Central Square Final Report 2013
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Union Station Conceptual Engineering Study
Portland Union Station Multimodal Conceptual Engineering Study Submitted to Portland Bureau of Transportation by IBI Group with LTK Engineering June 2009 This study is partially funded by the US Department of Transportation, Federal Transit Administration. IBI GROUP PORtlAND UNION STATION MultIMODAL CONceptuAL ENGINeeRING StuDY IBI Group is a multi-disciplinary consulting organization offering services in four areas of practice: Urban Land, Facilities, Transportation and Systems. We provide services from offices located strategically across the United States, Canada, Europe, the Middle East and Asia. JUNE 2009 www.ibigroup.com ii Table of Contents Executive Summary .................................................................................... ES-1 Chapter 1: Introduction .....................................................................................1 Introduction 1 Study Purpose 2 Previous Planning Efforts 2 Study Participants 2 Study Methodology 4 Chapter 2: Existing Conditions .........................................................................6 History and Character 6 Uses and Layout 7 Physical Conditions 9 Neighborhood 10 Transportation Conditions 14 Street Classification 24 Chapter 3: Future Transportation Conditions .................................................25 Introduction 25 Intercity Rail Requirements 26 Freight Railroad Requirements 28 Future Track Utilization at Portland Union Station 29 Terminal Capacity Requirements 31 Penetration of Local Transit into Union Station 37 Transit on Union Station Tracks -
Massachusetts Bay Transportation Authority
y NOTE WONOERLAND 7 THERE HOLDERS Of PREPAID PASSES. ON DECEMBER , 1977 WERE 22,404 2903 THIS AMOUNTS TO AN ESTIMATED (44 ,608 ) PASSENGERS PER DAY, NOT INCLUDED IN TOTALS BELOW REVERE BEACH I OAK 8R0VC 1266 1316 MALOEN CENTER BEACHMONT 2549 1569 SUFFOLK DOWNS 1142 ORIENT< NTS 3450 WELLINGTON 5122 WOOO ISLANC PARK 1071 AIRPORT SULLIVAN SQUARE 1397 6668 I MAVERICK LCOMMUNITY college 5062 LECHMERE| 2049 5645 L.NORTH STATION 22,205 6690 HARVARD HAYMARKET 6925 BOWDOIN , AQUARIUM 5288 1896 I 123 KENDALL GOV CTR 1 8882 CENTRAL™ CHARLES^ STATE 12503 9170 4828 park 2 2 766 i WASHINGTON 24629 BOYLSTON SOUTH STATION UNDER 4 559 (ESSEX 8869 ARLINGTON 5034 10339 "COPLEY BOSTON COLLEGE KENMORE 12102 6102 12933 WATER TOWN BEACON ST. 9225' BROADWAY HIGHLAND AUDITORIUM [PRUDENTIAL BRANCH I5I3C 1868 (DOVER 4169 6063 2976 SYMPHONY NORTHEASTERN 1211 HUNTINGTON AVE. 13000 'NORTHAMPTON 3830 duole . 'STREET (ANDREW 6267 3809 MASSACHUSETTS BAY TRANSPORTATION AUTHORITY ricumt inoicati COLUMBIA APFKOIIUATC 4986 ONE WAY TRAFFIC 40KITT10 AT RAPID TRANSIT LINES STATIONS (EGLESTON SAVIN HILL 15 98 AMD AT 3610 SUBWAY ENTRANCES DECEMBER 7,1977 [GREEN 1657 FIELDS CORNER 4032 SHAWMUT 1448 FOREST HILLS ASHMONT NORTH OUINCY I I I 99 8948 3930 WOLLASTON 2761 7935 QUINCY CENTER M b 6433 It ANNUAL REPORT Digitized by the Internet Archive in 2014 https://archive.org/details/annualreportmass1978mass BOARD OF DIRECTORS 1978 ROBERT R. KILEY Chairman and Chief Executive Officer RICHARD D. BUCK GUIDO R. PERERA, JR. "V CLAIRE R. BARRETT THEODORE C. LANDSMARK NEW MEMBERS OF THE BOARD — 1979 ROBERT L. FOSTER PAUL E. MEANS Chairman and Chief Executive Officer March 20, 1979 - January 29. -
Boston-Montreal High Speed Rail Project
Boston to Montreal High- Speed Rail Planning and Feasibility Study Phase I Final Report prepared for Vermont Agency of Transportation New Hampshire Department of Transportation Massachusetts Executive Office of Transportation and Construction prepared by Parsons Brinckerhoff Quade & Douglas with Cambridge Systematics Fitzgerald and Halliday HNTB, Inc. KKO and Associates April 2003 final report Boston to Montreal High-Speed Rail Planning and Feasibility Study Phase I prepared for Vermont Agency of Transportation New Hampshire Department of Transportation Massachusetts Executive Office of Transportation and Construction prepared by Parsons Brinckerhoff Quade & Douglas with Cambridge Systematics, Inc. Fitzgerald and Halliday HNTB, Inc. KKO