Rhode Island DRAFT Transit Master Plan

MARKET ANALYSIS 2018

Table of Contents

Introduction ...... 1

Underlying Local ...... 3 Transit Demand

Travel Patterns...... 20

Commuter Service ...... 29 Demand

Projections for 2040 ...... 38

Summary ...... 45

Chapter One | Introduction

Introduction

What is the Rhode Island Transit Master Plan? The purpose of the Rhode Island Transit Master Plan (RI TMP) is to increase transit’s role in Rhode Island’s transportation system by making service more attractive and to expand its reach to new areas, both within and outside of the state. The TMP will approach these goals through four comprehensive elements:

• Develop a transit vision for Rhode Island over the next two decades • Identify the specific improvements that should be implemented to achieve the vision • Identify potential new sources of funding for the improvements • Identify governance changes that could facilitate implementation and improve service delivery

About the Market Analysis The foundation of understanding how to best serve an area with transit is to understand the underlying market and demand for different kinds and levels of service.

This market analysis examines:

1. The underlying demand for transit services throughout the state of Rhode Island and across its borders 2. Where people are traveling from and where they are going 3. How these demand patterns and travel flows shift through the year 2040

1

Underlying Local Transit Demand

Overview of Transit Demand

Population-Based Demand

Employment-Based Demand

Major Activity Centers

Combined Population and Employment-Based Demand RI TMP Market Analysis

Overview of Local Transit Demand

Underlying transit demand is strongly related to six factors: Population and Population Density: Since transit relies on having more people in close proximity to service, higher population density makes it feasible to provide higher levels of service.

Socioeconomic Characteristics: Different people have a different likelihood to use transit, with

differences related to socioeconomic characteristics. DEMAND POPULATION-BASED For example, households with many cars are much less likely to use transit than those with one or none.

Employment and Employment Density: The location and density of jobs is also a strong indicator of transit demand, as traveling to and from work often accounts for the most frequent type of transit trip.

Development Patterns: In all cities, there is a strong correlation between development patterns and transit ridership. In areas with denser development, mixed-use development, and a good pedestrian environment, transit can become very convenient, DEMAND EMPLOYMENT-BASED making it attractive and well used.

Major Activity Centers: Large employers, universities, tourism destinations, and other high-activity areas attract large volumes of people and can generate a large number of transit trips.

Travel Flows: People use transit to get from one place to another. Major transit lines such as commuter rail

and high frequency bus corridors are designed to DEMAND OYMENT-BASED serve corridors with high volume travel flows. COMBINED POPULATION- AND POPULATION- COMBINED EMPL

4 Chapter Two | Underlying Local Transit Demand

More than any other factor, population and employment can succeed easily. New technologies are allowing for density will determine the underlying demand for transit. the use of microtransit in these areas, which tend to be This is because: demand-response services that can transport residents to fixed-routes or destinations in other low-density • The reach of transit is generally limited to within one-quarter mile of the bus stop or station. As areas. Providing appropriate levels of service that match a result, the size of the travel market is directly demand in different environments is more efficient and related to the density of development in that area. results in better service for residents. Instead of providing • Transit service frequencies, in turn, are closely fixed route service every few hours in low-density areas, related to market size. Bigger markets support using demand-response services in these areas provides more frequent service, while smaller markets can more freedom for residents there, and can free up larger support only less frequent service. vehicles to run service where densities are higher. • To attract travelers who have other options, such as private automobiles, transit service must be relatively frequent and get riders to their destination in a time and at a cost competitive with a private vehicle. Population and job densities also provide an indication of the underlying population-based demand for transit in terms of the type and frequency of service that would be most appropriate. For example, to support 30-minute service, there generally must be at least 15 households per acre or more than 15 jobs per acre, or a combination thereof. However, these densities broadly indicate demand across contiguous and nearby areas. Clusters of density throughout an area or along a corridor are strong indicators of demand, while a dense but small block group in an isolated area would not produce sufficient demand in and by itself. Demand can also accumulate along corridors to produce demand for more frequent service than the densities alone would indicate. For example, long corridors where most block groups have the density to support 15- to 30-minute service will often produce accumulated demand for 15-minute or better service.

Areas that do not have at least 10 residents or 5 jobs per acre or a combination thereof, generally more sprawling communities made up of single family neighborhoods, do not provide an environment where fixed-route transit

5 RI TMP Market Analysis

Population-Based Demand

Population Density Population density is one of the most important factors in determining underlying demand for transit. Not only does density indicate where there are many people in close proximity, but also generally indicates land use types more suited for transit. Denser areas tend to be more walkable and less auto-oriented, with more limited access to parking and less reason and incentive to own a private automobile.

Rhode Island, as of 2016, was home to 1.05 million residents, with concentrations of the population varying greatly across the state. Different levels of density can translate into the level of transit service a given area could support. Areas shown in red can support some level of fixed-route transit.

Areas with the highest population concentrations are within the urban areas of:

• Providence • Pawtucket • Central Falls • East Cranston • Woonsocket • Newport • Fall River and South Attleboro, across the border in Massachusetts Currently, Providence and the bordering municipalities noted above have the most extensive transit service.

6 Chapter Two | Underlying Local Transit Demand

Visualizing Population Density 2

Transit Population Visualizing density can be a helpful way to understand what different Frequency Density land uses like look as they relate to potential transit demand. More people in an area often means taller buildings packed more closely <= 15 mins > 30 residents/acre 1 together, like the multi-family apartment buildings in the West End 16 - 30 mins 15 - 30 residents/acre as opposed to detached single family units in Pawtucket, Cranston, 31 - 60 mins 10 - 15 residents/acre 3 and Bristol. Microtransit < 10 residents/acre

4

1 The West End, Providence - 33 Residents per Acre 3 Cranston - 12 Residents per Acre <=15 31- 60 mins mins

2 Darlington/Pawtucket - 21 Residents per Acre 4 Bristol - 5 Residents per Acre 16 - 30 Micro- mins transit

7 RI TMP Market Analysis

Socioeconomic Characteristics Income: Residents with lower incomes tend to use transit to a greater extent because it is less expensive than owning and In addition to population density, socioeconomic characteristics operating a personal vehicle, and many rely on transit as their influence people’s propensity to use transit. National research primary mode of transportation. Members of households earning shows that many population groups have a higher propensity less than $35,000 a year use transit to a greater extent than the for transit use than the overall population. Socioeconomic general population. Rhode Island households are made up of characteristics that are related to transit propensity include: 23% with incomes less than $25,000, 9% $25,000 - $35,000, and 68% over $35,000. Race and Ethnicity: Minority residents generally have higher rates of transit use, and the provision of effective transit service to minority populations is also particularly important to the Federal Transit Administration and is a requirement under Title VI of the Civil Rights Act Race/Ethnicity Household Vehicle Ownership of 1964. Approximately 26% of Rhode Island’s population is made up of minority residents--14% Hispanic or Latino(a), 5% Black, 3% Asian and 3% of another race or races.

Vehicle Ownership and Access: Households with limited or no access to a personal vehicle, either by choice or by necessity, are more likely to rely on transit. Some living in areas of the urban core in Rhode Island may choose to live car-free because they can access jobs and other amenities via transit or by walking. Other residents may use transit for other reasons, such as cost or inability to drive. Other households have fewer cars than workers, and one-vehicle households also have higher rates of transit use. In the state, 10% of households do not own a vehicle, 37% own one vehicle, and 53% own two or more vehicles. Country of Origin Household Income Immigrant Communities: For a wide array of reasons, those who are foreign-born are more likely to use public transit than the general population. In many other countries, transit use is more common among the general public. As a result, many foreign-born residents are more inclined to use transit when they arrive in the United States. Immigrant communities are also more likely to use transit because of the cost burden associated with arriving in a new country and obtaining a vehicle or a driver’s license, or of navigating different traffic laws.

8 Chapter Two | Underlying Local Transit Demand

Demographics and Transit Propensity to the vehicle. Those who are black, Hispanic or Latino, or of another race show a strong propensity to use transit, as do those making less When significant numbers of individuals and households from than $25,000 a year and those born in other countries. these high-transit propensity groups cluster together, they can influence the underlying demand for transit to an extent that is RELATIVE TRANSIT not captured when only considering total population. In a given DEMOGRAPHIC GROUP PROPENSITY location, groups of people from transit-supportive demographic groups may be too small individually to indicate significant RACE AND ETHNICITY demand for transit service, but their clustering may result in White Alone (Not Hispanic or Latino) 0.63 potentially high levels of transit use. Similarly, in a location where Black or African-American (Not Hispanic 2.00 transit-supportive demographic groups have low representation, or Latino) the level of potential transit demand may actually be lower than Asian (Not Hispanic or Latino) 1.24 total population density alone would indicate. Other Race (Not Hispanic or Latino) 2.01 To take this into account, a measure called the transit propensity Hispanic or Latino 1.75 adjustment factor was developed to measure relative demand HOUSEHOLD VEHICLE OWNERSHIP for transit in different areas as compared to the region. This No Car 6.18 factor takes into account demographic characteristics for the One Car 1.27 population aged 16 and over who are employed. These factors measure the likelihood of certain demographic groups to use Two or More Cars 0.55 transit to commute to work relative to the study area’s general COUNTRY OF ORIGIN population. Demographic groups with a transit propensity Native 0.86 adjustment factor greater than 1 is more likely than the general Foreign 1.49 population to use transit. HOUSEHOLD INCOME Differences in transit propensity are based on vehicle Less than $25,000 1.42 ownership, race and ethnicity, annual income, and $25,000 - $35,000 0.97 immigration status. More than $35,000 0.69 Members of households with no vehicle households are, intuitively, the demographic group with the highest likelihood to take transit. Most people don’t live within walking distance Source: Calculations developed using 2012-2016 American Community Survey 5-Year Estimates of their job, so transit becomes the option available to them. While persons with disabilities, young adults, and older adults are also documented to use transit at higher rates, transit propensity for these demographics is not captured accurately by using journey-to-work data as Members of one vehicle households are also more likely to take these groups are employed at lower rates than the total population. transit, but to a lesser extent. This is because many households These figures indicate the relative propensity of different groups to use transit. For example, transit comprise of more than one worker or working aged adult, propensity factor of 1.77 indicates that the group is 1.77 times more likely to use transit than the general population. This is based on the transit mode share of 21.5% for the Census Designated Places that makeup meaning that often one member will not have as primary access the service area, and the available demographic split on journey-to-work data.

9 RI TMP Market Analysis

Transit Propensity Adjustment Factor When the proportion of the different socioeconomic characteristics described above are considered, residents of the urban core have a higher propensity to use transit (shades of green), and most residents of outer areas have a lower propensity to use transit (shades of red), as compared to the state average. Areas where the makeup of residents is more transit dependent tend to be adjacent to one another because of the geographic clustering of low-income, immigrant, and minority communities, as well as these communities tendency to live in denser areas.

