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Memorandum
Date:
September 5, 2014
From: AECOM
To:
FTA Planning Staff
Re:
Charlotte City Lynx Gold Line Streetcar Extension
Introduction
This technical memorandum describes the methodological approach and key findings from applying
FTA’s Simplified Trips-on-Project Software (STOPS) to the Charlotte City Lynx Streetcar Extension project.
The analysis presented in this memo used STOPS version 1.02. The memo also summarizes the
methodology and results for the off-model special events analysis. The first half of the memo focuses on
the methodology and the second half focuses on the analysis of travel forecasting ridership results.
The STOPS application was run for existing conditions (2013 transit service with 2015 land use data) ,
current year (with 2015 land-use data) and horizon year (with 2035 land use data). The base year for the
regionally adopted travel demand and land-use model is 2010 and the horizon year is 2040. All
intermediate year land-use forecasts are interpolated using the two analysis years. The regional travel
demand model inputs are available in five year increments from year 2010 to year 2040. The year 2015
inputs for land-use data and highway skims were used for the existing and current year analysis as the
closest model approximation of current conditions. Given that the streetcar operates primarily in the
CBD area, no large developments in the distant future that might influence the current year land-use
forecasts in a significant way (due to interpolation between 2010 and 2020) are expected in the 2015
forecasts. Further discussion about the current conditions land use is provided later in the memo.
The transit service for the 2035 horizon year is assumed to be same as the current year (No Build and
Build) even though the LRTP includes additional rail service in the region, particularly the North
Commuter Rail Line (Red Line) that will interface with the proposed Streetcar at the Gateway station.
The analysis presented in this memo focuses on the details of the 2015 (i.e., current year) application.
The 2035 horizon year results report “Linked Transit Trips on Project” only due to similar trends (by
access mode, purpose, and household size at the district to district level) between 2015 and 2035.
City Lynx Gold Line Streetcar Extension (Phase 2) Project
The City LYNX Gold Line is a proposed 10-mile streetcar system that is an integral part of the 2030
Transit Plan and is being constructed in phases. The full alignment will connect through the central
business district (CBD) and serve as a critical economic development tool to focus growth along key
corridors, connecting neighborhoods to community interests such as businesses, employment,
entertainment, educational institutions, healthcare, etc.
1
Construction of the City LYNX Gold Line - Phase 1 began in December 2012. This phase will provide a 1.5mile route from the Charlotte Transportation Center (CTC) on Trade Street to Novant Hospital at
Hawthorne Lane and Fifth Street. The 1.5-mile alignment will have six stops, including a connection to
the LYNX Blue Line and will begin service in 2015. The Phase 1 for this analysis is considered part of the
No-Build alternative.
Phase 2 extends the Phase 1 segment by 2.5 miles on the east and west ends of the line creating an
interim system of 4 miles in length. City LYNX Gold Line Phase 2 will extend west 2 miles from CTC to
French Street and east one-half mile along Hawthorne Lane from Presbyterian Hospital to Sunnyside
Avenue. Phase 2 will serve as an engine for economic growth by providing effective and efficient transit
operations, connecting key neighborhoods and maximizing development opportunities. Modern
streetcar vehicles will replace replica trolleys with the option of purchasing hybrid technology vehicles.
Construction is projected to begin in late 2016. The Phase 2 service start date is projected to be late
2019.
The Phase 2 streetcar system is the “Build” project for this analysis and will add 11 new stations. A
picture of the proposed corridor configuration is shown in Figure 1. The Phase 1 streetcar (part of the
No Build alternative) is shown in yellow and Phase 2 (the Build project for this analysis) is shown in green
in Figure 1. The streetcar service would operate with 15-minute headways in both the peak and off-peak
periods.
Today the corridor is served by several local bus routes and a free historic trolley route – Gold Rush Red
Line. The Gold Rush Red Line carries approximately 2,200 riders per day and takes 22 minutes for end to
end travel time. The Gold Rush Red Line provides 12-minute service from Central Piedmont Community
College (CPCC) to Johnson C. Smith University from 6:40 am to 6:30 pm. The proposed streetcar
extension (Phase 1 and 2) would replace the Gold Rush Red Line service.
