Transit Benefits Clause Samples

Transit Benefits. Section 1— General a. The Agency will support the transit benefit program to the maximum extent allowable as a non-taxable benefit under the Internal Revenue Code and authorizing legislation. The Agency will notify the Local Unions and employees when the amount of the IRS non-taxable benefits change. The amount of a transit benefit depends on the employee’s allowable commuting costs. b. Options available to employees under this program may include:

Transit Benefits. Applicant will comply with all requirements of the DC Commuter Benefits Law even if the number of Applicant’s employees falls below the statutory minimum.

Transit Benefits. Employer is required to provide eligibility for the same transit subsidy to their employees who are members of the SEIU for a monthly MBTA Pass (bus, subway, commuter rail and commuter boat passes) as provided to the direct employees of Harvard University. The employee is only eligible for one commuting option per month and is to be used for the employee’s commuting expenses to and from work (not for any other person). This will go into effect no sooner than 60 days after ratification and no later than August 1, 2022.

Transit Benefits. Transit travel times were reviewed to determine the impact of the 3-lane cross-section. GPS data was gathered from transit routes 29, 84, 85 and 185, which travel inbound and outbound on Barrington Street between the ▇▇▇▇▇▇▇▇▇ Bridge and the Mackay Bridge, with all day service. Route 29 travels as far as ▇▇▇▇▇▇ Street, and routes 84, 85, and 185 travels across the MacKay Bridge to Sackville. Travel time data from the first two weeks of May, before changes were implemented, was compared to the same data for the last week of May and first week of June, to infer the effects of the changes on transit service. The comparison of data from before and after the reduction to three lanes shows a trend of increased average travel times. However, the average inbound delay is between 50 seconds and 2.4 minutes in the AM and negligible in the PM, and on average in the outbound direction between 40 seconds and 3 minutes in the AM and 3 – 4.5 minutes in the PM. However, it should be noted that the travel time data received from Halifax Transit represents a larger segment of each route, and it is possible that fluctuations in travel time could result from incidents or bottlenecks occurring elsewhere on the route. The delays are based on conditions caused by DND construction and does not include combining the transit stops or the addition of the transit priority phase and queue jump lane at the North Street intersection. Both initiatives will reduce the observed delay for northbound buses, and could improve travel times for transit compared to existing conditions. Adding a southbound bus only lane will significantly reduce delay to buses traveling downtown during the AM peak hours. Barrington Street is the main truck route in and out of the Halterm Container Terminal.. The container terminal provides a significant economic benefit to the Municipality and generates between 400 and 600 trucks using Barrington Street each day. Reducing the project area cross-section from 4-lanes to 3-lanes could be viewed as a reduction in traffic capacity, which may delay trucks entering and exiting the downtown. Based on the modelling, there will be an increase in intersection delay at the intersection of North Street and Niobe Gate/Devonshire Avenue with a 3-lane cross-section, but reducing to 3 lanes would also allow for appropriate lane widths for a street with high truck volumes. Trucks and buses typically have a width of 2.6m at the wheels, and 3.2m including mirrors. The lane widths wi...