The areas where residents have the highest propensity to use transit include:

• Providence • Central Falls • Pawtucket • East Cranston • East Providence • Woonsocket • Fall River, Massachusetts • Parts of Newport Some suburban areas in Rhode Island are still dense enough to support transit, but the demographic characteristics of their residents indicate that they’re less likely to use transit than those in the urban core. These areas include:

• East Greenwich • Smithfield • Barrington • Lincoln • Portsmouth Note that only areas that can support some level of transit service are evaluated and displayed on the map to the right.

10 Chapter Two | Underlying Local Transit Demand

Adjusted Population-Based Demand When demographic factors are considered in the context of population densities, the effective underlying demand is higher in some areas and lower in others. In general, when socioeconomic characteristics are considered with density, it tends to intensify the demand in urban areas and diminish the demand in more outlying, sprawling areas. Areas that have a very high underlying demand for transit by this measure are:

• Providence • North Providence • Pawtucket • Central Falls • Woonsocket • Newport • Fall River, Massachusetts These are generally the same areas where absolute population densities are highest. Just as important as recognizing the Providence metro area and the few communities outside of it that show strong demand for transit, is to recognize that a vast majority of the state does not comprise of an environment in which traditional, fixed- route transit will run successfully. Demand falls off steeply outside of the urban core.

11 RI TMP Market Analysis

Employment-Based Demand

Employment Density Commutes are the most frequent and regular reason riders take transit. As a result, employment density is another major source of transit demand. Job density is also an important indicator of demand because it is one of the easiest ways to represent other types of potential travel activity as well; where restaurant and retail employees need to travel are also where costumers are traveling, as with hospital employees and patients. As densities increase, the demand for transit grows, particularly for more frequent service.

The location of jobs, like population, clusters in certain areas. Those areas where job-based demand is highest include:

• Providence, especially downtown • East Cranston • Warwick, including near TF Green Airport • Central Falls • Pawtucket • Woonsocket • Newport • Inland areas of Quonset Business Park • Fall River, Massachusetts Areas with lower levels of demand include:

• Smithfield • Lincoln • West Warwick • Kingston • Westerly

12 Chapter Two | Underlying Local Transit Demand

Visualizing Employment Density <=15 1 Downtown Just as with residents, density is the most important component mins Providence when serving jobs with the appropriate level of fixed-route <=mins transit service. Jobs tend to be more concentrated than residents 86 jobs/acre and sometimes one employer, like Kent Hospital in Example 2, can produce enough density in a small area to warrant more frequent levels of service. Areas with many office buildings, stores, restaurants, and other diverse forms of employment spaced closely together however are the best creators of demand for frequent transit service. While areas like Quonset Business Park in Example 4 house many jobs, and the travel needs of 11,000 employees should 16 - 30 2 Kent Hospital be considered, this should be compared to the 89,000 jobs in mins Warwick downtown Providence over roughly the same five square mile area. Downtown Providence is a much denser and more transit conducive 10 jobs/acre environment.

3

1 4 Transit Employment Frequency Density 31- 60 3 East mins <= 15 mins > 15 jobs/acre Pawtucket 2 16 - 30 mins 10 - 15 jobs/acre Post office and 31 - 60 mins 5 - 10 jobs/acre Elementary Microtransit < 5 jobs/acre School

6 jobs/acre

Density is the most important Micro- 4 Armington transit component when serving jobs and on Corner de- with the appropriate level of mand East Providence fixed route transit service. 3 jobs/acre

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Beyond Fixed Route Service Example of a TMA Van in Waltham, MA

While density, more than raw numbers, matters most to traditional fixed route or frequent service, office parks and warehouses, which employ many people in one area, are often a priority for a region to serve with transit. Often employees of these areas are lower income or work second and third shift times and may have fewer resources to put toward transportation. Large employers often take an interest in how their employees get to work and are more likely to have the resources to invest in their employees’ commutes. Areas such as Quonset, where there are currently 11,000 jobs and is projected to have 12.000 in the year 2040 is an example of a major employment zone that barely shows demand for fixed route service based on density. However, there are often a few key buildings in these areas Source: 128 Business Council employees need to get to that make them better candidates for other types of service. response service that helps transport individuals to the nearest fixed route. This service may pick up individuals at the location Transportation Management Associations (TMA) they request, or have fixed “nodes” that serve as pickup or drop-off points. Microtransit is one way to address “first-mile/last-mile” Lower density employment areas like Quonset are prime targets for connectivity issues. Transportation Management Associations (TMAs), public-private partnerships between transit agencies and local employers who run Rideshare Services shuttles or van services that coordinate with public transit services. Private rideshare companies, or Transportation Network Companies Schedules and drop off points can be coordinated to get employees (TNCs) like Uber and Lyft compete directly with transit and evidence to the main sites throughout the park they need to get to from a suggest they play a role in declining transit ridership across the strategic location, which could take up to several times the same country. However, public-private partnerships with these companies amount of time to loop around with fixed route service. Coordinated can also help serve as a way for individuals to reach fixed route partnerships can help get employees to their destinations faster, and service on demand and be integrated into a transit system rather help a transit agency run more productively. than competing by serving trips that are not efficiently served by Microtransit traditional transit.

Microtransit is a term often used to describe private companies or Volunteer Driver Program branches of transit agencies that use vans or small transit vehicles, Volunteer Driver Programs are often used by humanitarian often in conjunction with on demand service applications generally organizations to serve trips for older adults, those with disabilities, or accessed through smartphones. When run by private companies, other underserved markets in generally less dense areas. Volunteers routes are often determined based on demographic information are often reimbursed to drive transit dependent persons to medical and crowdsourced data and may only operate during peak periods appointments, grocery stores, or other necessary places that are primarily as a commuter service. Much like TMAs, there is a potential usually not served by fixed-route transit services. These programs to partner with microtransit companies to offer a suite of services often serve life-line trips that otherwise would be served by with the recognition that one size doesn’t fit all when it comes paratransit or family members. to transit. Microtransit run by transit agencies can be a demand

14 Chapter Two | Underlying Local Transit Demand

Major Activity Centers

Some activity centers generate additional demand for transit. Most of these places – large employers, shopping malls and retail centers, hospitals, and town centers – generate relatively consistent demand for transit throughout the year. Other activity centers like state beaches and colleges and universities are significant transit demand generators only during certain seasons of the year.

Many major employment centers are defense-oriented businesses or military bases along the Rhode Island coast. Others are located in automobile-oriented suburban campuses in the Providence metro area:

Year-round Transit Demand Generators Regionally-significant employers and shopping centers like Kent Hospital, Westerly Hospital, the US Naval Base in Newport, and shopping centers in Wakefield, Newport, Warwick, and Lincoln are important destinations to serve with transit year-round. Warwick in particular is home to a number of major activity centers (Warwick Mall, Rhode Island Mall, CCRI Warwick, and Kent Hospital) but is difficult to serve due to the large surface parking lots surrounding each destination.

Corporate campuses like Amica, Fidelity, Dassault Systemes, and Raytheon have large numbers of employees, but are generally segregated from street networks on their own automobile-oriented campuses. The village centers of Arctic, Riverside, Conimicut, Oakland Beach, Manville, Wickford, Chepachet, Wakefield, Peace Dale, and Pascoag are walkable mixed-use centers that today are mostly served by at least hourly service to Providence.

15 RI TMP Market Analysis

Seasonal Transit Demand Generators Colleges and universities in Rhode Island generate additional demand for transit especially during the school year. A large number of schools are concentrated in the Providence metro area, including Brown, RISD, Providence College, Rhode Island College, Johnson & Wales, and CCRI - Providence. The main University of Rhode Island campus in Kingston, Salve Regina University and CCRI in Newport, Roger Williams University in Bristol, and the CCRI campuses in Warwick and Lincoln are other major activity centers.

State beaches like Misquamicut Beach, East Beach, East Matunuck Beach, Scarborough Beach, and Second Beach are in major demand during the summertime. Fort Adams State Park is the site of the Newport Folk Festival, an annual music festival in July that draws thousands.

There are a large number of places in Rhode Island that attract very high levels of travel. These destinations generally attract trips from their respective surrounding towns. However, since most of the bus routes in Rhode Island operate radially to and from Providence, the quality of transit service to these activity centers depends upon the direction in which people are travelling. Those who are traveling in directions that are on a line to downtown Providence are generally well served, while those who are travelling in other directions are generally less well served.

Ferry Service to Newport and Block Island are an important factor in tourism and seasonal markets in both these areas. Survey respondents indicated that without ferry service, many of them would have not visited Newport to begin with.

16 Chapter Two | Underlying Local Transit Demand

Mixed-Use Areas

Mix of Population and Employment While density of jobs or residents alone are good indicators of transit demand, a mix of land use in the same areas can produce even more demand than either alone. Areas where individuals are working and living indicate steady activity levels throughout the day and evening, where as segregated employment and resident density leads to stricter windows of high demand for travel between areas. Places with high mixed-use density (shown in purple) include:

• Downtown Providence • The area around Rhode Island Hospital • Parts of Pawtucket • Parts of Central Falls • Downtown Fall River While other parts of the urban core show significant demand from population and employment alone, dense residential or employment areas will produce trips between them that are more likely to follow general commute patterns as opposed to creating steady demand all throughout the day and evening. Making concerted efforts to develop in a mixed-use fashion and changing zoning to favor mixed-use development is an investment that can help support high- quality transit.

17 RI TMP Market Analysis

Combined Population, Demographic, & Employment-Based Demand

The previous sections have described how population density, socioeconomic characteristics, and employment density separately produce demand for transit. Looking at them combined however, is the best way to get a complete understanding of the underlying demand as none of these three aspects of demand exist in isolation from one another. When population, demographic, and employment-based demand are considered together, it is clear that the underlying demand for transit is very high in the Providence Metro Area and significant along the I-95 Corridor south of Providence. Woonsocket and Newport also make up areas with significant demand, as well as Fall River and Attleboro in Massachusetts. However, much of the state, and almost the entirety of those areas west of cities along the coast, show virtually no demand for fixed route service.

18 Chapter Two | Underlying Local Transit Demand

Focusing on the Core Transit demand is much higher in the Metro Providence core than in outlying areas. Providence and the nearby cities of Pawtucket, Central Falls, East Providence, 11% North Providence, Cranston, and Warwick Rhode Island’s Urban Core Total Land Area form a contiguous area with high transit demand. While a large amount of travel will 7 Municipalities happen outside of these areas, the demand for frequent, all-day, high quality transit is largely 113 Square Miles within the urban core. With just 11% of the land area, these five communities contain 48% of total residents and 54% of total jobs in the state. Focusing on how to get residents and employees to, from, and within this area by means other than a private vehicle can greatly 48% improve mobility to the highest traveled areas Total Residents in the state and surrounding communities because of the large pull of such a significant

Providence, Pawtucket, Central Falls, East Providence, North 54% Providence, Cranston, Total Jobs and Warwick form the state’s urban core. With just 11% of the land area, these five communities contain 48% of total residents and 54% of total jobs in the state.

