Title:اتوبوس بزرگراه ترانزیت سریع

۲۰۱۲-۰۸-۱۰ ارائه دهندگان: وین فوئوربورن، جرد آر. میلر و کایل کیهی اتوبوس سریع حمل و نقل — یا BRT — سرویس اتوبوسی است که شامل راه های سفر، ایستگاه ها و تجهیزات پیشرفته است. BRT خدمات سریعتر و مطمئن تری را نسبت به اتوبوس سنتی به مسافران ارائه می دهد. این کار را با ارائه خدمات بیشتر و کاهش تاخیرهای ترافیکی با اولویت دادن به وسایل نقلیه BRT بر ترافیک عمومی انجام می دهد. این نوع خدمات را می توان با سرعت کمتری نسبت به حمل و نقل ریلی اجرا کرد و در عین حال بسیاری از ویژگی ها و مزایای حمل و نقل ریلی را ارائه می دهد. از آنجایی که مردم نسبتاً با BRT آشنا نیستند، آموزش عمومی و بازاریابی برای موفقیت این نوع خدمات بسیار مهم است. ارتباط زودهنگام و مکرر با کاربران، حامیان و تامین کنندگان ترانزیت می تواند به ارائه دهندگان حمل و نقل کمک کند تا بر کلیشه ها و تصورات نادرست در مورد استفاده از اتوبوس، سرعت و قابلیت اطمینان غلبه کنند که می تواند مانع اجرای BRT یا BOS آزادراه شود. اتوبوس روی شانه آزادراه به سادگی تکنیکی برای دستیابی به اولویت حمل و نقل در آزادراه ها است. همانطور که حمل و نقل سریع اتوبوس اغلب شامل اولویت دویدن از طریق خطوط اختصاصی و اولویت سیگنال است، اتوبوس روی شانه با اجازه دادن به عملیات اتوبوس در شانه های بزرگراه به اولویت می رسد. وسایل نقلیه ترانزیت زمانی مجاز به حرکت بر روی شانه هستند که سرعت به یک آستانه مشخص در خط اصلی کاهش می یابد (معمولاً ۳۵ مایل در ساعت). اتوبوس‌ها می‌توانند سریع‌تر از ترافیک خط اصلی حرکت کنند و قابلیت اطمینان خدمات را بهبود بخشند و اتوبوس‌ها را با خودروهای شخصی رقابتی‌تر کنند. این باعث افزایش تعداد سواران و ایجاد و تقویت ادراکات مثبت از حمل و نقل اتوبوس و ارائه دهنده آن می شود.

قسمتي از متن فيلم: Hi everyone my name is Brittany Kavinsky and I want to welcome you all it is now 1 p.m. so we will begin our presentation shortly today on Friday August 10th we will have our presentation on highway bus rapid transit given by jared miller Kyle kini and Wayne foreign I’m actually

Going to introduce Ben Lee who is going to be our new webcast assistant and he’s going to take from here for help during today’s webcast please feel free to type your questions in the chat box found in a webinar tool bar to the right of your

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Today’s webcast please go to www org 5cm so I’ll a state August tenth and then saw today’s webcast I will bus rapid transit this webcast is available for one and a half share credit we’re now recording today’s webcast and it will be available along with a six slide

Per page PDF or of the presentation ad but we ww that you told us a kid at work splash what can the dash archive at this time I’d like to introduce you our speakers for today coyote he is a vice president with hntb corporation and is a transit planning professional with 29

Years of experience and implementing transit projects yes successfully managed and overseeing the planning environmental and preliminary engineering efforts for some of the most challenging transit projects in the country he has managed ten significant fixed guideways projects through the project development process leading to nearly 6 billion in capital infrastructure investment mr. t his

Project experience includes the following projects Weber County to Salt Lake City Committee commuter rail preliminary engineering and environmental impact statement in operation UTA mid Jordan light rail project dark Northwest courier Irving Darth Northwest career carrollton farmers branch and rtd west quarter warning for transportation authority brt project and he’s currently serving as a

Program manager to the san antonio CIA transportation authority in the implementation of their high-capacity transit oka mr. sherborne is an associate vice president and senior project manager in HMT be Kansas City office he brings many years of professional planning and urban design experience for both the client and consultant perspectives specifically his expense

Includes working with transit agencies across the country to plan design and implement new transit service and infrastructure additionally mr. Gerber has extensive experience with urban design projects comprehensive corridor and master planning campus planning land development planning including preparation of redevelopment plans design guidelines and plan review services growth management policies

