Trip Generation Rates at Park-and- Ride (PnR) Facilities with Regional Bus and Light Rail Service: A Supplement to ITE Trip Generation Data
|
|
- Evangeline Stephens
- 6 years ago
- Views:
Transcription
1 Trip Generation Rates at Park-and- Ride (PnR) Facilities with Regional Bus and Light Rail Service: A Supplement to ITE Trip Generation Data Ravi Palakurthy (Corresponding Author) Regional Transportation District Broadway, Suite 00 Denver, CO 00 Phone: (0) - Ravikumar.Palakurthy@RTD-Denver.com Li-Wei Tung, Ph.D. Regional Transportation District Broadway, Suite 00 Denver, CO 00 Li-Wei.Tung@RTD-Denver.com Lee Cryer Regional Transportation District Broadway, Suite 00 Denver, CO 00 Lee.Cryer@RTD-Denver.com Lacy Bell, P.E. Regional Transportation District Broadway, Suite 00 Denver, CO 00 Lacy.Bell@RTD-Denver.com, words [, + Figures x 0 + Tables x 0]
2 1 1 1 ABSTRACT A Park-and-Ride (PnR) is a parking facility with connections to public transit service. The ITE (Institute of Transportation Engineers) Trip Generation Manual, th Edition, presented trip generation rates separately for PnR facilities with bus and light rail service; however, the small sample sizes (maximum sample size is six studies) and outdated trip generation rates (between 10s and 000s) may not be an accurate representation for transportation engineers and planners to correctly estimate the traffic impacts of PnR facilities. This paper describes a comprehensive trip generation study that was performed at 0 Regional Transportation District (RTD) PnR facilities in the Denver region with regional bus and light rail transit service. Similar to the ITE manual, weighted average trip rates and regression equations are estimated and produced in this study. The sample size and variation in the data collected in this study can be used as a good representation for computing trip generation locally, or for being applied to cities with similar transit systems and PnR design criteria. #1-01 Revised Paper
3 INTRODUCTION A Park-and-Ride (PnR) is a parking facility that provides connections to public transit services. Transit passengers can be dropped off or leave their vehicles at the facility and transfer to a bus or train and thus avoid traffic congestion and expensive city parking. PnR facilities provide local and regional access to transit, consolidate demand for service, and can reduce vehicle trips and traffic congestion. PnR facilities are generally located in suburban areas or at stations with multiple transit choices. PnR facilities can be seen as a transport compromise, converting fulltrip drivers into part-trip riders (1, ). However, there is little research on analyzing trip generation at PnR facilities. The Institute of Transportation Engineers (ITE) Trip Generation Manual () presented trip generation data separately for PnR facilities with bus and light rail service; however, small sample sizes (three studies for weekday average trip ends per occupied space) and outdated trip generation data (e.g., between 10s and the 000s) may not be an accurate representation for transportation engineers and planners to estimate trip generation rates and to measure the traffic impacts of these facilities. The Southern New Hampshire Planning Commission (SNHPC) published a local trip generation manual, Trip Generation Study, to develop local trip generation rates for land use types in the region for which ITE data is lacking (). They conducted the trip generation analysis at two PnR facilities along I- in New Hampshire. However, a small sample size once again yielded insufficient and inadequate trip generation results. Also, trip generation rates at facilities with light rail service were not included. This paper describes a trip generation study that was performed at 0 Regional Transportation District (RTD) PnR facilities in the Denver region with regional bus and light rail transit service. This study is aimed to produce locally generated trip rates and to supplement the trip rate data in the ITE manual. In the next section, data collection methodology is discussed. Then the data analysis and vehicle trip generation rates are provided in the following sections.. DATA COLLECTION RTD has PnR facilities with 1, parking spaces primarily serving light rail and regional bus services. In this study, 0 PnR facilities with transit service were sampled to determine trip generation data for RTD PnR facilities. RTD conducted counts at only 0 out of the PnRs due to limited resources and funding. In order to maximize the utility of available resources, all the PnRs along our light rail system and several bus PnRs were selected. The bus PnRs are selected to be the representative of the system reflecting different service levels and PnR geographical locations. Some bus PnRs in remote locations and PnRs that are very under-utilized were not included for data collection because even though the PnRs are for transit use, anecdotal evidence suggests that those remote PnRs are primarily being utilized for non-transit related purposes. Of the 0 PnR facilities, 1 facilities provide regional bus service and the remaining facilities provide light rail service. At RTD, regional bus service provides longer distance service across the region, make few stops, and often operate along controlled access facilities. Regional bus service also provides service primarily during peak periods between major trip origin and destination points in the region. Most facilities (but not all) also include local or feeder bus service to connect passengers to the regional bus or light rail service. Figure 1 illustrates the #1-01 Revised Paper
4 locations of RTD PnR facilities, and the study facilities are marked with stars (for PnR facilities with light rail service) and triangles (for PnR facilities with regional bus service). The study PnR facilities were number coded in the figure, and the full names of PnR facilities can be found in the Figure. In this study, the PnR facilities covered all light rail corridors outside of downtown Denver (i.e., Southeast, Southwest, and West Corridors) and covered major regional bus corridors. The PnRs located along the rail lines are served by light rail at a frequency of 1 minutes or less. These rail lines primarily serve downtown area, the largest business and employment center in the City of Denver. The rail lines also serve two universities University of Colorado - Denver and University of Denver from the suburban and urban areas. The bus PnRs in the study mostly are served by regional bus with high frequency ( 1 minutes) service during the A.M. and P.M. peak periods. These regional buses mainly connect the downtown Denver area with satellite cities in the region (e.g., City of Boulder). Traffic data collected as a part of this study included: maximum accumulation, entry and exit counts at 1-minute intervals, vehicle occupancy counts during peak periods, and non-motorized counts. Data were collected on weekdays in Spring 01 to represent average weekdays. One-day of data were collected for each PnR facility. Care was taken not to collect data during bad weather days, holidays, and spring/summer breaks for universities to ensure that the data collected reflected average weekday use. Traffic counts were collected using traffic cameras. Cameras at each site were placed at all possible vehicle entry and vehicle exit points and were placed at a height where the number of vehicle occupants could be accurately viewed. The number of cameras at each PnR facility varied depending on its layout and surrounding conditions. Many PnR locations required multiple cameras to collect the data accurately. The placement of cameras was at all access points for most of the facilities. However, at one facility, Broadway Marketplace (#1 in Figure 1), the parking facility is shared with adjacent commercial establishments, so the cameras were placed in the portion of facility designated as transit parking to ensure that all transit-related trips were accurately captured and collected. Data processing was completed manually by technicians. Vehicles from all videos at each site were manually counted and recorded for the complete hour period. To ensure accuracy and reliability of the data, various quality assurance and quality control checks (QA/QC) were conducted as a part of data collection and data processing. The QA/QC process for field work was to verify that all access points of a site were accounted for by physically going through the entire site. Also while processing the data, any odd activity at the facility was documented. Video data was reviewed one more time for accuracy in instances with unexpected results. Maximum vehicle accumulation data collected in this study was compared to the RTD s quarterly parking utilization reports to validate the study data quality, and maximum vehicle accumulation data seemed valid after that comparison. Communication between the field technician and the data processor was very frequent to ensure the data was processed accurately. #1-01 Revised Paper