19 Travel Patterns

State Travel Flows

Providence Metro Area Travel Flows

Rail & Ferry Markets Chapter Three | Travel Patterns

Travel Flows

Travel Flows within Rhode Island For transit to be effective, it must take people from where they are to where they want to go. Travel flows, which show the places that people travel within the study area, are one resource to determine where direct or relatively easy connections should be made within an area. Travel flows within the study area were mapped based on all trips taken between travel flow analysis zones, which are defined by municipal and neighborhood boundaries. The flows with the largest number of average daily trips are highlighted, and include all types of trips made by all modes.

All Trips All Modes Downtown Providence has traditionally been the primary business district and employment center in the state.

The largest trip volumes (25,000 daily trips or more) are trips made to and from Providence and the following locations:

• Johnston

• Smithfield

• North Providence

• Lincoln

• Pawtucket

• Attleboro

• East Providence

• Warwick

• Cranston

21 RI TMP Market Analysis

The second highest number of trips are made to and from Warwick and the following locations:

• Providence

• Cranston

• West Warwick

• Coventry

Other large trip volumes (25,000 daily trips or more) occur between the following areas:

• South Kingstown and Narragansett

• Pawtucket and Attleboro, MA

• Newport and Middletown

The urban core identified earlier as Providence, Pawtucket, Central Falls, Warwick, and Cranston are an origin or destination for 46% of the travel in the study area.

Providence, Cranston, and Warwick are the largest trip generators. In the rest of the state, South Kingstown and Newport are significant trip destinations and origins.

22 Chapter Three | Travel Patterns

Transit Travel Flows Reflecting the largely radial focus of the transit network to and from Providence, the largest transit trip volumes are generally oriented to and from Providence. Warwick is also a major regional origin and destination for transit trips. Transit trip pairs that have more than 500 weekday trips and are oriented toward Providence go to and from the following areas:

• Johnston

• North Providence

• Central Falls

• Pawtucket

• East Providence

• Warwick

• Cranston

In addition to Providence-oriented trips, there are several large travel flows (500 or more weekday transit trips) to and from the following areas:

• Warwick and Cranston

• Newport and Middletown

The urban core identified earlier as Providence, Pawtucket, Central Falls, Warwick, and Cranston are an origin or destination for 84% of the transit travel in the study area.

23 RI TMP Market Analysis

Internal Travel Flows All Modes & Transit Providence by far has the most internal transit trips, just as it is the main origin and destination for flow throughout the area. Travel within municipalities is also relevant to transit planning. Using transit for internal trips in other communities appears to Internal trips may be more likely to include shopping trips, not be very heavily utilized. For example, between Johnston and bringing children to school, and recreational trips than Providence there are over 750 transit trips per day, but there are commuting, which tends to be the longest regular trip made less than 100 transit trips within Johnston itself. This is probably by travelers. Areas that are the biggest trip generators for due to the fact that RIPTA is a hub and spoke system; residents inter-zone flows also have the most internal travel: Providence, outside of Providence mainly use transit to commute into the Cranston, Warwick and Newport. Rural areas like South urban core, rather than for other, more local trip types. A big Kingstown and Westerly, notably generate more internal trips factor limiting internal trips in denser communities is the lack of than flows to different areas. adequate cross-town connections.

24 Chapter Three | Travel Patterns

Providence Metro Area Travel Flows Travel flows by all modes within the Providence metro area are focused on travel to and from Downtown as well as a significant number of trips crosstown to and from East Cranston, East Warwick, Apponaug, and West Warwick. Woonsocket, Johnston, and Cumberland are also regionally significant origins and destinations for trips.

In comparison to the dispersed nature of travel by all modes in the Providence metro, transit travel is much more radial, with most trips beginning or ending Downtown and a much lower proportion of crosstown trips.

All Trips All Modes The largest trip volumes (25,000 daily trips or more) within the Providence Metro to and from Warwick are to and from:

• Federal Hill

• Warwick

• Apponaug (including the Village Center and Warwick Mall/ Kent Hospital)

More than 25,000 trips a day are also taken between Apponaug/ Warwick Mall and West Warwick.

25 RI TMP Market Analysis

Transit Travel Flows While East Cranston is a major trip generator for all modes, Downtown Providence is the major origin or destination for transit trips. More than 500 transit trips per weekday to and from Downtown Providence are to and from:

• East Cranston

• Olneyville

• Elmhurst

• West Pawtucket

• Providence East Side

• Southern section of East Providence

The most significant crosstown transit trip activity (more than 200 trips per weekday) occurs between the following pairs of areas:

• Olneyville and East Cranston

• West Warwick and Apponaug

• Apponaug and East Warwick

• East Cranston and the Port of Providence

• North Providence and the East Side

• Elmhurst and the East Side

• The East Side and East Providence (South)

• West Pawtucket and East Pawtucket

• East Pawtucket and Federal Hill

26 Chapter Three | Travel Patterns

Ferry Markets

Ferry service in Rhode Island mostly functions today as part Block Island (not shown) lacks sufficient population and of the tourism industry and used for recreational trips rather employment density to support year-round ferry service. than commutes. While Rhode Island has extensive coast line, few high demand transit areas lie directly along the coast Challenges of Ferry Service that ferries could most easily serve for regular, everyday trips. National research has shown that transit riders are very Furthermore, travel flows that would be most advantaged sensitive to transfers, and that multiple transfers makes transit by ferry service across waterways are not major markets (for unappealing. Because few final destinations are right along example, Bristol to Quonset or Providence to Block Island). waterways, and because finding suitable places for docks can prove challenging, it is likely that those riding ferries would need to transfer to a shuttle or bus on either side of their trip. While a ferry ride and a bus ride between Providence and Newport are similar in time, a bus provides a one-seat ride.

Source: RI DOT 27

Commuter Service Demand

Overview of Commuter Service Demand

Commuter Service Travel Flows

Time & Cost Competitiveness

Access to Employment RI TMP Market Analysis

Overview of Commuter Service Demand

Underlying transit demand is strongly related to five factors: Travel Flows from Residential Area to Employment Area: The most important aspect of commuter services is the total number of people looking to travel between two longer distance areas, usually from a primarily residential area to a denser employment area and primarily during peak periods.

Population and Population Density in Station Catchment Area: Residents are only willing to travel so far to commuter stations, so the amount of total people in a catchment area significantly affects the level of transit demand that can be expected.

Time Competitiveness: Express services do well in areas with moderate to heavy levels of congestion. Successful commuter services often perform at speeds comparable to driving, or faster in cases of heavy auto congestion. Commuter services may also offer a more reliable time estimate and offer riders time to do work or read for pleasure, rather than driving.

Cost Competitiveness: Both fares and parking prices influence the decision to take commuter services. Higher parking prices near an employment area served by commuter rail can be a big deterrent to driving.

Access to Jobs in Employment Area: Most people reach employment areas by walking, biking, or transferring to other transit services after alighting a commuter service. The amount of jobs available and the multimodal infrastructure at an egress station play a large role in passengers decision to take commuter services.

30 Chapter Four | Commuter Service Demand

Commuter services generally operate between two and what type of service is best. Even if all other elements of areas that are primarily made up of residences or jobs. demand for commuter services are present, the total number of Generally, the bulk of service runs during AM and PM those regularly traveling from the residential to the employment peak periods, and trip lengths are significantly longer area is the largest indicator of how many riders can potentially be than local transit trip distances. Unlike local service, many captured on commuter transit services. Building and operating riders may access commuter services by driving or being commuter rail is an expensive investment for a region, and is dropped off, and residential commuter service stops may appropriate for high total travel flows, as most commuter rail have Park-and-Ride or Kiss-and-Ride infrastructure. Those trains can carry several hundred passengers. Buses, however, carry who use commuter services tend to be higher income, several dozen passengers, and are appropriate for a much broader own vehicles, and live in areas where high-quality fixed share of the commuter markets. route service is not viable. Therefore, the attraction to a commuter service is generally based in a time or cost incentive over commuting in a private vehicle.

The most successful commuter services serve high density job areas characterized by heavy congestion and high parking prices. Employment areas served by commuter services tend to be walkable, bikable, and have connections to other frequent transit. High capacity services like commuter rail provide time and cost benefits to commuters, as exclusive rights of way provide fast and reliable travel times and monthly passes are generally less expensive than monthly parking passes. Freeway Bus Rapid Transit (BRT), generally operates in exclusive lanes along heavily traveled corridors with limited stops, offering time savings and increased reliability to passengers.

Express buses travel faster than local services as they often have more limited stops, but offer no time savings over private vehicles. Express bus services can be expected to have the lower ridership than Freeway BRT or Commuter Rail and operate in smaller markets.

However, more than any other factor, travel flows from the residential area to the employment area will determine the underlying demand for commuter service,

31 RI TMP Market Analysis

Providence Line Commuter Rail Travel Flows The MBTA Providence Line runs between Wickford Junction and South Station in Boston. The catchment area for each station along the line was determined to be accessible within a 15-minute drive*. By far the strongest interstate flow occurs between Providence and Boston/Cambridge. Impressive transit capture occurs along the entire Providence Line into Boston/Cambridge, from a low of 26% at Canton Junction to a high of 76% at Wickford Junction. However, total flows matter greatly to appropriate transit service. Wickford Junction and TF Green only have several hundred total commuters traveling to Boston/Cambridge. Transit mode share into Providence is significantly lower along the Providence line, ranging from 0 - 7%. In order to shift these commuters to transit, time and cost competitiveness into Providence would need to also change.

TOTAL TRANSIT TRANSIT ORIGIN STATION COMMUTERS COMMUTERS MODE SPLIT FLOW TO BOSTON/CAMBRIDGE Wickford Juction 190 145 76% TF Green 648 314 48% Providence 3,524 1,650 47% South Attleboro 2,029 772 38% Attleboro 1,551 746 48% Mansfield 9,014 4,005 44% Sharon 4,410 1,733 39% Canton Junction 14,483 3,835 26% Rt. 128 34,981 11,549 33%

FLOW TO PROVIDENCE Wickford Junction 2,402 179 7%

TF Green 13,781 265 2%

Source: CTPP 2006-2010 Projected to reflect 2015 estimates

*According to the 2015-2017 MBTA Commuter Rail Passenger Survey, 83% of commuter rail riders traveled fifteen minutes or less to arrive at the first commuter rail station they boarded.

32 Chapter Four | Commuter Service Demand

Potential Express Bus Markets RIPTA currently runs Express Services between Providence and Park-and-Rides in lower-density areas of the state. Based on the maximum transit-capture of these Express Bus catchment areas, potential express bus markets to Providence were identified for flows 12 miles in length or longer. Assuming a 10% transit mode capture, the most promising Express Bus markets to Providence are from:

• Woonsocket • Coventry • Fall River • North Kingstown • Burrillville • East Greenwich • Bristol Areas that show a less significant market for Express Bus are:

• Foster • North Smithfield • Franklin • Tiverton • Somerset • South Kingstown • Bellingham • West Greenich • Wrentham • Plainville Flows between other areas had less than 100 potential commuters a day, which is the minimum market for an express service.

These flows are expressed as maximum market shares (10%), however, current express services are generally capturing between 2-5% of commutes into Providence. In order to reach these potential markets, transit priority treatments such as dedicated lanes and/or parking penalties in downtown Providence would need to be implemented.

