DOCSLIB.ORG

The Legacy of Car-Share and Light-Rail Transit for Mobility and Accessibility Improvements in Economically Marginalized Neighborhoods in the New York Metro Area

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Legacy of Car-Share and Light-Rail Transit for Mobility and Accessibility Improvements in Economically Marginalized Neighborhoods in the New York Metro Area City University of New York (CUNY) CUNY Academic Works Dissertations, Theses, and Capstone Projects CUNY Graduate Center 2-2021 The Legacy of Car-Share and Light-Rail Transit for Mobility and Accessibility Improvements in Economically Marginalized Neighborhoods in the New York Metro Area Kyeongsu Kim The Graduate Center, City University of New York How does access to this work benefit ou?y Let us know! More information about this work at: https://academicworks.cuny.edu/gc_etds/4200 Discover additional works at: https://academicworks.cuny.edu This work is made publicly available by the City University of New York (CUNY). Contact: [email protected] THE LEGACY OF CAR-SHARE AND LIGHT-RAIL TRANSIT FOR MOBILITY AND ACCESSIBILITY IMPROVEMENTS IN ECONOMICALLY MARGINALIZED NEIGHBORHOODS IN THE NEW YORK METRO AREA by Kyeongsu Kim A dissertation submitted to the Graduate Faculty in Earth and Environmental Sciences in partial fulfillment of the requirements for the degree of Doctor of Philosophy, The City University of New York 2021 © 2020 Kyeongsu Kim All Rights Reserved ii THE LEGACY OF CAR-SHARE AND LIGHT-RAIL TRANSIT FOR MOBILITY AND ACCESSIBILITY IMPROVEMENTS IN ECONOMICALLY MARGINALIZED NEIGHBORHOODS IN THE NEW YORK METRO AREA by Kyeongsu Kim This manuscript has been read and accepted for the Graduate Faculty in Earth and Environmental Sciences in satisfaction of the dissertation requirement for the degree of Doctor of Philosophy. 1/27/2021 Date Jonathan R. Peters Chair of Examining Committee 1/27/2021 Date Monica Varsanyi Executive Officer Supervisory Committee: Jonathan Peters (The College of Staten Island) Robert Paaswell (City College of New York) James Biles (City College of New York) Joe Grengs (University of Michigan) THE CITY UNIVERSITY OF NEW YORK iii ABSTRACT THE LEGACY OF CAR-SHARE AND LIGHT-RAIL TRANSIT FOR MOBILITY AND ACCESSIBILITY IMPROVEMENTS IN ECONOMICALLY MARGINALIZED NEIGHBORHOODS IN THE NEW YORK METRO AREA by Kyeongsu Kim Advisor: Jonathan R. Peters This dissertation explores the value of the car-share program and a new light rail system with respect to their impact on mobility and accessibility improvements in economically and transportation access-wise marginalized neighborhoods in NYC and its adjacent communities. It consists of three main essays that took deep dives into how each new service or system altered mobility or accessibility for those in need. The first essay (Chapter 2) investigates car-share vehicle utilization rates of the Zipcar across NYC. It assesses the utilization rates by vehicle type, service location, time period, and weekday usage compared to weekend activity. With a multivariate regression model, the study found the presence of previously unmet mobility needs in low-income neighborhoods and a positive impact of various pricing incentives to create a successful car-share program implementation. The result suggests that urban policymakers may want to consider different pricing incentives and subsidies to develop a potential public-private partnership car- share program in NYC focusing on mobility and accessibility instead of just the competitive marked incentives of a private operator. The second and third essays, presented here as Chapters iv 3 and 4 investigate the accessibility benefit of a new light rail system – the Hudson Bergen Light Rail (HBLR), that runs along the Hudson County Gold Coast waterfront in New Jersey. Chapter 3 applies a hedonic approach, a traditional quantitative methodology for economic impact analysis, to measure the accessibility gain of a transit system deployed in a developed urban zone, in general. The study estimates the accessibility gain with longitudinal home sales records, capitalized in home values near the HBLR stations. The gain was generally higher in neighborhoods with less choice of public transportation options in a pre-HBLR period and also in ones far from a major regional job center, Manhattan. The study also identifies that the premium of the accessibility gain dissipated within a quarter-mile of the HBLR stations, which is smaller than the generally accepted allowable half-mile walking distance for users of rail service. Chapter 4 explored