|
 |
Peninsula Transit Home | Norfolk Light Rail Home | Regional Fixed Guideway Map | HRT Home |
Frequently Asked Questions
A. About the Project | B. Other Regional Projects | C. Proposed Technologies | D. Funding and Costs | E. Public Involvement A. About the Project
1. What is the Peninsula Rapid Transit Project (PRTP)?
The PRTP is a proposal to provide rapid transit service to the Peninsula region of Hampton Roads and connect major activity centers and points of interest. Major activity centers served by the proposed corridor, either directly or by direct feeder bus service, include Ft. Eustis, Patrick Henry Mall, Oyster Point, Newport News/Williamsburg Airport, Christopher Newport University, Northrop Grumman Newport News Shipyard, and downtown Newport News.
2. What has been done on the Project so far? What is the Project History?
A Major Investment Study (MIS) for the Peninsula Corridor was completed in 1997. The MIS included analysis of a variety of technology alternatives including the highway widening of I-64, addition of high occupancy vehicle (HOV) lanes or a busway, enhanced bus service with express routes/improved service, and LRT. This resulted in the adoption of light rail transit (LRT) as the preferred alternative for addressing the transportation problems on the Peninsula.
In 2001, HRT took the next step to implementing transit on the Peninsula and began what is called an Alternatives Analysis (AA). This analysis resulted in a Locally Preferred Alternative (LPA) that was formally adopted in 2003 by the Hampton Roads Planning District Commission, York County, James City County, and the cities of Williamsburg, Newport News, and Hampton. The LPA consisted of rail transit between Williamsburg and downtown Newport News along the CSX railroad right-of-way, including a rail transit connection to downtown Hampton along Hampton Roads Center Parkway.
Based on the large regional scale of the LPA, HRT proposed a phased implementation, beginning with a Minimum Operable Segment (MOS) or “starter line.” Five MOS alignments were developed in conjunction with the local municipalities beginning in mid-2003. Based on these discussions and further analysis, two alignments; A1 (Newport News City Hall to Fort Eustis Boulevard) and A2 (Newport News City Hall to downtown Hampton); were selected for more detailed study. Two rail transit technologies, LRT and diesel multiple unit (DMU) were also carried forward for more detailed study along each of these alignments.
Continuing to move forward toward implementation of rapid transit, HRT, together with the Federal Transit Administration, began preparation of a Draft Environmental Impact Statement (EIS). Public scoping meetings were held in 2004 to obtain input from the general public and state and local agencies regarding the candidate alternatives and issues to be studied in the Draft EIS. In response to comments received during Scoping, HRT agreed to study a third alignment (A3: Mariners’ Museum to Mary Immaculate Hospital) and another transit technology, bus rapid transit (BRT).
Over the next two years, additional alternatives studies were conducted. The new alignment (A3) and new technology (BRT) were developed in more detail so that comparison could be made between the alternatives. A two-step screening process was then conducted to determine which of the alternatives best met project goals and objectives. Based on this additional analysis, it was determined that LRT and BRT along Alignment A3 would be carried forward as Build Alternatives into the Draft Environmental Impact Statement (DEIS).
3. What is a Minimum Operable Segment (MOS)?
A Minimum Operable Segment (MOS) is a smaller, cost-effective portion or “starter line” of a larger proposed project, typically the LPA. The MOS must show that it has independent utility from the full LPA. Independent utility means that it must be able to function as a stand alone project and not be dependent on any future segments to be constructed. Future extensions of the MOS would work to eventually complete the full LPA.
4. What is an “Environmental Impact Statement (EIS)?
An Environmental Impact Statement (EIS) is a document required when pursuing federal funding for major capital investment projects with potential significant impacts. It identifies the results of a detailed assessment of the social, economic, and environmental impacts of a proposed project. The impacts are evaluated for those that are positive and negative, permanent and temporary. Also evaluated are the cumulative impacts of other projects in the region and the irreversible and irretrievable loss of any natural resource. The EIS is circulated to local, state, and federal government agencies to make sure that all regulations are complied with and that the project is consistent with regional goals. The first phase of the EIS process is Scoping.
