TECHNICAL REPORT B: OPERATIONS PLAN. March 2012

Transcription

1 TECHNICAL REPORT B: OPERATIONS PLAN March 2012

2 CONTENTS 1 Introduction Final Service Alternatives Operating Characteristics of Alternatives Key Principles Frequency of Service, Travel Time, and Vehicle Requirements Hours of Service Annual Operating Costs Basis of Calculation Summary of Estimated Operating Costs Integration of Local Bus Service with Core Connector Service Local Bus Restructuring Kennedy Plaza Bus / Streetcar Connections FIGURES Figure 1: Streetcar from College Hill to Prairie Avenue... 2 Figure 2: Streetcar from the Train Station to Prairie Avenue... 3 Figure 3: Enhanced Bus serving both College Hill and the Train Station... 4 Figure 4: Proposed hours and frequency of service... 7 Figure 5: Potential local bus restructuring with College Hill Core Connector service Figure 6: Potential local bus restructuring with Providence Station Core Connector service Figure 7: Existing bus berth assignments at Kennedy Plaza Figure 8: Street bus berth impacts at Kennedy Plaza Figure 9: Bus berth changes to facilitate connection with streetcar service to College Hill Figure 10: Bus berth changes to facilitate bus connections to College Hill Figure 11: Example Destination-Based Schedule TABLES Table 1: Number of vehicles required by service frequency for various route options... 6 Table 2: Proposed headways for each service alternative... 6 Table 3: Operating cost calculation for streetcar alternatives... 8 Table 4: Operating cost calculation for enhanced bus alternative... 9 Table 5: Berth changes for Providence Station bus connections Table 6: Berth changes for College Hill bus connections i

3 1 INTRODUCTION In December 2009, RIPTA and the City of Providence completed the Metropolitan Providence Transit Enhancement Study, setting forth ten recommendations for improving the network of transit services within the metropolitan area and providing the opportunity to realize a range of mobility, livability, development and health benefits. RIPTA and the City have partnered again to evaluate one of these proposals in more detail, initiating the Providence Core Connector Study to study the feasibility, cost and benefits of constructing an urban circulator (i.e. streetcar or enhanced bus service) to connect key locations within a two-mile corridor between Rhode Island Hospital, Downtown, and College Hill. The intent of the Providence Core Connector Study is to conduct more detailed planning and environmental analyses for a potential urban circulator project to connect the state's most significant educational, medical, employment and cultural destinations. Additionally, the Study produces the documentation that would be required if RIPTA and the City decide to pursue future federal funding to support the design and construction costs of an urban circulator project. These federally-required documents include an Alternatives Analysis (AA) and Environmental Assessment (EA). The purpose of this report is to define the conceptual operations plan for the final set of alternatives considered, including the Locally Preferred Alternative (LPA). Recommendations regarding hours and frequency of service are provided, along with calculations of the number of vehicles required and annual operating costs. Additionally, opportunities to integrate Core Connector service with existing local bus service are described. 2 FINAL SERVICE ALTERNATIVES Three final service alternatives are discussed in this report from an operations perspective: Streetcar from College Hill to Prairie Avenue; Streetcar from the Train Station to Prairie Avenue; and Enhanced Bus serving both College Hill and the Train Station. The routing and stop locations for these three options are shown in Figures

