The 2011-2012 Sacramento Regional Transit Comprehensive Operational Analysis, commonly known as “TransitRenewal”, includes a review of existing market conditions and transit service and aims to position the RT network to sustainably meet future transit demand within the service area. Sustainability is the method of using a resource without depleting or damaging it for future use. Sustainable transit planning focuses on meeting transit needs of the present without compromising the ability of future generations to meet such needs1. TransitRenewal responds to changing economic circumstances and RT’s new financial realities. In 2010, RT implemented substantial service reductions which included discontinuing several bus routes, reducing service levels, and reducing spans. TransitRenewal responds to RT’s plan to regain previous FY 2010 service levels and intends to identify core areas of the RT system where investment will have a maximum benefit, and will guide RT to…
Social media provide transit agencies with an unparalleled opportunity to connect with their customers. These connections may take many forms, but they all can help agencies personalize what can otherwise appear like a faceless bureaucracy. “Social media,” also called social networking or Web 2.0, refers to a group of web-based applications that encourage users to interact with one another. Examples include blogs, social and professional networking sites such as Facebook and LinkedIn, micro-blogging site Twitter, media-sharing sites such as YouTube and Flickr, and location-based sites such as Foursquare. Transit agencies have begun to adopt these networking tools, and their reasons for doing so typically fall into five broad categories.
Timely updates—Social media enable agencies to share real-time service information and advisories with their riders.
Public information—Many transit organizations use social media to provide the public with information about services,…
TransLink operates an integrated regional network of transit services that includes automated rail rapid transit, commuter rail, passenger ferry, highway coach, bus, trolley bus, community shuttle and para-transit. Every transit stop, station, exchange and their surrounding environments acts as a gateway to the transit system and represents the public face of TransLink.
TransLink has set a target for 2040 that more than half of all trips in Metro Vancouver will be made by walking, cycling or transit. TransLink has also articulated a Vision, Mission and Values Statement that focuses on building transportation excellence and enhancing livability by providing a sustainable transportation network that is embraced by the communities and the people it serves.\
This document has been prepared to support TransLink in achieving its long-term targets, with the following objectives to:
ensure consistent quality and design of transit passenger facilities across transportation…
Two goals in Translink’s Transport 2040 strategy are to have most trips in the region occur by walking, cycling and transit and to have the majority of jobs and housing in the region located along the Frequent Transit Network . Since the built environment is a major determinant of travel demand and mode choice, achieving these goals will require the creation of more transit-oriented communities – places that, by their very design, invite people to drive their cars less and walk, cycle and take transit more as no single agency or organization in the Metro Vancouver region has the mandate or capacity to address all of the various inter-dependent components needed to create transit-oriented communities, this effort will necessarily be a collaborative one between Translink, Metro Vancouver, local municipalities, and the private sector, as well as the wider public . This literature review provides a research foundation from which to facilitate this important regional…
Recent increases in fuel prices, combined with the deep downturn in the economy, have raised concerns among policymakers and advocates about the burdens of transportation costs on the poor. Moreover, low-income travelers have been at the center of recent debates over the fairness of proposed transportation finance instruments such as congestion pricing and gas-tax increases. Despite these concerns, relatively little is known about how low-income households manage their transportation costs while also preserving their desired level and quality of mobility. This study begins to fill that gap by exploring the challenges low-income residents face in covering their transportation costs.
The analysis is based on in-depth interviews with 73 low-income adults living in or near the City of San José, California, in the San Francisco Bay Area. The sample was diverse by many criteria, but overrepresented individuals who had extremely low incomes. (Some were…
The Hampton Roads Regional Transit Vision Plan (HRRTVP or the “Vision Plan”) looks into the future – 2025 and beyond – to visualize what may be possible for the region’s transit services. It provides a concept for a regional rapid transit network that connects major employment and population centers in Hampton Roads. It envisions thoughtful and coordinated land use planning combined with specific transit modes that improve mobility options for the public. The purpose of HRRTVP is to provide a long-term framework for transit development, not a definite set of approved projects. As the region selects projects for further study, planners, elected officials, and the public will collaborate to define the specific requirements, alignments and transit modes in accordance with local land use planning, alternatives analysis, environmental considerations and available funding.
This study examines the impact of street network connectivity on transit patronage. The aim is to better understand how connectivity affects the decision to use public transportation after we control for population density and the effect of walking distance from the transit station. Data on population densities, transit service features, and annual average daily station boardings are drawn from Chicago (CTA), Dallas (DART), and Atlanta (MARTA). Results suggest that metric reach, which measures the street length that is accessible within a walking range, has significant impact on ridership levels jointly with population density and two attributes of transit service features. In particular, the estimates indicate that metric reach is a stronger predictor of transit use than station area population densities.
The proposed research addresses the impacts of urban form on transit ridership, in general, and the relationship between public transportation and walking, in particular. Urban form is defined in terms of three core dimensions: densities, land use patterns, and street networks. Existing literature suggests that population, employment and development densities (Holtzclaw 1994; Quade and Douglas Inc. 1996b; Cervero 1996); number of non-residential destinations and the mix of land uses (Cervero 2002; Kockelman 1997); density of street networks (Moudon et al. 2006; Handy 1996); and attitudinal factors (Kitamura et al. 1997; Krizek 2000) support walking and contribute to transit ridership.