5 1 FIGURE 1 Study Park-and-Ride locations. #1-01 Revised Paper
6 DATA ANALYSIS METHODOLOGY Data collected from the PnR facilities were then analyzed to estimate the trip ends and PnR vehicle accumulation patterns. A trip end is a single or one-direction vehicle movement with either exiting or entering inside a study site (). The following sections will discuss those two major elements of this study..1 Park-and-Ride Vehicle Accumulation PnR vehicle accumulation can be defined as the number of vehicles parked in a PnR facility at any time during a day. During the data collection period, the total number of vehicles entering and exiting the facility was aggregated at 1-minute intervals. Vehicle accumulation (i.e., number of vehicles parked in the facility) for each 1-minute period was estimated using Equations 1 and. The number of parked vehicles at the end of interval i, CP i, was equal to the sum of the number of parked vehicles at the beginning of the analysis interval, CP i-1, and the sum of the number of vehicles entering the facility during interval i, CI i, minus the number of vehicles existing the facility during interval i, CO i. By calculating the number of parked vehicles for each interval for a study period (i.e., -hour in this study), the maximum vehicle accumulations were observed. CP i = CP i-1+ CI i CO i (1) CP i+1 = (CI i+1 CO i+1 )+CP i () Where CP i = Number of vehicles parked in the facility during interval i, CI i = Number of vehicles entering the facility during interval i, CO i = Number of vehicles exiting the facility during interval i, and i = a given analysis interval. Through the PnR vehicle accumulation, not only can the overall facility utilization patterns be observed, but maximum occupied parking space can also be estimated. The occupied parking space will be used as the independent variable to estimate the dependent variable, number of trip ends.. Vehicle Trip Generation by Predominant Transit Modes Vehicle entering and exiting counts were used to estimate trip generation rates for daily, A.M. /P.M. peak hours, and peak hour entry/exit distributions. Analysis was conducted to determine the weighted average number of trip ends per occupied space and per parking space. However, in this paper, only occupied spaces were chosen rather than total parking spaces to show actual PnR demand, which is important for future PnR planning. Additionally, the trip generation rates were estimated by different predominant transit modes served at PnR facilities in this study (e.g., regional bus and light rail). Average daily and peak hour trip generation rates by transit modes are presented in weighted average because the sites with a high variance do not disproportionately affect the mean. The weighted average trip generation rates (by predominant transit modes) are estimated using Equation. #1-01 Revised Paper
7 WR (bus,rail) = N a=1 (CI a + CO a ) () N a=1 OP a Where WR O = Weighted average number of trip ends per occupied space for all study facilities by transit mode, OP a = Occupied parking spaces at Facility a, CI a = Number of entering vehicles at Facility a, CO a = Number of exiting vehicles at Facility a, and N = Total number of PnR facilities per transit mode. In Equation, the weighted average trip generation rate, WRo, was estimated by taking a sum of entries, CI a, and exits, CO a, across all study PnR facilities by transit mode (N) and dividing it by the sum of all occupied spaces, OP a, across all study PnR facilities by transit mode (N).. DATA ANALYSIS.1 Park-and-Ride Vehicle Accumulation In this study, the maximum PnR vehicle accumulation was used to estimate the occupied parking spaces at facilities. Figure presents the maximum vehicle accumulation and total parking spaces at each study facility. The figure grouped the facilities based on the types of transit service available at those facilities. The numeric value within each pair of parentheses is the identification code for a facility. Fifteen facilities are served by regional bus, and the remaining facilities primarily are served by light rail service along with local bus service. The local bus service at light rail stations is generally feeder bus service intended to feed the light rail stations but not compete with the light rail service. Trips made by using only bus service at light rail PnR facilities are significantly low. Thus, the effect of bus-only trips is neglected for these facilities. Similarly, the local or feeder bus trips at regional bus PnR facilities are relatively low, and thus, the effect of those trips is also not considered in this study. In Figure, the total number of parking spaces for the 0 study facilities is,0. The maximum vehicle accumulation at 0 study facilities is 1,1 spaces. The overall percent accumulation is 0%. Broken down by predominant transit mode, % of parking spaces are found to be occupied at the facilities with regional bus service and % of parking spaces are occupied at the facilities with light rail service. The average number of occupied spaces at the facilities with regional bus service is spaces and 1 spaces for the facilities with light rail service. The facilities with light rail service have a higher occupancy rate than the facilities with regional bus service. A higher occupancy rate found at the facilities with light rail service may be due to the differences in service levels. The light rail corridors operate all-day long, whereas most of the regional bus routes operate mainly during the A.M. and P.M. peak periods. Typically, the regional bus service is only provided inbound towards Denver in the A.M. peak periods and return service in the P.M. peak period. Some of the regional bus routes do provide bi-directional all-day service similar to light rail but typically with less frequency. #1-01 Revised Paper
8 1 The PnR facilities with light rail service are grouped by light rail corridors. In Figure, one can find that most facilities located along the Central, Southwest and Southeast corridors have high parking utilization; however, the facilities along the West Corridor have high vacancy rates. This observation can be further confirmed by the ridership recorded for the West corridor. The West Corridor has the lowest ridership of all RTD light rail corridors. Through the vehicle accumulation patterns and parking utilization, the sizes of the existing parking facilities can be adequately re-evaluated for future PnR planning. For example, the facilities along the West Corridor and other locations with low parking utilization can be assessed for possible changes to other purposes/land uses such as transit oriented development (TOD). #1-01 Revised Paper
9 Parking Spaces 1,00 1,00 1,00 1,00 1, Maximum Accumulation Unused Capacity Regional Bus Central Southwest (Light Rail) (Light Rail) Southeast (Light Rail) West (Light Rail) th & Coffman ( 1 ) Airport Blvd. & 0th Ave. ( ) Olde Town Arvada ( ) Parker ( ) Stapleton ( ) Thornton ( ) US- & Bridge Street ( 1 ) Wagon Road ( 1 ) Ward Road ( 1 ) Table Mesa ( ) US- & Broomfield ( ) US- & Church Ranch ( ) US- & Flatiron ( ) US- & McCaslin ( ) US- & Westminster Center ( 1 ) 0th & Downing Station ( 1 ) Broadway Marketplace ( 1 ) I- & Broadway Station ( 1 ) Englewood Station ( 1 ) Evans Station ( 0 ) Littleton-Downtown Station ( 1 ) Littleton-Mineral Station ( ) Arapahoe at Village Center Station ( ) Belleview Station ( ) Colorado Station ( ) County Line Station ( ) Dayton Station ( ) Dry Creek Station ( ) Lincoln Ave. Station ( ) Nine Mile Station ( 0 ) Orchard Station ( 1 ) Southmoor Station ( ) University of Denver Station ( ) Yale Station ( ) Decatur-Federal Station ( ) Sheridan Station ( ) Lakewood-Wadsworth Station ( ) Oak Station ( ) Federal Center Station ( ) Jefferson County Govt. Center Golden Station ( 0 ) FIGURE Park-and-Ride vehicle accumulations. #1-01 Revised Paper