4 Figure 1: Streetcar from College Hill to Prairie Avenue 2

5 Figure 2: Streetcar from the Train Station to Prairie Avenue 3

6 Figure 3: Enhanced Bus serving both College Hill and the Train Station 4

7 3 OPERATING CHARACTERISTICS OF ALTERNATIVES 3.1 Key Principles All initial and final alternatives considered as part of the Providence Core Connector study were assessed according to their ability to meet several common principles: High-frequency service (goal of 10-min peak service); Long hours of operation to serve many different travel markets; and Simple operations plan make it easy for people to use. 3.2 Frequency of Service, Travel Time, and Vehicle Requirements Service frequencies are a function of the amount of time that is needed to cycle the transit vehicles (the cycle time, which consists of the round trip running time plus layover times at each end) and the number of transit vehicles deployed. The number of vehicles deployed, in turn, provides an indication of relative differences in operating costs. For example, a longer line that that would require five vehicles to provide 10 minute service would cost 25% more to operate than a shorter line that would require four vehicles. One of the objectives of the Core Connector is to provide service that is frequent enough to be convenient, or that operates approximately every 10 minutes during the day. However, in some cases, small increases in running times would require the use of one additional streetcar to provide 10 minute service. Since a single streetcar costs over $4 million, options were also examined that would provide slightly less frequent service up to minute headways. Estimated travel times for each route option were calculated using the actual route lengths and the following assumptions for travel speeds, not including station dwell times: 10 mph in the College Hill Tunnel; 9 mph through Downcity and the Jewelry District (between the Washington/Main station and the Coro Center station); and 12 mph through the Hospital District (from the Coro Center station to the Dudley/Prairie station). The assumed travel speeds are consistent with typical local transit speeds in urban areas, including typical travel speeds experienced by RIPTA. Furthermore, it is assumed that station dwell times will average 15 seconds. To calculate cycle time (round trip running time plus layover time), layover time of at least 15% of the oneway running time (or three minutes, whichever is greater) was added at each end (resulting in a minimum of six minutes of layover per round-trip). Based on these parameters, the calculated travel times are shown in Table 1, along with the corresponding active vehicle requirements for various frequencies of service. The three final service alternatives are highlighted. The vehicle requirements shown in Table 1 relate to active vehicles only; a spare vehicle ratio of a minimum of 20% of the active fleet size is assumed for purposes of calculating total vehicle requirements. For example, a service option requiring four active vehicles would require one additional spare vehicle. 5

8 Table 1: Number of vehicles required by service frequency for various route options Core Connector Routing (all via Coro Center) One-way Running Time (no layover) Overall Cycle Time (with layover) 10 min Number of Active Vehicles Required (by frequency) Streetcar Options College Hill - Hospital Circle College Hill - Plain St College Hill - Prairie Ave Train Station - Hospital Circle Train Station - Plain St Train Station - Prairie Ave Enhanced Bus Options College Hill Train Station Hospital Circle College Hill Train Station Plain St College Hill Train Station Prairie Ave As mentioned above, 10-minute service is desired during peak periods, but 11- or 12-minute peak service would be considered based on the calculated change in vehicle requirements. For the College Hill Prairie Ave. route, one less vehicle would be required if 11-minute peak headways are used rather than 10-minute peak headways. The cost savings of a streetcar (more than $4 million) is deemed to be worth extending the peak headways from 10 minutes to 11 minutes (furthermore, with more detailed speed analysis, it may be determined that 10-minute headways are still possible). The same situation is apparent with the enhanced bus option serving both College Hill and the train station. Peak headways of 10 minutes would require six vehicles, but extending the headway by 1 minute would result in the need for one less vehicle. Therefore, the proposed peak and non-peak headways for the three final service alternatives are as shown in Table 2. Table 2: Proposed headways for each service alternative Service Option Number of Active Peak Vehicles 11 min Peak Headway (minutes) 12 min 15 min Off-peak Headway (minutes) College Hill - Prairie Ave. (streetcar) Train Station - Prairie Ave. (streetcar) College Hill Train Station Prairie Ave. (enhanced bus) min 6

