Fare Revenue Report 2019
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The Las Vegas Monorail, an Innovative Solution for Public Transportation Problems Within the Resort Corridor
UNLV Theses, Dissertations, Professional Papers, and Capstones 4-1999 The Las Vegas Monorail, an innovative solution for public transportation problems within the resort corridor Cam C. Walker University of Nevada Las Vegas Follow this and additional works at: https://digitalscholarship.unlv.edu/thesesdissertations Part of the Public Administration Commons Repository Citation Walker, Cam C., "The Las Vegas Monorail, an innovative solution for public transportation problems within the resort corridor" (1999). UNLV Theses, Dissertations, Professional Papers, and Capstones. 198. http://dx.doi.org/10.34917/1439111 This Thesis is protected by copyright and/or related rights. It has been brought to you by Digital Scholarship@UNLV with permission from the rights-holder(s). You are free to use this Thesis in any way that is permitted by the copyright and related rights legislation that applies to your use. For other uses you need to obtain permission from the rights-holder(s) directly, unless additional rights are indicated by a Creative Commons license in the record and/ or on the work itself. This Thesis has been accepted for inclusion in UNLV Theses, Dissertations, Professional Papers, and Capstones by an authorized administrator of Digital Scholarship@UNLV. For more information, please contact [email protected]. The Monorail 1 THE LAS VEGAS MONORAIL, AN INNOVATIVE SOLUTION The Las Vegas Monorail: An Innovative Solution for Public Transportation Problems within the Resort Corridor By Cam C. Walker Bachelor of Science Brigham Young -
The Deloitte City Mobility Index Gauging Global Readiness for the Future of Mobility
The Deloitte City Mobility Index Gauging global readiness for the future of mobility By: Simon Dixon, Haris Irshad, Derek M. Pankratz, and Justine Bornstein the Internet of Things, artificial intelligence, and Where should cities other digital technologies to develop and inform go tomorrow? intelligent decisions about people, places, and prod- ucts. A smart city is a data-driven city, one in which Unfortunately, when it comes to designing and municipal leaders have an increasingly sophisti- implementing a long-term vision for future mobil- cated understanding of conditions in the areas they ity, it is all too easy to ignore, misinterpret, or skew oversee, including the urban transportation system. this data to fit a preexisting narrative.1 We have seen In the past, regulators used questionnaires and sur- this play out in dozens of conversations with trans- veys to map user needs. Today, platform operators portation leaders all over the world. To build that can rely on databases to provide a more accurate vision, leaders need to gather the right data, ask the picture in a much shorter time frame at a lower cost. right questions, and focus on where cities should Now, leaders can leverage a vast array of data from go tomorrow. The Deloitte City Mobility Index Given the essential enabling role transportation theme analyses how deliberate and forward- plays in a city’s sustained economic prosperity,2 we thinking a city’s leaders are regarding its future set out to create a new and better way for city of- mobility needs. ficials to gauge the health of their mobility network 3. -
Southern California Rapid Transit District (SCRTD)
Los Angeles County Metropolitan Transportation Authority Law ---------------------------------------------------------------------- With corresponding provisions of the Southern California Rapid Transit District Law and Los Angeles County Transportation Commission Law Los Angeles County Metropolitan Transportation Authority California Public Utilities Code Page 2 of 110 Introduction The Southern California Rapid Transit District, also known as the SCRTD or the “District” (1964-1993) was created by the State as the successor to the Los Angeles Metropolitan Transit Authority or “LAMTA” (1958-1964). LAMTA was the first publicly governed transit operator in Los Angeles and also responsible for the planning of a new mass transit system to replace the aging remnants of the transit systems built by Pacific Electric (1899-1953) and Los Angeles Railway (1895-1945). Unfortunately, the LAMTA had no ability to raise tax revenues or powers of eminent domain, and its board was appointed by the Governor, making the task building local support for mass transit improvements difficult at best. Dissatisfaction with the underpowered LAMTA led to a complete re-write of its legislative authority. While referred to in state legislation as a merger, the District law completely overwrote the LAMTA Act of 1957. The Los Angeles County Transportation Commission, also known as LACTC or the “Commission” (1977-1993) was created by the State in 1976 as a separate countywide transportation planning agency, along with transportation commissions in San Bernardino, Riverside, and Orange counties. At the time the District was initially created, there were no transit or transportation grant programs available from the State or Federal governments. Once funding sources became available from the Urban Mass Transit Administration, now the Federal Transit Administration, the California Transportation Commission, and others, the creation of county transportation commissions ensured coordination of multimodal transportation planning and funding programs. -
