Planning Regionally With Transit Nathan Coats Director of Operations CTAA Expo 2015 Tampa
Began 1992. Serves eastern Cache County to Preston, ID. Population- 115,000 34 bus fleet, 26 fixed route buses; 8 paratransit 17 routes, hub & spoke operation; 6:00-8:30pm Mon-Sat. Ticket agent Greyhound s Logan to Salt Lake Express Fare free..25-.3% local option sales tax $5.1 M annual operating budget. 101 Employees
Annual Ridership Annual Systemwide Ridership Trend 2,500,000 2,000,000 1,500,000 1,000,000 500,000 0 2006 2007 2008 2009 2010 2011 Year 3
Passengers per Hour Fixed Route Passengers/Hour Trend 45 40 35 30 25 20 15 10 5 0 2006 2007 2008 2009 2010 2011 Year 4
CVTD Understanding Public Opinion 100% 80% 60% 40% 20% 0% Very Good Above Average Average Below Average Poor
6
25% 20% 19% 19% 21% Contributing Issues 15% 13% 13% 14% Transit service delivery 10% 5% 0% 1% Circuitous, non-connecting roadway system Subdivision circuitous design culde-sac vs. grid Low density development patternsresidential and destination trip ends Traffic Congestion, high auto use Building locations Large setbacks, no sidewalks 7
Transit Oriented Development: What is it?
Development designed for pedestrians, bicycles, transit, car and van pooling Medium to high density residential and commercial development Infill development Clustering Mixed use development
Population growth; VMT growth More roadways, more land for right of way TOD reduces auto trips-more alternative transportation, i.e. walking, biking, transit Economic benefits Social benefits Environmental benefits while it is becoming increasingly clear that we can t build our way out of congestion, we may be able to change land use patterns which perpetuate the kind of development that has contributed to these problems FTA Report 1996
Public Transit Lower cost service delivery Developers Encourages greater density and marketability Public/Neighborhoods Improved community livability and human scale development Development Players Financial Institutions Reduces investment risk City Planners & Councils Increased housing and economic development/redevelopment (often replacing less desirable uses) Tenants More customers and clients; more convenient access to goods and services
Low density development pattern can be a drain on local govt. fiscal resources Clustering homes allows more units per acre and reduces infrastructure. Transit within existing roadways can increase people carrying capacity of the road without acquiring right of way. TOD developments can become more affordable places for people to live. Less expensive to travel by transit than auto Transit service delivery can be provided less expensively
TOD allows people to live, work, shop and travel more conveniently. Mixed-use and clustered developments make walking, biking and transit use more attractive Revitalize deteriorating neighborhoods. Creates a sense of place, enhances security and encourages pedestrian activities TOD enhances mobility for the segment of the population not able to gain access to an automobile (young, elderly, disabled, people with fewer cars and those who choose not to drive) Transit service delivery can be provided less expensively providing improved employment and commercial benefit to business
Decrease land area needed for new growth through higher densities, infill and redevelopment reducing wetlands, loss of agriculture land and other ecosystems. Air quality experts estimate that the air quality benefits achieved through more efficient, cleaner cars are undermined if low density development results in an increase in the number of vehicles traveled by each car everyday.
Transit Design Guidelines
Commercial Reduce setbacks. Bring buildings closer to street Minimizes walking distance Locate parking behind or on sides of buildings Provide dedicated walking paths to buildings Cluster commercial buildings around intersections to encourage visibility and walking between services sidewalks for security
Residential A pedestrian friendly environment encourages people to walk and use transit Reduce setback to bring homes closer to lot front Require openings in walls and fences for direct access from neighborhoods to bus stops from cul-de-sacs. Grid street network is ideal. Appropriate lighting along streets, sidewalks for security Streets Wide streets promote speed and difficult access to bus stops
Coordination: Transit and Community Planners Build relationships Meet regularly Review existing plans/ordinances Encourage TOD integration
What Can Planners Do? Plan in advance easier to integrate in initial design rather than retrofit. TOD Check List Implementation Tools: - General Plan, Zoning Ordinances, Development Code, Overlay Zone/District Permit Process major tool to encourage implementation Transit Design Guidelines checklist of transit considerations
Does the project site have direct transit access? If not, can access be provided with a minor rerouting of an existing line? Have bus stops been provided for? Do these stops adhere to ADA requirements? Has safe pedestrian access to the bus stops been provided? Has space been provided for bus stop shelters and/or benches? Are building entrances oriented toward the transit stop and the street? Do the transit stops have sufficient lighting and visibility? Are through streets designed to connect the development to nearby areas? Are the through roads where buses will travel sufficiently wide to accommodate buses? Are the turning radii adequate to accommodate transit vehicles? Is a bus turnaround appropriate at the location of the development? Is the landscaping, street furniture and signage sufficiently set back from the curb? Is there sufficient horizontal and vertical clearance at the bus stop? Is a bus turnaround appropriate at the project site?
Questions and Answers? 21