2
Figure 1: Charlotte City Lynx Gold Line Streetcar Phase 1 and 2
STOPS Inputs
Transit Network Coding
The existing conditions are represented by July 2013 General Transit Feed Specification (GTFS) files.
The No-Build transit service was developed from the existing conditions GTFS with the following edits to
the transit service:




The City Lynx Streetcar Phase 1 Project (starter line) operating between Charlotte Transit Center
(CTC) and Hawthorne/5th was added. The Starter line operates at 15-minute peak and off-peak
service and is currently under construction with a scheduled opening in 2015.
The LYNX Blue Line Extension (BLE) of Light Rail from 7th Street Station to UNCC was added to
the Northeast corridor. The LYNX BLE is currently under construction with a scheduled opening
in 2017. The LYNX BLE (including the existing Blue Line in South) will be operated at 7.5 minute
peak and 15-minute off-peak headway.
The bus network in the Northeast corridor was modified to include the service changes
associated with LYNX BLE. The local, express and feeder bus service in the Northeast corridor
was updated as per the service assumed in the LYNX BLE FFGA submission to FTA in 2012.
Additional park-and-ride lots associated with the LYNX BLE service were added to the Northeast
corridor.
The Build transit service was developed from the No-Build networks with the following changes:
3




The City Lynx Streetcar Starter Line was extended to operate between French Street and Sunny
Side (Phase 2).
The Gold Rush Red Line service was discontinued as the City Lynx Streetcar (Phase 1 and Phase
2) mimics the service area of the Gold Rush Red Line.
The end-to-end run time for the Streetcar was assumed to be the same as the Gold Rush Red
Line (at 22 minutes).
The rest of the transit service for the Build alternative was unchanged from the No Build
scenario.
District System
STOPS uses districts to define a logical grouping of zones for two purposes: 1) Growth factoring of the
2000 CTPP journey to work data to estimate forecast year (2015 and 2035 for this analysis) trips using
MPO population and employment forecasts and 2) summarizing and mapping STOPS forecasts. In the
STOPS set-up step to define the forecast years, the growth factor geography type was specified as
“zone”. The modeling area for this analysis was divided into 36 districts primarily designed around the
current and planned fixed guideway transit (LRT and Streetcar) in the region. The Streetcar’s influence
area is represented by four districts (Districts 1, 10, 12 and 13 as shown in Figure 1).
STOPS Parameters
STOPS application requires the user to input the station-specific boardings for the current fixedguideway transit system. For this analysis the October 2013 station count information for Light Rail
provided by Charlotte Area Transit System (CATS) were used that showed a total of 16,162 LYNX Blue
Line LRT weekday boardings (Table 1). Additionally, STOPS requires the user to input the number of
current year regional unlinked transit trips. The system wide unlinked transit trips for October 2013
totaled 78,214 boardings.
Table 1: October 2013 LYNX Boardings from APC
Station
7th St Station
CTC Station
3rd/Convention Center Station
Stonewall Station
Carson Station
Bland Station
East/ West Station
New Bern Station
Scaleybark Station
Woodlawn Station
Tyvola Station
Archdale Station
Arrowood Station
LYNX Blue Weekday Boardings/Alightings
786
3,911
1,413
377
278
375
695
563
861
718
906
778
1,356
4
Station
Sharon Rd West Station
I-485 Station
Total
LYNX Blue Weekday Boardings/Alightings
1,137
2,012
16,162
STOPS application requires specifying a fixed-guideway factor to reflect the modal characteristics of the
project. For this analysis, the fixed guideway factor of 0.35 was used. The STOPS guidelines specify a
value of 0.2 for BRT systems and 0.5 for light rail transit systems. A mid-value between the two modes
was assumed for the streetcar extension.
The rest of the parameters are set to the default values used by STOPS.