33 RI TMP Market Analysis

Time Competitiveness for pleasure, and may feel like they “gain time” back in their day that they would otherwise spend driving. Driving in traffic has also been shown to cause high levels In metropolitan areas with a high level of traffic, of stress, so while the time spent commuting may be the commuter rail and Freeway BRT can offer commute same, commuter services provide quality of life benefits. times that are similar to or often less than, commute In areas of high congestion, commuter transit services times experienced by private vehicles. While those can also offer more reliable commute times. Between commuting in private vehicles often have almost no time Providence and Boston, the drive time variability is associated with leaving home in their private vehicle and almost an hour during AM peak. Between Wickford parking at their job, the amount of time at either end Junction and Providence however, it is 20 minutes. of the transit trip must also be taken into consideration Transit with exclusive right of way often offers much when assessing time competitiveness for transit. For more reliable travel times in congested areas than instance between Wickford Junction and Providence private vehicles. RIPTA’s express commuter services into stations, the drive time to rail time is almost identical, Providence vary broadly in their time competitiveness. but when adding in access and egress times, commuter Express bus services with fewer stops prove to be more rail time is over 35% longer, where as from Providence to time competitive. However, without exclusive lanes, South Station, commuter rail provides a 25% time saving. transit signal priority, or other time-saving infrastructure, express buses operate in the same congestion and traffic variability as private vehicles.

Time competitiveness can also be thought of in terms of how time is spent. When riding a high quality commuter service instead of driving a private vehicle, passengers may have time to do work or other activities like reading

Source: MBTA Commuter Rail Schedules, RIPTA Schedules, MBTA Dashboard, Google Maps Commute Time Estimates *transit time estimates include average access and egress times

34 Chapter Four | Commuter Service Demand

Cost Competitiveness

Commuter services are often most successful when they serve employment areas with limited parking and/or high parking prices. While a large percentage of those who ride commuter rail are often from higher income households who own vehicles, parking prices are often high enough to deter workers from commuting with private vehicles.

Parking in downtown Providence is significantly less expensive than in downtown Boston or Cambridge. The incentive to drive to downtown Providence is also exacerbated by the fact that parking is ample and largely free. Many downtown workers are offered free parking by their employers, including State employees, municipal employees, university employees, and other large private employers. So while downtown Providence is served by a one-seat ride on most RIPTA routes and the commuter rail from Wickford Junction and TF Green, for those who own a vehicle, there is not a significant price advantage to taking transit.

Other costs that influence public transit ridership are parking prices at the boarding station, fare prices and gasoline prices. Parking is free at all RIPTA Park-and-Ride lots and at Wickford Junction. Daily parking fees are charged at TF Green’s Interlink Garage and at private facilities around Providence Station. Because of the high cost of commuter rail fares to Boston from Rhode Island, most MBTA commuters into Boston are higher income. Reduced passes for low-income riders may increase commuter service ridership.

Employment Average Daily Price Ranking Area Parking Garage Rates Downtown $13 - $20 Providence

Downtown $30 - $43 Boston

Kendall $25 - 42 Source: Greater City Providence (gcpvd.org) (Cambridge)

Source: parkme.com *transit time estimates include average access and egress times

35 RI TMP Market Analysis

Job Access in Employment Areas

Currently, 91% of those who ride the Providence line are the majority of jobs are reachable by walking, biking, or using it for home-based work*. Boston/Cambridge and transferring to another frequent transit service. Providence both serve as the largest employment areas The other stops on the Providence line that are not in in Massachusetts and Rhode Island, respectively. Once a Boston or Providence serve a limited number of jobs as well commuter reaches either place via a commuter service, as multimodal connections and access. This is why travel between primarily residential areas along commuter rail

METRO Captains Row lines are low. Williams St. Lowell Commuter Rail 95 92 Pine St. Bellingham St. 83 Highland Ave. Harvard Square, Cambridge 90 Beacon St. 111 Red Line 87 Albion St. Medford St. SilverCHELSEA Line Thurston St. Park St. Cottage St. SL3 Branch 77 96 Red Line 92 Lowell St. Dartmouth St. Revolution Dr. Burnside Ave. Summer St. 89 101 McGrath Hwy. Commandants Way Massachusetts Ave. Chester Ave. Hancock St. Hudson St. 93 EVERETT Boatswains Way Garden St. School St. Kensington Ave. Cherry St. 88 Mystic Ave. 112

77 Orange Line Berkeley St. Harvard 90 Broadway Garfield Ave. 111 Phillips Pl. Cambridge Ashland St. 105 Admirals Way Watts St. Walden St. Crocker St. Law School 83 Crown St. Marshall St. 104 Common Richdale Ave. Cross St. East Breakwater Dr. Brastow Ave. Maverick St. 96 Walnut St. Central Ave. Eastern Ave. Cedar St. Central St. Montrose St. Minnesota Ave. Hawthorne St. Richdale Ave. Elm St. 109 116 Eastside Ave. Market Gilman Wisconsin Ave. Porter St. EASTERN Basket Linden Ave. Sycamore St. Michigan Ave. Rail Commuter Haverhill Shurtleff St. 51 Mason St.Radcliffe Cambridge St. Mt. Pleasant Madison St. Square 114 117 Bonair St. Illinois Ave. Broadway Essex St. AVENUE CCRI 73 Lincoln Woods 66 Bradley St. 92 Upper tunnel Vincent St. Highland Ave. Indiana Ave. 459 Medford St. Congress Ave. 50 54 State Park Blackstone Brattle St. PORTER City Arlington Ave. 86 Otis St. Mystic River Chelsea Creek River South Attleboro 72 74 Hall 95 Suffolk St. Walnut Ave. 80 90 Pearl St. GATRA #11, #24 MBTA Station 89 101 1 Broad St Upland Rd. Oxford St. Somerville SOMERVILLE Everett Ave. Highland St. 75 77 78 Wigglesworth St. Broadway Mt. Vernon St. Summer St. High School Wesley St. Rush St. 83 McGrath Hwy. 90 Rockport/Newburyport Commuter Rail 112 Virginia St. McArdle Bridge 86 96 72/75 Berkeley St. Pearl St. Willow St. Glen St. Old Louisquisset Pike 1A 69 87 Dorrance St. Lower tunnel (upper tunnel Sunday) Arlington St. Gilman St. Cross St. Johnston 85 Avon St. Walnut St. Cutter St. 75 Benefit St 68 Gate Beacon St. 90 Webster St. Marginal St. Addison St. Bellevue Ave. Washington Ave. Craigie St. 88 86 92 104 71 73 Lowell St. Highland Ave. Benefit St Belmont St. Spring St. Alford St. Thurber St 66 St. Summer St. Beacham St. Bradley St Harvard 89 93 105 Forest St. SomervilleIbbetson Ave. St. Grandview Ave. Tobin Bridge CENTRAL Avon Hill St. Lancaster Oxford St. Wordsworth St. 1 Yard 77 Harvard St. 80 Blackstone River Stop & Shop Church St. Pearl St. 90 95 109 FALLS Rush St. 96 Atherton St. Pleasant Ave. 80 91 101 CT2 459 to Downtown Olney 71 95 1 35 Hilliard St. Flint St. 1 Cottage St Story St. Prentiss St. Prescott St. Boston via Logan Airport Byron St. Pond Mt. AuburnGATRA St.#16 Holyoke Hurlbut St. Preston Rd. Glen St. 1 Harris St. Pitman St. Terminal C and Saratoga St. 71 76 Bowdoin St. Spring St. Summit Ave. 295 Twin River Gate F Oliver St. P P SULLISULLIVANVAN 51 Bates St. it Summer St. Cross St. Ted Williams Tunnel Wordsworth Smithfield Ave 72 * Central St. Laurel St. Putnam St. Brattle St. 68 Garfield St. c Spice St. Lonsdale Ave h SQUARE Twin River Road 73 73 Central Ave 69 Gray St. Eustis St. b 90 Myrtle St. Medford St. 1 77 * u Aldersey St. 120 St. 54 Dexter St Massachusetts Ave. Somerville Ave. Nay St. Byron St. 75 66 r Boston St. Pinckney St. Broad St Broad 71 86 g Hamlet St. 111 Chaucer St. 78 JFK St. Avon St. Crescent St. C 93

Linnaean St. St. Glendon 75 Holyoke o Loring St. Munroe St. Broadway Walker St. m Condor St. Vinal Ave. Parker St. CHARLESTOWN Chappie St. Cross St 78 = Access to bus tunnels Center Sacramento St. Ca m 83 Granite St. Tufts St. Bennington St. u School St. Franklin St. Chelsea St.

t St. Putnam Martin St. e 92 St. Martin St. rver St. r St. Brooks 72 72 Harrison R Quincy St. 85 Washington St. Falcon St. * ail Eagle 75 Tolman Douglas Pike 54 51 Church St. Greenville St. Roland St. 112 Bremen St. High St St. Park St.

Exchange St Wendell St. Baldwin St. Square Price HS Radcliffe Gorham St. N. Mead St. East Boston Homer St. 73 59X Ten Mile River Reservation Walnut St. CT2 W. Eagle St. E. Eagle St.

Newport Ave 87 Cobble Rite Charlestown Shelby St. Horace St. 1 76 80 Central Square, Cambridge College St. Properzi Way Dane St. 80 91 Russell St. Bunker Hill St. High School 120 Exchange St Armistice Blvd Bow St. Hill Main St. Belmont St. High School Prospect Hill Ave. 86 Terminal St. Shepard Hammond Auburn St. Cowper St. SMITHFIELD LINCOLN Mellen St. Warren Ave. White St. Armistice Blvd 64 Garden St. Cook St. RI RI Weeden St Lesley 88 SL3 Coleridge St. 1 76 Washington St. Concord Ave. Langdon St. Museum St. Park St. Lake St. New Washington St. Blue Line 83 Allston St. 1 246 146 University Somerville Ave.Union Oak St. Prescott St. 71 Walcott St 80 * Hanson St. Dane St. Dane Ave. Medford St. Roosevelt Prospect. 91 Square Rutherford Ave. 73 Everett St. Mystic St. Wenscott St. McGrath Hwy. Lowell Commuter Rail Elm St. Monmouth St. Mansfield St.

Smithfield 76 St Summit Properzi Way Inner Belt Rd. Esmond St Main CENTRAL Bryant Joy St.

