In spring of 2011, the Los Angeles County Metropolitan Transportation Authority (Metro), in partnership with the City of Los Angeles, was awarded a grant from the Southern California Association of Governments (SCAG) to prepare the Orange Line Bus Rapid Transit Sustainable Corridor Implementation Plan (Orange Line BRT Sustainable CIP). Metro, the City of Los Angeles, and SCAG retained Raimi + Associates and its consultant team of The Center for Transit-Oriented Development and Nelson\Nygaard to assist with the planning effort.
The Orange Line BRT Sustainable CIP identifies a range of improvements to the Orange Line and the fourteen station areas on its original alignment – such as land use changes, catalyst projects, streetscape improvements, and transit connections – that will increase transit use for commuters and discretionary riders, reduce greenhouse gas (GHG) emissions, and advance Metro’s sustainable development principles. The four main goals of the Orange…
What GAO Found
U.S. bus rapid transit (BRT) projects we reviewed include features that distinguished BRT from standard bus service and improved riders’ experience. However, few of the projects (5 of 20) used dedicated or semi-dedicated lanes— a feature commonly associated with BRT and included in international systems to reduce travel time and attract riders. Project sponsors and planners explained that decisions on which features to incorporate into BRT projects were influenced by costs, community needs, and the ability to phase in additional features. For example, one project sponsor explained that well-lighted shelters with security cameras and real-time information displays were included to increase passengers’ sense of safety in the evening. Project sponsors told us they plan to incorporate additional features such as off-board fare collection over time.
The BRT projects we reviewed generally increased ridership and improved service over the previous transit service.
Transit oriented development has been a large part of Boston’s growth since the earliest horse-drawn railways. In fact, we live in a uniquely transit-oriented region, where 25% of housing units and 37% of employment is within a half-mile of a rapid transit or commuter rail station. Now Metro Boston is experiencing a new wave of growth near transit, with hundreds of residential and commercial developments underway and more on the horizon. Cities and towns are creating station area plans and updated zoning to unlock development potential; the MBTA is accepting proposals for major developments on prime T-owned parcels; state agencies are using transit proximity as a criteria for prioritizing infrastructure or housing resources; and the development community is finding a strong market for residential and commercial space near the T.
There are good reasons for this burgeoning interest in Transit Oriented Development (TOD.) New growth near transit stations can help…
Twenty-five airports have a connection with the local rail transit system, but each is unique. Variables such as network size, train frequency, type of airport station, time, and cost vary by airport. Both airport passengers and planners should have a technical basis of selecting which system is the most useful, efficient, and reliable. To date, there have been no scoring procedures created to rank the airports in order of quality of connection.
This thesis analyzes rail transit accessibility for all 25 airports (three of which have two separate transit systems) by investigating eight characteristics, three of which are market factors and five of which are system factors. The five system factors are travel time difference between car and train, transit cost difference between car and train, airport/transit connection type, network size, and train frequency. The three market factors are rail transit mode share, business traveler percentage, and low-cost carrier percentage.
Why measure active Transportation?
Active transportation—generally referring to purpose-oriented trips by walking or cycling—can be an important component of one’s daily travel. Furthermore, active transportation or active travel (hereafter, AT) has important implications for personal health, livability, and environmental resources. Measuring changes in AT via well-established indicators is particularly relevant in two fields: health and transportation. Those working in the transportation field want to understand the demand for different types of facilities to support sustainable, cost-effective mobility for the entire population. They are also interested in how active transportation links to public transportation. Those in the public health field realize that to only focus on exercise misses much routine physical activity done in the course of commuting, paid work, chores, and errands. Both fields aim to measure aspects of active transportation, but…
The federal government, through various transportation acts, such as the Intermodal Surface Transportation Efficiency Act (ISTEA), the Transportation Equity Act for the 21st Century (TEA-21), and, more recently, the Safe, Affordable, Flexible, Efficient Transportation Equity Act—A Legacy for Users (SAFETEA-LU), has reinforced the need for integration of land use and transportation and the provision of public transit. Other federal programs, such as the Livable Communities Program and the New Starts Program, have provided additional impetus to public transit. At the state and regional level, the past three decades have seen increased provision of public transit. However, the public transit systems typically require significant operating and capital subsidies—75 percent of transit funding is provided by local and state governments.1 With all levels of government under significant fiscal stress, new transit funding mechanisms are welcome. Value capture (VC) is once…
The Fairfax County, VA, Planning Commission TOD Committee, established in May 2006, was a special committee of the Planning Commission which sponsored an open and visible process to gather input on a consensus vision and guidance on Fairfax County Transit-Oriented Development (TOD). The Committee's goal was to recommend language to the Board of Supervisors and County staff for use in a Policy Plan Amendment (STO7-CW-ICP) that provided a standardized definition and set of guiding principles for Transit-Oriented Development in Fairfax County.
TCRP Report 153: Guidelines for Providing Access to Public Transportation Stations provides a process and spreadsheet-based tool for effectively planning for access to high capacity transit stations, including commuter rail, heavy rail, light rail, bus rapid transit (BRT), and ferry. The report is accompanied by a CD that includes the station access planning spreadsheet tool that allows trade-off analyses among the various access modes (automobile, transit, bicycle, pedestrian, and transit-oriented development) for different station types. The potential effectiveness of transit-oriented development opportunities to increase transit ridership is also assessed.
This report and accompanying materials are intended to aid the many groups involved in planning, developing, and improving access to high capacity transit stations, including public transportation and highway agencies, planners, developers, and…
There is a growing body of evidence, including earlier Mineta Transportation Institute-sponsored research, showing that multi-destination transit systems are far more effective in attracting passengers and more efficient in use of resources to carry each passenger than central business district (CBD)-focused systems. At the same time, however, evidence is beginning to show that multi-destination transit systems appeal largely to transit-dependent riders (also called captive riders), whose demand for transit service appears to be highly elastic with respect to the shortening of transit travel time between origin and destination. Given the interest in using transit investments to lure people from their automobiles in order to reduce greenhouse gas emissions and reduce congestion, it is imperative that the appeal of such systems to choice riders (also called discretionary riders) also be understood. However, this issue remains as yet relatively unexplored.
Letter To Residents
The District of Columbia is committed to bringing a streetcar system to the city to improve transit services available to residents and create walkable, vibrant communities. In the spring of 2010, the DC Office of Planning (OP) initiated a land planning study to ensure that the city and its residents gain the greatest possible benefits from the new system, and that the overarching vision and goals for the District are furthered by the new system.
Goals of the DC Streetcar system:
Link neighborhoods with a modern, convenient and attractive transportation alternative.
Provide quality service to retain and grow transit ridership.
Offer a broader range of transit options for District residents.
Reduce short inner-city auto trips, parking demand, traffic congestion and air pollution.
Connect people to jobs and services with frequent, affordable, reliable transit service.
Encourage economic development and affordable housing options along streetcar corridors.