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2019 Annual Regional Park-And-Ride System
2019 ANNUAL REGIONAL PARK & RIDE SYSTEM REPORT JANUARY 2020 Prepared for: Metropolitan Council Metro Transit Minnesota Valley Transit Authority SouthWest Transit Maple Grove Transit Plymouth Metrolink Northstar Link Minnesota Department of Transportation Prepared by: Ari Del Rosario Metro Transit Engineering and Facilities, Planning and Urban Design Table of Contents Overview ......................................................................................................................................................3 Capacity Changes........................................................................................................................................6 System Capacity and Usage by Travel Corridor .........................................................................................7 Planned Capacity Expansion .......................................................................................................................8 About the System Survey ............................................................................................................................9 Appendix A: Facility Utilization Data .......................................................................................................10 Park & Ride System Data .....................................................................................................................10 Park & Pool System Data .....................................................................................................................14 Bike & Ride -
Bus and Shared-Ride Taxi Use in Two Small Urban Areas
Bus and Shared-Ride Taxi Use in Two Small Urban Areas David P. Middendorf, Peat, Marwick, Mitchell and Company Kenneth W. Heathington, University of Tennessee The demand for publicly owned fixed-route. fixed-schedule bus service are used for work and business-related trips to and was compared with tho demand for privately owned shared-ride taxi ser within CBDs and for short social, shopping, medical, vice in Davenport. Iowa, and Hicksville, New York, through on-board and personal business trips. surveys end cab company dispatch records and driver logs. The bus and In many small cities and in many suburbs of large slmrcd·ride taxi systems in Davenport com11eted for the off.peak-period travel market. During off-peak hours, the taxis tended to attract social· metropol.il;e:H!:i, l.lus~s nd taxicabs operate within tlie recreation, medical, and per onal business trips between widely scattered same jlu·isclictions and may compete for the same public origins and destinations, while the buses tended 10 attract shopping and transportation market. Two examples of small commu personal business trips to the CBD. The shared-ride taxi system in Hicks· nities in which buses and ta.xis coexist are Davenport, ville, in addition to providing many-to·many service, competed with the Iowa, and Hicksville, New York. The markets, eco counlywide bus system as a feeder system to the Long Island commuter nomic characteristics, organization, management, and railroad network. In each study area, the markets of each mode of public operation of the taxicab systems sel'Ving these commu transportation were similar. -
Park-And-Ride Study: Inventory, Use, and Need
Park-and-Ride Study: Inventory, Use, and Need For the Roanoke and New River Valley regions Contents Background ..................................................................................................................................... 1 Study Area ................................................................................................................................... 1 Purpose ....................................................................................................................................... 2 Methodology ............................................................................................................................... 3 Existing Facilities ............................................................................................................................. 4 Performance Measures ................................................................................................................... 9 Connectivity ................................................................................................................................ 9 Capacity ....................................................................................................................................... 9 Access ........................................................................................................................................ 12 General Conditions ................................................................................................................... 13 Education ..................................................................................................................................... -
2016 Annual Regional Park-And-Ride System Report