changes in commuting flows between the vicinity of the HBLR neighborhoods and Manhattan. The study utilizes two methods of analysis to understand these issues. First, it explores the change in jobs by wage groups and workplace locations for residents in economically disadvantaged neighborhoods near HBLR stations. Second, it develops a regression model to see the impact on residents' job change by proximity to the HBLR stations. The study hinted at how the new light rail system affected commuting patterns in the low-income neighborhoods, especially in areas with inferior public transportation access prior to the development of the HBLR. Chapter 2 and Chapter 3 were published in peer-reviewed journals, and an earlier version of Chapter 4 was presented at the Transportation Research Board 91st annual meeting in Washington D.C. and the Association of American Geographers 2012 annual meeting in New York in 2012. As such, below the full abstracts for each of these papers were included as provided in their original presentation: v Abstract for Chapter 2 - For decades, car-sharing has become an attentive dialogue among transportation planners and civic groups who have long supported, and business owners and government officials who see car-sharing as a means to realize their interests, i.e., another market for revenue generation and replacement of government vehicles for municipal government use with car-share units. It has particularly drawn attention in New York City (NYC). NYC is the largest car-sharing market in the United States, accounting for about one-third of all North American car-sharing members. In addition to market-driven forces, the City government has pronounced pro-carsharing policies. However, car-sharing is still considered as an exclusive program to middle-income, white, and young populations. The purpose of this study is to see if car-sharing can help meet the mobility demand for urban residents, especially in marginalized neighborhoods. By investigating a leading car-sharing program – Zipcar's vehicle utilization pattern in NYC, I attempt to disentangle how areas with different socio-demographics are associated with car-sharing usage. The study results revealed a high demand for midsize (standard) vehicles on weekdays and weeknights. Besides, car-sharing use was positively correlated with the number of total vehicles, not the number of Zipcar parking lots, if the cars are accessible within walking distances. More importantly, car-sharing in low-income neighborhoods did not differ from the typical car-sharing locations. What matters is affordability. Hence, there is no reason not to consider new services or expanding existing service boundaries to the outer boroughs in the future. Abstract for Chapter 3 - This paper analyses the Hudson-Bergen Light Rail (HBLR) impact on residential property prices. Unlike similar studies that use a hedonic model with cross-sectional data, this one uses repeat-sales data of properties sold at least twice between 1991 and 2009. It shows how proximity to the nearest HBLR station, relative accessibility gains across stations, and vi anticipation of the commencement date of the HBLR station influenced home price change. The results show that properties near the two commuting stations farthest from the revitalized central business district experienced high appreciation. The study also reveals different accessibility gains across areas based on the availability of existing public transportation options. Using a negative– exponential gradient, we find that these higher appreciation rates tended to dissipate about 1/4 mile (402 m) from stations. It supports that properties around urban commuting stations enjoy higher marginal benefits through improved transit accessibility and reduced transportation costs, as Alonso's model predicts. Abstract for Chapter 4 - This study examines if the HBLR has affected commuting flows in economically disadvantaged Environment Justice (EJ) neighborhoods. It hypothesized that the low-income and working-age population in the northern and southern neighborhoods of Hudson County, New Jersey, had taken advantage of the new light rail access. Thanks to Hudson county's unique geographic location, where Manhattan, the most prominent employment center in the region, is located across the Hudson River, the most significant accessibility benefit of the new transit service would be the improvement of Manhattan-bound job commute. This study's key data source is the U.S. Census Bureau's time-series Longitudinal Employer‐Household Dynamics