INTRODUCTION As part of TANK’s Strategic Plan, the communications and development and operations

departments have evaluated current park and ride facility use. This report will serve as a review

of the collected data and discuss the wide range of possibilities for park and ride lots over the

next five years. The purpose of this report is to guide future planning discussions, over

prescribing solutions to specific problems.

EXISTING PATTERNS AMONG CURRENT USERS

In order to identify existing patterns of those currently using TANK’s park and ride

facilities, TANK staff created and administered a short park and ride survey. 522 surveys were

collected between August 27-August 31, 2001 out of approximately 785 daily users. The

surveys asked for the main purpose of bus trips from park and ride lots, preferred methods of

payment, and shift times.

Table 1 shows that nearly every park and ride user that responded to the survey rides

TANK to work (99.8%).

Table 1: Purpose of Bus Trips PURPOSE NUMBER PERCENTAGE

Work 519 99.8% School 0 0.0% Medical 1 0.2% Shopping 0 0.0% Recreation 0 0.0% Other 0 0.0% Total 520 100.0%

Meanwhile, a majority of park and ride users pay for transit with a TANK Monthly Pass-only

(53.6%). 17.2% pay for their trips with cash-only. 14.1% of users pay with multiple methods of

payment.

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Table 2: Method of Bus Payment

METHOD NUMBER PERCENTAGE Cash 90 17.2% Tickets 57 10.9% TANK Monthly Pass 280 53.6% TANK/METRO Pass 5 1.0% Sticker 4 0.8% Cash and TANK Pass 20 3.8% Tickets and TANK Pass 32 6.1% Tickets and Cash 22 4.2% Cash and TANK/METRO 1 0.2% Other 11 2.1% Total 522 100.0%

Respondents were then asked when their workday begins and ends. Table 3 shows that 8am-

5pm tends to be the most popular shift followed by the 7:30am-4:30pm and 7:00am-4:00pm

work shifts. It should be noted that the beginning of the day and end of the day responses are

exclusive of one another.

Table 3: Time Work Begins and Ends for Users TIME BEGINS PERCENTAGE TIME ENDS PERCENTAGE

5:30 am 0.2% 2:30 pm 0.6% 6:00 am 0.4% 3:00 pm 1.0% 6:30 am 3.4% 3:30 pm 5.2% 7:00 am 18.4% 4:00 pm 19.2% 7:30 am 22.6% 4:30 pm 23.8% 8:00 am 32.8% 5:00 pm 33.7% 8:30 am 15.9% 5:30 pm 6.7% 9:00 am 1.7% 6:00 pm 1.7% 9:30 am 0.2% 6:30 pm 0.6%

Other 4.2% Other 6.9% Total 100.0% Total 100.0%

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PLANNING FOR FUTURE PARK AND RIDE EXPANSION

Planning for the future of transportation is more complex than building more roads and

highways. The same can be said for Park and Ride facility planning. Planning for the future of

TANK’s Park and Ride facility expansion is more complex than looking at lots that are near

capacity and adding more concrete or asphalt. Instead one needs to understand how individual

park and ride lots interact with each other and their surrounding environment.

Park and Ride Zones

For this purpose, the park and ride survey was used to establish geographic park and ride

service areas representing where users “come from” to park and ride from each of TANK’s

current facilities. These service areas were then overlapped to establish three regional zones (see

Map 1 on the next page). It is recommended that planning for future park and ride expansion

should consider solutions within the context of these regional zones.

Planning Solutions for Each Zone

The purpose of this section of the report is identify where TANK should expand or

modify its park and ride services to accommodate the needs of the community over the next five

years. The goal is to offer ideal or perfect world solutions to present park and ride problems and

expected growth in ridership.

In deriving park and ride solutions for the future one has to look at the successes and

failures of TANK’s current park and ride facilities and apply them to the region. Five park and

ride lot characteristics were evaluated for this purpose: proximity to corridor, frequency of

service, length of trip, proximity to shopping, and population density. The following table shows

this data for all of TANK’s current park and ride lots with utilization rates over 70%, under 30%,

and between 30-70%. See the map on page 6 for an illustration of TANK’s current park and ride

facilities and their proximity to 2000 population density.