10 Vehicle Trip Generation Traffic counts recorded from the facilities were used to estimate trip generation rates for daily, A.M. and P.M. peak hours. Entry/exit distributions for each PnR facility were also prepared. Prior to the estimation of trip generation rates at facilities by different predominant transit modes, trip generation rate at each facility and the associated distributions were evaluated. To accurately estimate trip generation rates, outliers were identified and removed from the analysis. The trip generation rate at a PnR facility is calculated based on Equation. R a = (CI a+co a ) OP a () Where R a = Trip generation rate at Facility a, CI a = Number of entering vehicles at Facility a, CO a = Number of exiting vehicles at Facility a, and OP a = Occupied parking spaces at Facility a. The daily trip generation rates for 0 study facilities were then computed and plotted to observe the distributions of trip generation rates by two transit modes. From the plots, shown in Figures (a) and (b), three locations were defined as outliers and were excluded from the analysis as a part of quality control process. The three locations, marked in Figures (a) and (b), were identified based on the unusually high trip rates as compared to the rest of the group. Also, the abnormally high trip rates for these three PnR facilities can be reasonably explained as below. a) US- & Bridge Street (Regional Bus): The daily trip rate for this station was. which was unusually high compared to the average trip rate of.. During the data collection it was observed that the PnR was being used as a parking facility by the patrons of the adjacent fitness facility. As a result, the trip rate was skewed and did not reflect trip generation from transit usage. b) 0 th & Downing Station (Light Rail): The daily trip rate for this location was 1.1, which was unusually high compared to the average trip rate of.. The reason for this high rate can be attributed to two reasons: 1) extremely small size of parking lot (i.e., spaces) and its proximity to downtown. Significant entering and exiting traffic throughout the day is possible due to people checking the availability of an open spot but leaving the location upon finding that the facility is full. ) Another reason might be that people parking in that lot might be traveling to downtown for a shorter time period (e.g., attend meetings) rather than commuting for a full work day. c) Arapahoe at Village Center Station (Light Rail): The daily trip rate for this location was. which was significantly higher than the average rate of.. After the review of camera locations for this PnR along with its layout and surrounding streets, the high trip rate was attributed to some through traffic that was not related to the PnR. #1-01 Revised Paper
11 Vehicle trip ends Vehicle trip ends 1 1 (a) ,000 1,00 1,00 1,00 1,00 Occupied Spaces (Regional Bus) FIGURE (a) Daily trip generation rates at PnR facilities with regional bus service. 1 (b) 1 (c) ,000 1,00 1,00 1,00 1,00,000 Occupied Spaces (Light Rail) FIGURE (b) Daily trip generation rates at PnR facilities with light rail service. #1-01 Revised Paper
12 Weighted Average Trip Rate The A.M. and P.M. peak periods for the Denver region are observed to be :00-:00 AM and :00-:00 PM, respectively. However, to be consistent with the formats presented in the ITE Trip Generation Manual, trip generation rates were estimated for one hour data during A.M. peak period (:00 :00 A.M.) and P.M. peak period (:00 :00 P.M.). Trip generation rates showed one hour weighted average number of trip ends per occupied space at PnR facilities with regional bus and light rail service. Table 1 summarizes the comparisons of trip generation rates at the facilities with different predominant transit modes during different analysis time periods. The values shown here are weighted average trip rates. Thus, the number of trips generated by a PnR facility is estimated by multiplying the number of occupied spaces with the weighted average trip rate. The weighted trip rate methodology assumes a linear relationship with the intercept at the origin (). A small standard deviation means less dispersion and that the model fits the data better. TABLE 1 Weighted Average Daily and Peak Hour Trip Generation Rate per Occupied Space Daily AM Peak Hour (:00 :00 AM) PM Peak Hour (:00 :00 PM) Park-and- Ride Type Weighted average Range of rates S.D. Weighted average Range of rates S.D. Weighted average Range of rates S.D. Regional Bus Light Rail All The count data collected was also analyzed to estimate the directional distribution (i.e., entry-exit percentages) for daily, A.M. and P.M. peak hours. Table illustrates the directional distribution for all the facilities and by different transit modes. TABLE Directional Distribution Summaries by Park-and-Ride Type Park-and-Ride Type Daily Entry % Daily Exit % AM Peak Hour Entry % AM Peak Hour Exit % PM Peak Hour Entry % PM Peak Hour Exit % Regional Bus 0% 0% % 1% 1% % Light Rail % 1% % 1% % % All % 1% % 1% % % This study yielded a daily trip generation rate of.0 vehicle trip ends per occupied space for the PnR facilities with regional bus service, with 0% of vehicles entering and 0% of vehicles exiting the facility. A daily trip rate of.1 vehicle trip ends per occupied space was found for the PnR facilities with light rail service. The daily entry number was slightly less than the daily exit number at facilities with light rail service. This phenomenon might be attributed to some vehicles parked at facilities overnight, and overnight parking is allowed at RTD PnR facilities #1-01 Revised Paper
13 with a minimum charge. High entry numbers and high exit numbers were also found at all facilities during A.M. and P.M. peak hours, respectively. This observation verified that the majority of parking spaces were utilized for trips made in the peak hours consistent with commute to work patterns. Also note that the trip generation rates estimated in this study included the trips made by Kiss-and-Ride passengers at PnR facilities. A Kiss-and-Ride passenger is a transit rider who is dropped off and picked up by a companion without parking the car in the facility. It would be ideal to separate out these trips even though the filed observation results proved that the percentage of Kiss-and-Ride passengers on RTD s system is relatively insignificant; however, due to budget constraints and possible extensive labor commitments, these trips were included in the estimation of the PnR trip rates. Several observations are made based on the trip generation data collected: 1) One major observation made from the data was that there is a high parking space turn over during the course of a day. For example there are.0 trips per day per occupied space at a regional bus only PnR facility. With daily 0% entry and 0% exit split, it can be estimated that there are 1. entries and 1. exits per occupied space. These 1. entries per occupied space indicate that each parking space is occupied more than once. In other words, it can be interpreted that if there are 0 parking spaces in a facility, there will be 1 entries and exits or % of parking spaces are being turned over (being occupied) more than once. ) The trip rates and ranges for PnR facilities with predominantly light rail service were higher than the PnR facilities with regional bus service. The differences can be partly attributed to the following two reasons: a) Level of service and service span being provided were different between the two types of PnR facilities. All PnR facilities with light rail service in the district have all day service with service frequencies ranging from 1 minutes to 0 minutes; however, most of the study PnR facilities with regional bus service have excellent peak period service but very limited if any midday or off-peak bus service. b) The trip rate differences can also be partly attributed to the location of the PnR facilities. Several of the PnR facilities with light rail service are within or on the edges of the City and County of Denver. People have easy access to those facilities and use light rail system to downtown to engage in different activities. However, PnR facilities with regional bus service are located in suburban areas, and the users usually intend to park for a full day to work in downtown. Hence, the turn over and trip generation rates are low. In addition to weighted average trip rate, regression equations are provided in the following section to predict trip generation at PnR facilities using a different approach.... Regression Equations #1-01 Revised Paper