and Associates April 2003 Boston to Montreal High-Speed Rail Feasibility Study Table of Contents Executive Summary ............................................................................................................... ES-1 E.1 Background and Purpose of the Study ............................................................... ES-1 E.2 Study Overview...................................................................................................... ES-1 E.3 Ridership Analysis................................................................................................. ES-8 E.4 Government and Policy Issues............................................................................. ES-12 E.5 Conclusion.............................................................................................................. -
FOXBOROUGH COMMUTER RAIL FEASIBILITY STUDY Massachusetts Bay Transportation Authority Foxborough Commuter Rail Feasibility Study
FULLTIME FOXBOROUGH COMMUTER RAIL FEASIBILITY STUDY Massachusetts Bay Transportation Authority Foxborough Commuter Rail Feasibility Study FINAL REPORT September 1, 2010 Prepared For: Massachusetts Bay Transportation Authority With Support From: Massachusetts Executive Office of Housing and Economic Development Prepared By: Jacobs Engineering Group, Boston, MA With: Central Transportation Planning Staff, Boston , MA Anne S. Gailbraith, AICP Barrington, RI 1 REPORT NAME: Foxborough Commuter Rail Feasibility Study PROJECT NUMBER: A92PS03, Task Order No. 2 PREPARED FOR: Massachusetts Bay Transportation Authority (MBTA) PREPARED BY: Jacobs Engineering Group Anne S. Galbraith Central Transportation Planning Staff (CTPS) DATE: September 1, 2010 FOXBOROUGH COMMUTER RAIL FEASIBILITY STUDY TABLE OF CONTENTS EXECUTIVE SUMMARY ..................................................................................................................... 3 CHAPTER 1: IDENTIFY KEY ISSUES AND PROJECT APPROACH .................................................... 13 1.1 Background ..................................................................................................................... 14 1.2 Key Issues....................................................................................................................... 17 1.3 Approach ......................................................................................................................... 19 CHAPTER 2: ANALYZE THE CAPACITY OF THE EXISTING SYSTEM............................................. -
North South Rail Link Feasibility Reassessment Chapters
6. Cost Estimates and Analysis Cost Estimates and Analysis | January 2019 North South Rail Link Feasibility Reassessment Final Report 101 Photo Source: Charlotte / Unsplash 102 North South Rail Link Feasibility Reassessment Final Report January 2019 | Cost Estimates and Analysis 6. Cost Estimates and Analysis 6.1 Cost Estimating Methodology Estimates for the NSRL project follow industry best • The cost analyses were performed in conjunction practices for large public transportation programs. with the engineering and design process, and The estimates are classifed in accordance with are based on the information available for each the Association for the Advancement of Cost alignment, as well as key constructability issues Engineering International (AACEi) Estimate identifed by the project team. Classifcation System. The System characterizes • Research was conducted to determine compa- the level of design and of construction detail and rable projects to NSRL. Individual benchmarking establishes the appropriate ranges of contingency exercises were developed for key engineering corresponding to these levels of detail. and construction components (e.g., tunnel and station excavations). Refer to Appendix E for The cost estimates within this report are not further details on the estimating methodology. intended to set the fnal budget for the proposed project, but to allow for comparison of the Defnitions of the terms used in this chapter, alignments. The following parameters and guidance such as indirect costs, additional costs, and soft form the basis for the cost estimate: costs, can be found in Appendix E under the Cost Methodology section. • All costs are reported in 2018 US dollars and es- calated to Quarter 1, 2028, the year that has been estimated as the midpoint of project construc- tion. -