Origin-Destination Employment Statistics (LODES). The investigation disclosed that residents in EJ neighborhoods enjoyed more job opportunities in Manhattan thanks to the enhanced, reliable transit accessibility. Moreover, the HBLR influenced neighborhoods differently in which different levels of public transportation accessibility existed before the inauguration of the HBLR. The study demonstrated that the benefits of the HBLR are not limited to a typical property appreciation but the provision of enhanced employment opportunities to residents in EJ neighborhoods. vii ACKNOWLEDGMENTS I would like to acknowledge everyone who played a role in my academic accomplishment. First, my late mother, who always supported me with love and my pursuit of postgraduate study in the U.S. Without you, I could never have
Load more

Recommended publications
  • FY 2027 HART Transit Development Plan
    Hillsborough Area Regional Transit (HART) Transit Development Plan 2018 - 2027 Major Update Final Report September 2017 Prepared for Prepared by HART | TDP i Table of Contents Section 1: Introduction ..................................................................................................................................... 1-1 Objectives of the Plan ......................................................................................................................................... 1-1 State Requirements ............................................................................................................................................ 1-2 TDP Checklist ...................................................................................................................................................... 1-2 Organization of the Report .................................................................................................................................. 1-4 Section 2: Baseline Conditions ...................................................................................................................... 2-1 Study Area Description ....................................................................................................................................... 2-1 Population Trends and Characteristics ............................................................................................................. 2-3 Journey-to-Work Characteristics .......................................................................................................................
    [Show full text]
  • Innovation. Technology. Performance. for the URBAN RAIL COMMUNITY
    Smart cities Tram-trains Ticketing Power Traction CBTC Train control Technology Mobility Telecommunications Innovation Innovation. Driverless Infrastructure Passenger Information Asset management FOR THE URBAN RAIL COMMUNITY Technology. Performance. www.terrapinn.com/railliveamericas Organized by Our Story Hall of Fame Revamped for the new year, RAIL Live! Americas 2019 is moving to Baltimore’s Inner Harbor as we build on the success of World MetroRail Congress Americas 2018, which continued our strong tradition of bringing together top leaders from the Americas’ most influential and innovative transit agencies. Andy Byford Jim Kenney 2018 leaders included Kevin Desmond, CEO of TransLink, Edward Reiskin, President Mayor Director of Transportation for the SFMTA, Jim Kenney, Mayor, City of Philadelphia New York City Transit City of Philadelphia Tom Gerend, Executive Director of KC Streetcar, Robert Puentes, President & CEO of the Eno Center for Transportation, Martin Buck, International Lead for Crossrail in London, and Lorenzo Aguilar Camelo, the General Director of Metrorrey in Monterrey, Mexico. KEY INDUSTRY DISCUSSIONS FOR 2019 WILL BE DIVIDED INTO FOUR Jascha Franklin-Hodge Bill Zebrowski Chief Information Officer BRAND NEW TRACKS: Chief Information Officer Department of Innovation & SEPTA • The Future of Mobility: Discussions around Mobility as a Service, Fare Collection, Technology, City of Boston Intermodality, Ridership, Passenger Information Systems, and First and Last Mile transport. • New Project Development: Examining Funding and Financing, Public-Private Partnerships, Procurement, Designing and Building New Metros, Light Rails, Commuter, and High-Speed Rail Lines. Meera Joshi Adam Giambrone NYC Taxi and Limousine Director, Brooklyn-Queens • Train Control: Covering ATC, CBTC, PTC, as well as the Full Spectrum of Commission Connector [Streetcars and LRT] Modernizing Signaling and Train Control Systems to Increase Safety and Capacity.