Caltrain Fare Study Draft Research and Peer Comparison Report
Caltrain Fare Study Draft Research and Peer Comparison Report Public Review Draft October 2017 Caltrain Fare Study Draft Research and Peer Comparison October 2017 Research and Peer Review Research and Peer Review .................................................................................................... 1 Introduction ......................................................................................................................... 2 A Note on TCRP Sources ........................................................................................................................................... 2 Elasticity of Demand for Commuter Rail ............................................................................... 3 Definition ........................................................................................................................................................................ 3 Commuter Rail Elasticity ......................................................................................................................................... 3 Comparison with Peer Systems ............................................................................................ 4 Fares ................................................................................................................................................................................. 5 Employer Programs .................................................................................................................................................. -
Monday Through Friday Mt
New printed schedules will not be issued if trips are adjusted Monday through Friday All trips accessible by five minutes or less. Please visit www.go-metro.com for the go smart... go METRO 24 most up-to-date schedule. 24 Mt. Lookout–Uptown–Anderson Riding Metro From Anderson / To Downtown From Downtown / To Anderson . 1 No food, beverages or smoking on Metro. 9 8 7 6 5 4 3 2 1 1 2 3 4 5 6 7 8 9 2. Offer front seats to older adults and people with disabilities. METRO* PLUS 3. All Metro buses are 100% accessible for people 38X with disabilities. 46 UNIVERSITY OF 4. Use headphones with all audio equipment 51 CINCINNATI GOODMAN DANA MEDICAL CENTER HIGHLAND including cell phones. Anderson Center Station P&R Salem Rd. & Beacon St. & Beechmont Ave. St. Corbly & Ave. Linwood Delta Ave. & Madison Ave. Observatory Ave. Martin Luther King & Reading Rd. & Auburn Ave. McMillan St. Liberty St. & Sycamore St. Square Government Area B Square Government Area B Liberty St. & Sycamore St. & Auburn Ave. McMillan St. Martin Luther King & Reading Rd. & Madison Ave. Observatory Ave. & Ave. Linwood Delta Ave. & Beechmont Ave. St. Corbly Salem Rd. & Beacon St. Anderson Center Station P&R 11 ZONE 2 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 1 ZONE 2 43 5. Fold strollers and carts. BURNET MT. LOOKOUT AM AM 38X 4:38 4:49 4:57 5:05 5:11 5:20 5:29 5:35 5:40 — — — — 4:10 4:15 4:23 — 4:35 OBSERVATORY READING O’BRYONVILLE LINWOOD 6. -
The Effects of Fare-Collection Strategies on Transit Level of Service
Transportation Research Record 1036 79 The Effects of Fare-Collection Strategies on Transit Level of Service UPALI VANDEBONA and ANTHONY J. RICHARDSON ABSTRACT It is known that different fare-collection strategies have different passenger boarding and alighting rates for street-based public transport services. In this pape r, various models of stop service times are reviewed, the available empirical observations of boarding and alighting rates are summarized, and the effects of different average boarding rates and coefficients of variation of boarding rates on the route performance of a tram (light rail transit) service are examined. The analysis is conducted using the TRAMS (Transit Route Anima tion and Modeling by Simulation) package. This modeling package is briefly described with particular attention to the passenger demand subroutine as well as the tram stop service times subroutine. As a result o f the analysis , it was found that slower boarding rates produce a slower and less reliable service along the route. The variability of boarding rates has no effect on route travel time but does contribute to greater unreliability in level of service. It is concluded that these level-of-service effects need to be considered when assessing the effect of changes in fare-collection strategies. Public transport operators and managers have found systems to proof-of-payment systems will generally themselves under increasing pressure in recent years bring about significant level-of-service improve because of conflicting expectations from different ments that should be considered in any analysis of groups in the community. On the one hand, public such fare collection strategies. -
Reduced Cost Metro Transportation for People with Disabilities