North South Rail Link Feasibility Reassessment Chapter 5
Photo Source: Anthony Delanoix / Unsplash Photo Source: Charlotte / Unsplash 60 North South Rail Link Feasibility Reassessment Final Report January 2019 | Service Planning 5. Potential Alignments and Schematic Design Potential Alignments and Schematic Design | January 2019 North South Rail Link Feasibility Reassessment Final Report 61 5. Potential Alignments and Schematic Design 5.1 2003 Alignments and Alternatives All potential alignments to connect the northern The build alternatives consisted of the following four Each of the four alternatives was envisioned as and southern MBTA Commuter Rail lines that were confgurations: one or more 41-foot-diameter deep tubes, with evaluated in the 2003 DEIR followed the Central mined approaches and underground junctions • Two-Track / Two-Station (Back Bay OR South Artery/Tunnel project corridor between South but otherwise constructed primarily with tunnel Bay portals) Station and North Station. While a Congress Street boring machines along the length of the alignment alternative was initially considered, the alignment • Two-Track / Three-Station (Back Bay OR South underneath Central Boston. did not advance past the 2003 screening process Bay portals) All 2003 alternatives included tracks descending because of anticipated construction and operational • Four-Track / Two-Station (Back Bay AND South from a new Back Bay portal at a 3% grade constraints in the limited rights-of-way underneath Bay portals) (towards the new underground South Station). This narrower downtown streets. In addition to a No -
The New Real Estate Mantra Location Near Public Transportation
The New Real Estate Mantra Location Near Public Transportation THE NEW REAL ESTATE MANTRA LOCATION NEAR PUBLIC TRANSPORTATION | MARCH, 2013 1 The New Real Estate Mantra Location Near Public Transportation COMMISSIONED BY AMERICAN PUBLIC TRANSPORTATION ASSOCIATION IN PARTNERSHIP WITH NATIONAL ASSOCIATION OF REALTORS PREPARED BY THE CENTER FOR NEIGHBORHOOD TECHNOLOGY MARCH 2013 COVER: MOCKINGBIRD STATION, DALLAS, TX Photo by DART CONTENTS 1 Executive Summary 3 Previous Research 6 Findings 8 Phoenix 12 Chicago 17 Boston 23 Minneapolis-St. Paul 27 San Francisco 32 Conclusion 33 Methodology THE NEW REAL ESTATE MANTRA LOCATION NEAR PUBLIC TRANSPORTATION | MARCH, 2013 ACKNOWLEDGEMENTS Authors: Center for Neighborhood Technology Lead Author: Sofia Becker Scott Bernstein, Linda Young Analysis: Center for Neighborhood Technology Sofia Becker, Al Benedict, and Cindy Copp Report Contributors and Reviewers: Center for Neighborhood Technology: Peter Haas, Stephanie Morse American Public Transportation Association: Darnell Grisby National Association of Realtors: Darren W. Smith Report Layout: Center for Neighborhood Technology Kathrine Nichols THE NEW REAL ESTATE MANTRA LOCATION NEAR PUBLIC TRANSPORTATION | MARCH, 2013 Executive Summary Fueled by demographic change and concerns over quality of life, there has been a growing interest in communities with active transportation modes. The recession added another dimension to these discussions by emphasizing the economic impli- cations of transportation choices. Housing and transportation, the two economic sectors mostly closely tied to the built environment, were both severely impacted by the economic downturn. There has been a growing effort among planners, real estate professionals, and economists to identify not only the economic benefits of alternative transportation modes in and of themselves, but also the impact that they have on housing prices and value retention. -
New Haven to Boston