2016 ANNUAL REGIONAL PARK-AND-RIDE SYSTEM REPORT JANUARY 2017 Prepared for: Metropolitan Council Metro Transit Minnesota Valley Transit Authority SouthWest Transit Maple Grove Transit Plymouth Metrolink Northstar Corridor Development Authority Minnesota Department of Transportation Wisconsin Department of Transportation Prepared by: Rachel Auerbach and Jake Rueter Metro Transit Engineering and Facilities, Planning and Urban Design Table of Contents Executive Summary .....................................................................................................................................3 Overview ......................................................................................................................................................7 Regional System Profile ...............................................................................................................................8 Capacity Changes........................................................................................................................................9 System Capacity and Usage by Travel Corridor .......................................................................................11 System Capacity and Usage by Transitway ..............................................................................................13 Facilities with Significant Utilization Changes ..........................................................................................15 Usage Increases ...................................................................................................................................15 -
PARK-AND-RIDE LOTS INTRODUCTION a Means of Managing Congestion on the Highway System Is to Increase Occupancy Levels in Vehicles
CENTRAL MINNESOTA AREA COMMUTER STUDY | FINAL REPORT Minnesota Department of Transportation 10 PARK-AND-RIDE LOTS INTRODUCTION A means of managing congestion on the highway system is to increase occupancy levels in vehicles. An objective of MnDOT, and specifically District 3, is to promote park-and-ride facilities as one means of accomplishing this goal. This chapter reviews existing and potential park-and-ride facilities, and summarizes recommended improvements. For clarity purposes, "park-and-ride facility" is defined as a location where it is possible to park cars for long periods of time, and where transit service is available and/or where carpools/vanpools form. The term park-and-pool, which was used in Chapters 4 and 5 to distinguish those lots without transit from those with transit, is not used here to allow for a consistent approach in addressing commuter needs. DEFINING PARK-AND-RIDE PROTOTYPES FOR DISTRICT 3 The review of and recommended alternatives for park-and-ride facilities is based on potential ridership demand, discussed in Chapter 9, along with general practices for location and design of park-and-ride facilities. For the purpose of defining park-and-ride improvements and development needs, a hierarchy for facilities was developed, along with prototype design with proposed amenities. Figure 10-1 provides the proposed park-and-ride hierarchy for District 3. Figure 10-1 Park-and-Ride Hierarchy Park-and-Ride Elements Small Facility Medium Facility Large Facility Extra-Large Facility Required Site Size 1.0 Acre Site 2.0 Acre Site 4.0 Acre Site # acres TBD for specific (approx.) site Transit Service Carpool/Vanpool Optional* Yes Regional Transitway Park-and-Ride Spaces 20 to 49 50 to 99 100 to 199 200 + Acceleration/Deceleration No Site specific Site specific; Follow Metropolitan Lanes or Signal assumed for most Council Regional Transitway Guidelines, adopted February 2012 Identification Signage 1 Corridor, 1 Corridor, 1 Corridor, 1 Onsite 1 Onsite 1 Onsite Light Poles 2 4 8 Follow Metropolitan Nelson\Nygaard Consulting Associates Inc. -
Sounder Commuter Rail (Seattle)
Public Use of Rail Right-of-Way in Urban Areas Final Report PRC 14-12 F Public Use of Rail Right-of-Way in Urban Areas Texas A&M Transportation Institute PRC 14-12 F December 2014 Authors Jolanda Prozzi Rydell Walthall Megan Kenney Jeff Warner Curtis Morgan Table of Contents List of Figures ................................................................................................................................ 8 List of Tables ................................................................................................................................. 9 Executive Summary .................................................................................................................... 10 Sharing Rail Infrastructure ........................................................................................................ 10 Three Scenarios for Sharing Rail Infrastructure ................................................................... 10 Shared-Use Agreement Components .................................................................................... 12 Freight Railroad Company Perspectives ............................................................................... 12 Keys to Negotiating Successful Shared-Use Agreements .................................................... 13 Rail Infrastructure Relocation ................................................................................................... 15 Benefits of Infrastructure Relocation ................................................................................... -
Schedules & Route Maps