    [Show full text]
  • Proof of Payment Ordinance
    Proof of Payment Ordinance BOARD OF DIRECTORS MEETING OCTOBER 26, 2017 What is Proof of Payment? 2 Proof of Payment means that passengers must present valid fare media, anywhere in the paid area of the system, upon request by authorized transit personnel. Why Proof of Payment 3 Estimated Revenue Annual Loss: $15M - $25M At least $6M loss supported by data Another $9M - $19M likely Currently, enforcement can only occur at “barrier” locations BPD must directly observe OR Employee or rider must: Witness and be willing to place offender under Citizens Arrest and BPD must be nearby and Offender must be contacted In short, without proof of payment, fare evaders are only concerned at the brief moments when they are sneaking in or out 3 Who Else Uses Proof of Payment? 4 California Other States SMART Dallas Area Rapid Transit Baltimore Light Rail San Francisco MTA Buffalo Metro Rail Santa Clara VTA Charlotte LYNX Cleveland Red Line Heavy Rail Sacramento RTA St. Louis Metro Link Seattle Sounder Commuter Rail and Central Los Angeles MTA Link Light Rail ACE Portland Tri-Met NJ Transit Hudson Bergen & River Lines Caltrain Houston Metro Rail San Diego Trolley Denver RTD Rail Who Uses BOTH Proof of Payment & Station Barriers? 5 SEPTA Philadelphia City Center stations Los Angeles MTA Purple and Red Lines Greater Cleveland RTA Red Line Montreal Metro BC Transit, Vancouver SkyTrain Proof of Payment Protocol 6 Inspections will be fair and non-biased. Police Officers and/or CSO’s will perform inspections within the paid area of the stations and on board non-crowded trains.
    [Show full text]
  • City Response to DART Downtown Transit Study
    Oak Cliff Gateway Community Meeting TIGER Streetcar Project Update Bicycle and Pedestrian Projects TIGER Streetcar Project Initial Dallas streetcar planning efforts grew out of CBD Comprehensive Transportation Plan and D2 light rail analysis Focused within downtown loop NCTCOG received a grant on behalf of the City of Dallas from the Federal Transit Administration for the streetcar starter line to serve the CBD and North Oak Cliff workforce The 1.6 mile base project runs from Union Station to Methodist Hospital at a cost of approximately $48.6M including vehicles $26M in federal funding $12.8M in local funding (Regional Toll-road Revenue) $9M from DART for vehicles 2 TIGER Streetcar Project 3 TIGER Streetcar Project Stacey and Witbeck/Carcon were given notice to proceed with final design and construction in September 2012 and bridge demolition is currently underway Base project has been enhanced to provide double track operation along Zang and Colorado Completion of base project is scheduled for October 2014 Brookville Equipment Corporation was given notice to proceed with production of two vehicles in March 2013 First American made off-wire modern streetcar vehicle The Dallas streetcar will be 8’ wide, 66.5’ long with capacity to carry 41 passenger seated and maximum 170 standees Anticipated vehicle delivery is late summer 2014 4 TIGER Streetcar Project Extension The Regional Transportation Council (RTC) recently reprogrammed $30.87M in Texas Mobility Funds to the Dallas Streetcar Project The funds are proposed to extend the base project an additional 1.25 miles and provide two additional vehicles .75 miles south from Methodist Hospital to the Bishop Arts District ($15M) .5 miles north to the Dallas Convention Center/Omni Hotel ($7.87M) Streetcar Vehicles ($8M) 5 TIGER Streetcar Project Extension 6 TIGER Streetcar Project Extension Operation and Maintenance Cost Operation for base Streetcar Project funded by Dallas Area Rapid Transit Base project assumes weekday service only 5:00 a.m.
    [Show full text]
  • Fy 2018 Business Plan
    Dallas Area Rapid Transit FY 2018 BUSINESS PLAN Including FY 2018 Annual Budget and Twenty-Year Financial Plan FY 2018 Business Plan L4.indd 1 7/31/17 9:40 AM DART BOARD MEMBERS Sue Bauman Dallas Catherine Cuellar Dallas and Cockrell Hill Mark C. Enoch Garland, Rowlett and Glenn Heights Tim A. Hayden Carrollton and Irving Ray Jackson Dallas Jonathan R. Kelly Garland Patrick Kennedy Dallas Jon-Bertrell Killen Dallas Michele Wong Krause Dallas Amanda Moreno Dallas Gary Slagel Richardson, University Park, Addison and Highland Park Rick Stopfer Irving Dominique Torres Dallas Paul N. Wageman Plano Faye Moses Wilkins Plano and Farmers Branch FY 2018 Business Plan L4.indd 2 7/31/17 9:40 AM FY 2018 Business Plan (09/26/17) How to Use This Book What’s in this Book This book contains the Business Plan for Fiscal Year 2018 (FY 2018 – which ends September 30, 2018) for Dallas Area Rapid Transit (DART or the Agency). The Business Plan provides the DART Board of Directors, customers, taxpayers, elected officials, and other stakeholder groups of our region with a comprehensive summary of the Agency's plans and commitments to improve regional mobility, enhance the quality of life, and stimulate economic development. This document consolidates the key elements of the FY 2018 Annual Budget, the FY 2018 Twenty-Year Financial Plan, the Transit System Plan, and the Agency's Strategic Plan. A summary of the information contained in the various sections follows. The formal Letter of Transmittal summarizes priorities and issues for the upcoming year. The section titled Who We Are should help those not familiar with DART to understand the basis from which the Agency operates.
