelines and standards reflect the goals and objectives of the Authority. Capital Metro Strategic Goals: 1) Provide a Great Customer Experience 2) Improve Business Practices 3) Demonstrate the Value of Public Transportation in an Active Community 4) Be a Regional Leader Overview Service guidelines provide a framework for the provision, design, and allocation of service. Service guidelines incorporate transit service planning factors including residential and employment density, land use, activity centers, street characteristics, and demographics. -
Light Rail Transit (LRT) ♦Rapid ♦Streetcar
Methodological Considerations in Assessing the Urban Economic and Land-Use Impacts of Light Rail Development Lyndon Henry Transportation Planning Consultant Mobility Planning Associates Austin, Texas Olivia Schneider Researcher Light Rail Now Rochester, New York David Dobbs Publisher Light Rail Now Austin, Texas Evidence-Based Consensus: Major Transit Investment Does Influence Economic Development … … But by how much? How to evaluate it? (No easy answer) Screenshot of Phoenix Business Journal headline: L. Henry Study Focus: Three Typical Major Urban Transit Modes ■ Light Rail Transit (LRT) ♦Rapid ♦Streetcar ■ Bus Rapid Transit (BRT) Why Include BRT? • Particularly helps illustrate methodological issues • Widespread publicity of assertions promoting BRT has generated national and international interest in transit-related economic development issues Institute for Transportation and Development Policy (ITDP) Widely publicized assertion: “Per dollar of transit investment, and under similar conditions, Bus Rapid Transit leverages more transit-oriented development investment than Light Rail Transit or streetcars.” Key Issues in Evaluating Transit Project’s Economic Impact • Was transit project a catalyst to economic development or just an adjunctive amenity? • Other salient factors involved in stimulating economic development? • Evaluated by analyzing preponderance of civic consensus and other contextual factors Data Sources: Economic Impacts • Formal studies • Tallies/assessments by civic groups, business associations, news media, etc. • Reliability -
Smart Location Database Technical Documentation and User Guide
SMART LOCATION DATABASE TECHNICAL DOCUMENTATION AND USER GUIDE Version 3.0 Updated: June 2021 Authors: Jim Chapman, MSCE, Managing Principal, Urban Design 4 Health, Inc. (UD4H) Eric H. Fox, MScP, Senior Planner, UD4H William Bachman, Ph.D., Senior Analyst, UD4H Lawrence D. Frank, Ph.D., President, UD4H John Thomas, Ph.D., U.S. EPA Office of Community Revitalization Alexis Rourk Reyes, MSCRP, U.S. EPA Office of Community Revitalization About This Report The Smart Location Database is a publicly available data product and service provided by the U.S. EPA Smart Growth Program. This version 3.0 documentation builds on, and updates where needed, the version 2.0 document.1 Urban Design 4 Health, Inc. updated this guide for the project called Updating the EPA GSA Smart Location Database. Acknowledgements Urban Design 4 Health was contracted by the U.S. EPA with support from the General Services Administration’s Center for Urban Development to update the Smart Location Database and this User Guide. As the Project Manager for this study, Jim Chapman supervised the data development and authored this updated user guide. Mr. Eric Fox and Dr. William Bachman led all data acquisition, geoprocessing, and spatial analyses undertaken in the development of version 3.0 of the Smart Location Database and co- authored the user guide through substantive contributions to the methods and information provided. Dr. Larry Frank provided data development input and reviewed the report providing critical input and feedback. The authors would like to acknowledge the guidance, review, and support provided by: • Ruth Kroeger, U.S. General Services Administration • Frank Giblin, U.S.