Airport to University West-East Corridor Study Salt Lake City, Utah Final Environmental Impact Statement

Based upon coordination with public and government agencies, combined with evaluation of technical considerations, the Wasatch Front Regional Council has identified a Light Rail Transit (LRT) systems as the preferred alternative to serve the Airport to University Transportation Corridor of Salt Lake City, Utah. The 10.9 mile west-east corridor will be constructed from the Salt Lake City International Airport, through the Central Business District (CBD) to the University of Utah Health Sciences Center. It will interface with the existing north-south LRT line at 400 South and Main Street, and at South Temple and 400 West. The West-East LRT project will fulfill the following objectives: improve transit reliability between major destinations within the corridor; reduce traffic congestion; improve air quality; interface with the existing and planned regional transit system; assure minimal impacts on the natural and manmade environment; support development of a multi-modal transportation system that is convenient, accessible, and flexible enough to increase capacity; and connect with service extended to new areas in the future. This document describes the environmental impacts associated with the construction and operation of the West-East LRT, and a No-Build alternative. The purpose of analyzing a No-Build alternative is to provide a baseline for comparison of alternatives, as well as to determine the effect of taking no action. The No-Build alternative includes all existing transportation improvements as well as all planned and committed transportation projects listed in the State Transportation Improvement Plan. The environmental, transportation and financial impacts of the two alternatives are evaluated and compared against a wide range of considerations including: land use, visual and aesthetic impacts, historic and cultural impacts, parks and open spaces, socioeconomic and demographic, public safety and security, environmental justice, wetlands, ecosystems, water and air quality, floodplains, potential containment sources noise and vibration, minerals, utilities, mobility, cost effectiveness, and transportation systems. Some impacts to the natural and manmade environment will occur. These impacts, along with mitigation measures to reduce anticipated impacts are detailed in this document

Annual report of progress /

Latest issue consulted: 2005.Mode of access: Internet.Research sponsored by: Federal Transit Administration; in cooperation with: Transit Development Corporation

FHWA\u2019s Final Rule and FTA\u2019s Policy for Applying the National ITS Architecture at the Regional Level

The intention of the FHWA/FTA Rule and Policy is to foster integration of the deployment of regional ITS systems. Regional ITS architectures help guide the integration of ITS components. During the development of a regional ITS architecture, agencies that own and operate transportation systems must together consider current and future needs to ensure that today's processes and projects are compatible with future ITS projects. ITS components that operate together and as part of a system will enhance safety and mobility and reduce the possibility of costly incompatible systems in the future. This document addresses the following subjects: A. The reason for the Rule/Policy; B. The relationship of the National ITS Architecture to regional ITS architectures; C. New requirements and the use of systems engineering; D. The relationship of the regional ITS architecture to ITS standards; E. Tools for the ITS practitioner: training and technical assistanc

Assessment of ADA research and development needs /

"DOT-VNTSC-FTA-97-5.""FTA-MA-26-0031-97-1.""July 1997."Performed by Technology & Management Systems, Inc., in cooperation with the John A. Volpe National Transportation Systems Center.Cover title.Includes bibliographical references (p. R-1).Final report.Mode of access: Internet

Public transportation adoption requires a paradigm shift in urban development structure

International audienceUrban passenger transportation in the U.S. has been heavily dependent on car modes, mainly due to prevailing trends in urban development. However, transportation mode choice studies are currently limited to micro-level and regional-level boundaries, lacking of presenting a complete picture of the issues and the root causes associated with urban passenger transportation choices in the U.S. To this end, further analysis from a system perspective is required to investigate the interdependencies among system parameters more thoroughly, thus revealing the underlying mechanisms contributing or causing the low public transportation use in the U.S. Hence, system dynamics modeling approach is utilized to capture complex causal relationships among the critical system parameters affecting public transportation ridership in the U.S. as well as to identify possible policy areas to improve public transportation ridership rates. Considering the high degree of uncertainties inherent to the problem, multivariate sensitivity analysis is utilized to explore the effectiveness of existing and possible policy implications up to the year 2050 in the terms of their potential to increase transit ridership and locating critical parameters that influences the most on mode choice and emission rates. Transportation mode choice behavior is projected to change slightly and reach up to a maximum of 7.25% of public transportation ridership until 2050. Analysis results reveal that the effects of trip length and rate are by far the most influential factors. Both parameters are 99% sensitive compared to all other factors including the effects of fuel tax policies, federal funds for public transportation, use of alternative green bus technologies, increasing private vehicle occupancy rates, etc. on negative environmental, economic, and social impacts of transportation. This finding highlights how important urban structures are to secure the future of public transportation in the U.S. as the existing urban structures and the shared-idea in the minds of the society about how urban transportation should be (the prevailing paradigm) are the root causes of excessive trip generation and increasing average trip lengths. Thus a paradigm-shift, a radical change in the shared-idea in the minds of the society about existing urban structures, is needed. © 2016 Elsevier Lt