14 T = Daily Vehicle Trip Ends (Regional Bus) A regression equation provides an estimate of the best fit equation for the data points. Regression equations are developed for regional bus and light rail PnR facilities and for daily, A.M. and P.M. peak hours. Scatterplots are developed with trip ends on the y-axis and the number of occupied spaces on x-axis. A linear best fit curve is used to develop the regression equation. Unlike the weighted average trip rate, the regression equation is not forced to pass through the origin. The following figures illustrate the regression equations that have been developed. The coefficient of determination (R ) represents the percentage of the variation in trips generated that is explained by the variance of the independent variable size. The R value is a statistical measure of the how well the regression equation approximates the real data points. In other words, a higher R value indicates a better fit between the data points and the regression equation. As seen in the following figures, the R values are around 0.0 which indicates a good fit between the data points and the regression equation. Some efforts were made to fit the data with some non-linear regression models; however, none of those results revealed a better fit than the linear regression model. Therefore, the linear regression was adopted and is consistent with methods addressed in the ITE Trip Generation Manual. Trip generation for facilities with regional bus service T =.x -.1 R² = ,000 1,00 1,00 1,00 1,00,000 X= Number of Occupied Spaces Actual Data Points Average Rate Fitted Curve FIGURE (a) Park-and-Ride with regional bus service (daily). #1-01 Revised Paper
15 T= P.M. Peak Hour Vehicle Trip Ends (Regional Bus) T= A.M. Peak Hour Vehicle Trip Ends (Regional Bus) T = 0.1x -.1 R² = ,000 1,00 1,00 1,00 1,00,000 X= Number of Occupied Spaces 1 FIGURE (b) Park-and-Ride with regional bus service (A.M. peak). 0 Actual Data Points Average Rate Fitted Curve T = 0.1x -.0 R² = ,000 1,00 1,00 1,00 1,00,000 X= Number of Occupied Spaces Actual Data Points Average Rate Fitted Curve FIGURE (c) Park-and-Ride with regional bus service (P.M. peak). #1-01 Revised Paper
16 T= A.M. Peak Hour Vehicle Trip Ends (Light Rail) T = Daily Vehicle Trip Ends (Light Rail) 1 Trip generation for facilities with light rail service T =.1x + 1. R² = ,000 1,00 1,00 1,00 1,00,000 X= Number of Occupied Spaces Actual Data Points Average Rate Fitted Curve FIGURE (a) Park-and-Ride with light rail service (daily). T = 0.x +. R² = ,000 1,00 1,00 1,00 1,00,000 X= Number of Occupied Spaces Actual Data Points Average Rate Fitted Curve FIGURE (b) Park-and-Ride with light rail service (A.M. peak). #1-01 Revised Paper
17 1 T= P.M. Peak Hour Vehicle Trip Ends (Light Rail) T = 0.x + 1. R² = ,000 1,00 1,00 1,00 1,00,000 X= Number of Occupied Spaces Actual Data Points Average Rate Fitted Curve FIGURE (c) Park-and-Ride with light rail service (P.M. peak).... Trip Generation Application Principles In the previous sections, weighted average rates and regression equations were provided to be used for trip generation estimation at facilities with regional bus and light rail service. The principles for choosing the appropriate method (between weighted average rate and regression equation) to predict the trips are same as the procedures recommended in the ITE Trip Generation Manual. Three major criteria used to select the best estimate methods in the study are: 1) data points 0, ) R values 0., and ) standard deviation (of weighted average rate) 1%. Based on the three criteria, the best method to estimate trip generation by different land uses is recommended. The recommended methods are as follows, 1) Facilities with regional bus service: The study consisted of 1 PnR facilities which is less than the recommended minimum threshold (e.g., 0 data points) for using the regression equation. Following the number of data points, the R 0. and standard deviation 1% are used as major following determination criteria. For all three time periods, the minimum R is 0.0 and all standard deviation values are less than 1% of weighted average rates. Therefore, either the regression equations or the weighted average rates can be used to predict the trip generation. However, ITE recommends choosing a method that best fits the data points at the size of independent variable in question (). ) Facilities with light rail service: There are PnR facilities with light rail service in the study which is more than minimum threshold for adopting the regression equations to predict the trip generation of a facility. Also, the R values are all greater than 0., and all standard deviation values are less than the 1% of weighted average rates. Therefore, #1-01 Revised Paper
18 according to the ITE manual, the regression equations are recommended for trip predictions at facilities with light rail service. In the next section, the comparisons of trip generation are made between this study and the data prepared in the ITE Trip Generation Manual.. ITE TRIP GENERATION COMPARISONS The data from this study was then compared to data from the ITE Trip Generation Manual, th Edition (). Table below compares four ITE trip generation characteristics such as the number of data points, trip rates, standard deviation, and R values side by side between the two datasets. The bus data were compared with ITE Land Use 00 PnR Lot with Bus Service and the light rail data were compared with ITE Land Use 0 Light Rail Transit Station with Parking from the ITE Trip Generation Manual. Data is shown for average trip generation per occupied space for two ITE land use codes. Overall, weighted average trip rates and standard deviation values were generally much lower in this study compared to the information in the ITE manual, shown in Table. The only exception was the daily trip rate for the facilities with light rail service which had same trip rate in both data sets. Three reasons were found for potentially contributing to the differences in those statistics. First, ITE provided the daily trip generation rates based on the data collected from three studies with bus service and two studies with light rail service. Conversely, in this study, data were collected from 1 PnR facilities with regional bus service and facilities with light rail service. Based on the ITE s own recommendations, the trip generation rates for the two land uses provided in the manual needed to be used carefully because of the insufficient number of data points. As a result, the information (e.g., weighted average rate and regression equation) in the ITE manual is insufficient and cannot be generally applied to the two land uses. Also, it can be seen from the table that the study presented here contained considerably higher sample sizes compared to the ITE data for all three different time periods. In addition to the sample size, the data presented in the ITE manual are outdated. The trip data for the facilities with bus service was dated between 10s and the 000s, and the data from the light rail facilities was collected during 1-1. The third reason is the sample variation. The PnR facilities included in this study are of varying sizes ( 1,) and varying occupancy characteristics (% - 0%) while the data in ITE manual had low number of data points analyzed by occupied parking spaces. By comparing the two datasets, one can find that the data and trip generation estimated in this study provided more practical and up-to-date information to users attempting to estimate the trip generation at these two land uses. The sample size and variation in this study can be used as a good representation to calculate the trip generation locally, or for being applied to the cities with the similar transit systems, service characteristics, and PnR design standards. The standard deviation values along with R values provided some degree of assurance for the use of trip rates from this study. The above statements are valid for the all the compared time periods daily, A.M. peak hour, and P.M. peak hour. #1-01 Revised Paper
19 TABLE Trip Generation Comparisons ITE and RTD (Local) Data Daily Trip Generation Rate per Occupied Spaces Comparisons PnR Data Point Weighted Average S.D. R ITE RTD ITE RTD ITE RTD ITE RTD Bus n/a 0. Light Rail.1.1 n/a 1. n/a 0. 1 A.M. Peak Hour Trip Generation Rate per Occupied Spaces Comparisons PnR Data Point Weighted Average S.D. R ITE RTD ITE RTD ITE RTD ITE RTD Bus n/a 0.1 Light Rail n/a 0.1 n/a P.M. Peak Hour Trip Generation Rate per Occupied Spaces Comparisons PnR Data Point Weighted Average S.D. R ITE RTD ITE RTD ITE RTD ITE RTD Bus Light Rail n/a 0. n/a 0.. CONCLUSIONS This study was designed to produce RTD PnR trip generation rates to be used for planning and analysis of these facilities. This effort has the added benefit of providing data to other transit agencies and supplementing the limited PnR data in the ITE manual. However, some other variables such as transit service levels, transit connections to destinations, and the geographic locations of the PnRs should be closely examined before directly adopting the trip generation rates provided in this study. General characteristics of the studied PnRs are included in the previous sections. ITE trip generation data represented an average of nationally collected trip data. Denver region (local) trip rates may vary from these nationally averaged rates because of the factors such as facility locations, user behavior, and availability of transportation system (i.e., freeway, major arterial, local streets, etc.) and the presence of any other major trip generators. Any user attempting to adopt the trip rates presented in this study should also be aware of the following limitations that went into this study. The limitations are as follows, a) Non-transit related parking: A few of PnR facilities in the study are adjacent to retail establishments which may increase the probability of non-transit related trips being recorded. The majority of non-transit related trips were removed during QA/QC procedures. However, some trips may still be included. b) Parking on the street when the facility is full: There are a few PnR facilities in the study that are at capacity which leads spillover vehicles to be parked on nearby side streets. #1-01 Revised Paper