    [Show full text]
  • Syracuse Transit System Analysis
    Syracuse Transit System Analysis Prepared For: NYSDOT CENTRO Syracuse Metropolitan Transportation Council January 2014 The I‐81 Challenge Syracuse Transit System Analysis This report has been prepared for the New York State Department of Transportation by: Stantec Consulting Services, Inc. Prudent Engineering In coordination with: Central New York Regional Transportation Authority (CENTRO) Syracuse Metropolitan Transportation Council The I‐81 Challenge Executive Summary of the Syracuse Transit System Analysis I. Introduction The Syracuse Transit System Analysis (STSA) presents a summary of the methodology, evaluation, and recommendations that were developed for the transit system in the Syracuse metropolitan area. The recommendations included in this document will provide a public transit system plan that can be used as a basis for CENTRO to pursue state and federal funding sources for transit improvements. The study has been conducted with funding from the New York State Department of Transportation (NYSDOT) through The I‐81 Challenge study, with coordination from CENTRO, the Syracuse Metropolitan Transportation Council (SMTC), and through public outreach via The I‐81 Challenge public participation plan and Study Advisory Committee (SAC). The recommendations included in this system analysis are based on a combination of technical analyses (alternatives evaluation, regional modeling), public survey of current transit riders and non‐riders/former riders, meetings with key community representatives, and The I‐81 Challenge public workshops. The STSA is intended to serve as a long‐range vision that is consistent with the overall vision of the I‐81 corridor being developed as part of The I‐81 Challenge. The STSA will present a series of short‐term, mid‐term, and long‐ term recommendations detailing how the Syracuse metropolitan area’s transit system could be structured to meet identified needs in a cost‐effective manner.
    [Show full text]
  • Public Relations Manager Atlanta Streetcar
    CITY OF ATLANTA 55 TRINITY Ave, S.W Kasim Reed ATLANTA, GEORGIA 30335-0300 Sonji Jacobs Dade Mayor Director of Communications City of Atlanta TEL (404) 330-6004 City of Atlanta Public Relations Manager Atlanta Streetcar Title: Public Relations Manager Department: Atlanta Streetcar / Department of Public Works Supervisor: Tim Borchers, Executive Director, Atlanta Streetcar Interested candidates should submit a cover letter and resume to [email protected] no later than Friday, September 13, 2013 at 5:30 p.m. About the Atlanta Streetcar The Atlanta Streetcar is the first phase of a comprehensive, regional streetcar and transit system in the City of Atlanta and the region to address issues of transportation, land use, smart growth, and sustainability while providing last-mile connectivity to riders. The Atlanta Streetcar is a modern, ADA compliant, electrically powered transit system. The streetcar will run for 2.7 miles in the heart of Atlanta’s downtown, business, tourism and convention corridor connecting Centennial Olympic Park area with the vibrant Sweet Auburn and Edgewood Avenue districts. The Atlanta Streetcar project is a cooperative effort by the City of Atlanta, the Atlanta Downtown Improvement District (ADID) and MARTA. The streetcar will run through the heart of Atlanta's business, tourism and convention corridor, bringing jobs and new economic development to the city. Public Relations Manager Overview The Atlanta Streetcar seeks an energetic and articulate Public Relations Director for our press initiatives. The Public Relations Manager will be the primary spokesperson for the Atlanta Streetcar. S/he will work with our staff and partners to build and undertake communications strategies that keep the public informed on the construction and operation of the Streetcar.
