Browsing by Subject "Transitway"

Now showing 1 - 4 of 4
  • Thumbnail Image
    Item
    Block-level accessibility data for transit-way evaluation in the Twin Cities metropolitan region, 2019
    (2020-03-06) Carlson, Kristin; Owen, Andrew; carl4498@umn.edu; Carlson, Kristin; University of Minnesota Center for Transportation Studies, Accessibility Observatory
    This data is used in the evaluation of five transitway network scenarios for their impact on transit accessibility in the Metropolitan Council's jurisdiction. The accessibility change is interpreted as the number of additional jobs a worker can reach when the selected bus rapid transit alternative is included in the transit network compared to the baseline accessibility level for the same travel duration. The scenarios analyzed in this report include the following: • May 2019 baseline vs. Funded baseline (C Line, Orange Line, Green Line Extension) • Funded baseline vs. Prospective network (D Line, B Line, E Line) • Funded baseline + B Line, E Line vs. Prospective network • Funded baseline + D Line, E Line vs. Prospective network • Funded baseline + D Line, B Line vs. Prospective network
  • Thumbnail Image
    Item
    Block-level, non-work accessibility data for planned transitways in the Twin Cities
    (2021-01-12) Carlson, Kristin; Owen, Andrew; carl4498@umn.edu; Carlson, Kristin; University of Minnesota Center for Transportation Studies, Accessibility Observatory
    Accessibility to grocery stores, primary healthcare, elementary, middle, and high schools by transit is measured for the Twin Cities. Census block-level minimum travel times to the first, second, third,...,tenth destination are calculated before and after incorporating services changes to the transit network. The transit network baseline includes the Green Line extension and Orange Line. Five planned transitways are evaluated against the baseline including the B Line and local route 21 changes, the D Line and local route 5 changes, the E Line and local route 6 changes, the Gold Line, and the Rush Line. The analysis is completed for four departure windows during the weekday. The report associated with this data aggregates across the Twin Cities metropolitan worker population and disaggregates by worker demographics.
  • Thumbnail Image
    Item
    Gateway Corridor: Non-Motorized Connections to the Transitway
    (Hubert H. Humphrey School of Public Affairs, 2013-05-07) Campbell, Nicole; Jenkins, Jeremy; Santiago, Timothy; Warren, Josie
    The Gateway Corridor will bring mass transit to areas that currently have limited access to bus service and no rail service. Maximizing ridership and the utility of the transitway is critical. How can the Gateway Corridor effectively serve those who live more than one quarter or one half mile from the stations? In particular, what strategies should be pursued in addition to park-and-ride infrastructure? The Gateway Corridor represents a vision within a vision: it is a worthy objective in its own right, but it is also an integral part of a new regional transit network serving the Twin Cities metropolitan area. Ensuring the success of the Corridor is thus not merely a service to the communities directly adjacent to the transitway, it is a service to the entire region. Fully integrated pedestrian and bicycle access is crucial to the fulfillment of that vision.
  • Thumbnail Image
    Item
    Impacts of the Hiawatha Light Rail Line on Commercial and Industrial Property Values in Minneapolis
    (Center for Transportation Studies, University of Minnesota, 2010-06) Ko, Kate; Cao, Xinyu (Jason)
    Metropolitan Council has proposed a network of dedicated transitways in its 2030 Transportation Policy Plan to coordinate transportation and land use development and ultimately manage congestion. Since transitways require substantial funding from federal, state, and local governments, the public is interested in knowing if transitway investments bring about meaningful economic benefits to local communities. In this report, we analyzed the impact of proximity to Hiawatha light rail line stations on sales prices for commercial and industrial properties. We applied a linear hedonic pricing model on the 2000-2008 sales data spanning before and after completion of the line (2004). We expect the findings will illuminate questions about light rail transit’s economic benefits. They can provide evidence for transit agencies to justify transitway investments and address concerns of local developers and lenders regarding economic benefits of transitways.