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When looking at the map ask yourself, “Is there enough population density to support “x” park

and ride?”. Ideally, a lot should be located near density and in between density and downtown

Cincinnati.

Table 4: Characteristics of Park and Ride Facilities UTILIZATION

RATES PARK & RIDE

FACILITY ZONE PROXIMITY

TO CORRIDOR1

FREQUENCY OF SERVICE2

LENGTH OF TRIP3

PROXIMITY TO

SHOPPING

Over 70% Buttermilk 1 0.25 28.5 19 Immediate Hebron 1 1.40 30.0 32 None Biggs 1 0.75 17.0 24 Immediate Oakbrook 1 3.13 30.0 37 Near TANK 2 2.00 20.0 20 None Independence 2 6.75 20.0 33 None Grants Lick 3 13.50 30.0 44 None Village Green 3 5.88 12.5 37 Immediate Newport 3 0.10 30.0 14 Immediate Under 30% Union 1 3.50 27.5 48 None Walton 1 4.75 30.0 52 None Alexandria 3 8.13 12.5 35 None 30-70% Turfway 1 0.10 17.0 24 Near Burlington 1 6.88 30.0 48 None

St. Josephs 3 2 12.5 38 Near 1reported in miles from interstate present in corridor 2median frequency of peak service (start of service to 9AM; 3PM-7PM) 3reported in minutes from facility to downtown Cincinnati The data from the table and map will now be used to develop solutions for the future of each

park and ride zone.

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Zone 1

Regional Zone 1 consists of the area north of Verona stretching just east of I-75 to the

Kenton County Ohio Riverfront, following the river west to Boone County, south to I-275, then

west on I-275 to Hebron, and then south to Walton down the middle of Boone County. In 2000,

roughly 107,664 lived in this area, which is served by eight park and ride facilities.

Zone 1 has the largest population and amount of ridership among the three zones. This

area is also the fastest growing region in Northern Kentucky. Every zip code in Boone County is

projected to grow by more than 10.0% by 2005. It is projected that Zone 1 will gain close to

7,000 residents and 80 additional park and ride users by 2005 (Table 5) (Tri-Ed 2001).

Table 5: Projected Zone 1 Users in 2005 FACILITY 2000

USERS CAPACITY 2000

UTIL. RATE

2000 POP

20051 POP

2005 USERS

2005 UTIL. RATE

Zone 1 482 734 65.67% 107,664 114,044 +80 76.6% 1Population Projections obtained from Northern Kentucky Tri-Ed, Karen Anderson 2001.

Trends

Several trends became apparent when the park and ride lots in Zone 1 with utilization

rates over 70% were compared with those with rates under 30%. Most notably, successful

facilities in the zone have the following characteristics over less successful lots:

located closer to the transit corridor

shorter trip times

located closer to shopping centers

near population density and the lots are located between density and downtown

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Solutions

The ideal solution is multifaceted and should accentuate successful lot characteristics in

planning for lots near or at capacity and a projected 80 additional park and ride users by 2005.

Expand, modify, and change the existing Burlington Pike/Oakbrook service

1) Develop new park and ride facilities near the current Oakbrook lot and near the intersection of North Bend Road and Burlington Pike.

2) Discontinue the use of the current Burlington park and ride facility and make the

new Burlington Pike facility the end of the line for the 32x.

Explanation: These changes would alleviate the demand for the current Burlington facility and give users the opportunity to park and ride from lots located closer to the interstate, downtown Cincinnati, and shopping. In addition, the opportunity may present itself to increase bus service to the new facilities as a result of eliminating the drive to Burlington proper.

Develop a New Hebron Park and Ride Facility

1) Develop a new park and ride facility at the intersection of I-275 and North Bend

Road in Hebron-preferably within ¼ mile on the north side or within 2 miles to the south. (If a lot must be initiated on one specific side of the interstate over another, the south side is preferred. A location on the north side of the interstate would reduce the likelihood of those south of the interstate to use the facility do to backtracking).

2) Discontinue the use of the Lutheran Church parking lot as a park and ride facility.

Explanation: The development of a new park and ride facility near I-275 in Hebron would provide enough parking spaces to meet the region’s demand and give riders from Burlington another park and ride option. This facility would be close to I-275, commercial development, and in between population density and Cincinnati. The increased capacity provided by a new facility would also relieve some of the demand pressure for other park and ride lots in the zone.