    [Show full text]
  • Bus/Light Rail Integration Lynx Blue Line Extension Reference Effective March 19, 2018
    2/18 www.ridetransit.org 704-336-RIDE (7433) | 866-779-CATS (2287) 866-779-CATS | (7433) 704-336-RIDE BUS/LIGHT RAIL INTEGRATION LYNX BLUE LINE EXTENSION REFERENCE EFFECTIVE MARCH 19, 2018 INTEGRACIÓN AUTOBÚS/FERROCARRIL LIGERO REFERENCIA DE LA EXTENSIÓN DE LA LÍNEA LYNX BLUE EN VIGOR A PARTIR DEL 19 DE MARZO DE 2018 On March 19, 2018, CATS will be introducing several bus service improvements to coincide with the opening of the LYNX Blue Line Light Rail Extension. These improvements will assist you with direct connections and improved travel time. Please review the following maps and service descriptions to learn more. El 19 de marzo de 2018 CATS introducirá varias mejoras al servicio de autobuses que coincidirán con la apertura de la extensión de ferrocarril ligero de la línea LYNX Blue. Estas mejoras lo ayudarán con conexiones directas y un mejor tiempo de viaje. Consulte los siguientes mapas y descripciones de servicios para obtener más información. TABLE OF CONTENTS ÍNDICE Discontinued Bus Routes ....................................1 Rutas de autobús discontinuadas ......................1 54X University Research Park | 80X Concord Express 54X University Research Park | 80X Concord Express 201 Garden City | 204 LaSalle | 232 Grier Heights 201 Garden City | 204 LaSalle | 232 Grier Heights Service Improvements .........................................2 Mejoras al servicio ...............................................2 LYNX Blue Line | 3 The Plaza | 9 Central Ave LYNX Blue Line | 3 The Plaza | 9 Central Ave 11 North Tryon | 13 Nevin
    [Show full text]
  • 3. Performance Measures
    Airport Metro Connector Technical Refinement Study of Alternatives Phase I – AA/DEIS/DEIR Final 3. PERFORMANCE MEASURES The Technical Refinement Study utilizes performance measures similar to those presented in the 2012 AA Report. Table 3-1 summarizes the detailed performance measures for the following evaluation criteria: Passenger Convenience and Travel Time – Transfers and vertical changes inform an understanding of the quality of the Metro passenger experience. This is supplemented by an assessment of systemwide travel times, which strongly influence the overall attractiveness of transit compared to other modes. Environmental Factors – An initial environmental screening will identify the potential short-term construction impacts and long-term operational impacts associated with each alternative. Compatibility with Other Projects – Integration with future transit and airport plans is paramount in ensuring the project is compatible with future Metro and LAWA goals. Engineering/Physical Feasibility – The physical constructability of each alternative will be determined to ensure that the alternatives fit within acceptable parameters for utility and construction disruption, and airport constraints. Cost and Financial Feasibility – Capital construction costs for each alternative, which will include the construction of the guideway, stations, vehicles, and supporting facilities, determine the potential fiscal impacts of each alternative. As noted previously, the AMC project only has approximately $200 million allocated as part of Measure
    [Show full text]
  • KC JAZZ STREETCAR ROLLS out for DEBUT the 2021 Art in the Loop KC Streetcar Reveal Set for 4 P.M
    FOR IMMEDIATE RELEASE June 24, 2021 Media Contact: Donna Mandelbaum, KC Streetcar Authority, 816.627.2526 or 816.877.3219 KC JAZZ STREETCAR ROLLS OUT FOR DEBUT The 2021 Art in the Loop KC Streetcar Reveal Set for 4 p.m. Friday. (Kansas City, Missouri) – The sound of local jazz will fill Main Street as the KC Streetcar debuts its latest streetcar wrap in collaboration with Art in the Loop. Around 4 p.m., Friday, June 25., the 2021 Art in the Loop KC “Jazz” Streetcar will debut at the Union Station Streetcar stop located at Pershing and Main Street. In addition to art on the outside of the KC Streetcar, the inside of the streetcar will feature live performances from percussionist Tyree Johnson and Deremé Nskioh on bass guitar. “We are so excited to debut this very special KC Streetcar wrap,” Donna Mandelbaum, communications director with the KC Streetcar Authority said. “This is our fourth “art car” as part of the Art in the Loop program and each year the artists of Kansas City continue to push the boundaries on how to express their creativity on a transit vehicle.” Jazz: The Resilient Spirit of Kansas City was created by Hector E. Garcia, a local artist and illustrator. Garcia worked for Hallmark Cards for many years as an artist and store merchandising designer. As a freelance illustrator, he has exhibited his “Faces of Kansas City Jazz” caricature collections in Kansas City jazz venues such as the Folly Theater and the Gem Theater. In addition to being an artist, Garcia enjoys Kansas City Jazz – both listening to it and playing it on his guitar.