Slater Mill 64 Harvard Reservoir Irving St. Crossing Eden St. WOOD ISLAND 80 72 Holden 86 Bartlett St. Polk St. Webster Ave. 16th St. 121 Norfolk St. Chauncy St. Divinity Francis Ave. McCoy * 1 Border St. Putnam St. East 1 Ave Stadium Bishop Allen Dr. 72/75 School 5th Ave. Power Rd Power 73 CT1 Berkeley St. 83 Pearl St. Brooks St. Oxford St. Divinity Ave. St. George BennettGeorge Hwy 75 112 Scott St. 87 MassachusettsAve. Washington St. Bartlett St. 111 58 50 80 Magazine St. Follen St. Somerville Ave. 13th St. Lexington St. 47 Merriam St. Mineral Spring Ave 74 Harvard Farrar St. 120 Perry St. Sullivan St. Tufts St. Trenton St. Lovell St. R Memorial CT1 Columbia St. Law School Summer St. 121

Esmond StEsmond Corey St. Parkdale St. Pine St. 78 Rose St. NORTH Grace St Hospital 86 Line St. Trenton St. 121 Marion St. 1 Slater Waterhouse St. Salem St. 93 Park n’ Ride MagnusAve. 47 Prospect St. Bunker Hill St. Putnam Pike Allen St. Vine St. Douglas Ave PROVIDENCE George St Columbus Ave Park 1 Kirkland St. 71 Pearl St. Concord St. Linden St. Poplar St. Decatur St. 93 9X 44 Main St Marion St. School St. Frankfort St. 64 Adrian St. Newton St. Medford St. Linwood St. Waterman Ave 72 47 66 74 Bunker Prescott St. Prospect St Cambridge Magnolia Ave. Main St. Chelsea St. Massport Logan Airport Shuttles 73 School St Red Line Charlestown St. Tremont St. Bennington St. Chelsea St. 70 Franklin St. 68 75 High St. Hill Lexington St. 9th St. Princeton St. Stop & Shop Common SEE Waldo Ave. Concord Ave. 1st Ave. 75 Beacon St. 91 Prospect St. 800-23-LOGAN www.massport.com 70A Monument Mt. Vernon St.

Main St Lafayette 76 69 77 85 P INSET Chestnut St. EAST 1 CT2 3rd Ave. 44 58 Pawtucket Ave PAWTUCKET 83 Square Mason St. Garden St. Saratoga St. 78 Auburn St. 64 MassachusettsCT1 Ave. 71 78 Oak St. Webster Ave. All Terminals Quincy St. 8th St. 11 Roberts Rd. 5th St. Trowbridge St. Pawtucket Center Transit 80 91 72 86 Bunker Hill Liberty 54 51 72 R 71 1 78 78 35 70 Sumner Rd. 88 Irving St. Mineral Spring Ave 95 HoveyAve. Warren St. BOSTON 1 Concord Ave. Community Plaza 59X 73 96 Youville 93 120 Airport Station–Rental Car Center– 70A 69 Cambridge St. Houghton St. Fitchburg Commuter Rail College Shopping 22 CT1 Brattle St. Bolton St. London St. AIRPORT Hospital Cambridge Prospect St. USS Constitution Terminals A and B 72/75 Springfield St. Austin St. Center Green St. Harvard Leonard St. 83 Havre St. 58 Cambridge Hospital Monument Ave. Museum Beverage Hill Rd University South St. 92 93 Airport Station–Rental Car Center– 58 Rindge & Latin Union St. Winthrop St. Central Paris St. 33 Felton St. Main St. Narragansett Mt. Auburn73 St. High School Marie Ave. Porter St. Boston Square Terminals C and E 78 Oak St. Canada Pond Sidney St. Msgr. O'Brien Hwy. Charles St Park Plaza COMMUNITY Park St. Smithfield Ave National Smithfield Rd Narragansett Upper HARVARD 1 Broadway Inman Tremont St. Columbia St. RI Business Park Ash St. 69 Norfolk St. COLLEGE East Boston Greenway SL3 Water Transportation Dock–Harborside Dr.–All Central Paul Dudley White Square Elm St. Historic 1A Bremen St. 66 = Rush hour only Ellery St. 146 68 Willow St. East Ave Pond 69 87 Rutherford Ave. Chelsea St. Park Terminals. Airport Station (7 am to 11 pm) Dana St. Hunting St. Landsdowne St. Bennett St. Ware St. Charlestown 71 Harding St. 69 Prescott St. 80 88 93 Liverpool St. SL3 Fatima 55 * 68 Ellsworth Ave. Navy Yard 22 33 All Terminals–North Cargo Area–Economy Parking 50 Pawtucket Ave 88 High Service Ave Service High Hospital Meridian St. Job Lambert St. Border St. Highland Ave. Gore St. 55 Shaw’s Lot JFK St. Harvard St. CT2 Cambridge St. WinthropDunster St. St. Massachusetts Ave. Fayette St. Hoosac 66 58 Holyoke St. 111 Logan Express buses visit all terminals Bike Path Chatham St. L Fruit Hill 35 Linden St. Amory St. Sciarappa St. 3rd St. East St. Porter St. 7th St Downtown Boston JFK School Maple Ave. Pier 58 South St. Antrim St. Park n’ Ride Branch Ave 78 1 Inman St. Hampshire St. Gilmore Br. 171 Federal St. 69 Admiral St Smithfield Ave of Government 85 LECHMERE New St. Bremen St. Smith St E-Cubed Mt. Auburn St. 83 Peter Pan RUMFORD Windsor St. N. Washington St. Bridge Orleans St. Willow St.

Academy Ave Newport Bus Terminal Murdock St. Otis St. Memorial Save-A-Lot Miriam 8th St. Msgr. O'Brien Hwy. North Point Blvd. 5th St. Middlesex 7th St. Frankfort St. E Greenville Ave Franklin St. 86 Trowbridge St. 6th St. I Park Hospital 66 Berkshire St. n Gove St. Terminal PROVIDENCE Webster Ave. County Sumner St. Douglas Ave North Burial Winter St. CAMBRIDGE n hens St. Thorndike St. Ground Arch St. Ellery St. West St. 91 Courthouse e 90 Plympton St. At York St. Cardinal Medeiros Ave. 1st St. r Cottage St. Silver Spring St Grant St. Centre St. Spring St. 11 Prospect St. Union St. H Wannamoisett Fulkerson St. Education 33 Country Club Dewolfe St. Museum Way St. a Havre St. MMAVERICKAVERICK Fruit Hill Ave Dana St. Norfolk St. York Pl. r Geneva St. 22 33 N Main St Rochambeau Ave b

57 Devonshire St. Charles St o 114 Park n’ Ride Ave. Putnam Broadway 66 88

Gentian Ave Washington St. Hurley St. CambridgeSide Shuttle North Point r SL1 P George Waterman Rd Park n’ Ride Walmart Hancock St. Branch Ave Green St. Harvard St. Hampshire St. Plymouth St. 93 F 116 Huxley Ave Huxley DOWNTOWN DOWNTOWN 7 Kendall/MIT– CambridgeSide Park EZ e Everett St. 171 27 Ave River 55 50 54 51 R 49 1 Elm St. r Rental CROSSING Charles St. CambridgeSide Galleria Galleria Mall r 117 CROSSING 448 Franklin St. Lee St. Market St. Bristol St. Charles River Dam 1 Commercial St. y 120 59X 58 Pawtucket Ave Temple Pl. Franklin St. Charter St. Car Larz Anderson Bridge Banks St. 64 617-621-8666 Sumner Tunnel 120 295 Providence 7272 Red Line 449 Clinton St. 83 68 Museum of Orange Line Maverick St. Center Seekonk River Weeks Bridge SL1 Hilton College RI Inman St. Bent St. www.cambridgesidegalleria.com/ Charles St Flagg St. Kinnaird St. Bigelow St. Science 121 44 Blackstone Blvd Butler 459 Hotel 95 pedestrians only info/services.cfm Nashua St. Old Rhode College Rd Admiral St 146 91 64 EZ Bremen St. Webster St. Hospital City CT2 Hull St. Sumner St. C Island Wilson Ave Macy’s 1 Bristol St. Binney St. Cambridgeside Prince St. North Callahan Tunnel SL3 92 La Salle Lovejoy Orleans St. Elevated walkway College Smith St 501 553 Hall 4 Terminal Greenville Ave Woonasquatucket Ave Academy Hancock St. 1 64 83 Pl. Wharf Church P N Main St Camp St Hope St Elmgrove Ave Clark St. Rogers St. Mt. Pleasant Arch St. 3rd St. Silver Otis St. 554 Howard St. 85 Marginal St. High School Line 504 Post CT1 91 Dickinson St. Everett St. Douglas Ave 70A SCIENCE PARK/ P Kinnaird St. Summer St. Harvard Soden St. Office Battery St. 505 556 N. Harvard St. 2nd St. EZ Cottage St. Doyle St Jay St. 47 70 WEST END 57 40 558 Business Harvard St. Binney St. Martha Rd. NORTH 120 11 33 Police N. Bennet St. SL1 School Pine St. EZ Oakland Ave Whole Orange Line Land Blvd. STATIONSTATION Salem St. Station Lamson St. Cherry St. Foods Washington St. Windsor St. Clark St. 66 88 O’Neill North St. Roger Williams Hingham St. CENTRAL Broadway Medical Center Devonshire St. Massachusetts Ave. Linskey Way Western Ave. Bishop Allen Dr. 3rd St. Cambridge Pkwy. Building 92 5th St. Mount Pleasant Ave Hope HS 35 Roger Williams Ave 78 Canal St. Fleet St. Piers Webster St. 171 9X 27 56 Lloyd Ave WEST END Friend St. Jeffries St. 51 Chauncy St. Ave. De Lafayette Volpe National Park SL1 70A 64 Columbia St. Charles 93 Blue Line A 56 55 Western Ave. Bridge NORTH Terminal 448 Chalkstone Ave Chalkstone Ave Blackstone 70 Transportation EZ River Park 4 424 Commercial St. Stop & Shop Kingston St. Green St. Blossom St. 449 58 Park Blackstone St. 11 Bedford St. Auburn St. Systems Center Teddy Ebersol’s 111 27 Orms St 70A School St. EZRide Shuttle 92 426 11 22 7272 Cottage St. Charles St. END DOWNTOWN Portland St. Logan 459 WAYLAND Western Ave. 70 River St. Cambridge–North Station Red Sox Fields Blossom St. 4 Sisson St Galileo 56 VA Medical (SEE INSET) Henderson William St. Main St. Mass 93 428 Office Butler Ave SQUARE Park n’ Ride Thayer 66 88 Center Bridge Massasoit Ave 64 Red Line Galilei Way 617-8EZInfo General Brown University Angell St Upton St. Ames St. 111 434 Center P X EAGLE 61X Rotterdam St. SEE www.charlesrivertma.org HHAYMARKETAYMARKET 10 70A Hospital Blackstone St. 171 95 RISD Bus Tunnel Henderson Expy 70 325 450 SQUARE 61X 32 33 34 INSET 93 Fulton St. Hunts Kelly Rd. 64 State St. Hanover St. 6 32 33 34 40 New Chardon 92 North St. N Broadway EZ Fruit St. 326 Francis St Francis Mills Main St. Price Rite 1 Putnam Ave. O'NeillThomas Jr. Tunnel P. Commercial Valley St Chalk St. 70A CT2 Longfellow Bridge Pleasant St. Osborn St. KENDALL/MIT State Health & 4 Taunton Boston Medical Center Fairmount St. 64 4 Wharf Kennedy Plaza Waterman St Smart St. Hartford Ave Wampanoag Plaza 64 Welfare Building Commercial St. 66 Atwells Ave Pawtucket Ave New Sudbury 10 Weybosset St Massasoit Ave Stop & Shop Park-n-Ride JFK 92 Waterfront Dr 33 Albany St. CT2 Ames St. Long University N. Grove St. WORCESTER Anderson St. Rotterdam St. 4 92 Waterman Ave 70 Cross St. 1 68 Federal South Main St Prince St. Pearl St. Garden St. Cambridge St. Columbus Knight St 34 SQUARE BOWDOIN Wharf Sabin St Pitman St Hancock St. Dean St Magazine St. Park Irving St. Windom St. 85 Building 92