20 This study did not account for those trips because they were not observed in the data collection cameras at entry and exit points of the PnR facilities. The trip generation rates for transit PnR facilities in the ITE Trip Generation Manual are insufficient and outdated. Despite its importance, such data collection and analysis is not often a top priority for the transit agencies across the country. This study can be of great value and assistance to other similar transit agencies in their planning efforts even with the minor limitations mentioned above. REFERENCES 1. Turnbull, K. F., R. H. Pratt, J. E. Evans, and H. S. Levinson. Park and Ride/Pool: Traveler Response to Transportation System Changes. TCRP Report, Chapter., 00.. KOK, E. A., J. Morrall, and Z. Toth. Trip Generation Rates for Light Rail Transit Park- And-Ride Lots., 1.. Institute of Transportation Engineers. Trip Generation Manual. th Edition. Washington, D.C.: 01.. Southern New Hampshire Planning Commission, Trip Generation Study, 0. Access May 1, 01.. Texas Department of Transportation, Texas Trip Generation Manual. 1 st Edition, Access May, 01. #1-01 Revised Paper
Transit Service Guidelines
G R E AT E R VA N CO U V E R T R A N S P O RTAT I O N A U T H O R I T Y Transit Service Guidelines PUBLIC SUMMARY REPORT JUNE 2004 Greater Vancouver Transportation Authority TRANSIT SERVICE GUIDELINES
More informationAPPENDIX H: TRAVEL DEMAND MODEL VALIDATION AND ANALYSIS
APPENDIX H: TRAVEL DEMAND MODEL VALIDATION AND ANALYSIS Travel demand models (TDM) simulate current travel conditions and forecast future travel patterns and conditions based on planned system improvements
More informationFAIRFAX COUNTY PARK-AND-RIDE DEMAND ESTIMATION STUDY
FAIRFAX COUNTY PARK-AND-RIDE DEMAND ESTIMATION STUDY Michael Demmon GIS Spatial Analyst Fairfax County, DOT Fairfax, VA Scudder Wagg Planner Michael Baker Jr, Inc. Richmond, VA Additional support from:
More informationARLINGTON COUNTY TRANSIT DEVELOPMENT PLAN
p EXECUTIVE SUMMARY Report Prepared by: ARLINGTON COUNTY TRANSIT DEVELOPMENT PLAN The Arlington County Transit Development Plan (TDP) is an effort to evaluate and assess the performance, connectivity,
More informationAPPENDIX B. Public Works and Development Engineering Services Division Guidelines for Traffic Impact Studies
APPENDIX B Public Works and Development Engineering Services Division Guidelines for Traffic Impact Studies Revised December 7, 2010 via Resolution # 100991 Reformatted March 18, 2011 TABLE OF CONTENTS
More informationFairfax County Countywide Transit Network Study
Fairfax County Countywide Transit Network Study Proposed High Quality Transit Network Concept Metropolitan Washington Council of Governments Travel Forecasting Subcommittee September 20, 2013 1 Presentation
More informationCity of Brantford Chapter 3 TABLE OF CONTENTS
Chapter 3 The Land Use & Transportation Connection TABLE OF CONTENTS 3.1 THE LAND USE & TRANSPORTATION LINK... 1 3.2 POPULATION & EMPLOYMENT GROWTH FORECASTS... 3 3.2.1 Proposed Places to Grow Plan Forecasts
More information3.6 GROUND TRANSPORTATION
3.6.1 Environmental Setting 3.6.1.1 Area of Influence The area of influence for ground transportation consists of the streets and intersections that could be affected by automobile or truck traffic to
More informationService Standards and Policies
Planning, Development & Transportation Transfort/Dial-A-Ride 6570 Portner Road P.O. Box 580 Fort Collins, CO 80522.0580 970.224.6161 970.221.6285 - fax fcgov.com/transfort Service Standards and Policies
More informationS-09: Auburn Station Access Improvements
Project Number S-09 Subarea South King Primary Mode Commuter Rail Facility Type Infrastructure Improvements Length Version Number ST Board Workshop Date Last Modified 11-25-2015 PROJECT AREA AND REPRESENTATIVE
More informationCalgary Transit Park and Ride Guiding Principles for Future Improvements
2018 March 08 Page 1 of 8 EXECUTIVE SUMMARY This report provides follow-up on outstanding recommendations from a comprehensive review of Calgary Transit Park and Ride that was presented to Council on 2016
More informationEnergy Savings by replacing old facility o Energy savings o Emissions
Dubuque Intermodal Transportation Center Cost / Benefit Analysis Input values used in this analysis are taken from the U.S. Department of Transportation (USDOT) guidance on the preparation of Cost Benefit
More informationTRANSIT SERVICE GUIDELINES
CHATHAM AREA TRANSIT AUTHORITY FEBRUARY 2014 Table of Contents 1. PURPOSE... 3 2. CAT SERVICE GUIDELINES... 3 3. TRAVEL MARKETS... 4 4. TRANSIT COVERAGE... 4 5. TRANSIT ACCESS... 4 6. BUS STOP SPACING
More informationSYSTEM SAFETY PROGRAM PLAN
SYSTEM SAFETY PROGRAM PLAN Regional Transportation District Safety, Security and Facilities Department October 2009 ii SAFETY AND SECURITY POLICY STATEMENT The Regional Transportation District RTD was
More informationMaximize Transportation System Capacity
US 75 Integrated Corridor Management System Using Technology and Partnership to Using Technology and Partnership to Maximize Transportation System Capacity What is ICM? The integrated management of freeway,
More informationDallas ICM & 511 System. 87 th Annual Transportation Short Course
Dallas ICM & 511 System 87 th Annual Transportation Short Course October 16, 2013 Agenda Introduction ICM Overview 511 Overview Next Steps / Schedule Q&A What is ICM? The integrated management of freeway,
More informationREGIONAL TRANSPORTATION AUTHORITY: 2016 CUSTOMER SATISFACTION STUDY
FINAL REPORT REGIONAL TRANSPORTATION AUTHORITY: 2016 CUSTOMER SATISFACTION STUDY 6.21.2017 PREPARED FOR: REGIONAL TRANSPORTATION AUTHORITY 55 Railroad Row White River Junction, VT 05001 802.295.4999 www.rsginc.com
More informationVICTORIA REGIONAL TRANSIT SYSTEM
VICTORIA REGIONAL TRANSIT SYSTEM WESTSHORE: LOCAL AREA TRANSIT PLAN Aligns transit investments with community develoent Better matches existing service to demand with service to new neighbourhoods and
More informationMethod to Adjust ITE Vehicle Trip-Generation Estimates in Smart-Growth Areas Robert J. Schneider, Kevan Shafizadeh, & Susan L. Handy University of
Method to Adjust ITE Vehicle Trip-Generation Estimates in Smart-Growth Areas Robert J. Schneider, Kevan Shafizadeh, & Susan L. Handy University of Wisconsin-Milwaukee, CSU Sacramento, & UC Davis TRB Innovations
More informationThe Three C s of Urban Transportation Planning
The Three C s of Urban Transportation Planning Edward G. W etzel Engineer of Transportation Policy Port of New York Authority The need for continuing, comprehensive, urban transportation planning on a
More informationAppendix H. Millennium Hollywood Project Trip Cap and Mitigation Triggers
Appendix H Millennium Hollywood Project Trip Cap and Mitigation Triggers MILLENNIUM HOLLYWOOD PROJECT TRIP CAP AND MITIGATION TRIGGERS Crain and Associates Introduction The Millennium Hollywood Project
More information1.201 / / ESD.210 Transportation Systems Analysis: Demand and Economics. Assignment 2
1.201 / 11.545 / ESD.210 Transportation Systems Analysis: Demand and Economics Assignment 2 Question 1 Elasticities and Consumer Surplus In April of 1973, the Massachusetts Bay Transportation Authority
More informationTransit Oriented Development Study
Federal Way Link Extension Transit Oriented Development Study Table of Contents Executive Summary ES 1 Chapter 1: Introduction.. 1-1 Chapter 2: Methodology. 2-1 Chapter 3: Project Overview 3-1 Chapter
More informationAMPO Annual Conference Session: Performance (Part 1) October 18, 2017 Savannah, GA
AMPO Annual Conference Session: Performance (Part 1) October 18, 2017 Savannah, GA Introduction: North Jersey Transportation Planning Authority NJTPA Congestion Management Process Study Goals Analysis
