The document proposes upgrading the Select Bus Service (SBS) on the Bx6 route in New York City to bus rapid transit (BRT). BRT would improve operations by reducing travel times, attracting more investment to surrounding neighborhoods, and better serving low-income communities along the route. Specifically, BRT could decrease the 56-minute commute on the Bx6 to 39 minutes by using dedicated bus lanes and other features. This upgraded service would provide economic opportunities for residents in Hunts Point and Morrisania, two of the lowest income areas in the city that are underserved by transit.
Miami-Dade MPO's Mobility Trends & Patterns presentation to the American Society for Public Administration Best Practices Conference on February 3, 2017.
S.M.A.R.T. (Suburban Metropolitan Area Rapid Transit) is a proposed solution to improve Chicago's public transit system and reduce traffic. It aims to connect the existing radial transit lines that run from suburbs to downtown, allowing transfers between lines without going through the central hub. Key features include substantial connections to existing transit and seamless integration into the existing landscape to make Chicago and surrounding suburbs more accessible by public transit.
Passenger Rail vs. Multi-Modal Transportation Corridorbudcolligan
The document compares the goals and attributes of a passenger rail system versus using the transportation corridor as a multi-modal path without rail for Santa Cruz County. Some key points discussed are that a passenger rail system would have higher capital and operating costs, take longer to implement, and face more funding risks than a non-rail transportation corridor. A non-rail corridor could accommodate more daily trips as a bike/pedestrian path, have fewer environmental impacts, lower safety costs, and see greater economic benefits from eco-tourism.
The document proposes reviving passenger rail service between Cleveland, Youngstown, and Pittsburgh, called the Cleveland-Youngstown-Pittsburgh Corridor (CYP). It envisions a route where passengers could travel between the cities in around 2 hours, with stops in several additional cities. The author argues this corridor could help achieve a key part of the larger Ohio Hub Amtrak plan and stimulate economic development. Initial service of 2-3 daily roundtrips by 2020 at average speeds of 75 mph could see annual ridership of 663,000 and create 16,800 jobs. The proposal aims to make the service cost effective and able to gain bipartisan political support.
Capital Area Transit System (CATS) is the public transit authority for Baton Rouge, Louisiana. It operates 60 buses on fixed routes and 20 paratransit vehicles. CATS also provides curb-to-curb service called CATS-On-Demand for disabled passengers. A recent study recommended that CATS integrate land use and transportation by adopting complete streets policies and developing a rail link between Baton Rouge and New Orleans to drive economic growth. CATS is also studying bus rapid transit lines and working on transit amenities to encourage multimodal transportation options. Public transit is an important economic development tool that yields returns on investment.
Transportation - Pubilshed in San Diego CityBeatDana Sargent
Critics argue that the $14 billion transportation plan approved by SANDAG allocates too much funding to highways and not enough to mass transit. The plan would extend an existing half-percent sales tax for 40 more years to fund transportation projects, but some say the funds are being diverted from their original intent of funding regional transit. A new advocacy group called San Diego Transit Riders United formed in response to the plan and what they see as growing inadequacies in transit funding. Supporters of the plan argue that it allocates funds similarly to the original 1987 plan and will support projects that benefit both roads and transit.
The document proposes upgrading the Select Bus Service (SBS) on the Bx6 route in New York City to bus rapid transit (BRT). BRT would improve operations by reducing travel times, attracting more investment to surrounding neighborhoods, and better serving low-income communities along the route. Specifically, BRT could decrease the 56-minute commute on the Bx6 to 39 minutes by using dedicated bus lanes and other features. This upgraded service would provide economic opportunities for residents in Hunts Point and Morrisania, two of the lowest income areas in the city that are underserved by transit.
Miami-Dade MPO's Mobility Trends & Patterns presentation to the American Society for Public Administration Best Practices Conference on February 3, 2017.
S.M.A.R.T. (Suburban Metropolitan Area Rapid Transit) is a proposed solution to improve Chicago's public transit system and reduce traffic. It aims to connect the existing radial transit lines that run from suburbs to downtown, allowing transfers between lines without going through the central hub. Key features include substantial connections to existing transit and seamless integration into the existing landscape to make Chicago and surrounding suburbs more accessible by public transit.
Passenger Rail vs. Multi-Modal Transportation Corridorbudcolligan
The document compares the goals and attributes of a passenger rail system versus using the transportation corridor as a multi-modal path without rail for Santa Cruz County. Some key points discussed are that a passenger rail system would have higher capital and operating costs, take longer to implement, and face more funding risks than a non-rail transportation corridor. A non-rail corridor could accommodate more daily trips as a bike/pedestrian path, have fewer environmental impacts, lower safety costs, and see greater economic benefits from eco-tourism.