REDUCED COST AND FREE METRO TRANSPORTATION PROGRAMS FOR PEOPLE WITH DISABILITIES Individual Day Supports are tailored services and supports that are provided to a person or a small group of no more than two (2) people, in the community. This service lends very well to the use of public transportation and associated travel training, allowing for active learning while exploring the community and its resources. While the set rate includes funding for transportation, it is important to be resourceful when possible, using available discount programs to make your funds go further. METRO TRANSIT ACCESSIBILITY CENTER The Metro Transit Accessibility Center (202)962-2700 located at Metro headquarters, 600 Fifth Street NW, Washington, DC 20001, offers the following services to people with disabilities: Information and application materials for the Reduced Fare (half fare) program for Metrobus and Metrorail Information and application materials for the MetroAccess paratransit service Consultations and functional assessments to determine eligibility for MetroAccess paratransit service Replacement ID cards for MetroAccess customers Support (by phone) for resetting your MetroAccess EZ-Pay or InstantAccess password The Transit Accessibility Center office hours are 8 a.m. to 4 p.m. weekdays, with the exception of Tuesdays with hours from 8 a.m. - 2:30 p.m. REDUCED FAIR PROGRAM Metro offers reduced fare for people with disabilities who require accessibility features to use public transportation and who have a valid Metro Disability ID. The Metro Disability ID card offers a discount of half the peak fare on Metrorail, and a reduced fare of for 90¢ cash, or 80¢ paying with a SmarTrip® card on regular Metrobus routes, and a discounted fare on other participating bus service providers. -
Los Angeles Transportation Transit History – South LA
Los Angeles Transportation Transit History – South LA Matthew Barrett Metro Transportation Research Library, Archive & Public Records - metro.net/library Transportation Research Library & Archive • Originally the library of the Los • Transportation research library for Angeles Railway (1895-1945), employees, consultants, students, and intended to serve as both academics, other government public outreach and an agencies and the general public. employee resource. • Partner of the National • Repository of federally funded Transportation Library, member of transportation research starting Transportation Knowledge in 1971. Networks, and affiliate of the National Academies’ Transportation • Began computer cataloging into Research Board (TRB). OCLC’s World Catalog using Library of Congress Subject • Largest transit operator-owned Headings and honoring library, forth largest transportation interlibrary loan requests from library collection after U.C. outside institutions in 1978. Berkeley, Northwestern University and the U.S. DOT’s Volpe Center. • Archive of Los Angeles transit history from 1873-present. • Member of Getty/USC’s L.A. as Subject forum. Accessing the Library • Online: metro.net/library – Library Catalog librarycat.metro.net – Daily aggregated transportation news headlines: headlines.metroprimaryresources.info – Highlights of current and historical documents in our collection: metroprimaryresources.info – Photos: flickr.com/metrolibraryarchive – Film/Video: youtube/metrolibrarian – Social Media: facebook, twitter, tumblr, google+, -
PATCO New Automated Fare Collection System, Smart Card Or Magnetic- Your Choice
PATCO New Automated Fare Collection System, Smart card or Magnetic- Your choice PATCO’s new fare collection system will feature the FREEDOM card, which will revolutionize how customers purchase their fares and travel on the PATCO system. The FREEDOM card is a smart card that will provide a high level of convenience and reliability to customers who use PATCO consistently. For customers who do not opt to use the FREEDOM card or who use PATCO infrequently, new magnetic tickets will be available. In PATCO’s current fare system, plastic tickets that use first generation magnetic technology are used. Although that technology was state of the art several decades ago, the technology is outdated and the tickets are prone to damage by devices commonly found in today’s environment. Unlike the current tickets, which are re-encoded numerous times for use after being captured by the fare gates, the new magnetic tickets will be paper tickets and will not be reused after capture. The new magnetic tickets can be purchased using either cash or coins. This means that customers choosing to purchase a ticket will not have to first stop at a change machine to convert their bills to coins. Both one- and two-ride tickets can be purchased from all new ticket vending machines located outside the fare gates. A customer wishing to purchase a magnetic ticket will simply select the prompt on the ticket vending machine screen for purchase of a ticket and then select the destination and whether a single ride or double ride ticket is desired. The ticket vending machine will list the price of the purchase. -
A Meeting of the New York City Transit Riders Council