Zoning legislations and community participation and facilitation is also currently the project manager for the Roaring Fork Transportation Authority’s implementation of loc RFP a bus rapid transit this client perspective comes from his experience as a member of the Kansas City Planning and Development Department and the Baltimore County Maryland office of planning where she

Was instrumental in the development of the county’s master plan overseeing the growth management program and preparing design guidelines for traditional neighborhood development office and retail development and mixed-use devotee mr. Miller joins HM TV in may of 2004 for and currently serves as a transportation planning engineer for the

Kansas City office he of this in the preparation of traffic analysis and analysis project reports and calculations for various civil engineering projects his qualification includes expertise in applying the latest version of GIS including arcview and arcgis highway capacity software synchro sim traffic VI ssim and advanced transit planning and engineering application Excel thanks

But welcome everyone but we like to cover today is really talk about how these cows less traffic transit is being utilized on highway corridors both in a urban setting and a rural setting is are too kind of case studies we may also talked about how the system with an

Arterial because many arterioles are also highway corridors in some instances and so what we’re going to focus on is kind of 33 topic areas first being community set we’ll talk about the relationship of jurisdictional plans scipio plans and how brt fits in that within that and how to identify

Corridors that would be appropriate for bus improvements the second kind of series of slide discussion will be about community benefits in it and talking about how brt flexibility allows us as planners to figure out what you know how to house the bus rapid transit or improve bus service fit within our local

Context and how we can make it successful for users in our own communities and lastly we want to talk about coordination and so as planners you know where we’re always looking for ways to improve the improve the environment within our community and so

You know how do we do that and how do we coordinate with the transit agency with the MPO with other jurisdictions because these projects usually involve multiple agencies and jurisdictions to make them happen and so how do we help facilitate and participate to make these projects successful and as I’ve mentioned we’ll

Talk about a couple of case studies the Velociraptor brt project is under construction and is a project in Colorado between Aspen and glenwood springs colorado it’s a 40-mile corridor the other is a bus on shoulder corridor here in Johnson County Kansas on the i-35 interstate corridor leading from suburbs into downtown Kansas City

We may reference the max brt system which is on to arterial streets during Kansas City some kind of our agenda a big picture and we’ll we’ll dive into that right now the first thing we want to do is talk about community fits and so I’m going to toss this over to a kyle

Is going to introduce this topic as part of that introduction there’s three three bullets that you see here that are equally important to establishing an appropriate fit for the community in which you’re trying to establish a bus rapid transit program the first thing we’ll talk about in just a minute is is

The broad definition of BRT and it is a wide-ranging definition and that is a real challenge as well as an opportunity and we’ll talk a little bit more about the difficulty of that the second one is identifying the appropriate candidate quarters that establish a vision for the community and also provide for an

Opportunity to address mobility needs within the community and that is an important step on the technical side now we talk first about brt definition the third point I want to talk about is a is called project definition and that is the narrowing of this broad definition

Of BRT into what is exactly your project what is it intended to do how is it intended to address mobility needs and what facilities are you going to actually implement and many times this is wayne alluded as planners we end up wanting to create the whole world to be

Able to be here this is where budget comes into play this is where the facilities that you want to implement are going to be limited we’ll talk a little bit more about how that project definition is a very key aspect of being able to move forward with your project

Well let’s go ahead and tackle the VRT definition Wayne you want to take that over sure and so FDA has really broadly defined brt and a lot of it has to do with how they see it being implemented through the very small starch program which through the through the current

Transportation authorization bill was somewhat defined but as being kind of redefined through the map 21 which we’ll talk about later in this discussion but broadly you know the opportunity here is there are many there are many features a rail and being able to apply those in a bus application if the opportunity here

And so you can take those those fixed features at stations and other improvements so that you can have that same kind of ride quality and and and use rubber tire vehicles to actually make that happen the other opportunity the other benefit would be RT is that you know there are multiple running ways

That you can actually consider and use as you look at the as you think about brt whether it be an exclusive dedicated lane sometimes they can be HOV lanes maybe as part of an expressway as in as in our case studies today and they can also be in our arterial streets running

In mixed traffic so it does have that flexibility to be on multiple kinds of running ways and what what was once a requirement that you had to have fifty percent dedicated lanes is no longer requirement that really does increase the flexibility for bus rapid transit the other definition is that really it’s

Not taking advantage of all the technology improvements that are get to continue to emerge to help transit a number of ways with abl cad in which you can locate buses within a technology system so that real-time information can be derived so that whether you’re on a smartphone or you’re at a station that

Has sign information you can quickly know and have that certainty of when a vehicle will be a lighting so the so that when schedules were posted on paper and you weren’t sure whether you had missed it or on your way the new kinds of technologies really helped enable user comfort in