The document proposes reviving passenger rail service between Cleveland, Youngstown, and Pittsburgh, called the Cleveland-Youngstown-Pittsburgh Corridor (CYP). It envisions a route where passengers could travel between the cities in around 2 hours, with stops in several additional cities. The author argues this corridor could help achieve a key part of the larger Ohio Hub Amtrak plan and stimulate economic development. Initial service of 2-3 daily roundtrips by 2020 at average speeds of 75 mph could see annual ridership of 663,000 and create 16,800 jobs. The proposal aims to make the service cost effective and able to gain bipartisan political support.
Capital Area Transit System (CATS) is the public transit authority for Baton Rouge, Louisiana. It operates 60 buses on fixed routes and 20 paratransit vehicles. CATS also provides curb-to-curb service called CATS-On-Demand for disabled passengers. A recent study recommended that CATS integrate land use and transportation by adopting complete streets policies and developing a rail link between Baton Rouge and New Orleans to drive economic growth. CATS is also studying bus rapid transit lines and working on transit amenities to encourage multimodal transportation options. Public transit is an important economic development tool that yields returns on investment.
Transportation - Pubilshed in San Diego CityBeatDana Sargent
Critics argue that the $14 billion transportation plan approved by SANDAG allocates too much funding to highways and not enough to mass transit. The plan would extend an existing half-percent sales tax for 40 more years to fund transportation projects, but some say the funds are being diverted from their original intent of funding regional transit. A new advocacy group called San Diego Transit Riders United formed in response to the plan and what they see as growing inadequacies in transit funding. Supporters of the plan argue that it allocates funds similarly to the original 1987 plan and will support projects that benefit both roads and transit.
The document provides conceptual cost estimates for implementing different scenarios to expand Miami's transit system as outlined in the SMART Plan, ranging from a fast implementation of all corridors simultaneously at an estimated total capital cost of $3.6 billion to a slower minimum operable segment approach costing an estimated $1.9 billion. It also reviews the historical timeline of studies conducted for each of the six corridors and assumptions used to develop the conceptual cost estimates.
The document analyzes the effectiveness of Brisbane's public transport network. It aims to determine how effective the current network operates and how it can be improved. The historical background discusses how public transport in Brisbane dates back to the mid-1800s with horse drawn trams and electric trams. A literature review examines Brisbane's Transport Plan goals of targeted patronage not being reached and compares Brisbane's network to systems in other cities like London. The conclusion recommends that reducing fares and implementing incentives would make the current network more effective.
Presentation by Marcelo E. Lascano Kežic of the University of San Martin, Buenos Aires and the University of Buenos Aires.
Delivered on 6 March 2014 to an audience at the Institute for Transport Studies (ITS) University of Leeds .
www.its.leeds.ac.uk/research/themes
Dylan Garritano examined the relationship between bus and light rail transit in six cities to determine if the two modes compete or cooperate. He analyzed three variables: number of vehicles operated, operational costs, and ridership. The results showed minimal competition between bus and light rail, as light rail did not negatively affect bus systems. Cities with both bus and light rail saw increasing ridership over time, unlike cities with only bus. This suggests light rail can improve public transportation networks when added to bus systems rather than competing with them.
The document proposes a partnership between the MTA and employers in New York City's outer boroughs to improve bus routes for low- and moderate-income workers. The MTA would work with anchor institutions to analyze employee commute data and allow employers to bid on prospective bus routes serving their areas. This would help the MTA design more effective routes while giving employers access to a larger labor pool. If implemented, the partnership could reduce commute times for low-income workers from over an hour to under 45 minutes, supporting economic growth in the outer boroughs.
Miami-Dade TPO's Milestones, Challenges & Next Steps: SMART Plan Update presentation to the Florida International University (FIU) Real Estate Alumni Affinity Council (REAAC) on May 24, 2017.
Congestion, Carbon & Cost Management in Mass Transit Planning with Efficient ...AlexBoston3
Presentation to TransLink's Mayors' Council in November 2018 as it deliberates updates to an $8.5 billion transit plan. The current plan will sustain congestion and GHG growth. Efficient land use could bend these curves down and contribute to shared congestion management and climate action objectives at lower cost.
The document discusses the I-95 Corridor Coalition GIS Project, which created a consolidated multi-state road network database by integrating individual state road centerline databases along the I-95 corridor. Significant challenges included differences in data quality and attributes between states. While useful for initial analysis, regularly updating the integrated database is difficult. Future efforts may be improved by starting with a commercial network or focusing only on core attributes.