Socioeconomic Forecasts
The socio-economic inputs for the “existing” and “current” conditions were based on the year 2015
adopted land-use forecasts and the socio-economic forecasts for “horizon” year were based on the year
2035 adopted land-use forecasts. Both the 2015 and 2035 forecasts are predictions based on the
Charlotte DOT’s land use model. The adopted land-use model uses year 2010 as the base year which is
based on observed conditions from various data sources. The land-use model predicts TAZ level
information for years 2020, 2030, and 2040. All other intermediate years are linearly interpolated
between various 10-year predictions. The predictions for year 2020 are informed by the project pipeline
data available until year 2012 and the totals are controlled at County level predictions for each 10-year
forecasts.
Since the existing and current conditions for this analysis is represented by year 2015 predicted land use
data, additional analysis were performed to compare the growth, with observed, in households, and
employment for the key districts in the study area. The most recent observed data for employment and
population are available at County levels only. Additional local data at the block group and district level
were collected from various local sources.
Based on the Quarterly Workforce Indicator (QWI) data from US Census Bureau for the Mecklenburg
County, the employment grew by 14.3 percent between 2010 Quarter 2 (Q2) and 2013 Q2.
Table 2: Quarterly Workforce Indicator (Quarter 2) for Mecklenburg County
Year (Q2)
Employment
% Change
Growth
2010
537,340
2011
579,434
7.8%
42,094
2012
590,085
1.8%
10,651
2013
614,139
4.1%
24,054
2010-2013 Q2
14.3%
76,799
Source: QWI data from Census.gov (http://ledextract.ces.census.gov/)
5
The primary travel market for the City Lynx Streetcar (productions and attractions) is concentrated in
four districts – District 1 (CBD), District 10 (West End), District 12 (East End) and District 13 (Outer East).
For these districts, the growth in households and Employment between base year 2010 and current year
2015 is summarized in Table 3.
Table 3: Modeled year 2010 and 2015 Households and Employment
2010
District
CBD 1
West End 10
East End 12
Outer East 13
Total
HH
4,421
3,480
2,320
2,456
12,677
EMP
84,643
8,078
16,335
2,744
111,800
2015
HH
5,905
4,551
3,005
2,642
16,103
EMP
95,338
11,548
17,584
3,069
127,539
% Growth
HH
EMP
33.6%
12.6%
30.8%
43.0%
29.5%
7.6%
7.6%
11.8%
27.0%
14.1%
Growth
HH
EMP
1,484
10,695
1,071
3,470
685
1,249
186
325
3,426
15,739
The majority of growth in employment is in the CBD. The growth rate of employment in CBD is similar to
County’s growth rate. The growth rate in District 10 is much faster than the County’s growth rate, but
the absolute increase in employment is from a smaller base. Overall for the four districts combined, the
growth rate in employment between 2010 and 2015 is in-line with the observed growth rate for the
County between 2010 and 2013.
The modeled growth in households (proxy for population) between 2010 and 2015 is highest for the
CBD and West End district. Overall the growth in households is 27 percent for the four districts
combined. This growth rate is significantly higher than what is reported in the census data for
Mecklenburg County. Based on census data, the population in Mecklenburg County grew by 7.8 percent
between April 2010 and July 2013 representing an annual growth rate of 2.5 percent per annum. In
comparison, the modeled population growth rate for Mecklenburg County between 2010 and 2015 is
two percent per annum. So at a county level, the current year population is comparable to the census
data.
The proposed Phase Two of the City LYNX Gold Line would serve areas that are currently experiencing
an increase in population and development. Numerous apartment projects have been completed since
2009 and many are currently under construction. Pipeline projects in the area of influence TAZ’s that
were included in the household/population projections are either complete or are under construction.
In order to better understand this high growth for the four districts, local permit and occupancy
certificate data were reviewed for the four districts. Table 4 summarizes the new residential units for
which the occupancy certificates were issued between beginning of 2009 and September 2014. During
this period, the CBD district added about 2,500 residential units and together the four districts added
3,793 new residential units. This incremental growth is comparable to the growth predicted by the landuse model for period between 2010 and 2015.