More informationTransportation Concurrency
2015 Frequently Asked Questions About. Transportation Concurrency Q. What is Transportation Concurrency? A. Transportation Concurrency is both a State law requirement and a City pre-application development
More informationOrigin-Destination Trips and Skims Matrices
Origin-Destination Trips and Skims Matrices presented by César A. Segovia, AICP Senior Transportation Planner AECOM September 17, 2015 Today s Webinar Content Matrix Estimation Data sources Florida Application
More informationLAS VEGAS STREET RAILROAD CROSSING RR/PUC CONNECTION AND PRELIMINARY DESIGN
LAS VEGAS STREET RAILROAD CROSSING RR/PUC CONNECTION AND PRELIMINARY DESIGN Prepared for: City of Colorado Springs Prepared by: Felsburg Holt & Ullevig 508 South Tejon Street Colorado Springs, CO 80903
More informationSouth Sounder Capital Improvements Program
South Sounder Capital Improvements Program Subarea South King/Pierce Primary Mode Commuter Rail Facility Type Infrastructure Improvement Length Version Draft ST3 Plan Date Last Modified March 28, 2016
More informationNEW OPPORTUNITY FOR MIDDLESEX COUNTY
Source: http://www.flickr.com/photos/scraparcs/3259040067/sizes/l/in/photostream/ RARITAN RIVER LIGHT RAIL NEW OPPORTUNITY FOR MIDDLESEX COUNTY This report studies the viability of a new transit line connecting
More informationQuantifying the performance of a traffic data collection system: Scout Connect match rate evaluation
Technology Showcase Miovision Scout Quantifying the performance of a traffic data collection system: Scout Connect match rate evaluation Contents Executive summary 2 Elements of the study 2 Objectives
More informationTrip Generation Characteristics of Free- Standing Discount Stores: A Case Study
Trip Generation Characteristics of Free- Standing Discount Stores: A Case Study THE RETAIL CHAIN THE INSTITUTE OF TRANSPORTAtion Engineers (ITE) recently published CHOSEN FOR THIS STUDY the sixth edition
More informationDART s Role in Transit - Oriented Development. Jack Wierzenski,, Director Economic Development & Planning Dallas Area Rapid Transit
DART s Role in Transit - Oriented Development Jack Wierzenski,, Director Economic Development & Planning Dallas Area Rapid Transit The DART System Established in 1983 13 Member Cities Local Funding: $.01
More informationDeveloping Dwelling Unit Equivalent (DUE) Rates Using an Activity Based Travel Demand Model
Developing Dwelling Unit Equivalent (DUE) Rates Using an Activity Based Travel Demand Model Institute of Transportation Engineers ITE Western District Annual Meeting Phoenix, Arizona July 14-17, 2013 By:
More informationNEW ORLEANS REGION TRANSIT COMPREHENSIVE OPERATIONS ANALYSIS SCOPE OF SERVICES. RPC Project LA90X361
NEW ORLEANS REGION TRANSIT COMPREHENSIVE OPERATIONS ANALYSIS SCOPE OF SERVICES RPC Project LA90X361 Overview Summary The purpose of the Comprehensive Operations Analysis (COA) is to provide detailed review
More informationIndependent Accountants Report on Applying Agreed-Upon Procedures
KPMG LLP Suite 2900 1918 Eighth Avenue Seattle, WA 98101 Independent Accountants Report on Applying Agreed-Upon Procedures Audit and Reporting Committee of the Board of Directors Central Puget Sound Regional
More informationAn Introduction to the. Safety Manual
An Introduction to the Highway Safety Manual An Introduction to the HIGHWAY SAFETY MANUAL Table of Contents Section 1: HSM Overview... 1 What is the Highway Safety Manual?... 1 How is the HSM Applied?...
More informationWoodburn Interchange Project Transportation Technical Report
Final Report Woodburn Interchange Project Transportation Technical Report Prepared for Oregon Department of Transportation April 212 Prepared by DKS Associates Contents Methodologies... 4 Volume Development...
More informationTransform 66 Multimodal Project: Prioritization Process and Evaluation Criteria Approved March 3, 2016
Transform 66 Multimodal Project: Prioritization Process and Evaluation Criteria Approved March 3, 2016 The Memorandum of Agreement (MOA) for the Transform 66: Inside the Beltway Project directs NVTC to
More informationCAPITAL AREA TRANSIT PLANNING SERVICE STANDARDS AND PROCESS. Planning Department
CAPITAL AREA TRANSIT PLANNING SERVICE STANDARDS AND PROCESS Planning Department January 2016 INTRODUCTION Transit Service Standards are public rules and guidelines used to make decisions about where transit
More informationGreenhouse Gas Emission Reduction Strategies
Greenhouse Gas Emission Reduction Strategies 2011 ITE Quad Conference April 18 19, 2011, Embassy Suites; Lynnwood, WA Victor L. Sl Salemann, PE Senior Associate David Evans and Associates Bellevue, WA
More informationOvercoming Barriers to Mixed-Use Infill Development: Let s Get Trip Generation Right
Overcoming Barriers to Mixed-Use Infill Development: Let s Get Trip Generation Right By: Matt Goyne, Mackenzie Watten, and Dennis Lee with Fehr & Peers Please contact Matt Goyne at m.goyne@fehrandpeers.com
More informationdowntown business association Investigating the Impact of The City Centre Airport Redevelopment on Downtown Edmonton Executive Summary
downtown business association Investigating the Impact of The City Centre Airport Redevelopment on Downtown Edmonton Executive Summary Prepared by: Dennis Bridges August 1, 2011 Executive Summary Introduction
More informationTHAT Council adopt the Congestion Management Strategy as outlined in this report
RR3 ADMINISTRATIVE REPORT Report Date: May 2, 2017 Contact: Winston Chou Contact No.: 604.873.7913 RTS No.: 011564 VanRIMS No.: 08200020 Meeting Date: May 16, 2017 TO: FROM: SUBJECT: Vancouver City Council
More informationLOCALLY PREFERRED ALTERNATIVE REPORT
SOUTHEAST CORRIDOR ALTERNATIVES ANALYSIS DOCUMENT #9 LOCALLY PREFERRED ALTERNATIVE REPORT PREPARED BY AUGUST 2011 ALTERNATIVES ANALYSIS DOCUMENTS 1. Detailed Work Scope 2. Purpose & Need 3. Initial Alternatives,
More informationUS 75 Integrated Corridor Management System Using Technology and Partnership to Maximize Transportation System Capacity
US 75 Integrated Corridor Management System Using Technology and Partnership to Maximize Transportation System Capacity Ahmad Sadegh, Ph.D. Schneider Electric US 75 Corridor Networks Freeway with continuous
More informationSERVICE IMPROVEMENT STRATEGIES AND SCENARIOS
SERVICE IMPROVEMENT STRATEGIES AND SCENARIOS The Hartford region has seen significant improvements in terms of intermodal connectivity and mode choice. Recent investments include the new CTfastrak bus
More information1.1 Purpose of the Project
Chapter 1 Purpose and Need for East Link Project 1.1 Purpose of the Project The purpose of the East Link Project is to expand the Sound Transit Link light rail system from Seattle to Mercer Island, Bellevue
More informationState of the Practice - How Public Transportation is addressed in Traffic Impact Studies ITE Transit and Traffic Impact Studies Committee
State of the Practice - How Public Transportation is addressed in Traffic Impact Studies ITE Transit and Traffic Impact Studies Committee Purpose of Report Relevant Literature Survey Results Current and
More informationA Practical Option for Managing Transit Facility and Infrastructure Assets
A Practical Option for Managing Transit Facility and Infrastructure Assets 1 Presentation goals Overview of RTD s Asset Management program Public facilities Asset breakdown structure Condition assessments
More information2040 Transportation Policy Plan Conversion to Performance Based Planning Basis. 25 th Annual CTS Transportation Research Conference May 21, 2014
2040 Transportation Policy Plan Conversion to Performance Based Planning Basis 25 th Annual CTS Transportation Research Conference May 21, 2014 1 About the plan Long-range transportation plan for the Twin
More informationCITY OF CLOVIS Traffic Impact Study Guidelines
CITY OF CLOVIS Traffic Impact Study Guidelines CLOVIS, A WAY OF LIFE Approved August 25, 2014 City Council Resolution 2014-79 Prepared by City of Clovis Engineering Division Steve White, City Engineer
More informationOPTIMIZING RAMP METERING STRATEGIES
OPTIMIZING RAMP METERING STRATEGIES Presented by Kouros Mohammadian, Ph.D. Saurav Chakrabarti. ITS Midwest Annual Meeting Chicago, Illinois February 7, 2006 Background Ramp control is the application of
More informationTRANSPORTATION IMPACT ANALYSIS GUIDELINES
TRANSPORTATION IMPACT ANALYSIS GUIDELINES SANTA CLARA COUNTY TRANSPORTATION AUTHORITY CONGESTION MANAGEMENT PROGRAM ADOPTED MARCH 2009 TABLE OF CONTENTS PART I - STATUTE AND AUTHORITY...1 CHAPTER 1. CMP
More informationThe Policies section will also provide guidance and short range policies in order to accomplish the goals and objectives.