_final cover.3 5/26/04 10:44 Page 1 AMTRAK’S HIGH SPEED RAIL PROGRAM NEW HAVEN TO BOSTON HISTORY AND HISTORIC RESOURCES _final cover.3 5/26/04 10:44 Page 2 PAL Final 5/26/04 11:21 Page 1 AMTRAK’S HIGH SPEED RAIL PROGRAM NEW HAVEN TO BOSTON HISTORY AND HISTORIC RESOURCES This document was prepared by PAL (The Public Archaeology Laboratory,Inc.) with funding provided by the National Railroad Passenger Corporation, Amtrak. Printed in Rhode Island 2001 PAL Final 5/26/04 11:21 Page 2 2 CONTENTS NEW HAVEN TO BOSTON NEW HAVEN 3 Introduction 7 History 39 Stations 52 Railroad Maintenance and Service Facilities 55 Signals and Switches 61 Grade Crossing Eliminations 65 Bridges 73 Freight and Industries 80 Image Credits 80 Recommended Reading In the year 2000, Amtrak inaugurated its new Acela Express high-speed rail service on the Northeast Corridor, ushering in a premium level of service that will set the standard for transportation in this country. Achieving this mile- stone has required a Herculean effort by many states, agencies, companies and individuals. Indeed, between 1992 and 1999, the railroad between New Haven and Boston was transformed from a sleepy, 1940s era line to the INTRODUCTION premier rail line in North America, capable of train speeds up to 150 mph. This has required some $1.7 billion in new rails and ties, signal system upgrades, In the year 2000, the National Railroad Passenger Corporation, Amtrak, ushered bridge replacements, capacity and station improvements, curve realignments, in a new era of railroading in America with the initiation of Acela high-speed and at-grade crossing upgrades. -
TIGER 2014 Awards
2014 AWARDS Project Name (click to link) State TIGER Grant Project Phase Seward Marine Terminal Expansion Plan AK $2,500,000 Planning (rural) Restoring Pathways to Economic Opportunities AL $125,000 Planning Railroad Corridor Highway Crossing Plan AR $1,200,000 Planning Tawa'ovi Community Streets and Infrastructure Project AZ $2,894,190 Construction (rural) Central Phoenix Multimodal Transportation Improvement Plan AZ $1,600,000 Planning Eastside Access Improvements CA $11,800,000 Construction Willowbrook/Rosa Parks Station Master Plan Implementation Project CA $10,250,000 Construction 57/60 Confluence Freight Corridor Project CA $10,000,000 Construction Broadway Bridge Plan CA $1,500,000 Planning San Francisco Bay Area Core Capacity Transit Study CA $1,000,000 Planning Hollister Avenue Complete Streets Corridor Plan CA $236,000 Planning Charter Oak Ranch Road Plan CO $1,200,000 Planning Waterbury Active Transportation and Economic Resurgence (WATER) CT $14,400,000 Construction Project New England Central Railroad Freight Rail Project CT $8,183,563 Construction (rural) Long Bridge NEPA Documentation DC $2,800,000 Planning Tamiami Trail / Everglades Restoration FL $20,000,000 Construction (rural) Downtown Dahlonega Complete Streets Corridor Improvements GA $5,100,000 Construction (rural) 18th Street Viaduct Planning Project IA $1,000,000 Planning US-95 Worley North Stage 2 ID $7,400,000 Construction (rural) Bronzeville Bridge to Chicago's Lakefront IL $18,760,000 Construction Champaign-Urbana Multimodal Corridor Enhancement Project IL $15,705,327 -
Eric J. Plosky
The Fall and Rise of Pennsylvania Station Changing Attitudes Toward Historic Preservation in New York City by Eric J. Plosky S.B. Planning Massachusetts Institute of Technology, 1999 Submitted to the Department of Urban Studies and Planning in partial fulfillment of the requirements for the degree of Master in City Planning at the Massachusetts Institute of Technology February 2000 © 1999 Eric J. Plosky. All rights reserved. The author hereby grants to MIT permission to reproduce and to distribute publicly paper and electronic copies of this thesis document in whole or in part. Author Department of Urban Studies and Planning December 23, 1999 Certified by C i Professor Robert M. Fogelson Department of Urban Studies and Planning Thesis Supervisor Accepted by Associate Professor Paul Smoke MASSACHUSETTS INSTITUTE Chair, MCP Committee OF TECHNOLOGY Department of Urban Studies and Planning MAR 0 3 2000 LIBRARIES The Fall and Rise of Pennsylvania Station Changing Attitudes Toward Historic Preservation in New York City by Eric ). Plosky Submitted to the Department of Urban Studies and Planning on December 23, 1999 in partial fulfillment of the requirements for the degree of Master in City Planning Abstract In 1910, the Pennsylvania Railroad constructed Pennsylvania Station, its New York City terminal. Built and designed as a "monumental gateway," an important civic structure as well as a transportation hub, the station became an important part of New York's urban fabric. Its success inspired the United States government to construct the adjacent Farley Post Office as an architectural and functional complement to Penn Station. By 1963, changing economic conditions and the evolving nature of passenger transportation prompted the Pennsylvania Railroad to announce plans to sell development rights on the Penn Station site. -
