Imagine if this street in Strasbourg, France was Route 2 in Cranston or North Main Street in Providence. Le sigh.
RIPTA to Temporarily Relocate Bus Stops Out of Kennedy Plaza to Accommodate City of Providence Construction
All Routes Detoured Out of Kennedy Plaza Beginning Saturday, July 12, 2014
The Rhode Island Public Transit Authority (RIPTA) will temporarily relocate all bus stops out of Kennedy Plaza beginning Saturday, July 12, 2014 to accommodate City of Providence renovations of the Plaza. These renovations will create a large civic space, reorganize bus berth locations and improve pedestrian connections to and from the plaza. The work is expected to be complete Fall 2014. All routes will be slightly detoured to avoid entering Kennedy Plaza. Bus stops will be relocated to Exchange Terrace, Sabin Street, Exchange Street, Fountain Street and Steeple Street. Park N’ Ride service will be relocated from Exchange Terrace to Sabin St. but will continue to pick up passengers at other downtown locations. Peter Pan and Greyhound passengers will continue to load and unload at their current stop in front of the Kennedy Plaza Terminal.
Ticketing and other passenger amenities will remain open inside the Kennedy Plaza Terminal during the construction period. RIPTA’s Kennedy Plaza sales and information outlet will remain open during construction. Customers are advised to enter through the side door on the Fulton Street side, near City Hall.
I hope you didn’t have any plans this weekend, because if you click this link, you’ll spend it drawing bus lines all over the place.
Transitmix allows you to lay down your own bus lines, measure the length, set the headways, and determine the cost of operation. A dangerous tool for armchair transit planners like you and me.
As RIPTA prepares to introduce its new R-Line rapid bus service next month, and reroute some buses in September based on the recent Comprehensive Operational Analysis, the agency is also planning for how to operate in Downtown Providence in the future.
Ideas for the future include physical improvements to Kennedy Plaza and the creation of two new bus hubs, one at Providence Train Station, the other behind the Garrahy Courthouse off Dorrance Street.
Information from RIPTA on the recent studies they have undertaken:
RIPTA has commissioned several recent studies to seek ways to improve the transit experience for Rhode Islanders. Rising ridership and the need to provide service that best meets demand in our state has driven recent evaluations of RIPTA’s operations, including the Comprehensive Operational Analysis (COA). As almost all RIPTA routes access Kennedy Plaza, it is expected that operations at this location would be more closely studied. RIPTA, in partnership with the RI Department of Transportation and RI Statewide Planning, is conducting a downtown transit improvement study, Downtown Transit 2.0, to evaluate whether the introduction of additional downtown Providence transit stations could improve service for existing riders, enhance downtown accessibility and mobility, and resolve operational and passenger experience issues at Kennedy Plaza.
RIPTA’s new R-Line rapid bus service will replace and combine the current Route 99 service North Main – Pawtucket and 11 Broad Street services. The new service is set to launch on June 21st and RIPTA has published the schedules for the new service.
One notable service change is that North Main service will run via Providence Station, providing direct services between the station and Kennedy Plaza and serving communities along North Main Street to Pawtucket and south along Broad Street to the Cranston line.
Providence is encouraging transit-oriented development in two neighborhoods most residents may not associate with transportation or potential growth.
The Trinity Square neighborhood in Upper South Providence and the northern section of North Main Street at the Pawtucket line are singled out for the city’s first two transit-oriented development districts in its ongoing zoning rewrite.
The Obama administration announced a new round of Transportation Investment Generating Economic Recovery grants (known as TIGER VI) with an extremely short turn-around for submitting applications, they are due April 28th.
The City of Providence applied for a TIGER grant last year, RIDOT also submitted a bid for Apponaug which was supported by the Governor. The Apponaug project was awarded a TIGER grant, and while there isn’t direct competition built into the grant process per-say, it is thought that Providence’s streetcar bid lost out to Kansas City’s streetcar which had more secure funding in place at the time. Providence’s 2013 TIGER grant application included a funding plan, but unlike Kansas City’s successful application, steps had not yet been taken to implement that funding.
Capital costs for the project (costs incurred to build it) are estimated to be $117.8 million (2016 dollars). Funding will come from City TIF Bonds, Federal funds, Rhode Island Capital Plan funds, RIPTA CMAQ funds, and a RIDOT land transfer.
In the next month, Providence plans to work further toward implementation of funding by working with the Providence City Council Ordinance Committee to approve a TIF plan for the streetcar district. This funding represents 50% of the projected cost of the project and will be one of the sources for operations revenue after the project is complete.
The city is proposing to move the two “eastern-most shelters” to a sidewalk of vacant land owned by the Providence Redevelopment Agency, an arm of the city’s Department of Planning and Development, on Exchange Street. The triangle-shaped, grass area next to the downtown post office is bordered by Exchange Terrace, Exchange Street and Memorial Boulevard.
Jorge Elorza, Democratic candidate for Mayor of Providence, issued the following statement on Providence Public School Department’s busing policy.
Our city’s public high school students are not eligible for bus passes unless they live more than three miles from school. Students that fall into the far end of that range could be walking for as long as 45 minutes to an hour just to make it to their first period classes.
As a community, we have to do everything in our power to make sure our students are in their classrooms and learning. Our students face too many challenges for us to be creating additional institutional barriers for them. Denying students who live between 2-3 miles away from school bus passes impacts learning, impacts health, and impacts safety, and our low-income communities are disproportionately affected.
When I was a child growing up on Cranston Street, my Mother acted as the school bus for many kids in the neighborhood. Although we were lucky to have her there to bring us to school, not every student is as lucky as we were.