This Streetcar Feasibility Study is being conducted in conjunction with the Access Minneapolis Ten-Year Transportation Action Plan, which lays the groundwork for transportation improvements that are designed to meet the long-term objectives of the Minneapolis Plan, the City’s comprehensive plan.
This manual is intended to serve as a companion to MTC’s Transit Oriented Development (TOD) Policy and for Priority Development Areas under the Focusing Our Vision (FOCUS) program to assist jurisdictions with decisionmaking as they complete planning efforts around Bay Area transit hubs and corridors.
Most of the literature on transit corridors, such as superhighways and tunnels, focuses on the positive externality of transit access (e.g., interstate access, transit station) and fails to isolate the negative externality of the corridor itself. This empirical study examines two situations: one with both access benefits and negatives, and another without the access benefit. The findings reveal that proximity to the transit corridor alone without direct access conveys a negative impact on nearby housing values.
This two-part study for the Seattle Urban League and the Seattle Streetcar Alliance sought to guide decisions regarding the financing of a network of streetcar lines in and near Downtown Seattle. The first part of the study addressed the potential revenue and funding sources for the operations, maintenance, and capital costs of developing streetcar lines. It drew from experiences around the country and abroad, particularly from the Portland, Oregon, and South Lake Union streetcar systems. The second part explored the social and economic characteristics of neighborhoods and districts that would affect the existing and planned network of streetcar lines and that might affect future extensions to this existing network. During the many interviews conducted over the course of the work, we encountered strong interest in and support for expanding Seattle’s streetcar network among a wide range of Seattle employers and public agency staff. As in other cities, a streetcar system seems to…
Inaugurated on July 6, 2003, the Gold Line is a 13.7-mile light rail line in the Los Angeles metro rail system. The line connects the cities of Pasadena and South Pasadena and the northeastern portion of Los Angeles to the Union Station transit hub on the northern edge of downtown Los Angeles (Figure 1). Operated by the Los Angeles County Metropolitan Transit Authority (MTA), the line traverses a broad cross-section of neighborhoods as it passes through Chinatown, the diverse communities along the historic Arroyo Seco and 110 Freeway corridor, the affluent residential neighborhoods of South Pasadena and Old Town Pasadena, and extends eastward along the 210 Freeway right-of-way to its terminus at the Sierra Madre Villa Station. Over its relatively short life, the Gold Line has had substantially less ridership than MTA’s Red or Blue Lines.
This study examines the characteristics of station areas and recent nearby transit-oriented development (TOD) activity within…
The intent of this document is to be supplementary to TRB TCRP Report 57, Track Design Handbook for Light Rail Transit, and it is therefore focused on the important differences between “line-haul” light rail systems and Circulator light rail systems as they relate to trackway infrastructure. The guidelines, narrative, and illustrations provided in this report are intended to highlight many of the principal issues and concerns that should receive attention when designing a Light Rail Circulator System’s trackway infrastructure. Past experience of a number of transit agencies with wheel-rail incompatibilities requiring extra effort and cost to resolve have indicated that the attention to detail required to achieve the successful construction of such infrastructure is not to be underestimated.
This paper provides some initial ideas on approaches to economic development criteria based on a definition of economic development typically used by planners at the local metropolitan and state levels focusing on job, industry, and occupational growth, and direct investment in buildings, infrastructure, and human capital rather than on a definition used by economists focused on costs, expenditures, revenue flows and measures of output and productivity.
The Frankford Avenue Corridor Transit Oriented Development (TOD) Plan provides a vision and framework for redevelopment of three station areas – about a quarter-mile radius around three stations on the Southeastern Pennsylvania Transit Authority’s (SEPTA) Market-Frankford EL. These stations are located in the Frankford neighborhood of northeast Philadelphia. SEPTA has reconstructed parts of the EL line and developed a multi-modal transit hub at Frankford. Wishing to leverage these investments, the Philadelphia City Planning Commission asked the consultant team led by Wallace Roberts & Todd, LLC (WRT) to develop TOD-based land use plans and redevelopment guidelines for the Frankford Avenue neighborhood commercial corridor, which runs adjacent to EL.
Transit Oriented Development refers to compact, pedestrian-oriented mixed use development, characterized by moderate to high density development around transit stations. The consultant team…
The Denver metropolitan area is home to more than 2.6 million people. This represents more than half the population of Colorado, which was the third-fastest growing state in the nation during the 1990s and is the eighth-fastest growing since 2000. Metro Vision 2030, the Denver Regional Council of Governments (DRCOG) 25-year plan for growth and development, projects the region to grow by nearly 50 percent to a total of 3.9 million residents—along with 800,000 new jobs—by 2030.
This growth will place a tremendous strain on the region’s already congested transportation system. In its 2003 Annual Urban Mobility Report, the Texas Transportation Institute (TTI) rated Denver as the third-most congested city in the nation. In 2005, about 1,460 lane-miles of the regional roadway system were severely congested for more than three hours per day. By 2030, DRCOG projects this to grow by 82%.
FasTracks, the Regional Transportation District’s 12-year comprehensive…