9 3.3 Hours of Service The proposed hours and frequency of service are common to all three service alternatives. The planned hours of service and frequency (in minutes) are illustrated in Figure 4. The peak headway varies between 10 and 11 minutes according to the specific alternative as described above. Monday-Thursday Friday Saturday Sunday 15 6AM 9AM 12PM 3PM 6PM 9PM 12AM Figure 4: Proposed hours and frequency of service Future refinements of the operations plan may adjust these hours of service; however, the hours of service and frequencies as shown above were used for the purposes of calculating annual operating costs. 4 ANNUAL OPERATING COSTS 4.1 Basis of Calculation For purposes of comparative analysis between service alternatives, annual operating costs were calculated by computing the number of annual revenue hours of service, then multiplying by a unit cost for streetcar or enhanced bus modes. It is recognized that a more detailed operating cost analysis will be needed if the project progresses through the FTA Small Starts Project Development process. Such an analysis will consider more detailed components of operations, including allocated costs of labor, fuel / power, maintenance, insurance, and other components of on-going operations. For purposes of identifying a preferred alternative, an all-inclusive unit cost of $175 per revenue hour was applied to the two service alternatives using the streetcar mode. This cost is based on actual costs of modern streetcar operation in Seattle and Portland, as well as actual costs of existing RIPTA bus operations. For the enhanced bus mode, an all-inclusive unit cost of $150 per revenue hour was used. It is logical that the unit cost of bus operations would be less, due to the specialized equipment that would need to be maintained if streetcar were to be implemented (both vehicles and associated infrastructure such as the overhead catenary system). It is acknowledged that non-revenue hours should also be considered; for purposes of this analysis, it is assumed that the single unit cost covers both revenue and non-revenue aspects of operations. 4.2 Summary of Estimated Operating Costs The estimated annual operating costs of each of the three final service alternatives are as follows (in current year dollars): Streetcar from College Hill to Prairie Avenue: $3.6 million Streetcar from the Train Station to Prairie Avenue: $3.6 million Enhanced Bus serving both College Hill and the Train Station: $4.0 million 7

10 Because the two streetcar alternatives have the same vehicle requirements and proposed hours of service, the operating costs are the same for both options. Although the unit cost for the enhanced bus alternative is lower, it requires an additional vehicle during peak operations. Therefore, the overall operating cost is projected to be higher for this enhanced bus option. The detailed calculations are provided in Tables 3 and 4. Table 3: Operating cost calculation for streetcar alternatives 4 PEAK VEHICLES - Streetcar Monday Tuesday Wednesday Thursday Friday Saturday Sunday TOTAL Service Interval 1 Begin Revenue Service 6:00 AM 6:00 AM 6:00 AM 6:00 AM 6:00 AM End Revenue Service 7:00 AM 7:00 AM 7:00 AM 7:00 AM 7:00 AM Number of Revenue Hours Headway Vehicles Required Service Interval 2 Begin Revenue Service 7:00 AM 7:00 AM 7:00 AM 7:00 AM 7:00 AM 8:00 AM 8:00 AM End Revenue Service 8:00 PM 8:00 PM 8:00 PM 8:00 PM 8:00 PM 8:00 PM 9:00 PM Number of Revenue Hours Headway Vehicles Required Service Interval 3 Begin Revenue Service 8:00 PM 8:00 PM 8:00 PM 8:00 PM 8:00 PM 8:00 PM End Revenue Service 10:00 PM 10:00 PM 10:00 PM 10:00 PM 12:00 AM 12:00 AM Number of Revenue Hours Headway Vehicles Required Daily Revenue Vehicle Hours Annual Revenue Vehicle Hours 3,172 3,172 3,172 3,172 3,484 2,496 2,028 20,696 Unit Cost per Hour $175 Total Annual Operating Cost $3,621,800 8