Presentation to the 2009 METRANS National Urban Freight Conference, Long Beach CA representing NYCDOT. Track CP-3 Regional Comparison: Traffic Management
Session Moderator: Genevieve Giuliano, University of Southern California
“Success is not final, failure is not fatal: it is the courage to continue that counts.” - Winston Churchill
“Winners are not afraid of losing. But losers are. Failure is part of the process of success. People who avoid failure also avoid success.” - Robert T. Kiyosaki
“When we give ourselves permission to fail, we, at the same time, give ourselves permission to excel.” - Eloise Ristad
The document summarizes transportation in Miami-Dade County, which has a population of over 5.5 million people and is the 4th largest urbanized area in the US. It outlines the current public transportation network of Metrorail, Metromover, South Dade Busway, and Tri-Rail commuter rail. It also discusses plans to expand the system through new Metromover lines, Bus Rapid Transit corridors, Express Lanes on highways, and the All Aboard Florida passenger rail project. The goal is to invest over $15 billion in transportation infrastructure improvements over the next 20 years to create a sustainable and globally competitive transportation system for the growing region.
The document discusses barriers to providing seamless regional fare payment in the San Francisco Bay Area. It conducted expert interviews and surveys with transit stakeholders. The major barriers identified were financial and institutional - specifically the lack of financial incentives for fare integration and transit agencies' fear of losing revenue from more integrated fares. The relationship between fare coordination, ridership, and revenue is complex and not well understood. Future efforts will need to address potential revenue losses and include financial incentives for agencies to coordinate fares on a regional level.
An Investigation Into The Potential Of Modern Streetcars In Halifaxpklassen
This document investigates the potential for a modern streetcar system in Halifax, Nova Scotia. It begins with an executive summary that outlines the goals of focusing future development into existing urban areas like Halifax Peninsula to accommodate projected population and employment growth. The document then reviews streetcar systems in 6 comparator cities and identifies benefits like increased ridership, investment, and development. A case study of Halifax finds strengths like density and destinations that could support streetcars. The document models potential streetcar routes and recommends further study to determine costs/benefits and explore funding options to stimulate core development through transportation.
8 major public transportation expansion projectsJLL
U.S. submarkets with public transportation outperform the national office market for vacancy, rents and development levels. The reason? More and more workers are demanding offices served by public transportation and so are companies to recruit and retain talent.
This shift in market dynamics coincides with the push for more public transportation infrastructure by voters and elected officials across the country. Take a look at some of the largest public transportation projects across the United Sates.
Vision plan spur 11.30 presentation - hiresAdina Levin
The document discusses a vision and recommendations for improving transportation in the Caltrain Corridor. The vision is for an integrated highway, rail, and ferry system with increased capacity. Recommendations include electrifying Caltrain to increase capacity and reliability, managing Highway 101 lanes as high-occupancy toll lanes, expanding ferry services, improving rail stations and first/last mile connections, and governing the corridor in an integrated way. The vision is estimated to cost $16-21 billion over 20 years. Funding strategies include regional sales taxes, parcel taxes, and public-private partnerships. Next steps include policy agreements, advocating for funding, and improving current rail service.
This document provides statistics and information about Bus Rapid Transit (BRT) systems around the world from the BRTData.org website as of December 2015. Some key points:
- There are 200 cities with BRT systems across 47 countries totaling over 5,258 km of routes and serving over 32 million passengers per day.
- The largest BRT systems by daily ridership are in Latin America, with Brazil, Colombia and Mexico having the most extensive networks.
- The number of BRT cities and total route length have grown significantly each decade since the 1990s as more cities implement BRT systems.
- BRTData.org has tracked growth in BRT networks over time, with a
The document discusses potential rail opportunities in Ohio. It outlines a methodology for analyzing active and abandoned rail lines based on factors like right-of-way costs, population within half a mile, and nearby neighborhoods. The analysis found that reestablishing rail on the Wasson Line east of I-71 and the Tri-County line would have relatively low right-of-way costs while serving neighborhoods and population centers. More thorough analysis is still needed as the details will be important to consider.
The document discusses the economic and transportation benefits of restoring passenger rail service between New Orleans and Baton Rouge. It notes that over 58,000 people commute between the two cities each day, and that number is growing rapidly. Passenger rail could accommodate these commuters more effectively than the increasingly congested highways. It would also provide transportation options for the many low-income and car-less residents across the region. Restoring passenger rail service would cost around $260 million to implement, far less than the over $1 billion it would take to expand the highways. It is presented as a more fiscally responsible and resilient transportation solution that could also spur economic development around stations.
Managing California's Incremental Intercity Passenger Rail HSIPR in Support of the CHSR project. A survey of Caltrain Intercity rail corridor HSIPR and their 2025 Electrification Plan for Supporting CHSR Connectivity.