6
Table 4: New Residential Units between 2009 and September 2014
District
New Residential Units ('09 to Sept. '14)
CBD 1
2,504
West End 10
491
East End 12
589
Outer East 13
209
Total
3,793
Source: Mecklenburg County Code Enforcement issues a Certificate of Occupancy once all local laws, ordinances, codes and
regulations are met. The Certificate of Occupancy report for new construction for the above time periods was downloaded
from the Integrated Data Store (IDS). The (IDS), accessible through www.charmeck.org, is a collection of databases from various
administrative systems that are stored and accessed from one location. The IDS currently contains data from The Mecklenburg
County Register of Deeds (ROD) and Property Assessment and Land Records Management (PALRM) of the Land Use and
Environmental Services Agency (LUESA).
Based on this review of the available observed data for households and employment, the predicted
growth from the land-use model between 2010 and 2015 is found to be in inline with ground reality
with some differences between distribution of this growth between the various districts.
Off-Model Special Events Analysis
In order to include the trips on the project due to special events, an off-model analysis was performed.
The off-model analysis used the standard FTA spreadsheet model for special events that was also
previously utilized for the LYNX BLE submission. The off-model analysis utilized off-peak highway and
transit skims from the regional model for year 2015 No-Build and Build conditions. The trip distribution
for the off-model trip tables were derived from the off-peak non-work trip attractions to the special
event TAZs from the regional model. The transit trips attracted to the special event TAZ as output from
the off-model were analyzed to identify interchanges that utilize the City Lynx Gold Line Extension
project via a select link analysis. The project linked trips for special event are reported using this select
link analysis. Table 5 below summarizes the special events considered for the off-model analysis. The
table also summarizes the project linked trips by event. For reporting purposes, the project linked trips
for various special events were grouped into four categories as highlighted by the color coding in the
table. Overall, the off-model special events account for four percent of annual modeled ridership from
the STOPS application.
The off-model special event trips are kept to be the same for current year and horizon years as the
number of events, event attendance and transit share for future years is assumed to be same as current
year. Since the special events occur during off-peak conditions, the resultant transit share of project
trips is expected to remain unchanged between the two analysis years.
7
Table 5: Off-Model Special Events Project Linked Trips
Venue
Bank of America
stadium
Charlotte Bobcats
Arena
Charlotte Knights
baseball stadium
Charlotte Conv
Ctr, Nascar Hall of
Fame
Tryon between 3rd
and 7th
Current
Event
Average
Attendance
Events
per
Year
Current
Annual
Attractions
Transit
Mode
Share
Average
Vehicle
Occupancy
Parking
Cost
Per Event
Project
Trips
70,351
11
1,547,722
10%
3.0
$20.00
1,416
15,519
11,110
5,895
14,000
11,785
12,409
41
2
41
6
15
11
1,272,517
44,438
483,390
168,000
353,550
272,998
18%
18%
18%
18%
18%
18%
3.0
3.0
3.0
3.0
2.5
2.5
$15.00
$10.00
$5.00
$15.00
$15.00
$5.00
168
120
64
151
127
134
9,659
75
1,448,775
10%
3.0
$10.00
294
Convention Ctr + Hall of
Fame
620,013
1
1,240,026
5%
2.5
$10.00
589
Taste of Charlotte +
Speed Street + Blues
Brews & BBQ
700,000
1
1,400,000
10%
2.5
$10.00
1,666
Event
Description
Panthers
Other events
Bobcats NBA regular
season
Bobcats pre-season NBA
Chrlt Checkers Hockey
CIAA basketball
Concerts (2008)
Other events
Knights baseball
Source for Event Information provided by CATS based on 2012-2013 data.
8
Trips on the Project in the Current Year
Total Trips on the Project
STOPS derives overall travel patterns from the residence-to-workplace flows reported in the Census
Transportation Planning Package (CTPP) tabulations from the 2000 decennial census. Consistent with
current travel models, the resulting travel patterns consider routine weekday trips for home-based-work
(HBW), home-based-other (HBO), and non-home-based (NHB) purposes. The home-based-university
trips are not considered by STOPS. In this analysis, STOPS predicts that a majority of the project linked
trips are NHB trips (65 percent), with home-based trips accounting for 35 percent of the trips. The
home-based trips are equally divided between work and non-work purposes. The streetcar extension
primarily serves the origins and destinations in the CBD area and the total length of the streetcar system
is four miles. As such, the primary market for the streetcar is non-home based trips with trip origins and
destinations in the vicinity of streetcar stations. Due to available bus and rail services in the vicinity of
streetcar, the home-based trips are captured by longer fixed route transit service.