11 Table 4: Operating cost calculation for enhanced bus alternative 5 PEAK VEHICLES - Enhanced Bus Monday Tuesday Wednesday Thursday Friday Saturday Sunday TOTAL Service Interval 1 Begin Revenue Service 6:00 AM 6:00 AM 6:00 AM 6:00 AM 6:00 AM End Revenue Service 7:00 AM 7:00 AM 7:00 AM 7:00 AM 7:00 AM Number of Revenue Hours Headway Vehicles Required Service Interval 2 Begin Revenue Service 7:00 AM 7:00 AM 7:00 AM 7:00 AM 7:00 AM 8:00 AM 8:00 AM End Revenue Service 8:00 PM 8:00 PM 8:00 PM 8:00 PM 8:00 PM 8:00 PM 9:00 PM Number of Revenue Hours Headway Vehicles Required Service Interval 3 Begin Revenue Service 8:00 PM 8:00 PM 8:00 PM 8:00 PM 8:00 PM 8:00 PM End Revenue Service 10:00 PM 10:00 PM 10:00 PM 10:00 PM 12:00 AM 12:00 AM Number of Revenue Hours Headway Vehicles Required Daily Revenue Vehicle Hours Annual Revenue Vehicle Hours 4,004 4,004 4,004 4,004 4,420 3,328 2,704 26,468 Unit Cost per Hour $150 Total Annual Operating Cost $3,970,200 9

12 5 INTEGRATION OF LOCAL BUS SERVICE WITH CORE CONNECTOR SERVICE With the development of Core Connector service between either College Hill or the Providence Train Station and Upper South Providence, local bus services would need to be restructured to ensure that all services would be well integrated. This section describes potential local bus service changes to ensure strong integration with Core Connector service. It also describes how connections between streetcar and bus service at Kennedy Plaza could be facilitated. 5.1 Local Bus Restructuring There are a large number of ways in which local bus service could be restructured for integration with Core Connector service. However, the options presented in this section are based on the following service design principles: Initial ridership projections have shown that there would be strong demand between Providence Station and the core area. At the present time, bus connections between these two areas are not particularly strong. Core Connector service to and from Providence Station would obviously provide the best connections. However, if Core Connector service is to operate to and from College Hill, it would also be desirable to improve local bus connections between Providence Station and the core. This would be accomplished by re-routing bus service to and from the north and northwest via Providence Station and Exchange Street to provide very frequent bus connections between Providence Station and Core Connector service at Kennedy Plaza. On College Hill (with Core Connector service to and from College Hill) and in South Providence, it would be possible to convert a limited number of bus routes (the Green Line Trolley, Route 6 Prairie/Zoo, and Route 40 Butler/Elmgrove) to Core Connector feeders. However, in other areas and with other routes, due to high ridership to and from downtown and the relatively short distance between Core Connector connections and downtown, most local routes would continue to operate to and from downtown. Local Bus Changes with Core Connector Service to/from College Hill With service to and from College Hill, the most important element of local bus service changes would be to provide very strong connections between Providence Station and Core Connector service (and downtown). As shown in Figure 5, this could be accomplished by routing existing bus service from the north and northwest via Providence Station and Exchange Street. In more detail: Routes from the North: Routes that currently operate via Canal Street and Main Street could be rerouted via Park Row and Finance Way to Exchange Street. Up to six routes could be reconfigured in this manner: 51 Charles Street, 52 Branch/Bryant University, 53 Smithfield Avenue, 54 Lincoln/Woonsocket, 58 Mineral Spring/North Providence, 72 Weeden/Central Falls, and 99 Providence/Pawtucket. Routes from the Northwest: Routes that currently operate from the northwest (50 Douglas Avenue, 55 Admiral/Providence College, 56 Chalkstone Avenue, and 57 Smith Street) already provide connections between Providence Station and Kennedy Plaza, but via Gaspee Street and Francis Street. To increase the volume of service between Providence Station and Kennedy Plaza via the most direct alignment, these routes could be rerouted via Finance Way to Exchange Street. 10

13 Modify Routes 1 and 3 to operates on Eddy / Dorrance in both directions 1 3 Eddy St. Warwick Ave. Figure 5: Potential local bus restructuring with College Hill Core Connector service 11