Develop a Park and Ride in Erlanger and Expand Buttermilk

1) Add a Park and Ride near the intersection of KY236 and I-75 in Erlanger. 2) Expand the current Buttermilk park and ride.

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Explanation: The current Buttermilk and Biggs park and ride facilities do not have the capacity to accommodate the demand to park and ride over the next 5 years. A new facility in Erlanger and an expanded Buttermilk lot would meet the anticipated demand. In addition, the relocation of the Turfway park and ride is part of the Kentucky Transportation Cabinet’s 6-year plan. The facility in Erlanger could also serve that purpose.

Decrease the Travel Distance between the Walton and Union Facilities and I-75

1) Decrease the travel distance between the Walton and Union Facilities and I-75 through either changing the geographic locations of the lots or modifying the routes.

Explanation: Both the Walton and Union lots are underutilized because of the long travel time from the facilities to the interstate and Cincinnati. In addition, a majority of the population density in the area is located north of the lots. At minimum, this change will point to the true potential of these lots.

Zone 2

Regional Zone 2 consists of the area between the KY 17 corridor to the west, KY177 to

the east, urban Covington to the north, and Morning View to the south. In 2000, approximately

82,753 residents lived in this area which is served by the TANK and Independence park and

rides.

Zone 2 is the second largest zone out of the three, but a majority of the population is from

Covington. It is projected that Zone 2 will gain close to 1,400 residents and 7 additional park

and ride users by 2005. (see Table 6) (Tri-Ed 2000).

Table 6: Projected Zone 2 Users in 2005 FACILITY 2000

USERS CAPACITY 2000

UTIL. RATE

2000 POP

20051 POP

2005 USERS

2005 UTIL. RATE

Zone 2 63 68 92.65% 82,753 84,150 +7 102.94% 1Population Projections obtained from Northern Kentucky Tri-Ed, Karen Anderson 2001.

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Trends In contrast to the lots in Zone 1, both of the two park and ride facilities in Zone 2 have

been operating at or near capacity. Both facilities are situated in a way that significant

populations in central Kenton County can park and ride from these lots to Cincinnati. It should

be noted that the success of the Independence lot could be related to the fact that the TANK

facility operates at full capacity.

Solutions Planning for the expansion of the TANK facility and a projected 7 additional riders by

2005 serves as the impetus for improving park and ride service in Zone 2.

Implement Potential Park and Ride Facility Projects

1) Move the existing TANK facility to the development at the corner of Highlands and Madison Pike.

2) Continue work with the KYTC in the designing and development of a park and ride

facility on KY17. Explanation: The most notable need in Zone 2 involves finding an alternative location for the current TANK park and ride. The opportunity to move the park and ride to the development at the corner of Highlands and Madison Pike would increase capacity and make the bus service more efficient (not having to back track through TANK).

Zone 3

Regional Zone 3 encompasses the area north of Grants Lick (including Grants Lick)

along US 27, including the AA highway and I-471 corridors north of Alexandria to the Campbell

County riverfront. Around 67,382 residents lived in this area in 2000, which is served by five

park and ride facilities.

Zone 3 has the smallest population of the three zones. It is projected that Zone 3 will

gain around 2,000 residents and 34 additional park and ride users by 2005 (see Table 7) (Tri-Ed

2001).

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Table 7: Projected Zone 3 Users in 2005

FACILITY 2000 USERS

CAPACITY 2000 UTIL. RATE

2000 POP

20051 POP

2005 USERS

2005 UTIL. RATE

Zone 3 240 399 60.15% 65,442 67.382 +34 68.67% 1Population Projections obtained from Northern Kentucky Tri-Ed, Karen Anderson 2001.

Trends Zone 3 illustrates two distinct trends, one of which is unique to southern Campbell

County. First, successful lots in Zone 3 have the same characteristics as those in Zone 1. They

are:

closer to the transit corridor

have shorter trip times

closer to shopping centers

near population density and the lots are located between density and downtown

However, the Grants Lick park and ride serves as the anomaly for all of Northern

Kentucky. The Grants Lick facility operates near capacity even though it is the furthest lot from

I-471 and Cincinnati, and has no shopping or retail in the area. The Grants Lick lot, instead,

serves a unique segment of the rural population that lives south of the facility, who work

downtown, and are willing to use public transit. Ironically, the Alexandria lot has been

unsuccessful because of its location south or farther away from downtown than the population it

serves-although it is closer to downtown than the Grants Lick park and ride.