About one-fourth of all project trips are made by riders from 0-car households. The predominant access
mode to the streetcar is walk access, accounting for nearly 92 percent of project trips. The detailed
breakdown of the trips by purpose, household auto ownership, and production-end access mode is
shown in Table 6 below:
Table 6: Current Year Linked Trips on Project by Purpose, Auto Ownership and Production-End Access
Purpose
Home-Based Work
Home-Based Other
Non-Home Based
Total
0 Car Households
Walk Drive Total
173
8
181
249
11
260
495
18
513
917
37
954
1 Car Households
Walk Drive Total
228
31
259
194
10
204
341
12
353
763
53
816
2+ Car Households
Walk Drive Total
186
151
337
166
35
201
1,761
44 1,805
Total
777
665
2,671
2,113
4,113
230
2,343
Principal Markets – Distribution of Project Trips
Five principal geographic areas were used to describe the resulting fixed guideway project trip patterns
for the streetcar extension project:
1. West End – the area beyond the central business district served by the western end of the
streetcar between West Brookshire Freeway and I-277 loop (District 10 in Figure 1);
2. CBD – the Charlotte central business district within the I-277 loop (District 1 in Figure 1);
3. East End – the geographic area served by the east end of the Streetcar beyond the I-277 loop
until the Sunnyside station (District 12 in Figure 1);
4. Outer East – the local market served by the area adjacent to the eastern terminus of the project
(District 13 in Figure 1); and
9
5. Other – the rest of the region.
The following sections summarize the project trips by different trip characteristics (i.e., trip purpose,
auto ownership, access mode) within these five principal markets.
Markets by Trip Purpose
The following tables show STOPS-forecasted project trips by trip purpose for the current year.
Table 7: Home-Based Work (HBW) Weekday Trips on the Project (Current Year)
Home-Based Work
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
6
1
12
4
21
96
12
78
27
55
23
6
14
15
277
3
0
0
0
7
48
3
20
10
38
176
22
124
56
398
Total
44
268
335
10
119
776
Table 8: Home-Based Other (HBO) Weekday Trips on the Project (Current Year)
Home-Based Other
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
5
1
18
2
24
84
13
66
27
73
20
4
13
12
151
3
0
0
0
4
68
3
19
7
48
180
21
116
48
300
Total
50
263
200
7
145
665
Table 9: Non-Home Based (NHB) Weekday Trips on the Project (Current Year)
Non-Home Based
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
Total
1
63
33
1
37
43
301
424
10
107
54
999
106
2
223
0
6
1
0
4
16
103
93
4
42
114
1,472
657
17
413
135
885
1,384
11
258
2,673
10
Table 10: Total Weekday Trips on the Project (Current Year)
TOTAL
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
Total
12
65
63
8
80
224
325
568
65
234
97
1,009
133
29
650
6
6
1
0
15
133
108
137
22
124
472
1,513
902
124
1,103
228
1,416
1,918
28
524
4,114
Key observations from the above summaries include the following:

About one half of HBW trips are produced from the four primary markets (West End, CBD, East
End and Outer East) and the remaining one-half of the HBW trips are produced from rest of the
region. Eighty-five percent of the HBW trips are attracted to districts directly served by the
streetcar.

The HBO trips show a distribution that is similar to the HBW trips. About 55 percent of HBO trips
are produced from the four primary markets. More than three fourth of HBO trips are attracted
to districts directly served by the streetcar.

More than 85 percent of NHB trips begin and end in the four primary districts served directly by
the streetcar.

The CBD and East End districts account for about 60 percent of trip productions and more than
80 percent of trip attractions. These two districts include 11 out of 17 streetcar stations.
Markets by Auto-Ownership
The following tables show the breakdown of the project trips by household auto-ownership in the
STOPS forecast for the year 2015.