Ives St E. Newton St. CHARLES/MGH Park 78 Seattle St. North Eastside Joy St. OLNEYVILLE 32 CT1 6A 33 N Broadway35 8 Tudor St. EZ Amherst St. 93 Marriott 9X 10X Marketplace River St. Bridge 6 St Dyer Brookline St. Grove St. Suffolk B Stop & Shop 34 FatherGilday Francis St. 47 Phillips St. Salem Ferry Logan Airport 28 Landsdowne St. Boston Hotel Hull/Hingham Ferry Terminal 27 Manton Ave Wickenden St 10 64 Emily St. County 352 AQUARIUM Memorial Dr. Salem-Long Wharf North, Boat/Ferry Dock 10X FEDERAL HILL S Water St Taunton Ave Harrison Ave. Almy St. Pacific St. Massachusetts City Dennis J Roberts Expy 92 33 E. Providence Worcester Erie St. Community Bowdoin St. Courthouse Faneuil Hall James St 47 47 Institute of Memorial Dr. 354 Boston 9X Seekonk River 78 High School Boston 47 EZ Hall 66 Dorrance Taunton Ave John St Shaw’s 33 Square Boating Revere St. Salem Hyatt Glenbridge Ave Broadway FOX POINT 35 New England (May-October) Hartford Ave 35 78 34 34 Medical Center CT1 Technology GOVERNMENT Hall StWaterman Ave E. Springfield 64 Myrtle St. Boston 78 Sidney St. Long Wharf Aquarium Ferry Boston Harbor Cruises Killingly St 60 State St. 27 28 Stoughton St. CT3 Allston St. Dr. Paul Dudley White Bike Path CENTER Harbor Pinckney St. Atlantic(Central) Washington E Providence EZ (seasonal) 617-227-4321 6 9X 28 10X Govt Center HamiltonEZ St. SSTATETATE Westminster St 62 Bridge EAST St. 8 BEACON India St. www.bostonharborcruises.com Point St Broadway E. Concord St. 3 CT2 Walnut St. State School St. 17 19 60 61X PROVIDENCE Cambridge St. Erie St. 10 Mt. Vernon St. Park St. 58 Newport Albany St. House Water St.Milk St.Broad St. Ave. PROVIDENCE Classical HS 47 HILL Battery Harborside Dr. Olneyville Oliver St. Harbor Logan Ferry 8 Tufts St. Charles St. 32 47 Brimmer St. Square 62 195 CT3 RI Magazine St. march St. Terminal Commercial Way Towers International

Eddy St Eddy 34 Vassar St. Atwood Ave 60 114A 10 19 Chestnut St. Devonshire St. Neutaconkanut Broad St Rhode Island Hospital WatermanMassachusetts Ave Ave. Acorn St. Peters St. Post Boston Airport Central HS 34 61X CT1 Park Chapin Ave Hasbro Childrens Hospital Warren Ave Brookline St. Office Harbor 17 CT3 Charles River 43 Congress St. David G. Mugar Way Square Hotel Hingham Ferry 47 Chestnut St. PARK ST Dudley St Women and Infants Pearl St. Sidney St. 1 55 SEE Franklin St. p.m. 4 Elmwood Ave 58 CT1 171 Albany St. 47 Waverly St. Byron St. Hospital of Rhode Island County St Granite St. CT1 Boston Common Blackstone St Warren Ave To Airport Henry St. Esplanade INSET p.m. DHS 1 171 W Amherst AlleyMemorial Dr. Beacon St. Visitor Infomation 4 Rowes Winthrop Ferry (seasonal) JOHNSTON Pocasset Ave Ellery St orce 43 Pearl St. St Joseph CT1 Boston ster/ 55 Center DOWNTOWNDOWNTOWN Fan Pier To Harvard Harvard Bridge Wharf Cranston St Hospital To Dudley 1 Framingh Arlington St. Providence River S Broadway Medical Center 1 Amesbury St. CROSSING Winthrop Ferry am C Federal St. Union Ave 1 To Central o a.m. 4 a.m. John J. Moakley Metacomet Highland Ave To Longwood CT1 mmut Audry St. Public 43 4 Winthrop- 18 21 31 20 22 R 6 CCRI 1 14 3 Golf Course 32 33 CT3 e 90 Magazine Berkeley St. Boston Courthouse 295 To Andrew r R Garden Charles St. Liston CT3 a Dr. Paul Dudley White BikeBeach Path Common 55 Rowes Wharf, Boston Silver Line SL1 & SL3 30 Prairie Ave 62 Evergreen To Kenmore il Northern Ave. Institute of 8 Dartmouth St. 617-846-1077 Potters Ave 66 Apts To UMass Ashford St. BACK Bedford & Atlantic Ave. Allens Ave 8 High St. Contemporary Evergreen Dr 4 8X To Copley WashingtonChauncy St. sts. www.town.winthrop.ma.us/ Veterans Memorial Pkwy Catamore Blvd 1 1 10 To City Point 7 Art Plainfield St Huntington Ave RI 10 Exeter St. Tremont St. town-winthrop-ferry 12X 34 CT2 SL5 Seaport Blvd. Martin St 114 Jordan St 8 To Central Gardner St. BAY Bedford St. Elmwood Ave Potters Ave 65X 195 To Broadway Nickerson Pawtucket Ave 47 47 4 Alcorn St. Taj Eddy St Eddy Fairfield St. 95X 32 St Mink 10 Field Dr. Paul Dudley White Bike Path Commonwealth Ave. BOYLSTON*BOYLSTON* 11 SOUTH Babcock St. Boston Fall River Ave Chauncy St. Children’s COUCOURTHOUSERTHOUSE World Boylston St. STATION Cranston Print Dyer Ave Laurel Hill Boston Massachusetts Turnpike BU Bridge Museum Silver Line Trade Broad St Armington Commonwealth Ave. 9 Works Pond 32 Gloucester St. Back Bay– 10 Cranston St Thurbers Ave Corner University James J. Storrow Dr. SL4 Center Veterans Memorial Pkwy 57 State Congress St. SL1/SL2/SL3 Wampanoag Trail 34 Logan Express 39 39 CHINATOWN Sleeper St. Garfield RI Green Line Trnsp. Juanita Lifespan BU CENTRAL Hynes-Copley-Airport ARLINGTONARLINGTON 553 114A PACKARDS BABCOCK ST 55 502 501 Farnsworth St. Fish Sanchez 32 Medical “B” Branch 8 Bldg. Tremont St. 95 LEGEND CORNER 800-23-LOGAN SL5 Ted Williams Tunnel Dyer Chestnut Educational Office Commerce Wy PLEASANT ST Park Plaza 504 554 Pier Atwood Ave BLANDFORD ST 4 448 Thomson Pl. Pond 30 21 Alvarez Complex 19 Beacon St. www.massport.com 503 Kneeland St. Hill Ave Brewery Pawtucket Ave S BU EAST Hotel Plainfield Pike High School Sackett St T. PAUL ST 505 556 18 Parkade Wampanoag Trail 57 55 43 7 449 Stillings St. Red Line and station Adams St. BU WEST Deerfield St. St. James Ave. Boston Hereford St. Arlington St. Narragansett Blvd Stuart St. 558 Melcher St. B St. 19 Winslow Rd. East Stop & Shop Mashapaug Colony Winslow Rd. 60 SL4 11 33 32 Dummer St. University Marlborough St. Express bus 459 Boston Wharf Rd. Pond House COPLEY 448 Seaport Blvd. 65 points west Service Rd. Early St 60Orange Line and station Babcock St. Elba St. Newbury St. CRANSTON Tripps Ln Osborne Rd. Boylston St. TUFTS Necco St. 61X River St School St Abbottsford Rd. Mountfort St. 11 via Masspike 449 Music Bradley Egmont St. 1 MEDICAMEDICALL 7 459 Tyler St. Congress St. Pavilion 32 Blue Line and station Copley St. Copley Stuart St. 459 Hospital 57 CT1 D St.

Charlesgate E. Charlesgate HYNES CENTER 10 Manchester Rd. Worthington Rd. KENMORE Columbus Ave. WORLDWORLD TRADE CENTER Plainfield Pike Reservoir Ave Citizens Bank CONVENTION Plaza Isabella St. Summer St. Seaport Ln. D St. 448 Plainfield Pike Independence Wy Spectacle Save-A-Lot Facilities Cummington St. 55 a.m. RIPTA Thatcher St. Essex St. 39 Hotel CHINATOWN Intercity Randall Pond Hawthorne Green Line and station CENTER 11 4 Main Office Bay View 90 Beacon St. 9 170 39 9 Bus Necco St. SILVER Pond Gansett Ave EExpressxpress bus to/from WWalthamaltham Tremont St. 449 Academy Euston St. CT2 10 Marginal Rd. Terminal LINE WAY 19 30 17 Roger Williams Johnson & Wales 33 Park Dr. Mountfort St. via Masspike and Rt. 128 170 39 Wormwood St. Zoo Harborside Street intersection stop 47 4 Prescott St. Ivy St. Dartmouth St. Washington St. Atwood Ave BROOKLINEFreeman St. Copley Herald St. Hudson St. Mt. Washington Ave. BACKBACK BBAYAY Harrison Ave. Sailor Wy 9 Binford St. Massport Haul Rd. HARBOR ST