Solutions Solutions for Zone 3 need to address the additional 34 park and ride users projected by

2005 and the fact that the Newport park and ride facility has outgrown its current location.

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Accommodate Growth South of I-471/I-275

1) Add a park and ride facility near I-471 and US27 or I-471 and I-275.

2) Increase frequency and service to the new facility over the smaller Village Green and St. Josephs lots (eliminating the St. Joe lot should be considered). It should be noted that the Village Green park and ride facility could be considered for a future transit hub with the development of an alternative park and ride lot.

Explanation: A majority of park and ride users in Zone 3 live between the Ohio River and Alexandria. The function of this new lot would be to accommodate the growth of Zone 3 beyond I-275 while operating an efficient service near I-471 and downtown, with enough population density south of the lot to support it.

The Newport Shopping Center

1) Replace the current Newport Shopping Center park and ride with another nearby facility of similar size.

2) Shift demand from the Newport Shopping Center to another lot off of I-471. Replace the

Newport Shopping Center facility with a smaller park and ride located near the present facility.

Explanation: These two solutions are not mutually exclusive. They are both relative to TANK’s ability to replace the current Newport Shopping Center park and ride. The preferred alternative would be to replace the current park and ride with a similar facility nearby. The current location is ideal for users because its close to downtown, with short trip times, located in a shopping center, and serves a majority of the density between Newport and I-471. The alternative solution involves shifting demand from the current facility to another facility to decrease the capacity burden on the Newport Shopping Center lot. This new facility would seek to serve residents from Fort Thomas, Highland Heights, and Cold Springs. The need for a replacement facility would still be needed in Newport, although a smaller lot could be used. Map 3 on the next page shows the current park and ride facilities and green circles highlighting solution areas.

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CONCLUSION: PLANNING FOR THE NEXT FIVE YEARS

The Northern Kentucky region grew by over 15% during the last ten years. As

development continues to move south in Boone, Campbell, and Kenton counties, TANK’s park

and ride facilities and services must change to meet the needs of the community. As this report

suggests, future Park and Ride expansion plans should consider the greater environment over

simply adding infrastructure to a specific facility. For instance, riders in Zone 1 generally decide

if and where they will park and ride TANK services based on convenient service options (length

of trip, proximity to corridor, frequency of service). Given the high number of park and ride

options in the region, residents are able to select the lots that minimize these factors. They are

willing to drive to do so. Meanwhile, riders in Zone 3 are more likely to park and ride TANK

services if a facility is located on their way to downtown regardless of service options. The

transit patterns of users in these two zones are complex and may change across different regions

in Northern Kentucky. These regions need to be considered when planning the future of

TANK’s park and ride services.

Once regional patterns have been identified, planners are ready to plan park and ride

facility expansion or the addition of a new lot. Concerning the former, the demand estimation

procedure (TRB 1995) was used to estimate the maximum amount of spaces that would be

needed for each lot through 2005. The estimates and methodology are delineated in the Park and

Ride Facility Workbook. Concerning the latter, the Transit Research Board suggests the

following considerations when locating a new park and ride facility:

Locate park and ride facilities in congested travel corridors

Locate park and ride facilities in advance of areas experiencing major congestion

Locate park and ride facilities in areas with high levels of travel demand to the major activity

center or centers served by the facility

Locate park and ride facilities so that commuters do not have to backtrack to reach the lot

Orient park and ride facilities to ensure good accessibility and visibility

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Of course these suggestions and the solutions presented in this report are relative to land

availability, the economy, and other factors. This report should be used to guide park and ride

decisions over the next five years. Always think about the zone. Ultimately successful planning

of TANK park and ride facilities must be all encompassing. Planners and Operations staff must

work together to understand the different transit zones in the community and customize services

to meet current needs. TANK staff also need to work collaboratively with Northern Kentucky

and Cincinnati planning agencies to coordinate our planning efforts with regional development

and planning.