STOPS predicts that about three-fourths of project trips are made by choice riders with one or more
vehicles in their household. More than half of all project trips are made by individuals with two or more
vehicles in their household. About 90 percent of the project trips made by individuals from households
with two or more vehicles are attracted to the CBD or East-End district.
11
Table 11: Weekday Linked Trips on Project by 0-Car Households (Current Year)
0 Car Households
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
Total
4
22
33
1
42
88
99
72
18
75
19
65
19
1
119
4
3
0
0
6
90
45
51
6
72
205
234
175
26
314
102
352
223
13
264
954
Table 12: Weekday Linked Trips on Project by 1-Car Households (Current Year)
1 Car Households
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
4
5
1
3
11
79
101
118
27
88
22
79
8
11
108
1
1
0
0
3
25
28
37
12
45
131
214
164
53
255
Total
24
413
228
5
147
817
Table 13: Weekday Linked Trips on Project by 2+ Car Households (Current Year)
2+ Car Households
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
Total
5
37
28
3
29
57
125
378
20
71
56
866
106
18
421
0
2
1
0
7
14
30
44
4
21
132
1060
557
45
549
102
651
1467
10
113
2343
Markets by Access Mode
The following tables show the breakdown of the project trips by access mode in the STOPS forecast for
the year 2015.
More than 90 percent of overall project trips are made using walk access. Most walk access trips begin
and end within the CBD and East end districts. Almost all of the drive access trips are produced from
12
outside the four primary markets directly served by the streetcar, and over 75 percent of the drive
access trips end in the East End district.
Table 14: Weekday Linked Trips on Project by Walk Access (Current Year)
Walk Access
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
Total
12
65
62
7
59
224
316
568
65
225
96
1008
133
29
409
5
6
1
0
7
133
108
137
22
96
470
1503
901
123
796
205
1398
1675
19
496
3793
Table 15: Weekday Linked Trips on Project by Drive Access (Current Year)
Drive Access
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
0
0
0
0
23
0
9
0
0
9
1
1
0
0
241
0
0
0
0
9
0
0
0
0
27
1
10
0
0
309
Total
23
18
243
9
27
320
Markets by Overall Size and Project Share
The following tables show the STOPS-predicted total linked transit trips and linked trips on the project.
From Table 16 and Table 17, STOPS predicts that the Streetcar extension project will capture about one
quarter of the 8,100 transit trips attracted to the East End district. Overall, the streetcar extension
captures six percent (4,114) of the regional linked transit trips.
Table 16: Average Weekday Total Build Alternative Linked Transit Trips (Current Year)
Total Linked Transit
Trips
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
Total
44
181
89
11
677
623
2,059
1,209
263
20,355
121
2,049
551
195
5,206
8
22
39
12
157
859
5,186
1,265
362
27,898
1,655
9,497
3,153
843
54,293
1,002
24,509
8,122
238
35,570
69,441
13
Table 17: Average Weekday Build Alternative Linked Trips on Project (Current Year)
Linked Project Trips
West End
West End
CBD
East End
Outer East
Other
Total
CBD
East End
Outer East
Other
Total
12
65
63
8
80
224
325
568
65
234
97
1,009
133
29
650
6
6
1
0
15
133
108
137
22
124
472
1,513
902
124
1,103
228
1,416
1,918
28
524
4,114
Impacts to Overall Transit Ridership
Table 18 shows the STOPS-predicted number of incremental linked transit trips (Build – No-Build) by
market, and Table 19 shows a breakdown of the incremental linked transit trips by trip purpose, auto
ownership level, and access mode. STOPS predicts an increase of 536 transit trips in the Build scenario
relative to the No-Build scenario (for the current year). More than half of the new transit trips are nonhome-based trips and over eighty-five percent of new transit trips are walk access trips.