Comstock Pkwy Walmart Lansdowne St. 55 Berkeley St. Silver Line and station Buswell St. Miner St. Berklee Place Northern Ave. 55 Prudential SOUTH END SEAPORT D St. St. Amflex Dr Montgomery Ave Harborside Blvd Pawtucket Ave RI Aberdeen Tide St. St. 90 114 Fenway 170 College Center 55 Park Ave Yawkey Way Ipswich St. HERALD ST YAWKEY Boylston St.a.m. 39 Yarmouth St. Chandler St. Amory St. Chilton St. Belvidere St. Clarendon St. Cranston Commuter Rail and station Fuller St. Park Lawrence St. DISTRICT Brookline Ave. 9 Channel Pleasant St. 1 TIDE ST Industrial Park Ave Haviland St.Edgerly Rd. Colonnade A St. 17 Still St. SST.T. MAMARYSRYS ST 10 Appleton St. Browne St. Churchill St. Park 295 95 Dwight St. Browne St. Powell St. CT1 Hotel W. Canton St. Harbor St. DESIGN 23 DRYDOCK AVE Cranston HS Naples Rd. 60 PRUDENTIAL Red Line Broad St Broad Accessible station Beals St. 8 Van Ness St. 39 Gray St. 7 CENTERDrydock Ave. Stop & Shop East JFK “C” Branch FENWAY Norway St. Boston Convention & Phenix Ave 65 Christian Holyoke St. 170 88 BLACK FALCON AVE Pontiac Ave Roger Williams Birthplace Warren Ave. 9 E. Berkeley St. Exhibition Center Fargo St. Black Falcon Ave. HAWES ST Science Center Shawmut Ave. 4 Dwight St. Harrison Ave. Park P Parking available at station St. Paul St. Durham St. Midway St. Stedman St. Parkman St. 19 Back Bay 9 Green LineBorland St. Burbank St. Braddock Pk. Traveler St. Jersey St. St. Botolph St. 10 Milford St. Summer St. Carlton St. Fens Silver Line Cranston St Babcock St. 43 11 CT2 Cumberland Broadway Bridge 11 11 Cruiseport Terminal Bicycle rack at station James St. 55 1 W. Newton St. Hanson St. Harbor Monmouth St. Columbusp.m. Ave. 170 EAST South Boston Bypass Rd. (Black Falcon) SL2 Branch KENT ST Kilmarnock St. Westland Ave. Waltham St. 66 CT1 Foundry St. 47 Beacon St. 47 W. Canton St. Montgomery St. BERKELEY ST Industrial Park Reservoir Ave Rolfe Sq Providence W. Rutland Sq. Harvard St. Green St. Hawes St. Huntington Ave. Black- Pierre Lallement Bike Path (SW. Corridor Park) River Pedal & Park (bike storage) Boylston St. 39 wood St. Union Pk. Cypher St. Budlong Rd Budlong Symphony Albemarle St. Tremont St. Warwick Ave ST. PAUL ST Agassiz Rd. Centre St. Kent St. Greenwich Pk. Upton St. Reserved Channel Park Ave Queensberry St. Rd. SYMPHONY W. Dedham St. BROADWAY Chatham St. Thayer St. W. 1st St. Elmwood Ave Amtrak service Symphony Hall W. 4th St.

Pontiac Ave Pontiac Gainsborough St. Shawmut Ave. Beech Rd. Muddy B St. D St. Bullocks Point Ave Peterborough St. SOUTH 14 Winchester St. W. 2nd St. Aqueduct Rd Fenway River 39 Silver Line Colonial Ave 22 62 CRANSTON Albany St. 30 21 Price Rite 20 1 3B 3A 33 COOLIDGE Park Dr. Park Dr. Randolph St. Broad St Sewall Ave. Colchester St. Riverway SL4 & SL5 66 Stop & Shop Pawtuxet CORNER 47 MASSACHUSETTS END 47 5 Beacon St. Pilgrim Rd. 1 8X Job Lot Oxboes Park RIVERSIDEBus Routes Brookline Ave. UNION PPARKARK ST A St. E St. Fenway AVENUE W. Newton St.Aquadilla St. 7 12X LONGWOOD St. Stephen St. CT1 W. Brookline St. 8 FENWAY Hemenway St. W. 3rd St. X CT3 65 000 000 000 000 66 Msgr. Reynolds Way Silver St. 9 95X Longwood Ave. NORTHEASTERN PAWTUXET SUMMIT AVE Emmanuel Fenway Northampton St. W. ConcordRutland St. St. Union Park St. 10 Stearns Rd. 9 Athens St. 000 000 000 000 College W. 4th St. VILLAGE 11 Marion St. CT2 10 Bolton St. Shaws Beth Israel 19 WarehamMalden St. St. W. 1st St. Oaklawn Ave Riverway Museum of Newland St. Colors are randomly assigned Camden St. W. Springfield St. Pappas Way Newell Rd. CT3 Deaconess Forsyth St. Northeastern Plympton St. E. 1st St. Fenway Fine Arts Massachusetts Ave. p.m. 170 93 C St. 7 Dashed lines are route variations 8 E. Dedham St. 11 W. 2nd St. Post Rd Medical Huntington Ave. University Flaherty Way W. Broadway Hillside Francis St. Beth Israel Simmons City Point Center B St. Vernon St. Deaconess NEWNEWTONTON ST 8 HarrisonE. Canton Ave. St. College Davenport St. 1 E St.W. 3rd St. Marine 000 Express route Silver St. Medical E. 1st St. P St. Shaw’s Harvard St. Longwood Ave. 39 Orange Line Tremont St. Park Harris St. CT3 Gardner 47 Garden Kent Sq. Center 47 Benton St. 3 Medal of E. 2nd St. Garden City 170 10 O St. Park St. a.m. 33 Museum N St. MUSEUM OF FINE ARTS L St. City Park n’ Ride 000 St. Paul St. Deaconess Rd. Avenue Louis PasteurBoston D St. M St. Honor Crescent View Ave Non-MBTA route/shuttle 43 Shawmut Ave. E. Newton St. Gold St. E. 2nd St. K St. Willet Ave Auburn St. Perry St. I St. Latin Lenox St. 11 F St. H St. CT2 CT2 and Franklin Commuter Rail WWORCESTERORCESTER SQ Widett Ct. Park Toxteth St. Worcester St. Albany St. Pontiac Ave WARWICK Providence/Stoughton, Needham, Foodmart Rd. E. 3rd St. Midway Rd Harrison St. Ruggles St. Bowen St. W. 4th St. Sockanosset Cross Rd Harvard Ave. Aspinwall Ave. Mass. College 8 Hammond St. Elmwood Ave Crosstown or Massport Shuttle (airport only) Children’s 19 E. 3rd St. Whole Crescent Park of Art & Design Columbus Ave.

3A Green Line “D” Branch Hospital Wentworth 47 SEE P E. Broadway

Carousel 8 W. 5th St. Farragut Rd. Foods bus stop. Bus picks up and discharges CT2 MASSACHUSETTS l Tudor St.

Fenwood Rd. Binney St. Harvard Institute of RUGGLES y 9 Shaws Brook St. “E” Branch CT3 Dorchester Ave. Francis St. Medical Harvard AAVENUEVENUE INSET m Dorchester St.

passengers at these stops only. LONGWOOD Technology E. Concord St. W. 6th St. 9 Pleasure o Baxter St. 5 Warwick Ave CT1 Post Rd School Dental CT3 10 u Bay MEDICAL AREA G St. Bowker St. School Warwick St. CT1 Brigham and 1 t W. 7th St. Emerson St. Pawtuxet River Walmart h E. 4th St 37 8X 20 1 3B Netherlands Rd. Women’s McGreevey Way Annun 8 Boston CT3 5 000 Ward St. 43 19 / Oaklawn Ave Linden Pl. LENOX ST Atlantic St. M Ruggles St. Melnea Cass Blvd. Medical Old Colony Ave. Linden St. E. 4th St Bus routes at major Vining St. Hospital ciation Rd. 000 School St. Green Line 47 CT3 11 DMV Linden St. Washington St. Center i Huntington Ave. Horadan Way d E. 5th St. connection points 60 W. 8th St. 10 11 Narragansett Pkwy 000 65 Washington St. 66 d E St. New London Ave Traffic 170 Swallow St. 11 Stanton Rd. Riverway BRIGHAM Whittier St. South Bay Ave. l CT2 E. 5th St. P St. 19 43 8 e W. 9th St. Tribunal 39 10 a.m. 171 a.m. D St. 11 171 Old Harbor St. 65 CIRCLE 47 b SOUTH CT3 47 F St. 22 44 o E. 6th St. Pilgrim HS Municipal boundary FENWOOD RD Tremont St. r CT3 Howard Ave Narragansett Pkwy 8 23 45 o Dorchester St. Gorham Ave. Pearl St. MISSION PARK St. Alphonsus St. 8 Ruggles St. E. 6th St. Kent St. MISSION 171 a.m. u Thomas BOSTON

O St. Brookline Ave. Station St. TelegraphMercer St. St. Pontiac Ave g 5 15 28 47 Cabot St. Randall St. Atkinson St. N St. MELNEA Gates St. Park E. 7th St. h Damrell St. Gurney St. 19 Harrison Ave. Albany St. Station St. Topeka St. Thayer St. 10 Warwick Ave Bradston St. Water Public restroom BROOKLINE Kevin W. CASS BLVDBLVD C 5 11 Calumet St. E. 7th St. Oaklawn Ave HILL Alger St. Fitzgerald 1 o 16 E. 8th St. Wait St. 8 30 21 22 1 3 Park VILLAGE m M St. 66 MIS 1 8 MBTA Red Line E. 9th St. 295 Visitor information 60 Calumet ParkSt. 10 Frawley St. Mission St. 17 K St. 20 Madison Park m Cypress St. Cummings St. E. 8th St. I St. Huntington Ave. Malcolm X Police H St. 11 66 MIS Blvd. 19 47 Moore St. G St. High School Webber St. u 18 Pontiac St. Island St. CT3 Station Elm St. RIVERWAY Eldora St. 15 44 Melnea Cass Blvd. t New London Ave 3 State route 47 e Darling St. 171 Marine Rd. Southampton St. r 22 45 L St.

Parker Hill Ave. Parker Hill Eustis St. 39 Harrison Ave. 10 R Dorchester St. Sunset St. Sachem St. S. Huntington Ave. ROXBURYROXBURY William J. Day Blvd. Bald Hill Rd Hill Rd Bald 1 Cameron St. 23 66 a U.S. route Hillside St. Shawmut Ave. Yeoman St. 8 10 14 Parker Hill Ave. i Patterson Way Point of interest Newmarket Sq. l Columbia Rd. Iroquois St. 28 MIS CROSSING Washington St. Boylston St. (Rt. 9) Roxbury St. Reading St. Pilsudski Way 21 62 60 Massachusetts Ave.Newmarket Sq. 10 22 66 93 Interstate 16 Irving St. BACK OF DUDLEY SQUARE Allerton St. Pond Ave. CRANSTON Ellery St. East St 12X THE HILL New England Centre St. Dudley St. CT3 ANDREW Divided highway 22 Highland St. L Street 65X Tunnel Calumet St. Gerard St. Baptist Beach Mayfield Ave 95X 60 Preble St. Joe New London Ave Jefferson Blvd Airport Rd ROXBURY Newmarket Sq. 93 Leverett HEATH Hospital 14 Peirson St. Post Rd Walnut St. MIS 41 Norfolk St. Dudley St. Moakley Carson LEGEND Orange Line Devine Way Pawtuxet River Pond Kemble St. 8 Beach Lambert St. O'Connor Way Park 13 13 Heath St. Mission Hill LINK Bus Cedar St. Adams St. Rusfield St. 1 16 Lambert Lind Hwy NEIGHBORHOOD Harbor 45 Dave’s Linwood St. 15 Logan Way Parker St.