The document discusses New York City's plans to accommodate a growing population through 2030 by improving its transportation system. It faces problems of overcrowded transit lines and traffic congestion. The city proposes to invest in mass transit, but has a $30.9 billion funding gap. Implementing a congestion pricing plan in Manhattan could generate $400 million annually to fund improvements. Under the plan, drivers would pay a daily fee to drive in highly congested areas during peak hours. Congestion pricing was shown to significantly reduce traffic and raise funds in London and Stockholm.
The Mid-Coast Trolley extension project will extend the San Diego Trolley Blue Line by 11 miles from Old Town Transit Center to the University City area. Construction is slated to begin in fall 2016 and be completed by 2021. The $2 billion project will add 9 new stations and is aimed at improving access and reducing traffic in the region by connecting two major employment centers in San Diego. It will also generate over 14,000 new jobs and $2 billion in economic activity during construction.
The document proposes updates to the transportation element of Fort Lauderdale's comprehensive plan to enhance equity, connectivity, and livability through transportation initiatives. It recommends expanding public transit options like the Wave streetcar, implementing a bus rapid transit network, and establishing an intracoastal ferry system. It also proposes designating urban growth areas to concentrate future development, adopting a modal hierarchy prioritizing pedestrians and transit, implementing complete streets design standards, and designating some streets as public spaces. The goals are to provide more equitable, sustainable, and multimodal transportation access for all citizens.
The document provides conceptual cost estimates for implementing different scenarios to expand Miami's transit system as outlined in the SMART Plan, ranging from a fast implementation of all corridors simultaneously at an estimated total capital cost of $3.6 billion to a slower minimum operable segment approach costing an estimated $1.9 billion. It also reviews the historical timeline of studies conducted for each of the six corridors and assumptions used to develop the conceptual cost estimates.
The document analyzes the effectiveness of Brisbane's public transport network. It aims to determine how effective the current network operates and how it can be improved. The historical background discusses how public transport in Brisbane dates back to the mid-1800s with horse drawn trams and electric trams. A literature review examines Brisbane's Transport Plan goals of targeted patronage not being reached and compares Brisbane's network to systems in other cities like London. The conclusion recommends that reducing fares and implementing incentives would make the current network more effective.
Presentation by Marcelo E. Lascano Kežic of the University of San Martin, Buenos Aires and the University of Buenos Aires.
Delivered on 6 March 2014 to an audience at the Institute for Transport Studies (ITS) University of Leeds .
www.its.leeds.ac.uk/research/themes
Dylan Garritano examined the relationship between bus and light rail transit in six cities to determine if the two modes compete or cooperate. He analyzed three variables: number of vehicles operated, operational costs, and ridership. The results showed minimal competition between bus and light rail, as light rail did not negatively affect bus systems. Cities with both bus and light rail saw increasing ridership over time, unlike cities with only bus. This suggests light rail can improve public transportation networks when added to bus systems rather than competing with them.
The document proposes a partnership between the MTA and employers in New York City's outer boroughs to improve bus routes for low- and moderate-income workers. The MTA would work with anchor institutions to analyze employee commute data and allow employers to bid on prospective bus routes serving their areas. This would help the MTA design more effective routes while giving employers access to a larger labor pool. If implemented, the partnership could reduce commute times for low-income workers from over an hour to under 45 minutes, supporting economic growth in the outer boroughs.
Miami-Dade TPO's Milestones, Challenges & Next Steps: SMART Plan Update presentation to the Florida International University (FIU) Real Estate Alumni Affinity Council (REAAC) on May 24, 2017.
Congestion, Carbon & Cost Management in Mass Transit Planning with Efficient ...AlexBoston3
Presentation to TransLink's Mayors' Council in November 2018 as it deliberates updates to an $8.5 billion transit plan. The current plan will sustain congestion and GHG growth. Efficient land use could bend these curves down and contribute to shared congestion management and climate action objectives at lower cost.
The document discusses the I-95 Corridor Coalition GIS Project, which created a consolidated multi-state road network database by integrating individual state road centerline databases along the I-95 corridor. Significant challenges included differences in data quality and attributes between states. While useful for initial analysis, regularly updating the integrated database is difficult. Future efforts may be improved by starting with a commercial network or focusing only on core attributes.
Presentation to the 2009 METRANS National Urban Freight Conference, Long Beach CA representing NYCDOT. Track CP-3 Regional Comparison: Traffic Management
Session Moderator: Genevieve Giuliano, University of Southern California
“Success is not final, failure is not fatal: it is the courage to continue that counts.” - Winston Churchill
“Winners are not afraid of losing. But losers are. Failure is part of the process of success. People who avoid failure also avoid success.” - Robert T. Kiyosaki
“When we give ourselves permission to fail, we, at the same time, give ourselves permission to excel.” - Eloise Ristad
The document summarizes transportation in Miami-Dade County, which has a population of over 5.5 million people and is the 4th largest urbanized area in the US. It outlines the current public transportation network of Metrorail, Metromover, South Dade Busway, and Tri-Rail commuter rail. It also discusses plans to expand the system through new Metromover lines, Bus Rapid Transit corridors, Express Lanes on highways, and the All Aboard Florida passenger rail project. The goal is to invest over $15 billion in transportation infrastructure improvements over the next 20 years to create a sustainable and globally competitive transportation system for the growing region.