5. What is Scoping?
Scoping is an early and open process consisting of public, stakeholder and government agency coordination. It is used to identify the scope of the proposed action, the range of alternatives, and the potential issues to be considered. The formal scoping period for the Peninsula Rapid Transit Project began in mid- April 2004 and continued through May 19, 2004. Through flyers, newsletters, newspaper articles, the project website, a telephone hotline, and public meetings, comments were solicited from project stakeholders, public agencies and the general public. Public scoping meetings were held on April 27, 2004 (Hampton) and April 29, 2004 (Newport News). During scoping, meetings also were held with the cities of Newport News and Hampton, the project’s Technical and Steering Committees and regulatory agencies.
6. Why does the Peninsula need rapid transit? What is the purpose of the PRTP?
Currently, the demand for many major roadway facilities on the Peninsula including Newport News is greater than capacity, resulting in severe congestion during peak travel periods. In the future, anticipated population and employment growth in Newport News will create more demands on highways; however, the planned roadway improvements included in the Regional Transportation Plan are not expected to relieve rush hour congestion. Therefore, an alternative to the single-occupant vehicle is needed to help reduce growth in traffic. By providing time-competitive transportation choices for travel to and from areas expected to experience high growth, overall mobility in the region will be promoted and air quality will be improved.
Furthermore, because Newport News is largely built-out, the City plans to accommodate future growth by encouraging mixed-use, higher-intensity development at existing activity centers and redevelopment of underutilized areas. High-capacity transit can better support the travel demand associated with this type of development, because it can move more people with fewer vehicles. In addition, the presence of high-capacity transit can serve as a tool for encouraging the desired form of development.
The purpose of the Peninsula Rapid Transit Project is to:
· Increase transit travel speeds to provide a time-competitive alternative to personal motor vehicles for travel to and from major activity centers; · Increase transit ridership and the percentage of transit users in the region; · Enhance transit connections between major activity centers and high-growth areas; · Provide opportunities for transit-oriented development and transit-supported economic revitalization; and, · Contribute to maintenance or improvement of regional air quality.
The project also serves as a starter rapid transit service for the Peninsula. If warranted, the line could be expanded in the future to provide rapid transit service to other key activity centers on the Peninsula.
7. How will this plan improve the existing bus service?
The Peninsula Rapid Transit Project is intended to complement the existing bus service on the Peninsula. The buses currently have to travel on the congested roadways and that congestion is expected to worsen in the future. The PRTP technology options allow for the transit vehicle to travel in its own corridor and therefore avoid the roadway congestion. It is expected that once the PRTP Project is implemented, the existing bus service would be modified to intersect the PRTP project at key locations allowing travelers to link their transit trips to reach their final destination.
8. Who is responsible for the Project?
Hampton Roads Transit (HRT) has the primary responsibility for overseeing the Project study under the guidance of the Federal Transit Administration policies and procedures; the city of Newport News and the Project’s various advisory committees. And of course, the public’s involvement in the study is very important to its success.
9. What role does Newport News have in this Project?
During the study phase of the Project, the city of Newport News will assist with providing information on the cities’ population, land use, future development, etc. so that data can be analyzed as part of the study. They also serve on the advisory committees for the Project and they will provide recommendations on the Project as the study proceeds. When the PRTP Project moves toward implementation, the City will provide a portion of the cost to build, operate and maintain the Project.
10. What are the proposed alignments for the system?
Through earlier screening analyses, the project is now focused on one alignment (A3: Christopher Newport University to Mary Immaculate Hospital) as described below:
A3 Alternative Alignment – Christopher Newport University to Mary Immaculate Hospital via Jefferson Avenue The A3 Alternative Alignment would be totally located within the city of Newport News. The southern terminus is proposed to be located close to the Christopher Newport University and Mariners’ Museum near the intersection of J. Clyde Morris Boulevard and Warwick Boulevard. The alignment would follow J. Clyde Morris Boulevard easterly to Jefferson Avenue and turn north on Jefferson Avenue to Bland Boulevard. The alignment would turn east at Bland Boulevard and north at McManus Boulevard with a northern terminus at Mary Immaculate Hospital.
11. How were these alignments developed / picked for study?
Based on the large regional scale of the LPA (a 32-mile corridor) and fiscal constraints, HRT proposed phased implementation for the transit corridor, beginning with a Minimum Operable Segment (MOS). Candidate MOSs were screened using a variety of evaluation measures including locations of low-income or transit-dependant populations; capital costs; operating run times/costs; ridership forecasting results; and input obtained from Steering and Technical Committee meetings, local jurisdictions, and the public. Alignment A3 was selected for further study in the DEIS. Two technology modes will be studied (BRT and LRT) 12. If I don’t live near the proposed route, how will it benefit me?