14 With both of the above types of changes, up to 11 routes would provide service between Providence Station and Kennedy Plaza along Exchange Street. 1 In total, these routes would provide very frequent connections between Providence Station and Core Connector service from every one to four minutes during peak periods. With additional changes that would include operating all service from the same or adjacent berths at Kennedy Plaza (described below), and better public information, the combination of these routes could provide frequent, convenient, and easy to understand connections to and from Providence Station. In addition, Exchange Street has a significant excess of traffic capacity, and it would be possible to redevelop the street to be much more transit and pedestrian-oriented. This could further strengthen the connection in both real and perceived terms. Any of the potential changes discussed should be fully examined from the passenger perspective prior to implementation. The opportunities noted in this section are concepts only, and need to be fully vetted with RIPTA operations staff and the public. Away from Kennedy Plaza, additional changes could include: 1 Eddy Street /3 Warwick Ave: This route could be modified to operate on Eddy St. and Dorrance St. in both directions (the current routing uses Richmond / Weybosset going northbound and Eddy / Dorrance going southbound). These changes would speed bus services and better complement the Core Connector route. 6 Prairie/Zoo: This route, formerly part of the Gold Line Trolley (Route 91), operates between downtown and the Roger Williams Zoo, and could be converted to a feeder to the southern end of the Core Connector. Such a change would result in the ability to provide more frequent service on the line, but would force a transfer for passengers destined for downtown, which may be undesirable. 40 Butler/Elmgrove: This is currently one of RIPTA s lower ridership routes, and could be converted to a shuttle to and from Core Connector service at the top of the tunnel. 92 Green Line Trolley: With the implementation of Core Connector service, much of the Green Line Trolley s service between College Hill and the Financial District would duplicate Core Connector service. To eliminate this duplication, the route could be split in two, with one leg to and from the College Hill end of Core Connector service (at or near the top of the tunnel), and a second that operates between Providence Station, Kennedy Plaza, and Eagle Square. Local Bus Changes with Core Connector Service to/from Providence Station With the development of Core Connector service to and from Providence Station, it would become important to develop strong bus connections between College Hill and Core Connector service. At the present time, all bus routes that operate on College Hill (32 West Barrington, 35 Rumford, 40 Butler/Elmgrove, 42 Hope Street, 49 Camp Street/Miriam Hospital, 79 Beverage Hill/Newport Avenue, and 92 Green Line Trolley) operate to and from Kennedy Plaza via the tunnel, which is the most direct route. Consequently, there would not be any route realignments that would improve connections. However, as with connections to Providence Station, additional changes to operate all service between Kennedy Plaza and College Hill from the same Kennedy Plaza berths, and better public information and wayfinding would improve connections. The rescheduling of service to provide more even spacings between departures would also make service more convenient. In addition to these changes at Kennedy Plaza, other changes could include (see Figure 6): 1 Eddy Street /3 Warwick Ave: The same modifications as described above could be applied in this situation as well. 1 Fewer routes could also be revised. For example, with the planned conversion of Route 99 Pawtucket to Rapid Bus, there may be reasons for it to operate along a more unique alignment. However, the basic principles would remain the same with fewer routes. 12

15 Modify Routes 1 and 3 to operates on Eddy / Dorrance in both directions 1 3 Eddy St. Warwick Ave. Figure 6: Potential local bus restructuring with Providence Station Core Connector service 13