Bald Rd Hill 21 MIS 617-566-5509 Milmont St. 1 19 42 66 Hampden St. 8 16 Marketplace CT3 Greenville St. 3

22 Ave Pontiac 95 Providence Rapid Bus Olmsted Dudley St. Howard St. 18 5 River Ferry Cumberland Ave. Fisher Ave. 8 23 44 170 14 41 Norfolk Ave. 30 Hawthorn Rd. MIS Old Colony Ave Dock Glen Rd. Park Dorr St. SCALE TOWNHigh frequency. Service every 10 minutes Lawn St. Wensley St. Cedar St. 14 28 45 171 19 George St. R Eustis St. 10 Franklin St. 242 W Warwick/ Coventry Flex Warwick Ave on weekdays. Limited stops. High St. Magazine St. Fairmount Commuter Rail Rice St. Highland St. 15 41 47 Cypress St. VA 14 23 Proctor St. 1 inch = 1/3 of a mile 295 W Natick Rd Jamaicaway St. James St. TF Green Connector AirportRd MBTA Key Corridor Hospital 28 NEWMARKET Msgr. O'Callaghan Way Old Knight St Mt. Pleasant Ave. Boston St. Train Station New Columbus Ave. Fort Ave. Lambert Ave. South Bay Center Shuttle *Boylston: Accessible for Silver Line only 42 Vine St. Harbor Providence St Greenwich Ave 3A West Shore Rd High frequency. Every 20 minutes or less The highest density jobs areas44 in Boston Andrew–South Bay Center and CambridgeWashburn are served & Interlink Pawtuxet River 31 Highland Rd. S. Huntington Ave. Akron St. Most RIPTA service runs through Providence, on weekdays. Grotto Glen Rd. Warren St. 617-369-6600 62 14 1 22 16 TF Green This map was prepared for the MBTA by the Central Transportation Chestnut St. Winthrop Ave. 17 66 66 20 Nira Ave. Warwick Metro Centre Blvd Airport Planning20 StaffLess © frequent MBTA service. 2018. Route All Rights variations. Reserved. No portion of Minden St. 14 Moreland St. Howell St. 0 1 mile 12X 14 Warwick 3B 60 Arcola St. Highland 10 Phenix Mall 13 21 this map may be reproduced without the permission of the MBTA. Kenney St. Cedar St. COVENTRY WEST 65X 66 Pond CONIMICUT 39 Round Hill St. Park 8 Bellflower St. Hotel 22 29 LocalCartography Bus by Kenneth A. Dumas, CTPS. 41 Woodward Ave. Langdon St . 21 Washington St. 45 13 29 95X Patton Way Parker St. WARWICK 30 242 Clarence St. McCormack Housing Rhode Multiple routes operate together to offer Highland St Island Beach Ave 17 19 high frequency. Every 20 minutes or less 29 Mall 29 21 on weekdays. East Ave Church Ave by rapid transit or frequent bus routes. Boston has 600,000 jobs and 21 All day service on weekdays and on some Main St which hasStop & Shop approximately 117,000 jobs. 17 River Point 29 nights and weekends. Park 13 Dr Covington Jefferson Blvd Post Rd 3B 29 3A East Main St 49 Limited hours of service. East Ave Greenwood 29 29 8X 14 8X Bald Hill Rd Community Church Highway operation. No Stops. CCRI Park n’ Ride West Shore Rd Providence St 62 Tidewater Dr Providence St 66 Strawberry Field Rd Regional & Express 13 21 13 29 12X Sandy Ln Long distance. High frequency. 29 65X 60 29 12X 12X Every 30 minutes or less on weekdays. 62 95X Cambridge has 113,000 jobs. 66 29 Warwick Industrial Dr 60 Main Ave 29 Long distance. All day service. Sandy Ln Stop & Shop Long distance. Limited hours of service. 61x Providence St Little Limited stops. Kent 95 14 Pond

Hospital Greenwich Ave Warwick Ave Long distance. Highway operation.

242 W Warwick/242 Coventry Flex Warwick Vets Main St Toll Gate Rd Gorton Main Ave Memorial HS Bishop Longmeadow Ave No stops. ARCTIC Pond Post Rd Hendricken Bald Hill Rd Toll Gate HS VILLAGE High School FlexZone 29 West Shore Rd Board at a FlexStop without a reservation 12X 29 231 Flex Pawtuxet River APPONAUG and go anywhere within the FlexZone. 8X 29 West Shore Rd Call 24 hours in advance to schedule a Samuel Gorton Ave New London Ave Veterans Memorial Dr Washington St 14 trip from a non-FlexStop.

Buttonwoods Ave Rural Ride 13 Roberts St Centerville Rd Centerville Rd 12X 12X Travel between bus stops on the route with- Post Rd Long St Washington St 301 out a reservation. Call 24 hours in advance Kent County Route 117 Park n’ Ride for a custom pick up or drop off within 3/4 YMCA Warwick Neck Ave mile of a bus stop. Friday service only. 3A Ginsu Way Barton Ave See Frequency Chart for more detailed information *MBTA 2015-201762 Systemwide Passenger Survey Kent County 66 14 Oakland Beach Ave Main St Courthouse 65X Hill Rd Diamond Warwick City Park 95X Transit Center 95 Interstate Highway Park-n-Ride

Bald Hill Rd Post Rd 6 US Highway

Quaker Ln Train Station 3B Cowesett Corners Airport RI Stop & Shop Suburban Pkwy 146 RI Highway Cowesett Rd Cowesett Ave 29 Ferry Greenwich Bay Parks & green spaces 242 W Warwick/ Coventry Flex Education 95 Government Buildings

Healthcare Water 36 Recreation Railroads Shopping Ferry Routes

RI TMP Market Analysis

Looking Forward to 2040

Planning for the Future In order to prioritize transit improvements, it is as important to understand where future development and changes in population, employment, and land use will occur in Rhode Island Looking ahead to 2040, the population of Rhode Island and the surrounding areas are predicted to increase by 4% and area employment is predicted to increase by 6%.

What goes into the Forecasts These population and employment projections are subject to uncertainty. For the most part, current projections assume that recent trends will continue, for example post-industrial Pawtucket will continue to lose population and jobs as has been the case over the last several decades. However, there is renewed interest locally and nationally in revitalizing areas such as these and converting industrial space into lofts, restaurants, and office buildings. These efforts aim to break recent trends and increase growth.

Population loss and shrinking household sizes is also a product of national trends toward smaller family sizes, especially in urban areas. However, some urban areas are expected to continue to densify further.

Population Growth 2015 - 2040 Over the past few decades, Rhode Island has grown slowly, from 1 million in 1990 to 1.05 million in 2016. Through 2040, total population is projected to grow by 2% to 1.07 million. It is projected that changes will be small in all ares of the state.

In terms of density, most of the city of Providence is expected to densify by at least one resident per acre by 2040. The areas of Warwick adjacent to and north of TF Green Airport

38 Chapter Five | Projections for 2040

the Kingstown area, the area around URI, and the villages of Population Density 2040 Peace Dale and Wakefield are expected to densify by at least 0.5 residents per acre by 2040. Population density is also expected Areas with the highest population concentrations in 2040 are to increase in Central Falls just north of the planned Pawtucket projected to be the same as in 2016: MBTA Commuter Rail Station. • Providence • Fall River and Attleboro, across the border in Massachusetts Most of West Warwick, Pawtucket, Woonsocket, East • Pawtucket Providence, and Newport are expected to lose at least 0.5 • East Cranston residents per acre by 2040 • Central Falls • Woonsocket • Newport

39 RI TMP Market Analysis

Employment Growth 2015 - 2040 & Employ- Pawtucket and isolated areas of North Providence, Johnston, ment Density in 2040 and West Warwick are expected to lose at least 0.5 jobs per acre during the next 25 years. Employment growth largely accompanies areas where population growth is also expected to occur. Western Providence, Kingston, The densest employment areas in 2040 are projected to be: Peace Dale, and Narragansett are expected to experience • Providence, especially downtown an increase of at least 0.5 jobs per acre by 2040. The largest Warwick, especially the Area around TF Green Airport geographical areas expected to experience job growth are: • • Central Falls • Newport • Smithfield, near I-295 and State Route 7 • Pawtucket • Fall River and Attleboro, • North of Providence along the P&W mainline railroad across the border in • Woonsocket • Quonset Massachusetts • Newport 40 Chapter Five | Projections for 2040

Composite Demand 2040 The areas with the greatest demand for transit are generally expected to be similar as at present. However, demand will increase in some areas:

• Lincoln near Lincoln Mall • North of Providence along the P&W mainline railroad • Smithfield near I-295 and State Route 7 • Quonset Business Park • Warwick/Cranston near employment centers west of TF Green Airport The transit propensity adjustment factors based on the socioeconomic characteristics of each area is applied in the same pattern as 2015, as no demographic predictions have been made for the state.

41 RI TMP Market Analysis

Travel Flows 2040

Travel Flows within Rhode Island Daily trips are expected to increase by 7% within the state by 2040. Most travel patterns are very similar to those in 2015, and trips between the dense communities neighboring Providence and Providence remain the most significant.

All Trips All Modes The largest increase in travel are between the following areas:

• Areas directly west of Providence and Providence, including Smithfield, Johnston, and Cranston, • South Kingstown and Narragansett in the southern part of the state There are also increased in internal trips, most notably in:

• South Kingstown • North Kingstown • Smithfield • Coventry • Cranston • Cumberland • Providence • Bristol

42 Chapter Five | Projections for 2040

Transit Travel Flows Transit trips are expected to grow by only 1% by 2040, a slower rate than trips of all modes and population and employment growth. As population and employment are expected to grow in Providence, where the majority of the state’s transit travels to, from, and through, all the most notable transit travel patterns radiate from Providence. The most notable trip increases are internal trips within Providence and Cranston.

43

Summary RI TMP Market Analysis

Summary

This document provides an overview of the current and future • Commuter rail service predominantly serves trips between markets for transit in the state of Rhode Island and across its Providence and Boston. border into Massachusetts. The state varies in its potential to • There are significant potential markets for express bus support different types of transit service, and no one solution will services into Providence, but currently these services are work for the Providence metro area, the state, or the region. The not time or cost competitive with driving. major overview of the transit markets include: • Rhode Island is expected to grow modestly in population and employment by the year 2040. Auto trips are • Providence and the surrounding communities form an area expected to grow more quickly than transit trips, resulting of concentrated local transit demand based on population in increased congestion and vehicle miles traveled (VMT) and employment density and socioeconomic factors. Woonsocket, Newport, and Fall River, MA, also show high Several guiding principles based on this analysis that could demand for fixed route service increase the quality and use of transit are:

• Much of the state shows very low or no demand for fixed • Match transit frequency to density. route service, and would better be served by alternative mobility options that integrate into the fixed route system. • Focus fixed route service in the core of the state and focus priority transit treatments on the densest and most heavily • Most significant travel flows within the state are to, from, used corridors and within Providence. There is also significant travel within the southern part of the state. • Focus on alternatives to fixed route service in lower density areas to integrate them with the fixed route system. These alternatives can include TMAs, vanpools, or partnerships with TNCs • Rethink the parking supply especially in downtown Providence. Free and ample parking for most employees does not provide a cost incentive to take transit. • Consider total travel markets in future commuter rail operations.

Rhode Island has rich potential for many types of transit service. Matching service type, span, and frequency to different land use types and travel flows can allow those who live and work in Rhode Island to choose transit for all types of trips, comfortably and reliably.

46