A transit system can benefit the community in many ways even if you are not a frequent user of the line. As part of the system’s development, HRT will consider how to modify its existing bus routes to connect with the transit alignment so even if you don’t live directly along the alignment you may be able to access it by bus. In addition, providing alternate means of transportation is vital to community residents and can provide access to jobs, schools, and medical facilities as well as recreational facilities which improves the quality of life for all residents. A new transit service may help address the increasing roadway congestion as well as to improve air quality.
13. Who would ride the system?
People use the current bus system for many reasons such as going to work, school, shopping, medical appointments and community activities. It is expected that many current bus riders will use the new system. The frequency and convenience of the new service is expected to attract new riders to use the system to meet their daily travel needs.
Previous analyses of ridership indicate that there would be sufficient ridership to support a new transit system on the Peninsula. Levels of ridership for the A3 alignment will be further assessed during the DEIS.
14. What are the main activity centers on the Peninsula that the first phase of the proposed system will connect?
Public transportation has a role both in connecting residential growth areas to established activity centers, and in providing region-wide access to new employment concentrations in the areas that grow. Major activity centers in the study area include individual public and private employers, major shopping areas, colleges and universities, tourist attractions and entertainment venues. Alignment A3 would connect the following facilities:
· Christopher Newport University · Ferguson Center of the Arts · Riverside Regional Medical Center · Port Warwick · City Center at Oyster Point · Canon/Thomas Jefferson National Accelerator Facility · Newport News/Williamsburg Airport/Patrick Henry Commerce Center · Patrick Henry Mall · Wolseley NA Headquarters · Mary Immaculate Hospital
15. How would the system affect the environment?
Potential beneficial or adverse impacts to the environment from construction and operation of the system will be analyzed in the Environmental Impact Statement.
Preliminary analysis indicates the system could have a positive impact on regional air quality by reducing the annual vehicle miles traveled by automobiles.
Currently Hampton Roads is a non-attainment area for the ozone levels as defined by the Environmental Protection Agency (EPA).
16. Would the system relieve traffic congestion on the Peninsula?
One of the purposes of the Project is to help reduce the increasing rate of traffic congestion overall on the Peninsula. This Project alone will not eliminate traffic congestion on the Peninsula, but will help manage traffic congestion during the most heavily traveled times of the day. The extent to which congestion would be reduced will be modeled in the Environmental Impact Statement.
17. What kind of residential or commercial development is being planned associated with the proposed system?
The current study will examine existing and planned development along the alignments. The adopted land use plans of the city of Newport News will be used to identify planned development along the alignments. Many types of development are compatible with transit systems including residential, office and retail uses. Potential joint development of proposed station sites will be identified, in coordination with the city of Newport News. A project specific economic impact analysis, including jobs created directly associated with the proposed project and contribution to the local economy, will be completed for the DEIS.
18. How is a rapid transit system going to be different from the present bus system?
A rapid transit system usually has some form of exclusive lane or right-of-way, stops are spaced farther apart, and if running at ground level may have priority at traffic signals. The overall trip will take less time than standard bus trips.
19. How long will it take to travel from one end of the route to the other?
That depends on many factors that have yet to be developed but in almost all cases passengers will spend less point-to-point travel time than when using other modes, including personal vehicles.
20. What times during the day will the system run?
Exact operating hours have not been established at this time but early morning rush-hour through 11 p.m. or midnight are typical of this type of transit service in other cities. HRT’s current bus service on the Peninsula operates from approximately 5:00 a.m. to 12:00 p.m. and this proposed service will reflect this time frame.
21. How frequently will the system run?
Different times of day will warrant different schedules. Morning and evening rush-hours will have the maximum frequency while mid-day and late-night will have the least. The range frequency can be as frequent as 10 minutes during peak hours to 15 minutes or greater during off-peak hours.
22. What will happen in inclement weather?
Rapid rail systems are usually not affected by moderate snow or rain but can be hindered by heavy snow or freezing rain. Rapid bus systems can travel normally on wet roads but, as with other rubber-tired vehicles must take more caution in heavy rain and freezing weather conditions.
23. Would there be cameras and emergency phones on the system?
That decision has not been made at this time but many new systems do include on-board cameras and operator/dispatch communication capabilities.
24. What type of security will be on the system and in parking lots?
A final determination has not been made but it will likely be a mix of cameras and on-site and onboard security patrols. |