16 6 Prairie/Zoo: In the same manner as with Core Connector service between College Hill and South Providence, this route could be converted to a feeder to the southern end of Core Connector service. 92 Green Trolley: As indicated by the initial Core Connector ridership projections, Providence Station will become an increasingly important transit location. With Core Connector service to and from Providence Station, one gap that would remain would be direct College Hill to Providence Station service. This gap could be addressed by realigning Route 92 Green Trolley service to operate via Providence Station. 5.2 Kennedy Plaza Bus / Streetcar Connections If Core Connector service operates to College Hill, then a large volume of transfers will be made with connecting bus services to and from Providence Station. Conversely, if Core Connector service operates to and from Providence Station, then a large volume of transfers will be made with connecting bus services to and from College Hill. There are a number of measures that could facilitate these connections, but two that could be particularly effective would be to: 1. Operate Providence Station/College Hill bus service from grouped platforms that are close to the streetcar platforms. 2. Provide destination-based schedule information. Potential Changes with Streetcar Service At present, there are 16 bus berths within Kennedy Plaza (A through P), one on Exchange Street just north of Kennedy Plaza (Q), and one on the connector road between Washington Street and Exchange Terrace. The berths are linked with routes, and all routes that operate to, from, or through Kennedy Plaza use a single berth for all service throughout the day (see Figure 7). Based on work-to-date, it is envisioned that streetcar service would provide two way service along Washington Street. This would require that the section of Washington Street along Kennedy Plaza be converted to two-way operation (at least for streetcar). Although the specific streetcar station location has not been determined, it is expected that it would be opposite the Kennedy Plaza bus berths. In this case, the westbound platform would be the sidewalk in front of Burnside Park, and the eastbound platform would be infringe into the Kennedy Plaza bus lanes in front of berths M, N, O, and P (see Figure 8). If the station were located close to Exchange Street, the loss of bus berths could likely be limited to two. However, if it were located further westward, then three, or possibly all could be lost. For the purposes of this work, it is assumed that the station platforms would be located close to Exchange Street and that only two berths would be lost. These berths would need to be replaced, and for the purposes of this work, it is assumed that they would be replaced with two new berths on Fulton Street. Bus Berth Location Changes with Streetcar Service to/from College Hill As described above and illustrated in Figure 5 with streetcar service to College Hill, up to 11 routes could be routed between Providence Station and Kennedy Plaza. The 11 routes would be: 50 Douglas Avenue 51 Charles Street 52 Branch/Bryant University 53 Smithfield Avenue 54 Lincoln/Woonsocket 55 Admiral/Providence College 56 Chalkstone Avenue 57 Smith Street 57 Smith Street: from Berth O to Berth K 58 Mineral Spring/North Providence 72 Weeden/Central Falls 99 Providence/Pawtucket 14

17 Figure 7: Existing bus berth assignments at Kennedy Plaza 15

18 Figure 8: Street bus berth impacts at Kennedy Plaza 16

19 The volumes of service that would be provided by these routes (every 1 to 4 minutes during peak periods) would be much too high to operate all service via a single Kennedy Plaza berth. However, the services could be provided via adjacent platforms, which would locate all services close together. Six of these eleven routes (Routes 50, 51, 54, 55, 58, and 99) currently operate from berths I, J, K, and L, which are all located along the same row at the center of Kennedy Plaza. With changes to the berthing locations of other routes, all Providence Station services could operate to and from this same row, and with only Providence Station service operating from that row. This configuration would be as shown in Figure 9, and the changes required to accomplish this would be as shown in Table 5. 2 Table 5: Berth changes for Providence Station bus connections Current Berth New Route Berth 9 Pascoag L Q 20 Elmwood Avenue A Relocated O 22 Pontiac Avenue A Relocated O 26 Atwells/RI College I Q 27 Broadway/Manton P Relocated P 28 Broadway/Hartford P Relocated P 32 West Barrington N A 33 Riverside N A 34 East Providence N A 42 Hope Street K N 49 Camp Street/Miriam Hospital K N 52 Branch/Bryant University Q L 53 Smithfield Avenue O K 56 Chalkstone Avenue 57 Smith Street O K 57 Smith Street O K 72 Weeden/Central Falls Q I Bus Berth Location Changes with Streetcar Service to/from Providence Station With streetcar service to Providence Station (as described above and illustrated in Figure 6), five routes would operate between College Hill and Kennedy Plaza: 35 Rumford 40 Butler/Elmgrove 42 Hope Street 49 Camp Street/Miriam Hospital 78 Beverage Hill/Newport Avenue As with Providence Station bus service, the volumes of service that would be provided by these routes would be too high to operate all service via a single Kennedy Plaza berth. However, the services could be provided via two adjacent berths (K and L), which would locate all services close together. 2 Note that these changes would operate a maximum of six trips per hour from Berths I, J, and L, and seven from Berth K. Some minor schedule changes would desirable and/or required to provide consistent service frequencies and to ensure adequate layover time. 17