A meeting of the New York City Transit Riders Council (NYCTRC) was convened at 12:00 pm on Thursday, January 29, 2020 in the 20th floor Board Room at 2 Broadway, New York, NY 10004. Member Attendance Andrew Albert (Chair) Present Burton M. Strauss Jr. (Vice Chair) Present Stuart Goldstein Present Christopher Greif Present William K. Guild Absent Marisol Halpern Present Sharon King Hoge Absent Trudy L. Mason Present Scott R. Nicholls Present Edith Prentiss Present Staff Attendance Lisa Daglian (Executive Director) Present Ellyn Shannon (Associate Director) Present Bradley Brashears (Planning Manager) Present Sheila Binesh (Transportation Planner) Present Deborah Morrison (Administrative Assistant) Present Non-member Attendance Name Affiliation Andy Byford NYCT Alex Elegudin NYCT Deborah Hall-Moore NYCT Rachel Cohen NYCT Debra Greif BFSSAC Ann Mannino BFSSAC Andrew Kurzweil RUN Jasmine Melzer Good Neighbors of Park Slope Joyce Jed Good Neighbors of Park Slope William Stanford, Jr. Concerned citizen Yvonne Morrow Concerned citizen Approval of Agenda for February 27, 2020 meeting. Approval of Minutes for January 29, 2020 meeting. Chair’s Report attached. Board Report Discussion Points: (To view full discussion visit PCAC Youtube Channel) • Andy Byford and Pete Tomlin resign from MTA-NYC Transit effective February 21st. • CBTC is moving along on Queens Boulevard, eventually on 8th Ave., etc… • Group Station Manger program – under Andy has improved station conditions. • Accessibility – next group of stations you will hear about from our presenter today. • Livonia – Junius stations will become connected and made accessible. • Subway ridership and OTP (84%) increases resulting from the Save Safe Seconds program. • Penn Station Master Plan - eight additional tracks – no decision has been made on repairs of the Hudson River tunnels. -
Effect of Fares on Transit Riding
Effect of Fares on Transit Riding JOHN F. CURTIN, Partner, Simpson & Curtin, Philadelphia • FARES are perhaps the most sensitive aspect of transit service-balancing uneasily between political pressures and the need for operating revenue. Political campaigns in major American cities have been won and lost over transit fare issues, and there is substantial evidence that patrons react to fare increases at the turnstiles as well as at the polls. The correlation of price increase with loss of transit riding has been well established. Most utility commissions use a variation of the "shrinkage formula" devised by our firm more than 20 years ago when pressures of inflation first became manifest in fare increase proposals by transit companies. But the corollary questions of price differential among competing transit services, and the effect of joint fares in coordinated transit operations, have not been so well explored. What is the "sub-modal split" of riding between surface and rapid transit connecting two points, when the fare is 15 cents on one and 25 cents on the other? How much added traffic is attracted to rapid transit when the feeder bus fare is dropped from 20cents to 10 cents? When feeder and trunk lines are separate operations, how should the feeder line discount in the combination fare be shared between them? These are fundamental questions of revenue and cost apportionment in developing coordination between surface and rapid transit systems. Auto travel switches freely between systems-from county roads to city streets to state highways-without motor ists' awareness; division of motor fuel revenues among these systems is accomplished by legislative standards with varying degrees of sophistication. -
Connecticut Americans with Disabilities Act (ADA) Paratransit Application Form
CT_ADAApplication_Rev8_12-19 Connecticut Americans with Disabilities Act (ADA) Paratransit Application Form Instructions for Submission To request a copy of this application in an accessible format, please call (203) 365- 8522 Extension 2061. The purpose of this application is to determine eligibility for Connecticut complementary ADA Paratransit service. If you have a disability that prevent s you from using the public transit bus service in Connecticut, you may be eligible for ADA Paratransit service. ADA Paratransit is a shared ride, advanced reservation, origin-to-destination service for persons with disabilities who are unable to use the public bus service because of their disability. Service Criteria The Connecticut ADA Paratransit program is designed to meet the Americans with Disabilities Act service criteria established by the federal government. Service is provided only to individuals f ound eligible by a Connecticut regional ADA service provider and is operated under the following ADA guidelines: • Complementary service is only provided in areas where public buses operate. This does not include Express Commuter service, Intercity or Dial-A-Ride services. ADA Paratransit vehicles can only make pick-ups and drop-offs at places that are within three-quarters of a mile of a public bus route. • Service is provided only during the hours and days when public bus service in that area operates. • Rides must be reserved at least one day inadvance. • ADA Paratransit fares are typically double the cost of a full fare on a public bus route. • Service is not restricted by trip purpose but provided for all types of trips. ADA Definition of Disability Any person with a disability who is unable, as a result of a physical or mental impairment, and without the assistance of another individual (except the operator of a wheelchair lift), to board, ride, or disembark from any public bus.