Technical Advisory Committee January 13 2017 Introductions Todays Meeting Purpose Overall review of feasibility of BRT on SH 7 Review ridership results Review cost results Consider running way options ID: 590827
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Slide1
Bus Rapid Transit Study
Technical Advisory Committee
January 13, 2017Slide2
IntroductionsSlide3
Today’s Meeting Purpose
Overall review of feasibility of BRT on SH 7
Review ridership results
Review cost results
Consider running way optionsSlide4
Is BRT feasible on SH 7?
O&D patterns
Projected development densities
Community transportation plans
Community corridor visions
RTD service standards
Top Vision Concepts
Top Goal Concepts
Safe
A corridor that safely and comfortably accommodates all modes of travel
Time-competitive bus travel
Competes with single-occupant vehicles for travel time & trips
Rapid
transit
A corridor that is accessible to all users regardless of age, ability, and incomeSlide5Slide6Slide7
Branded
Premium vehicles
Station amenities
Transit signal prioritization (TSP) & queue jumps
Routing
Station spacing
Lane type
What would BRT look like on SH 7? Slide8
What would the station amenities include?
Off-board fare collection
Weather protection
Platform-level boarding & other accessibility features
Real-time arrival information
Source: American Public Transportation Association
LightingSlide9
What are the assumptions for ridership forecasts?
2040 model (PEL
laneage
)
7.5-minute peak / 15-minute off-peak headway
Local community feeder routes
10 stations (7 with parking)
Connections to
North Metro
NATE II BRT
Boulder JunctionSlide10
What were the ridership results?
6,500 riders per day in 2040
Varies depending on routing, running way, operating planSlide11
Source: RTD Service Performance, 2015
*SH 7 BRT with 7.5-minute headways (2040
boardings
)
**SH 7 BRT with 15-minute headways (2040
boardings
)
How would SH7 BRT compare?Slide12
How would SH7 BRT compare?
Source: RTD Service Performance, 2015
*SH 7 BRT reflects 2040 annual
boardings
SH 7 BRT
SH 7 BRT
18
boardings
per vehicle hour
$4 subsidy per boardingSlide13
What are the base BRT scenario results?Slide14
What additional stations make sense?Slide15
What route options make sense?Slide16
What route patterns make sense?Slide17
Capital & Operating Costs
Base
Scenario Operating In:
Stations
Running Way
TSP
Vehicles
TOTAL
CAPITAL COST
TOTAL ANNUAL
OPERATING COSTS
Mixed Traffic
$0.5 M
$30 M
$12.1 M
Managed – Add a Lane
$0.5 M
$26 M
$10.2 M
Managed – Repurpose a Lane
$0.5 M
$26 M
$10.2 M
Dedicated – Add
a Lane
$0.5 M
$23 M
$10.7 M
Dedicated –
Repurpose a Lane
$0.5 M
$23 M
$10.7 MSlide18
Are dedicated lanes appropriate?
Advantages
Best ridership, travel time
Provides transit identity for corridor
Supports study vision
Implement by adding a lane
High cost
Doesn’t meet person-carrying threshold
Implement by repurposing a PEL lane
Doesn’t meet person-carrying threshold
Results in very poor vehicle LOSSlide19
Are managed lanes appropriate?
Advantages
Better ridership, travel time (than mixed lane operations)
TSP and queue jumps provide additional travel time benefits
Provides some corridor transit identity
Supportive of study vision
Implement by adding a lane
High cost
Adds unneeded vehicular capacity
Implement by repurposing a PEL lane
May degrade vehicular LOSSlide20
Is running in mixed traffic appropriate?
Advantages
Good ridership
TSP and queue jumps provide travel time benefits
Low cost
Easy to implement
Disadvantages
Less supportive of study vision
Less corridor transit identitySlide21
Small group discussion
Running way
Route patterns
Route optionsSlide22
Where are managed & dedicated lanes appropriate?Slide23
Thank You!
Holly Buck, PE, PTP
holly.buck@fhueng.com
Christopher Primus, PTP
christopher.primus@hdrinc.com