The document discusses barriers to providing seamless regional fare payment in the San Francisco Bay Area. It conducted expert interviews and surveys with transit stakeholders. The major barriers identified were financial and institutional - specifically the lack of financial incentives for fare integration and transit agencies' fear of losing revenue from more integrated fares. The relationship between fare coordination, ridership, and revenue is complex and not well understood. Future efforts will need to address potential revenue losses and include financial incentives for agencies to coordinate fares on a regional level.
An Investigation Into The Potential Of Modern Streetcars In Halifaxpklassen
This document investigates the potential for a modern streetcar system in Halifax, Nova Scotia. It begins with an executive summary that outlines the goals of focusing future development into existing urban areas like Halifax Peninsula to accommodate projected population and employment growth. The document then reviews streetcar systems in 6 comparator cities and identifies benefits like increased ridership, investment, and development. A case study of Halifax finds strengths like density and destinations that could support streetcars. The document models potential streetcar routes and recommends further study to determine costs/benefits and explore funding options to stimulate core development through transportation.
8 major public transportation expansion projectsJLL
U.S. submarkets with public transportation outperform the national office market for vacancy, rents and development levels. The reason? More and more workers are demanding offices served by public transportation and so are companies to recruit and retain talent.
This shift in market dynamics coincides with the push for more public transportation infrastructure by voters and elected officials across the country. Take a look at some of the largest public transportation projects across the United Sates.
Vision plan spur 11.30 presentation - hiresAdina Levin
The document discusses a vision and recommendations for improving transportation in the Caltrain Corridor. The vision is for an integrated highway, rail, and ferry system with increased capacity. Recommendations include electrifying Caltrain to increase capacity and reliability, managing Highway 101 lanes as high-occupancy toll lanes, expanding ferry services, improving rail stations and first/last mile connections, and governing the corridor in an integrated way. The vision is estimated to cost $16-21 billion over 20 years. Funding strategies include regional sales taxes, parcel taxes, and public-private partnerships. Next steps include policy agreements, advocating for funding, and improving current rail service.
This document provides statistics and information about Bus Rapid Transit (BRT) systems around the world from the BRTData.org website as of December 2015. Some key points:
- There are 200 cities with BRT systems across 47 countries totaling over 5,258 km of routes and serving over 32 million passengers per day.
- The largest BRT systems by daily ridership are in Latin America, with Brazil, Colombia and Mexico having the most extensive networks.
- The number of BRT cities and total route length have grown significantly each decade since the 1990s as more cities implement BRT systems.
- BRTData.org has tracked growth in BRT networks over time, with a
The document discusses potential rail opportunities in Ohio. It outlines a methodology for analyzing active and abandoned rail lines based on factors like right-of-way costs, population within half a mile, and nearby neighborhoods. The analysis found that reestablishing rail on the Wasson Line east of I-71 and the Tri-County line would have relatively low right-of-way costs while serving neighborhoods and population centers. More thorough analysis is still needed as the details will be important to consider.
The document discusses the economic and transportation benefits of restoring passenger rail service between New Orleans and Baton Rouge. It notes that over 58,000 people commute between the two cities each day, and that number is growing rapidly. Passenger rail could accommodate these commuters more effectively than the increasingly congested highways. It would also provide transportation options for the many low-income and car-less residents across the region. Restoring passenger rail service would cost around $260 million to implement, far less than the over $1 billion it would take to expand the highways. It is presented as a more fiscally responsible and resilient transportation solution that could also spur economic development around stations.
Managing California's Incremental Intercity Passenger Rail HSIPR in Support of the CHSR project. A survey of Caltrain Intercity rail corridor HSIPR and their 2025 Electrification Plan for Supporting CHSR Connectivity.
The document discusses New York City's plans to accommodate a growing population through 2030 by improving its transportation system. It faces problems of overcrowded transit lines and traffic congestion. The city proposes to invest in mass transit, but has a $30.9 billion funding gap. Implementing a congestion pricing plan in Manhattan could generate $400 million annually to fund improvements. Under the plan, drivers would pay a daily fee to drive in highly congested areas during peak hours. Congestion pricing was shown to significantly reduce traffic and raise funds in London and Stockholm.