Central Square Bus Access and Circulation Study
Final Report Central Square Access and Circulation Study Prepared for City of Cambridge by IBI Group with CDM Smith July 14, 2015 IBI GROUP FINAL REPORT CENTRAL SQUARE ACCESS AND CIRCULATION STUDY Prepared for City of Cambridge Document Control Page CLIENT: City of Cambridge PROJECT NAME: Central Square Access and Circulation Study REPORT TITLE: Central Square Existing Conditions Analysis IBI REFERENCE: 36888 DELIVERABLE NUMBER: 4 VERSION: ORIGINATOR: Nihit Jain REVIEWER: Duncan Allen AUTHORIZATION: CIRCULATION LIST: HISTORY: JULY 14, 2015 2 IBI GROUP FINAL REPORT CENTRAL SQUARE ACCESS AND CIRCULATION STUDY Prepared for City of Cambridge Table of Contents Table of Contents ............................................................................................................... 3 1 Introduction .............................................................................................................. 5 1.1 Study Purpose and Scope ............................................................................ 5 1.2 Study Process ............................................................................................... 8 1.3 Report Structure and Contents ..................................................................... 8 1.4 Summary of Recommendations ................................................................... 8 2 Identification of Issues .......................................................................................... 10 2.1 Methodology .............................................................................................. -
HOW DOES TRANSPORTATION AFFORDABILITY VARY AMONG TODS, TADS, and OTHER AREAS? Final Report
HOW DOES TRANSPORTATION AFFORDABILITY VARY AMONG TODS, TADS, AND OTHER AREAS? Final Report NITC-RR-859 by Brenda Scheer (PI) Reid Ewing Keunhyun Park Shabnam Sifat Ara Khan University of Utah for National Institute for Transportation and Communities (NITC) P.O. Box 751 Portland, OR 97207 August 2017 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. NITC-RR-859 4. Title and Subtitle 5. Report Date August 2017 How does transportation affordability vary among TODs, TADs, and other areas? 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Brenda Scheer (PI), Reid Ewing, Keunhyun Park, and Shabnam Sifat Ara Khan 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Department of City & Metropolitan Planning 11. Contract or Grant No. University of Utah NITC-UU-08 375 South 1530, Salt Lake City, Utah 84112 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Final Report National Institute for Transportation and Communities (NITC) 14. Sponsoring Agency Code P.O. Box 751 Portland, Oregon 97207 15. Supplementary Notes 16. Abstract Transit-oriented development (TOD) has gained popularity worldwide as a sustainable form of urbanism; it concentrates development near a transit station so as to reduce auto-dependency and increase ridership. Existing travel behavior studies in the context of TOD, however, are limited in terms of small sample size, inconsistent TOD classification methods, and failure to control for residential self-selection. Thus, this study has three research questions. First, how can we distinguish between Transit-oriented development (TOD) and Transit-adjacent development (TAD)? Second, how do travel behaviors vary between TODs and TADs? Third, how does transportation affordability vary between TODs and TADs? This study utilizes cluster analysis to classify station area types and propensity score matching to control residential self-selection.