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PARK AND RIDE FACILITY WORKBOOK

This part of the report outlines the lot characteristics of TANK’s current park and ride

facilities, which include 2005 ridership projections. This workbook should be used as a

resource guide for making future planning decisions. However, it should be noted that the

characteristics of a specific lot will not yield comprehensive planning solutions without the

consideration of other facilities in the zone or region. The 2005 ridership projections assume

that all factors except population growth will remain constant over the next 5 years (TANK

marketing efforts, congestion, gas prices etc.). Furthermore, ridership patterns overlap

between lots and as a result future growth is applicable to ridership areas over specific

facilities.

Def Routes: TANK route number(s) foImmediate Area Population: Thtravel from to park and ride at the sUS Census. Some zip code level dCurrent Riders: Derived from twand July 31 and August 9, 2001. Current Capacity: Number of exUtilization Rate: Number of currLevel of Service: Type of road usCorridor: Name of road used to tProximity to Corridor: Distance Express Ridership: Number of dafacility. Based on counts on May 9Peak Frequency of Service: FreqTime of AM/PM Peak Service: Thours Length of Trip Inbound/Outboubased on TANK bus schedules Proximity to Shopping CorridorNone=no shopping or retail in area2005 Immediate Population: Immby Tri-Ed Northern Kentucky for c2005 Maximum Ridership: 2005facility by the immediate area popby the 2005 immediate population anticipated population growth (assnumber was increased by 10% (TC2005 Maximum Utilization Rate:Where Riders are Coming From

TANK Park and Ride Workbook initions and Sources of Characteristics

r routes serving each park and ride facility e population of the immediate area, which is defined by where riders live or pecific park and ride lot. The population numbers were used from the 2000 ata was used from Tri-Ed Northern Kentucky 2001. o vehicle counts at each park and ride facility between 10am and 2:45pm

isting parking spaces ent riders divided by current capacity ed to travel-express to and from Cincinnati ravel-express to and from Cincinnati in miles from park and ride facility to corridor ily passenger trips for the express route(s) that serve the park and ride , June 21, and August 10, 2001.

uency of service during peak hours (start of service-9am; 3pm-7pm) ime range that service is available from the park and ride facility during peak

nd: Time of trip from park and ride facility to and from downtown Cincinnati

: Immediate=P&R exists in shopping area; Near=P&R near shopping area; of P&R ediate area population (see above) multiplied by 2005 growth rates provided

ities and zip codes. ridership was estimated by dividing the number of users of a specific P&R ulation to get a current rate of ridership. This current rate was then multiplied to compute the number of riders that would use the lot in 2005 based on umes rate of ridership in immediate area will remain constant). The 2005 RP Synthesis 213). Number of 2005 Maximum Ridership divided by current capacity : Based on TANK Park and Ride survey conducted in August 2001.

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ZONE 1 FACILITIES

Biggs

4874 Houston Road Routes: 1, 1x Immediate Area Population: 62,038 2005 Immediate Population: 66,648 Current Riders: 104 2005 Maximum Ridership: 146 Current Capacity: 140 2005 Maximum Util. Rate: 104.29% Utilization Rate: 73.93% Level of Service: Interstate Where Riders Are Coming From: Corridor: I-75 1. Florence (26) 39.4% Proximity to Corridor: 0.75 miles 2. Burlington (13) 19.7% Express ridership: 441 3. Erlanger (11) 16.7% Peak Frequency of Service: 15-30 minutes 4. Union (5) 7.6% Time of AM Peak Service: 6:17am-7:44am 5. Other (10) 16.6% Time of PM Peak Service: 3:20pm-5:38pm Beech Grove, Bellevue, Length of Trip Inbound: 22-25 minutes Elsmere, Corinth, Verona, Length of Trip Outbound: 22-25 minutes Crestwood, Walton, Proximity to Shopping Centers: Immediate Richwood, Warsaw