4 Goals & Objectives INTRODUCTION The 2015-2040 MTP preserves and promotes the quality of life and economic prosperity of the MAB by providing a transportation system consistent with the regional goals.
More informationMadison Metro Transit: Transfer Point Centers. Summary: Description:
Madison Metro Transit: Transfer Point Centers Summary: It took nine years of planning, but on July 19, 1998, the Madison Metro Transit changed overnight into the timed transfer departure system. The Madison
More informationValidate: A New Method To Generate Nationwide Traffic Data
Validate: A New Method To Generate Nationwide Traffic Data Thomas Haupt Udo Heidl PTV AG PTV AG Stumpfstr.1 Stumpfstr. 1 76131 Karlsruhe, 76131 Karlsruhe Email thomas.haupt@ptv.de Email udo.heidl@ptv.de
More informationKNOXVILLE REGIONAL TRANSIT CORRIDOR STUDY
KNOXVILLE REGIONAL TRANSIT CORRIDOR STUDY April 2013 Alignments Alignments Magnolia Ave Northeast corridor Knoxville Transit Center Hall of Fame Dr Magnolia Ave Prosser Rd. Corridor contains commercial,
More informationCaltrain Fare Study Update
Caltrain Fare Study Update Board of Directors December 7, 2017 Agenda Item 10 Overview Study overview Key findings from Existing Conditions and Peer Comparison Reports Fare Study Rider Survey highlights
More informationContact: Jessica Maxwell Marketing Director (254)
Contact: Jessica Maxwell Marketing Director (254) 750-1917 jessicam@wacotx.gov EXTERIOR ADVERTISING B a c k W i n d o w : Frame your message in the back window of the bus. These ads are in direct view
More informationTRANSPORT SYSTEM IN URBAN INDIA
MULTI MODAL TRANSPORT SYSTEM IN URBAN INDIA Pawan Kumar, Asstt TCP, Town & Country Planning Organization,, MoUD, New Delhi 1 Urban India(2001) Total Urban Population = 286.11 million = 27.78 % of total
More informationAppendix D: Functional Classification Criteria and Characteristics, and MnDOT Access Guidance
APPENDICES Appendix D: Functional Classification Criteria and Characteristics, and MnDOT Access Guidance D.1 Functional classification identifies the role a highway or street plays in the transportation
More informationSounder Extension to DuPont
Subarea Pierce Primary Mode Commuter Rail Facility Type Station Length 7.8 miles Version Draft ST3 Plan Date Last Modified March 28, 2016 PROJECT AREA AND REPRESENTATIVE ALIGNMENT SHORT PROJECT DESCRIPTION
More informationContent of the module
Content of the module Methodology approach Planning process Definition of working area Population and territorial context Supply Infrastructure Transport service Demand On board / at the stations or bus
More informationThe Indian Nations Council of Governments (INCOG) 2035 Plan: Roadways Element
Roadways The Indian Nations Council of Governments (INCOG) The Indian Nations Council of Governments is the designated regional planning organization for the Tulsa Transportation Management Area (TMA).
More informationAlternatives Analysis Executive Summary
Durham-Orange County Corridor APRIL 2012 Prepared for: TriangleTransit Prepared by: URS Team Executive Summary Introduction The 2035 Long Range Transportation Plan, jointly adopted by the Durham Chapel
More informationDC Circulator Fare Adjustment Plan. April 2018
DC Circulator Fare Adjustment Plan April 2018 April 2018 Table of Contents 1.0 Proposed Fare Adjustment Summary... 4 2.0 Proposed Fare Adjustment Timeline... 4 3.0 Fare Equity Analysis... 5 3.1. Introduction...
More informationTRANSPORTATION RESEARCH BOARD. Planning and Managing Park-and-Ride. Tuesday, September 19, :00-4:00 PM ET
TRANSPORTATION RESEARCH BOARD Planning and Managing Park-and-Ride Tuesday, September 19, 2017 2:00-4:00 PM ET Purpose Discuss TCRP Research Report 192: Decision-Making Toolbox to Plan and Manage Park-and-Ride
More informationSTATE OF MINNESOTA Office of the State Auditor
STATE OF MINNESOTA Office of the State Auditor Rebecca Otto State Auditor METRO TRANSIT MINNEAPOLIS, MINNESOTA AGREED-UPON PROCEDURES FOR THE YEAR ENDED DECEMBER 31, 2011 Description of the Office of the
More information4. ENVIRONMENTAL IMPACT ANALYSIS 11. TRANSPORTATION AND CIRCULATION 1. TRAFFIC
4. EVIROMETAL IMPACT AALYSIS 11. TRASPORTATIO AD CIRCULATIO 1. TRAFFIC 1. ITRODUCTIO The following section summarizes the information provided in the Traffic Impact Study, SMC Malibu Satellite Campus Project,
More informationConstruction Alternative Screening with Regional Travel Demand Model
Construction Alternative Screening with Regional Travel Demand Model By: Marty Milkovits (Corresponding Author) Cambridge Systematics, Inc. 100 CambridgePark Drive, Suite 400 Cambridge, MA 02140 Phone:
More informationPerformance you can see
Performance you can see Features and benefits of Siemens SCOOT and ACS Lite Adaptive Signal Coordination software SCOOT Adaptive Traffic Management Why manually update your coordination timings every three
More informationFairmount Line Feasibility Study
Executive Summary Wednesday October 16, 2002 Prepared for Massachusetts Bay Transportation Authority Planning Department Prepared by KKO and Associates, L.L.C. Two Dundee Park Andover, Massachusetts 01810
More informationProposed Overnight Service Pilot
Proposed Overnight Service Pilot Service Pilot Evaluation Presented by MBTA Fiscal Management and Control Board July 31, 2017 1 Presentation Overview Service Pilot Proposal Evaluation Proposal for Early
More informationTransit Service Policies & Standards
Transit Service Policies & Standards Approved July 19, 2016 Regional Transportation District Table of Contents 1. Introduction... 1 1.1 Overview... 1 1.2 Application of Service Standards... 1 1.3 Updating
More informationPROTECTING Our Quality of Life... Why the Capital Region Needs to Invest in Mass Transit NOW
PROTECTING Our Quality of Life... Why the Capital Region Needs to Invest in Mass Transit NOW The Challenge... Traffic congestion in the Capital Region has doubled over the last decade. $86M Total cost
More informationMobility on Demand for Improving Business Profits and User Satisfaction
Mobility on Demand for Improving Business Profits and User Satisfaction Takuro Ikeda Takushi Fujita Moshe E. Ben-Akiva For a sustainable society, we need to design a mobility management system that does
More informationThe Folded Interchange: An Unconventional Design for the Reconstruction of Cloverleaf Interchanges
The Folded Interchange: An Unconventional Design for the Reconstruction of Cloverleaf Interchanges I. ABSTRACT Keith A. Riniker, PE, PTOE This paper presents the Folded Interchange design and compares
More informationCHAPTER IV REQUIREMENTS AND GUIDELINES FOR FIXED ROUTE TRANSIT PROVIDERS
Chap. IV-1 CHAPTER IV REQUIREMENTS AND GUIDELINES FOR FIXED ROUTE TRANSIT PROVIDERS 1. INTRODUCTION. The requirements described in this chapter apply to all providers of fixed route public transportation
More informationAppendix M PART & HART BUS ROUTES AND TRUCK TEMPORAL DISTRIBUTION
Appendix M PART & HART BUS ROUTES AND TRUCK TEMPORAL DISTRIBUTION Site Brewster Shuttle and HART Route 3 Figure M-1: Existing PART/HART Bus Routes Stateline Retail Center Town of Southeast, Putnam County,
More informationI-66 Corridor Improvements Outside the Capital Beltway in Northern Virginia, USA
15th International Conference on Managed Lanes I-66 Corridor Improvements Outside the Capital Beltway in Northern Virginia, USA Case Study for Funding of Transit Service and Transportation Demand Management
More informationIPSWICH NORTHERN ROUTES STUDY. Stage 1 Progress
IPSWICH NORTHERN ROUTES STUDY Stage 1 Progress 17 th January 2017 STUDY CONTEXT 2 The study is being funded in partnership with the Suffolk district and borough councils. Work forms part of the Suffolk
More informationEMBARQ India The World Resources Institute
EMBARQ India The World Resources Institute www.embarqindia.org Table of Contents... 2 Introduction... 3 Field based surveys... 5 Bus occupancy surveys... 5 Occupancy levels... 5 Survey template... 7 Stop
More informationUSING TRAVEL TIME RELIABILITY DATA TO DEVELOP CONGESTION MANAGEMENT STRATEGIES IN THE TRANSPORTATION PLANNING PROCESS.