Table 18: Weekday Incremental Linked Transit Trips from No-Build (Current Year)
Incremental
Transit Trips
West End
CBD
East End
Outer
East
Other
Total
West End
CBD
East End
Outer East
Other
2
17
10
2
15
58
-22
37
7
39
19
54
64
11
120
2
1
1
0
4
20
17
28
6
24
101
67
140
26
202
Total
46
119
268
8
95
536
Table 19: Weekday Incremental Linked Transit Trips from No-Build by Purpose, Auto Ownership, and Access Mode (Current
Year)
Purpose
Home-Based Work
Home-Based Other
Non-Home Based
Total
0 Car Households
Walk Drive Total
20
0
70
26
-4
22
11
4
15
57
0
107
1 Car Households
Walk Drive Total
44
8
52
44
3
47
62
14
76
150
14
25
175
2+ Car Households
Walk Drive Total
31
26
57
36
9
45
182
20
202
249
55
304
Total
129
114
293
536
Impacts to Automobile PMT
Table 20 shows the STOPS-forecasted change in auto person miles traveled (PMT) with the construction
of the streetcar extension. STOPS predicts a decrease of 2, 275auto PMT for the Build alternative.
Major decreases in auto PMT occur for travel from the rest of the region and for travel to the East End
district (the drive access market).
Table 20: Incremental Auto Person Miles Traveled (PMT) Versus No-Build (Current Year)
Incremental Auto
PMT
West End
CBD
East End
Outer East
Other
Total
West End
CBD
East End
Outer East
Other
Total
-4
-29
-37
-7
-95
-107
17
-71
-18
-187
-71
-95
-74
-21
-842
-7
-3
-2
0
-20
-94
-45
-144
-35
-284
-283
-155
-328
-81
-1428
-172
-366
-1103
-32
-602
-2275
Trips on Project for Future Years
Table 21 summarizes the linked transit trips on the project by trip purpose for the current year (2015),
opening year (2020) and the horizon year (2035). The table also summarizes the trips for zero-car
households.
Between the current year and the opening year (2020), the project trips increase by ten (10) percent.
The home-based trip purpose increase by thirteen (13) percent and the non-home-base trips increase by
eight (8) percent. The change in auto PMT reduction is 30 percent.
The linked project trips increase by 39 percent between the current year and the 20-year horizon (2035).
The home-based trips increase by one-half and the non-home-based trips increase by one-third over the
20-year period. The change in auto PMT reduction is 68 percent.
The increase in project trips for future years is primarily due to growth in the land-use as the
background transit service is assumed to be the same for all analysis years in STOPS.
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Table 21: Linked Transit Trips on Project by Trip Purpose for Future Years
Current Year
(2015)
Opening Year
(2020)
Horizon Year
(2035)
All Purposes All Transit All Access All car HH
All Purposes All Transit All Access 0 car HH
4,114
954
4,515
1,051
5,708
1,345
Home-Based Work All Transit All Access All car HH
Home-Based Other All Transit All Access All car HH
Non-Home Based All Transit All Access All car HH
776
665
2,673
875
754
2,885
1,146
990
3,571
181
260
514
199
290
562
255
379
711
-2,275
-2,968
-3,812
Home-Based Work All Transit All Access 0 car HH
Home-Based Other All Transit All Access 0 car HH
Non-Home Based All Transit All Access 0 car HH
Automobile Person Miles Travelled Reduction
Other Summary Tabulations and Files
Summary tabulations of the City Lynx Gold Line Extension are attached. Below is an index of the
tabulations.






CityLynx_Tab1.xlsx: Land-use data (Population, Households, and Employment) by TAZ and
Districts for year 2010, 2015 and 2035.
CityLynx_Tab2.xlsx: Unweighted average peak period speeds computed across all zone-to-zone
pairs within each district-to-district cell for current year (2015) and horizon year (2035) plus
Horizon-year-to-current-year ratios
CityLynx_Tab8.pdf: A map (in PDF format) showing the boundaries of TAZs and summary
districts, the number of each district, and the alignment and station locations of the project.
CityLynx_Tab9.pdf: Bus and rail route changes between No Build and Build scenarios. There are
no service changes between No-Build and Build. The Build project replaces the Gold Rush Trolley
service and Phase One Streetcar line.
CityLynx_Tab10.zip: A compressed zip folder with shape files for:
o TAZ Layer
o Summary district layer
o Rail route system and stations
o Routes that change between No Build and Build scenarios
CityLynx_Alt_1_STOPS_Application.zip: STOPS application all inputs and report files for all
analysis years.
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