Coordination of health and human service transportation programs in rural communities provides a source of sustainable funding for public transit. Significant funding is available for non-emergency medical transportation (NEMT) for Medicaid-eligible clients. In 2009, 21 of the 39 rural transit districts in Texas received NEMT funds under the Texas Medical Transportation Program (MTP). The benefits of MTP funds to rural transit districts are an additional funding source, a consistent cash flow through regular reimbursement for MTP services, and the opportunity to maximize resources (vehicles, miles, hours) by combining MTP passenger trips with general public transit. However, MTP may also increase resources required (miles, hours) to deliver transportation due to program service requirements, resulting in a higher cost per passenger trip and reduced productivity due to longer trip lengths and time. The purpose of this research is to develop a resource-based cost allocation methodology to accurately reflect cost and resources by MTP and general public passenger trip and apply the methodology to five case studies to analyze the impact of MTP trips on general public transit service. Results of the case study analysis reveal that in four of the five case studies, MTP is more resource intensive than general public transportation. MTP passenger trips have longer trip lengths than general public trips ranging from additional mileage per passenger trip of 13 to 40 miles. Using a resource-based cost allocation methodology, in four of the five case studies, MTP trips have higher operating cost per boarding as compared to general public service ranging from a difference of $12 to as much as a $32 per passenger trip. Four of the five case study rural transit districts do not cover the full cost of providing MTP service with MTP revenues with a shortfall ranging from approximately $6.00 per passenger trip to $19.00 per passenger trip. The cumulative impact of MTP on the Texas Performance Funding Formula was found to be positive resulting from the significant positive impact on the local investment indicator. However, the additional funding generated by MTP in the funding formula is still not sufficient to compensate fully for the deficits found.

This thesis compares German transit systems to the transit system of Atlanta, Georgia. Different performance measures are used to assess the difference in the respective rail and bus systems. The results show that the German transit systems are overall more successful and efficient than the system in Atlanta.

Because existing models have their limitations, there is a significant need for a model to estimate demand for intercity bus services, especially in rural areas. The general objective of this research was to develop an intercity mode choice model that can be incorporated into a statewide travel demand model to estimate demand for rural intercity bus services. Four intercity transportation modes were considered in the study: automobile, bus, rail, and air. A stated preference survey was conducted of individuals across the state of North Dakota, and a mixed logit model was developed to estimate a mode choice model. Results from the mode choice model showed the significant impacts of individual, trip, and mode characteristics on choice of mode. Gender, age, income, disability, trip purpose, party size, travel time, travel cost, and access distance were all found to have significant impacts on mode choice, and traveler attitudes were also found to be important. The study demonstrated how the mode choice model can be incorporated into a statewide travel demand model, and intercity bus mode shares were estimated for origin-destination pairs within the state. Alternative scenarios were analyzed to show how mode shares would change under different conditions or service characteristics. This study was conducted in the largely rural state of North Dakota, but results could be transferable to other areas with similar geographic characteristics. / U.S. Department of Transportation (USDOT)

The justification of government support of rural transit on the basis of the presence of increasing returns to scale and the most efficient regional organization of transit is investigated. Returns to density, size, and scope at most levels of output were found. Cost subadditivity, where a monopoly firm can provide service at a lower cost than two firms, was found for many, but not all observations. The presence of natural monopoly in rural transit in a strict sense is rejected. The findings and implications are directly applicable to rural transit in North Dakota and should be helpful in informing future federal policy as well as rural transit policy, service design, and operation in other states.

Ng Kam Shing Oskar. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 2008-2009, design report." / Includes bibliographical references (leaves 37).

Projects to expand the passenger rail network in the United States will connect major metropolitan areas over long distances, travelling through smaller communities along the way. Transit-oriented development (TOD) is a concept for planning around stations to support transit and allow the development of dense, mixed use, walkable places. TOD literature focuses largely on developing around transit in metropolitan areas. Guidance for small towns and cities in rural areas is lacking. This thesis compares best planning practices from TOD literature to the planning practices of small cities located in rural areas of New England where new passenger rail service or a new station has been developed in the last fifteen years. The research focuses on planning efforts in the area within a half mile of the station. Two indicators, property values and ridership, were also used to determine if the service has impacted the area surrounding the station. The goal of the research is to determine how planning for rural stations differs from planning for TOD in metropolitan areas. Findings show that many of the best planning practices from the literature were applied in the small cities, though there were a few important differences. The station was included as part of broader development plans, rather than acting as a central focus of the plan. Additionally, it was found that stations should incorporate multiple uses to create activity throughout the day since train service is less frequent than in an urban setting.

PhDRDV / Institute for Rural Development