The Mid-Coast Trolley extension project will extend the San Diego Trolley Blue Line by 11 miles from Old Town Transit Center to the University City area. Construction is slated to begin in fall 2016 and be completed by 2021. The $2 billion project will add 9 new stations and is aimed at improving access and reducing traffic in the region by connecting two major employment centers in San Diego. It will also generate over 14,000 new jobs and $2 billion in economic activity during construction.
The document proposes updates to the transportation element of Fort Lauderdale's comprehensive plan to enhance equity, connectivity, and livability through transportation initiatives. It recommends expanding public transit options like the Wave streetcar, implementing a bus rapid transit network, and establishing an intracoastal ferry system. It also proposes designating urban growth areas to concentrate future development, adopting a modal hierarchy prioritizing pedestrians and transit, implementing complete streets design standards, and designating some streets as public spaces. The goals are to provide more equitable, sustainable, and multimodal transportation access for all citizens.
The document analyzes 27,000 city pairs in the US to identify those with the greatest potential demand for high-speed rail service. It finds that city pairs are most suitable if they are: located in large metropolitan areas within megaregions like the Northeast, California, and Midwest; separated by 100-500 miles; and have existing transit connections, high economic productivity, and auto congestion. Based on these criteria, the top 50 city pairs are primarily in the Northeast, California, and Midwest. The document recommends initial high-speed rail investments focus on corridors that can achieve the greatest travel benefits for the largest populations.
FINAL CHSRP AND Megaproject PresentationArthur Bauer
This document summarizes a presentation about megaprojects and the California high-speed rail project. It defines megaprojects as projects costing $1 billion or more that face challenges in development, planning, management, and risks. The presentation focuses on the California high-speed rail project, discussing elements of megaprojects like technical complexity, social impacts, and budget issues. It also outlines the history and ongoing challenges of the rail project, including cost increases, routing conflicts, and securing sufficient funding.
This draft report outlines Seattle's plan to expand its RapidRide transit network with seven new corridors by 2024. It provides background on RapidRide service in Seattle, the planning process, and the proposed corridors. The expansion aims to serve more residents and jobs as Seattle grows, improve mobility, and meet the city's goal of providing frequent 10-minute transit service within a 10-minute walk for 72% of households. The new corridors are expected to increase ridership by 50% and reduce travel times by 10-15% through dedicated bus lanes, signal priority, and other improvements.
Railroads control air rights above their extensive track networks that are well-suited for drone commerce through a new service called Drone+Rail Intermodal (D+RI). D+RI would allow drones to rapidly transport smaller cargo between regional depots by flying above railroad tracks. This leverages railroads' 171,010 miles of existing infrastructure and centralized operations to offer competitive advantages over standalone drone delivery companies. D+RI has the potential to generate new revenue streams for railroads without large capital expenditures.
The document provides an overview of an Automated Guideway Transit Study being conducted to explore options for connecting the Downtown Transit Center to North Bayshore in Mountain View, California. It discusses the following key points:
- Four technology options are being considered: aerial cable transportation, automated transit network, automated people movers, and autonomous transit.
- Three potential corridors along Shoreline Boulevard, Moffett Boulevard, and Charleston Road are being evaluated.
- Preliminary ridership estimates range from 4,900 to 7,560 daily riders and 820 to 1,270 riders during peak hours.
- Evaluation criteria will assess ability to meet demand, costs, neighborhood impacts, and other factors.
- Input is sought from City
The document discusses trends in urban planning that are impacting real estate markets. It describes how cities like Chicago, San Francisco, New York, and Washington D.C. are implementing transit-oriented development and public-private partnerships to encourage density, mixed-use development, and walkability. Examples include reducing parking minimums near transit in Chicago and extending the subway in New York to support large projects like Hudson Yards. The document also discusses the repurposing of abandoned infrastructure like rail lines into public parks and trails in cities like Atlanta, Chicago, and New York to promote green space and development. Many companies are also moving back to urban downtown areas from the suburbs for access to talent and customers. These trends are helping create 24
This document outlines milestones and next steps for the Strategic Miami Area Rapid Transit ("SMART") Plan. Key points include:
- The SMART Plan proposes 6 rapid transit corridors totaling over 90 miles to connect major population and employment centers in Miami-Dade County.
- Milestones include establishing transit as the highest priority, adopting the SMART Plan, allocating funding, and selecting the locally preferred alternative for the South Corridor.
- Funding strategies include a half-penny sales surtax, state and federal grants, toll revenues, and value capture from transit-oriented development. Over $8 billion in revenues has been identified.