8/30/2021 Schedules & Route Maps NORTH KITSAP Save paper Scan the QR code to access this book online. COMPLETE GUIDE TO ROUTED BUS SCHEDULES 93, 94, 95, 96, 97, 98, 99, 106, 301, 302, 307, 332, 333, 338, 344 & 390 Refer to the following individual schedules for additional service in this area: BI Ride • Kingston Ride • Kingston / Seattle Fast Ferry Do you have questions about a schedule? 360.377.BUSS (2877) 800.501.RIDE (7433) Email: [email protected] Connect with Us Kitsap Transit is Committed Visit Kitsap Transit online for the most up-to-date to Your Safety information and to subscribe to Rider Alerts. www.kitsaptransit.com Doing Our Part For assistance contact Customer Service In response to the pandemic, we’re doing everything 360.377.BUSS (2877) 800.501.RIDE (7433) we can to keep you healthy and safe when you ride. Email: [email protected] Face Coverings: Customers must wear Follow us @kitsaptransit a face covering to ride, unless exempt by law. Masks available upon request. Hablas español? Para obtener información sobre los servicios o tarifas de Kitsap Daily Disinfection: We disinfect Transit en español, llame al 1-800-501-7433 durante el horario regular de oficina. El personal de servicio al cliente le conectará a high-touch areas daily with a non-toxic un intérprete para ayudar a responder sus preguntas. cleaner certified to kill coronaviruses. Tagalog? Hand Sanitizer: Dispensers are Upang makakuha ng impormasyon tungkol sa mga serbisyo o singil ng Kitsap Transit sa wikang Tagalog, mangyaring installed on Routed and ACCESS buses. -
Light Rail and Tram: the European Outlook November 2019
STATISTICS BRIEF LIGHT RAIL AND TRAM: THE EUROPEAN OUTLOOK NOVEMBER 2019 INTRODUCTION Tram and light rail systems are available in 389 cit- evolution of light rail transit (LRT) in Europe since ies around the world, with more than half of them 20151, and provides a snapshot of the situation in (204) in Europe. This Statistics Brief describes the 2018. BALTIC/ NORDIC BENELUX REGION BRITISH 12 cities GERMANY 10 cities ISLES 482 km 49 cities 645 km 9 cities 375 m pax/y. 2,966 km 700 m pax/y. 356 km 2,908 m pax/y. 196 m pax/y. POLAND 15 cities 979 km FRANCE 1,051 m pax/y. 28 cities 827 km 1,104 m pax/y. SOUTH- EASTERN WESTERN CENTRAL EUROPE MEDITERRANEAN 29 cities 29 cities EUROPE 992 km 23 cities 809 km 1,277 m pax/y. 1,240 km 623 m pax/y. 2,188 m pax/y. 1 UITP collects rail data according to a three-year cycle (Metro, LRT and Regional & Suburban Railways) 1 A REMARKABLE RENAISSANCE 180 LRT has experienced a renaissance since the new millen- 160 nium, with no less than 108 new cities (re)opening their 140 first line, of which 60 are from Europe. This does not in- 120 Asia-Pacific clude new lines in existing systems and line extensions. 100 Eurasia Europe 80 40 450 South America 60 35 400 MENA & Africa 7 40 350 North America 30 +56% 20 6 300 25 3 2 250 0 2 4 20 2 2014 2015 2016 2017 2018 10 1 5 200 15 1 6 1 150 1 1 Figure 3: Evolution of LRT development (km) 2 10 1 19 19 5 100 4 2 15 11 1 5 50 2 7 5 3 0 0 RIDERSHIP pre-1985 1985-89 1990-94 1995-99 2000-04 2005-09 2010-14 2015-19 Europe North America South America With a total annual ridership in Europe of 10,422 million Eurasia Asia-Pacific MENA & Africa in 2018, LRT carries as many passengers as metros and Cumulative # systems regional/commuter rail, and 10 times more passengers 2 Figure 1: LRT system opening per half-decade, 1985-2019 than air travel in Europe. -
Passenger Rail Primer
Passenger Rail Primer Thurston Passenger Rail Workgroup November 2005 Passenger Rail Characteristics This document is intended as a primer introducing and familiarizing the reader with the basic definitions of passenger rail and providing a comparison of common transit services in 2005. It was developed to facilitate a discussion of passenger rail and other transit options in the Thurston Region, in preparation of a regional rail plan. In the next section, Passenger Rail Overview, the fundamental characteristics of light rail, commuter rail and intercity rail are covered. Complementary and Alternative Transit Options (primarily common bus transit choices) provides a wider transit context within which the passenger rail modes coordinate and compete. After investigating transit options individually, they are compared and contrasted in a chart of their characteristics, Summarizing the Continuum of Services. Other Rail Transit Technologies provides a brief overview of less extensively used rail options and the Appendices provide additional details and information. Additional resources the reader may want to consult include: • The American Public Transportation Association (APTA) website at www.apta.com • The Victoria Transportation Policy Institute (VTPI) website at www.vtpi.org • Bureau of Transportation Statistics (BTS) website at www.bts.gov Passenger Rail Overview Introduction Passenger rail modes may be distinguished from one another based on a variety of characteristics – level of service, technology, right-of-way and operations. These characteristics are discussed in more detail in the other sections of this chapter. Like other transit services, however, in the most basic sense passenger rail modes break down by three distinct geographies – local, regional, and statewide or interstate. -
CAPITAL REGION RAIL VISION from Baltimore to Richmond, Creating a More Unified, Competitive, Modern Rail Network