Buttermilk 2304 Buttermilk Crossing

Routes: 17x Immediate Area Population: 84,956 2005 Immediate Population: 88,325 Current Riders: 156 2005 Maximum Ridership: 175 Current Capacity: 164 2005 Maximum Util. Rate: 106.71% Utilization Rate: 95.12% Level of Service: Interstate Where Riders Are Coming From: Corridor: I-75 1. Villa Hills (27) 33.3% Proximity to Corridor: 0.25 miles 2. Crescent Springs(16)19.8% Express ridership: 482 3. Fort Mitchell (8) 9.9% Peak Frequency of Service: 15-54 minutes 4. Erlanger (6) 7.4% Time of AM Peak Service: 6:25am-9:04am 4. Hebron (6) 7.4% Time of PM Peak Service: 3:25pm-6:21pm Florence, Edgewood, Length of Trip Inbound: 19 minutes Elsmere, Lakeside Park, Length of Trip Outbound: 19 minutes Park Hills, Union, Dry Ridge Proximity to Shopping Centers: Immediate Crestview Hills

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Burlington

Across from Burlington Court House Routes: 32x Immediate Area Population: 34,330 2005 Immediate Population: 37,991 Current Riders: 67 2005 Maximum Ridership: 84 Current Capacity: 114 2005 Maximum Util. Rate: 73.68% Utilization Rate: 58.77% Level of Service: Interstate Where Riders Are Coming From: Corridor: I-75 1. Burlington (14) 87.5% Proximity to Corridor: 6.88 miles 2. Florence (2) 12.5% Express ridership: 134 Peak Frequency of Service: 27-30 minutes Time of AM Peak Service: 5:57am-7:24am Time of PM Peak Service: 4:14pm-5:44pm Length of Trip Inbound: 49 minutes Length of Trip Outbound: 47 minutes Proximity to Shopping Centers: None

Hebron

3140 Limaburg Road Routes: 29x Immediate Area Population: 11,883 2005 Immediate Population: 13,264 Current Riders: 50 2005 Maximum Ridership: 62 Current Capacity: 50 2005 Maximum Util. Rate: 124.00% Utilization Rate: 100.0% Level of Service: Interstate Where Riders Are Coming From: Corridor: I-275 1. Hebron (26) 63.4% Proximity to Corridor: 1.40 miles 2. Burlington (8) 19.5% Express ridership: 227 3. Indiana (4) 9.8% Peak Frequency of Service: 30-43 minutes 4. Petersburg (2) 4.9% Time of AM Peak Service: 6:10am-7:49am Time of PM Peak Service: 2:46pm-6:16pm Length of Trip Inbound: 32 minutes Length of Trip Outbound: 32minutes Proximity to Shopping Centers: None

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Oakbrook

Florence, KY Routes: 32x Immediate Area Population: 34,330 2005 Immediate Population: 37,991 Current Riders: 25 2005 Maximum Ridership: 52 Current Capacity: 25 2005 Maximum Util. Rate: 208.00% Utilization Rate: 100.00% Level of Service: Interstate Where Riders Are Coming From: Corridor: I-75 1. Burlington (18) 52.9% Proximity to Corridor: 3.13 miles 2. Florence (12) 35.3% Express ridership: 134 3. Erlanger (4) 11.8% Peak Frequency of Service: 27-30 minutes Time of AM Peak Service: 6:06am-7:33am Time of PM Peak Service: 4:14pm-5:44pm Length of Trip Inbound: 40 minutes Length of Trip Outbound: 33 minutes Proximity to Shopping Centers: None

Turfway

Florence, KY Routes: 1, 1x Immediate Area Population: 71,434 2005 Immediate Population: 77,012 Current Riders: 47 2005 Maximum Ridership: 59 Current Capacity: 88 2005 Maximum Util. Rate: 67.05% Utilization Rate: 52.84% Level of Service: Interstate Where Riders Are Coming From: Corridor: I-75 1. Florence (29) 52.9% Proximity to Corridor: 0.10 miles 2. Union (4) 8.5% Express ridership: 441 3. Burlington (3) 6.4% Peak Frequency of Service: 15-30 minutes 4. Other 32.2% Time of AM Peak Service: 6:22am-7:49am Elsmere, Erlanger, Time of PM Peak Service: 3:45pm-5:38pm Independence, Verona, Length of Trip Inbound: 20 minutes Walton, Richwood Length of Trip Outbound: 27 minutes Proximity to Shopping Centers: Near