20 Figure 9: Bus berth changes to facilitate connection with streetcar service to College Hill 18

21 Two of these routes (Routes 42 and 49) currently operate from Berth K. With changes to the berthing locations of other routes, Routes 35, 40, and 78 could be relocated to Berth L. This configuration would be as shown in Figure 10, and the changes required to accomplish this would be as shown in Table 6. Table 6: Berth changes for College Hill bus connections Current Berth New Route Berth 9 Pascoag L I 20 Elmwood Avenue A Relocated O 22 Pontiac Avenue A Relocated O 27 Broadway/Manton P Relocated P 28 Broadway/Hartford P Relocated P 32 West Barrington N A 33 Riverside N A 34 East Providence N A 35 Rumford M L 40 Butler/Elmgrove M L 51 Charles Street L N 52 Branch/Bryant University Q M 53 Smithfield Avenue: from Berth O to Berth K Q M 54 Lincoln/Woonsocket L N 56 Chalkstone Avenue 57 Smith Street O Q 57 Smith Street O Q 58 Mineral Spring/North Providence L N 72 Weeden/Central Falls Q M 78 Beverage Hill/Newport Avenue M L 19

22 Figure 10: Bus berth changes to facilitate bus connections to College Hill 20

23 Destination-Based Schedules Most transit schedules are route-based, which means that schedules are presented on a route-by-route basis. However, in cases where multiple routes serve the same destinations, destination-based schedules can more effectively present schedule information. This type of schedule is also particularly useful in cases where routes depart from different berths (and are commonly used on European rail systems where trains to the same destinations leave from different tracks). For Kennedy Plaza to Providence Station or College Hill destination, destination-based schedules would present the departure times for all routes to the destination, the route name, and the berth. For example, a printed destination-based schedule for service between Kennedy Plaza and Providence would be as shown in Figure 11. Depart Route Berth 4:00 PM 50 Douglas Ave Berth I 4:02 PM 57 Smith Street Berth K 4:06 PM 99 Pawtucket Berth J 4:12 PM 55 Admiral/Providence College Berth I 4:12 PM 56 Chalkstone Avenue Berth K 4:16 PM 99 Pawtucket Berth J 4:18 PM 54 Lincoln/Woonsocket Berth L 4:20 PM 50 Douglas Ave Berth I 4:22 PM 52 Branch/Bryant University Berth L 4:25 PM 99 Pawtucket Berth J 4:27 PM 57 Smith Street Berth K 4:29 PM 72 Weeden/Central Falls Berth I 4:31 PM 56 Chalkstone Avenue Berth K 4:32 PM 51 Charles St Berth L 4:35 PM 99 Pawtucket Berth J 4:40 PM 50 Douglas Ave Berth I 4:40 PM 55 Admiral/Providence College Berth I 4:40 PM 54 Lincoln/Woonsocket Berth L 4:43 PM 53 Smithfield Avenue Berth K 4:44 PM 54 Lincoln/Woonsocket Berth L 4:44 PM 58 Mineral Spring / North Providence Berth L 4:46 PM 99 Pawtucket Berth J 4:50 PM 56 Chalkstone Avenue Berth K 4:52 PM 57 Smith Street Berth K 4:56 PM 99 Pawtucket Berth J 5:00 PM 50 Douglas Ave Berth I Figure 11: Example Destination-Based Schedule Destination-based information could also be presented via real-time passenger displays at Kennedy Plaza to help direct passengers to the correct berth for the next bus; for example: Next Bus to Providences Station: Route 99 at 4:16 PM from Berth J. 21