USING TRAVEL TIME RELIABILITY DATA TO DEVELOP CONGESTION MANAGEMENT STRATEGIES IN THE TRANSPORTATION PLANNING PROCESS by Shuangshuo Wang B.S. Engineering, Tongji University, 2014 Submitted to the Graduate
More informationExecutive Summary October 2017
Executive Summary The King of Prussia Rail Draft Environmental Impact Statement/Draft Section 4(f) Evaluation (DEIS) describes and summarizes the transportation and environmental benefits and impacts of
More informationRoadway Traffic Assignment (Last Edit August 26, 2005)
Roadway Traffic Assignment (Last Edit August 26, 2005) This chapter focuses on the Roadway Traffic Assignment module of the Dallas-Fort Worth Regional Travel Model (DFWRTM). Based on the input vehicle
More informationADVERTISING 2016 INFORMATION & RATES. Kim Britton, Marketing Director
ADVERTISING 2016 INFORMATION & RATES Kim Britton, Marketing Director 469-474-2371 Marketing@STARtransit.org About Founded in 1980, STAR Transit s mission is to provide affordable and convenient transportation
More informationMETROPOLITAN TRANSIT AUTHORITY OF HARRIS COUNTY, TEXAS. Independent Accountants Report on Applying Agreed-Upon Procedures
METROPOLITAN TRANSIT AUTHORITY OF HARRIS COUNTY, TEXAS Independent Accountants Report on Applying Agreed-Upon Procedures Year ended September 30, 2013 KPMG LLP 811 Main Street Houston, TX 77002 Independent
More informationRELATIONSHIP BETWEEN TRAFFIC FLOW AND SAFETY OF FREEWAYS IN CHINA: A CASE STUDY OF JINGJINTANG FREEWAY
RELATIONSHIP BETWEEN TRAFFIC FLOW AND SAFETY OF FREEWAYS IN CHINA: A CASE STUDY OF JINGJINTANG FREEWAY Liande ZHONG, PhD Associate professor, Certified Safety Engineer, Research Institute of Highway, Ministry
More information1.0 INTRODUCTION. Athens Transit System Transit Development Plan 1.0 Introduction. 1.1 System Overview
1.0 INTRODUCTION 1.1 System Overview Athens Transit System (ATS) is the public transportation provider for Athens-Clarke County Georgia. ATS bus transit services consist of 18 fixed routes (referred to
More informationTRANSPORTATION TRANSPORTATION 9-1
TRANSPORTATION Community Vision 2028 Because we place such high value on our natural surroundings, we responsibly plan for, manage, and mitigate the impacts of growth on those surroundings. Kezziah Watkins
More informationTransit, Intercity Bus, Taxi 8-1
8-1 Introduction Public transit is a critical element of any transportation system. It both provides an alternative form of transportation to the traditional use of the automobile and provides mobility
More informationThe Secrets to HCM Consistency Using Simulation Models
The Secrets to HCM Consistency Using Simulation Models Ronald T. Milam, AICP David Stanek, PE Chris Breiland Fehr & Peers 2990 Lava Ridge Court, Suite 200 Roseville, CA 95661 r.milam@fehrandpeers.com (916)
More informationEXHIBIT A. TRANSIT AND MULTIMODAL DEVELOPMENT SUPPORT CONTINUING SERVICES SCOPE OF SERVICES FM No
EXHIBIT A TRANSIT AND MULTIMODAL DEVELOPMENT SUPPORT CONTINUING SERVICES SCOPE OF SERVICES FM No. 429768-4-12-01 This Exhibit forms an integral part of the Agreement between the DEPARTMENT and, the CONSULTANT,
More informationDRAFT Nelson, Tasman and Marlborough (Top of the South) regional summary STATE HIGHWAY INVESTMENT PROPOSAL SEPTEMBER 2017
DRAFT Nelson, Tasman and Marlborough (Top of the South) regional summary STATE HIGHWAY INVESTMENT PROPOSAL SEPTEMBER 217 REGIONAL TRANSPORT SYSTEM PROBLEMS AND OPPORTUNITIES Customer safety is compromised
More informationLos Angeles County Congestion Reduction Demonstration Project
Los Angeles County Congestion Reduction Demonstration Project frequently asked questions update #1 /august 2008 Los Angeles County Metropolitan Transportation Authority (Metro), California Department of
More informationMONITORING IMPLEMENTATION AND PERFORMANCE
12 MONITORING IMPLEMENTATION AND PERFORMANCE The FAST Act continues the legislation authorized under MAP-21, which created a data-driven, performance-based multimodal program to address the many challenges
More informationTRAFFIC & TRANSPORTATION COMMISSION AGENDA REPORT
TRAFFIC & TRANSPORTATION COMMISSION AGENDA REPORT AGENDA ITEM #4 T/T MTG: 092616 DATE: SEPTEMBER 26, 2016 TO: TRAFFIC & TRANSPORTATION COMMISSION FROM: BENJAMIN CHAN, P.E, T.E., DEPUTY PUBLIC WORKS DIRECTOR
More informationAppendix B5 PT Model Validation
Appendix B5 PT Model Validation PT Model Validation Report Sheffield and Rotherham Public Transport Model Report for Sheffield City Council August 2009 Document Control Project Title: MVA Project Number:
More informationHigh-Speed Rail - Chicago to St. Louis Alton Regional Multimodal Transportation Center Project
High-Speed Rail - Chicago to St. Louis Alton Regional Multimodal May 2012 Draft Report: Alternatives Screening Version 1.0 1.0 Introduction This document outlines the alternatives screening process used
More informationRapid Transit in Winnipeg. Winnipeg TOD Summit November 17, 2014
Rapid Transit in Winnipeg Winnipeg TOD Summit November 17, 2014 Presentation Overview Rapid Transit (RT) in Winnipeg What is RT? What are our RT plans? Near term Longer term Comments re: TOD OurWinnipeg
More information