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Union

10261 US Highway 42 Routes: 1x Immediate Area Population: 2,893 2005 Immediate Population: 3,297 Current Riders: 18 2005 Maximum Ridership: 22 Current Capacity: 65 2005 Maximum Util. Rate: 33.85% Utilization Rate: 26.92% Level of Service: Interstate Where Riders Are Coming From: Corridor: I-75 1. Union (7) 70.0% Proximity to Corridor: 3.50 miles 2. Indiana (1) 10.0% Express ridership: 441 2. Glencoe (1) 10.0% Peak Frequency of Service: 30-43 minutes 2. Rabbit Hash (1) 10.0% Time of AM Peak Service: 6:05am-7:05am Time of PM Peak Service: 3:45am-5:19pm Length of Trip Inbound: 39 minutes Length of Trip Outbound: 48-58 minutes Proximity to Shopping Centers: None

Walton

47 South Main Street Routes: 22x Immediate Area Population: 9,396 2005 Immediate Population: 10,364 Current Riders: 14 2005 Maximum Ridership: 18 Current Capacity: 88 2005 Maximum Util. Rate: 20.45% Utilization Rate: 15.91% Level of Service: Interstate Where Riders Are Coming From: Corridor: I-75 1. Walton (5) 35.7% Proximity to Corridor: 4.75 miles 2. Crittenden (3) 21.4% Express ridership: 102 3. Owenstown (2) 14.3% Peak Frequency of Service: 25-30 minutes 3. Richwood (2) 14.3% Time of AM Peak Service: 5:52am-7:17am 3. Williamstown (2) 14.3% Time of PM Peak Service: 4:13pm-5:38pm Length of Trip Inbound: 50-55 minutes Length of Trip Outbound: 49-50 minutes Proximity to Shopping Centers: None

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ZONE 2 FACILITIES

Independence

Madison Pike-KY17 Routes: 30x, 9 Immediate Area Population: 14,511 2005 Immediate Population: 14,822 Current Riders: 19 2005 Maximum Ridership: 21 Current Capacity: 26 2005 Maximum Util. Rate: 80.77% Utilization Rate: 73.08% Level of Service: Interstate Where Riders Are Coming From: Corridor: I-75 1. Independence (7) 70.0% Proximity to Corridor: 6.75 miles 2. Morning View (2) 20.0% Express ridership: 139 3. Walton (1) 10.0% Peak Frequency of Service: 19-40 minutes 3. Time of AM Peak Service: 6:26am-7:35am Time of PM Peak Service: 4:10pm-5:10pm Length of Trip Inbound: 33 minutes Length of Trip Outbound: 33 minutes Proximity to Shopping Centers: None

TANK

3375 Madison Pike Routes: 30x, 31x, 33 Immediate Area Population: 71,131 2005 Immediate Population: 72,269 Current Riders: 44 2005 Maximum Ridership: 48 Current Capacity: 42 2005 Maximum Util. Rate: 114.29% Utilization Rate: 104.00% Level of Service: Interstate Where Riders Are Coming From: Corridor: I-75 1. Independence (17) 48.6% Proximity to Corridor: 2.00 miles 2. Taylor Mill (7) 20.0% Express ridership: 226 3. Covington (5) 14.3% Peak Frequency of Service: 5-30 minutes 4. Other (6) 17.1% Time of AM Peak Service: 6:42am-7:50am Alexandria, Bright, Time of PM Peak Service: 4:10pm-5:50pm Hands Pike, Park Hills, Length of Trip Inbound: 20 minutes Crestview Hills, Ryland Length of Trip Outbound: 20 minutes Heights Proximity to Shopping Centers: None

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ZONE 3 FACILITIES

Alexandria

Alexandria Pike-US 27 Routes: 25x, 26x, 25, 26 Immediate Area Population: 14,986 2005 Immediate Population: 15,558 Current Riders: 26 2005 Maximum Ridership: 29 Current Capacity: 157 2005 Maximum Util. Rate: 18.47% Utilization Rate: 16.24% Level of Service: Hwy/Interstate Where Riders Are Coming From: Corridor: US 27/I-471 1. Alexandria (12) 66.7% Proximity to Corridor: 0/8.13 miles 2. Butler (2) 11.1% Express ridership: 215 3. Other (4) 22.2% Peak Frequency of Service: 5-32 minutes Claryville, Grants Lick, Time of AM Peak Service: 5:52am-7:29am Falmouth, Sun Valley Time of PM Peak Service: 4:17pm-5:12pm Length of Trip Inbound: 41 minutes Length of Trip Outbound: 29-33 minutes Proximity to Shopping Centers: None