- Next steps involve project development and environment
This document summarizes a study on coordinating value capture to fund transit capital projects. It presents case studies of projects in San Francisco, Washington D.C., New York City, and Chicago that effectively coordinated between transit agencies, municipal authorities, and private developers. The case study on San Francisco describes a project to realign the Muni M-Line through the Parkmerced neighborhood, funded primarily by the private developer through a joint development agreement. The Washington D.C. case study examines a new Metro station funded in part through a special taxing district that captured value from surrounding new development. The document concludes that successful coordination requires experienced public staff and organizational structures that facilitate collaboration between public and private entities.
The document discusses the poor state of roads and bridges in the United States. It notes that the American Society of Civil Engineers gives U.S. infrastructure an overall grade of D+ with roads receiving a D and bridges a C+. Over 10% of bridges are structurally deficient and funding needs are not being met, leading to band-aid fixes. The document advocates for innovation to help address infrastructure problems through programs like TIGER grants and examples like using mobile lidar for stringless paving projects.
This document discusses the challenges facing global supply chains due to inadequate infrastructure in many countries. It notes that while trade and transportation infrastructure have enabled more flexible supply networks, growth is putting pressure on aging infrastructure in both developed and developing nations. Experts cite issues like traffic congestion, limited port and airport capacity, and insufficient road and rail systems. To address infrastructure constraints, the document advocates for collaborative planning among stakeholders and effective communication to policymakers about the economic impacts of infrastructure investments.
The document summarizes ARTBA's activities and accomplishments in 2014, including:
1) Helping ensure Congress fully funded MAP-21 and passed temporary measures to avoid a shutdown of the Highway Trust Fund.
2) Protecting the transportation construction market by submitting over 35 comments on proposed regulations.
3) Launching new initiatives such as the Transportation Investment Advocacy Center and first National Workshop for State & Local Transportation Advocates.
4) Welcoming nearly 40 new member companies and agencies and providing industry professionals with networking opportunities at 16 events.
Top 25 Surface Transportation Projects to Support Economic Growth in WyomingPorts-To-Plains Blog
This document identifies the 25 most important surface transportation projects in Wyoming to support economic growth. Improving highways will create construction jobs and make businesses more competitive by reducing costs. The top 10 projects include modernizing I-80, widening routes to energy areas, and improving interchanges. Completing these projects will boost Wyoming's economy by improving access, safety and business competitiveness in key industries like energy, agriculture and tourism.
2014 Miami-Dade County Freight Plan Update presentation to the Freight Transportation Advisory Committee (FTAC) by Cambridge Systematics on August 27, 2014.
Las vegas preferred plan presentation boards Darin Dinsmore
The document summarizes the Downtown Las Vegas Master Plan process and preferred plan. It discusses expanding the study area to anticipate growth, challenges facing downtown like lack of investment and poverty, and needed improvements such as light rail and bike networks. Community outreach included over 2,400 participants and identified priorities like housing, parks, and mixed uses. The preferred plan projects aggressive development of over 11 million square feet over 20 years, focusing on housing, retail, office, and institutional space.
This document discusses opportunities for improved regional transit cooperation in Southern New England and the Northeast Corridor megaregion. It notes that eight of the ten densest US states are located in the Northeast Corridor. Addressing issues like traffic congestion and air pollution requires coordinating transportation planning and services across state and county lines. The document then focuses on opportunities for regional cooperation in three specific areas - Southern New England as a whole, the Knowledge Corridor region between Springfield, MA and New Haven, CT, and the metro Hartford, CT region. It discusses integrating services, fare payment, and mobility options across these regions.
Rhode Island has a high percentage of structurally deficient bridges, with 22.7% rated as such in 2014. Federal funding is restricted for states that have over 10% deficient bridges, limiting Rhode Island's ability to use funds for temporary repairs. At the current rate of spending, the deficiency rating will worsen to 47% of bridges in 10 years. The state proposed tolls on trucks through the RhodeWorks program to fund $500 million in bridge repairs, which could allow the state to meet the federal threshold 7 years earlier than projected and save $1 billion. However, the tolling proposal stalled in the legislature due to opposition from trucking companies.
Similar to Will a subway eventually run beneath the Las Vegas Strip? (20)
The Clark County School District held a career fair with 200 open jobs, including teachers, substitutes, and transportation roles. The local unemployment rate was 7.1%, with over 73,000 job seekers. Several other upcoming job fairs were mentioned as opportunities for job seekers. Las Vegas' recovery from the recession has been slower than other cities due to its reliance on construction and hospitality industries that were hit hard, and because a majority of its workforce lacks college degrees.
Sepp Blatter criticized the federal investigation into FIFA corruption as bringing "shame and humiliation" to soccer, but said change is needed. Several soccer officials were arrested as part of probes by U.S. and Swiss authorities into World Cup bidding and long-running corruption. UEFA wants to postpone FIFA's presidential election on Friday, but Asian and African soccer bodies reiterated support for Blatter to serve another term despite the turmoil.