    [Show full text]
  • Public Transportation Association
    AMERICAN PUBLIC TRANSPORTATION ASSOCIATION 2017 PUBLIC TRANSPORTATION FACT BOOK 2017 PUBLIC TRANSPORTATION FACT BOOK 68th Edition March 2018 APTA’s Vision Statement Be the leading force in advancing public transportation. APTA’s Mission Statement APTA serves and leads its diverse membership through advocacy, innovation, and information sharing to strengthen and expand public transportation. Primary Author: MacPherson Hughes-Cromwick, Policy Analyst (202) 496-4812 [email protected] Data and Analysis: Matthew Dickens, Senior Policy Analyst (202) 496-4817 [email protected] American Public Transportation Association Paul P. Skoutelas, President and CEO APTA Policy Department Darnell C. Grisby, Director-Policy Development & Research Arthur L. Guzzetti, Vice President-Policy American Public Transportation Association 1300 I Street, NW, Suite 1200 East Washington, DC 20005 TELEPHONE: (202) 496-4800 E-MAIL: [email protected] www.apta.com Contents Overview of Public Transit Systems ....................................................................................................5 Total Number of Systems, Number of Modes Operated, 2015 Rail Openings Passenger Travel ................................................................................................................................7 Unlinked Passenger Trips by Mode, Unlinked Passenger Miles by Mode, Average Trip Length by Mode, VMT vs. Passenger Mile Growth, Population vs. Ridership Growth, ACS Transit Commuting Statistics Service Provided .............................................................................................................................
    [Show full text]
  • ANC6A Resolution No. 2021-002
    ANC 6A RESOLUTION NO. 2021-002 Resolution regarding ANC 6A support for completing the DC Streetcar from Benning Road Metro Station to Georgetown as Planned and Promised WHEREAS, Advisory Neighborhood Commissions (ANCs) were created to “advise the Council of the District of Columbia, the Mayor, and each executive agency with respect to all proposed matters of District government policy,” including transportation and economic development; WHEREAS, public transportation is a shared public benefit and can only function as such when it’s shared with all neighborhoods; WHEREAS, ANC 7E recently passed a resolution of support for the streetcar extension to Benning Road Metro station; WHEREAS, the District Department of Transportation (DDOT) recently published its Final Environmental Assessment where it found the extension to Benning Metro Station is the preferred alternative and only feasible alternative from an engineering perspective; WHEREAS, the eastward extension to Benning Road Metro is the only feasible alternative that provides a multi-modal connection to Metro; WHEREAS, the eventual westward extension to Georgetown would establish the only east-west rail-transit option for travel all the way to Georgetown; WHEREAS, the eventual westward extension to Georgetown would be the first and only fully unified transit system from eastern portions of the District to Georgetown; WHEREAS, the full streetcar route from Benning Road Metro to Georgetown would provide an enjoyable and robust east-west transportation option for residents in ward 6 and
    [Show full text]