Report CAPITAL REGION RAIL VISION From Baltimore to Richmond, Creating a More Unified, Competitive, Modern Rail Network DECEMBER 2020 CONTENTS EXECUTIVE SUMMARY 3 EXISTING REGIONAL RAIL NETWORK 10 THE VISION 26 BIDIRECTIONAL RUN-THROUGH SERVICE 28 EXPANDED SERVICE 29 SEAMLESS RIDER EXPERIENCE 30 SUPERIOR OPERATIONAL INTEGRATION 30 CAPITAL INVESTMENT PROGRAM 31 VISION ANALYSIS 32 IMPLEMENTATION AND NEXT STEPS 47 KEY STAKEHOLDER IMPLEMENTATION ROLES 48 NEXT STEPS 51 APPENDICES 55 EXECUTIVE SUMMARY The decisions that we as a region make in the next five years will determine whether a more coordinated, integrated regional rail network continues as a viable possibility or remains a missed opportunity. The Capital Region’s economic and global Railway Express (VRE) and Amtrak—leaves us far from CAPITAL REGION RAIL NETWORK competitiveness hinges on the ability for residents of all incomes to have easy and Perryville Martinsburg reliable access to superb transit—a key factor Baltimore Frederick Penn Station in attracting and retaining talent pre- and Camden post-pandemic, as well as employers’ location Yards decisions. While expansive, the regional rail network represents an untapped resource. Washington The Capital Region Rail Vision charts a course Union Station to transform the regional rail network into a globally competitive asset that enables a more Broad Run / Airport inclusive and equitable region where all can be proud to live, work, grow a family and build a business. Spotsylvania to Richmond Main Street Station Relative to most domestic peer regions, our rail network is superior in terms of both distance covered and scope of service, with over 335 total miles of rail lines1 and more world-class service. -
Amtrak CEO Flynn House Railroads Testimony May 6 20201
Testimony of William J. Flynn Chief Executive Officer National Railroad Passenger Corporation Before the United States House of Representatives House CommiFee on Transportation & Infrastructure SubcommiFee on Railroads, Pipelines, and Hazardous Materials When Unlimited Potential Meets Limited Resources: The Benefits and Challenges of High-Speed Rail and Emerging Rail Technologies Thursday, May Q, RSRT TT:SS a.m. Rayburn House Office Building, Room RTQU Amtrak T MassachuseFs Avenue, N.W. Washington, DC RSSST-TYST (RSR) \SQ-]\T^ WHEN UNLIMITED POTENTIAL MEETS LIMITED RESOURCES: THE BENEFITS AND CHALLENGES OF HIGH-SPEED RAIL AND EMERGING RAIL TECHNOLOGIES Introduction Good morning, Chairman Payne, Ranking Member Crawford, and Members of this SubcommiFee. Thank you for inviting me to testify at this hearing on behalf of Amtrak. My name is William Flynn, and I am Amtrak’s Chief Executive Officer. I am particularly honored to be representing Amtrak at this hearing. It takes place six days after Pres- ident Biden traveled to Philadelphia to join us in celebrating Amtrak’s fiftieth anniversary. The American Jobs Plan he has proposed, which would provide $^S billion for Amtrak and high- speed and intercity passenger rail, is an important first step in developing an improved passenger rail system that would enhance mobility by serving more communities; provide more frequent and more equitable service; generate significant economic benefits; and reduce greenhouse gas emissions. Amtrak has accomplished a great deal since we began service on May T, T\UT with a mandate to transform unprofitable intercity passenger rail services operated by private railroads into “a modern, efficient intercity railroad passenger service”1 – with an initial appropriation of only $YS million. -
Richmond District Highlights FY17- Smart Scale Funded 8 Public Transportation Projects Statewide Totaling $31M FY18
Richmond District Highlights We are the Commonwealth’s advocate for promoting transportation options to the general public, businesses, and community decision makers. The Virginia Department of Rail and Public Transportation (DRPT) is a state agency that reports to the Secretary of Transportation. DRPT’s mission is to facilitate and improve the mobility of Virginia citizens and to promote the efficient transport of goods and people in a safe, reliable, and cost‐effective manner. Our primary areas of activity are rail, public transportation, and commuter services. DRPT works with local, regional, state, and federal governments, as well as private entities, to provide support for projects and programs by: Conducting Planning and Providing Assessing feasibility statewide rail and programming new leadership, and environmental public services and capital advocacy, technical impacts of new and transportation improvement assistance, and expanding services studies projects funding Smart Scale is a prioritization process focused on investing limited tax dollars into the right projects that meet the most critical transportation needs in Virginia. Virginia’s Smart Scale selects the right transportation projects for funding and ensures the best use of limited tax dollars. It is the method of scoring planned projects included in VTrans. Transportation projects are scored based on an objective, outcome‐based process that is transparent to the public and allows decision‐makers to be held accountable to taxpayers. Once projects are scored and prioritized,