Michael Brown's parents file lawsuit against Ferguson
Will a subway eventually run beneath the Las Vegas Strip?
1. Will a subway eventually run beneath the Las Vegas Strip?
A light-rail subway system beneath Las Vegas Boulevard is among the ambitious recommendations
that have emerged from a transportation plan that has taken more than two years to complete.
Another big-ticket project is a double-deck tunnel under McCarran International Airport to connect
Russell Road east and west of the airport and possibly provide a light-rail link to the Strip line.
The Regional Transportation Commission of Southern Nevada unveiled a draft of its 15-point
Transportation Investment Business Plan on Wednesday, opening the door to debate about how
Southern Nevada can best prepare to address gridlock in the resort corridor.
"Without new investments, the roadways, pedestrian facilities and transit system will be
overwhelmed, the quality of the visitor experience degraded and the core area's economic growth
impeded," the draft plan states in its introduction.
The Transportation Commission funded consultants who were guided by a committee of
stakeholders representing government entities and private businesses that depend on the tourism
economy and moving visitors through the valley.
The recommendations emerged after nearly 2½ years of meetings by the committee appointed by
Las Vegas Convention and Visitors Authority President and CEO Rossi Ralenkotter that included
representatives of virtually every entity that has anything to do with transportation.
Among the committee representatives were officials from the Transportation Commission, Clark
2. County and the city of Las Vegas, the Las Vegas Monorail Co., the Nevada Taxicab Authority, taxi
and limousine industries, McCarran, the University of Nevada, Las Vegas, the Nevada Resort
Association, the Las Vegas Global Economic Alliance and the Las Vegas Metro Chamber of
Commerce.
Ralenkotter's instruction to committee members was to check self-interests at the door and consider
overall solutions instead of what individual entities wanted.
Several representatives of the committee met Wednesday with the Review-Journal and said
Ralenkotter's directive to work collaboratively was followed.
No cost estimates were provided in the initial report, but Tina Quigley, general manager of the
Regional Transportation Commission, said the Strip light-rail project alone would cost billions of
dollars.
But committee members noted that in cities with new transportation systems, there would be a
significant return on investment in economic development as a result of the system.
For example, a light-rail system in metropolitan Phoenix that was built for about $1 billion was
expected to generate $3 billion in economic development measured in construction, new jobs, retail
sales and tax revenue. Instead, over five years Phoenix had seen an economic development return on
investment of $7 billion.
The Regional Transportation Commission last year hired Charlotte, N.C.-based Michael Gallis
Associates to guide it and the local committee through the process of delivering a series of projects
and proposals that would move traffic more efficiently and improve the visitor experience in Las
Vegas. Gallis brought the perspective of explaining transportation systems and technology that Las
Vegas could consider from across the United States and around the world.
But what the committee found was that the Las Vegas system would have to be different from
anything else in the world because of some of its unique qualities, such as having a high number of
visitors squeezed into a small geographic area, having a mix of leisure and business travelers, and
having an airport that serves a high percentage of arriving and departing passengers as opposed to
connecting through McCarran.
Gallis collaborated with engineers at CH2MHill, economist Jeremy Aguero of Applied Analysis and
business advisers with the JA Barrett Co., eventually turning the effort over to them.
The plan suggests projects and policy decisions grouped in three categories: near-term
improvements that would take one to five years to effect; midterm improvements that would take
five to 10 years; and long-term improvements that would take 10 to 20 years.
The proposal for a Strip subway and Russell Road connection are among the long-term proposals.
Quigley said those projects would require tunnel boring machines because Strip properties objected
3. to any plan that would close streets and property entrances during construction.
No construction details have been planned, but any tunneling would occur below existing utility lines
and pipes.
Development of a light-rail system for Las Vegas figures prominently in the plan.
Noticeably missing from the plan is any proposal to extend the Las Vegas Monorail from its southern
terminus at the MGM Grand to McCarran. However, the extension of the monorail to the Mandalay
Bay Convention Center and to a high-speed rail terminal on the west side of Interstate 15 near
Mandalay Bay as well as building a new monorail station near the Sands Expo Center are listed.
Now that some details of the plan have been made public, CH2MHill, Aguero, Barrett and Greg
Gilbert, outside general counsel for the Regional Transportation Commission, will compile a detailed
summary of project proposals and list prospective funding sources for the projects.
Quigley said the group would look to federal, state, local and private financing sources for funding.
Some of the short-term solutions would be relatively inexpensive and might only require some policy
changes or minor expenses to effect.
Contact Richard N. Velotta at rvelotta@reviewjournal.com or 702-477-3893. Find him on Twitter:
@RickVelotta
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