Grants Lick

US 27 and Clay Ridge Road Routes: 26x, 26 Immediate Area Population: 14,986 2005 Immediate Population: 15,558 Current Riders: 25 2005 Maximum Ridership: 28 Current Capacity: 33 2005 Maximum Util. Rate: 84.85% Utilization Rate: 75.76% Level of Service: Hwy/Interstate Where Riders Are Coming From: Corridor: US 27/I-471 1. Grants Lick (12) 66.7% Proximity to Corridor: 0/13.50 miles 2. Falmouth (4) 22.2% Express ridership: 91 3. Butler (2) 11.1% Peak Frequency of Service: 20-30 minutes Time of AM Peak Service: 6:22am-7:22am Time of PM Peak Service: 4:17pm-5:12pm Length of Trip Inbound: 48 minutes Length of Trip Outbound: 39 minutes Proximity to Shopping Centers: None

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Newport

1727 Monmouth Street Routes: 16, 24, 25, 26 Immediate Area Population: 58,285 2005 Immediate Population: 59,939 Current Riders: 90 2005 Maximum Ridership: 99 Current Capacity: 70 2005 Maximum Util. Rate: 141.43% Utilization Rate: 127.86% Level of Service: Local Highway Where Riders Are Coming From: Corridor: US 27 1. Fort Thomas (10) 22.2% Proximity to Corridor: 0.10 miles 1. Newport (10) 22.2% Express ridership: 0 3. Southgate (7) 15.6% Peak Frequency of Service: 22-66 minutes 4. Wilder (5) 11.1% Time of AM Peak Service: 4:47am-all day 5. Cold Springs (4) 8.9% Time of PM Peak Service: all day-10:45pm 6. Alexandria (3) 6.7% Length of Trip Inbound: 13 minutes 7. Other 13.3% Length of Trip Outbound: 14 minutes Bellevue, Silver Grove, Proximity to Shopping Centers: Immediate Other

St. Joseph’s

4011 Alexandria Pike Routes: 24x, 25x, 26x, 24, 25, 26 Immediate Area Population: 12,092 2005 Immediate Population: 12,572 Current Riders: 25 2005 Maximum Ridership: 29 Current Capacity: 53 2005 Maximum Util. Rate: 54.72% Utilization Rate: 47.17% Level of Service: Hwy/Interstate Where Riders Are Coming From: Corridor: US 27/I-471 1. Alexandria (10) 58.8% Proximity to Corridor: 0/2.00 miles 2. Cold Springs (6) 35.3% Express ridership: 215 3. Falmouth (1) 5.9% Peak Frequency of Service: 5-32 minutes Time of AM Peak Service: 6:05am-7:42am Time of PM Peak Service: 4:17pm-5:12pm Length of Trip Inbound: 28-35 minutes Length of Trip Outbound: 31-38 minutes Proximity to Shopping Centers: Near

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Village Green

7000 Alexandria Pike Routes: 25x, 26x, 25, 26 Immediate Area Population: 12,549 2005 Immediate Population: 13,060 Current Riders: 74 2005 Maximum Ridership: 86 Current Capacity: 86 2005 Maximum Util. Rate: 100.0% Utilization Rate: 80.00% Level of Service: Hwy/Interstate Where Riders Are Coming From: Corridor: US 27/I-471 1. Alexandria (50) 78.1% Proximity to Corridor: 0/5.88 miles 2. Foster (4) 6.3% Express ridership: 215 3. California (3) 4.7% Peak Frequency of Service: 5-32 minutes 4. Melbourne (2) 3.1% Time of AM Peak Service: 6:02am-7:39am 5. Other 92.2% Time of PM Peak Service: 4:17pm-5:12pm Length of Trip Inbound: 38-41 minutes Length of Trip Outbound: 25-33 minutes Proximity to Shopping Centers: Immediate

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References

Northern Kentucky Tri-Ed. Growth estimates provided by Karen Anderson 2001.

US Census Bureau. 2000. US Department of Economics.

TCRP Synthesis 213. 1995. Effective Use of Park-and-Ride Facilities. National Academy Press: Washington D.C.