Terms of being assured that the vehicle is on the way and that is part of the requirement within FTA right now for vehicles is that the low floor vehicles are easy to board some some communities have opportunities on highway quarters because you’ve got more right away to actually have level boarding ms that

Makes it easier to board as well and so the vehicles also you know the right quality is being improved and vehicles are RB manufacturers so that there they are quieter and felt the new technology between hybrid-electric C and G in other ways the vehicles are quieter as well

And and the number of transit agencies are also and BR TT you know how do you how do you expedite the fare collection through smart through the smart cards and other technology tools and to make it easier to board versus throwing dollars or coins or or punch passes

Those these of those old paper technologies way to make it easier for people to get on board and not take up as much time so your dwell time at stations is reduced and I think it and then last one I meant that the snow down

Here is really land use policy and so as planners you know we have the really opportunity and what FTA in terms of funding really likes to understand is you know do communities have land use policies that are transit supportive and so that’s part of the evaluation criteria for funding I’m sure we’re all

Interested in making sure that the land use complements transit ridership and trying and trying to be supportive of that and so the land use policy that we have in place and zoning tools as well overlay districts for Tod all those kinds of things are important as we look

Towards helping a system evolve and so it’s really working together to make sure that those things are in place and part of our comprehensive master plan and whether you have a traditional zoning code or form-based zoning code you know one of those kind of what are those kinds of

Benefits that can be in place such as reduce parking requirements or other benefits for higher density housing that really are transit supportive and so thinking about those things as you look for those candidate corridors that Kyle mentioned in the previous slides about finding the right corridors for these transit improvements so having those

Policies in place is important bus on shoulder is simply a subset of bus rapid transit as as what Wayne was talking about and since often bus on shoulder runs on state-owned to state highways or freeways often the d-o-t or state legislators are responsible for defining the bounds of when and where bus on

Shoulder can operate many of the deities that we work with define it as what you see if here often you’re allowed to drive on the shoulder if you’re a bus but only at slower speeds typically those speeds are less than 25 miles an hour and that is simply to result in

More safe operating conditions for both the general purpose lanes and the bus ridership as well what we found is the general purpose lanes when they drop 11 35 miles an hour that when you allow the bus or shoulder to be on beyond the shoulder there’s typically only differential roughly 10 miles per hour

That’s so that when cars are stopped 20 miles an hour that means you can only the bus can only be going 10 miles an hour so that it’s not it’s not resulting in any unsafe conditions and this is really what you have to sell to your

Cell to the state do tease in the state legislature and we’ll talk later about that often the stations are located in off the freeway itself or off the expressway itself on shared use parking lots is an example or church parking lot this is just to lower the cost and one

Of the major benefits of bus on shoulder is is the fact that it is much lower cost solution to increase capacity as opposed to commuter rail or as opposed to any other more intensive bus rapid transit that you typically see in an urban core or I think tiles going to talk a little

Bit more about community fit right as we move forward from the BRT definition aspect of community fit will now move into the topic of identifying the candidate corridors what you see represented on the slide here comes from the mid-america Metropolitan Council in Kansas City and this is a representation

Of what a travel demand exercise it is done and for those who they don’t know what a travel demand references it’s basically looking at transportation origins and destinations basically looking at where activities located and how are people traveling to between those activity areas that’s a critical aspect if you’re not in the transit

Industry and you need to understand a little bit about the transit industry and what makes these projects move and what makes them valuable and that’s really moving people and being able to save time and creates reliable traveling conditions and just jared will talk a little bit more about that but there’s

Three three bullets that we have listed here that is important to be able to coordinate locally you have the transit agencies is very much involved in looking at the third they’re planning efforts you have the city that plays a very strong role in looking at what their thoroughfare plan is going to

Accommodate obviously a transit agency wants to coordinate with the city within which there they are operating to make sure that services can be effectively employed in that particular City Council of Governments the MPO they obviously play a large regional role particularly in the metropolitan areas in defining what is happening across municipal

Boundaries and from a regional perspective I would also add there’s two other players that play key roles here particularly on the bus on shoulder aspect that Jared mentioned you’re dealing with state do TS and obviously they have requirements and restrictions on what can and can’t happen within their

Rights away and that is a very important partner in moving some of these projects forward and then the fifth one particularly as we look for how do we pay for these projects we can’t always pay for these locally and so we seek the funding sources of the Federal Transit

Administration or other sources and as Wayne alluded in the definition of BRT if you’re seeking federal dollars there are certain requirements that you have to include in your project in order to be eligible for those dollars and so there’s really five different levels of coordination amongst various government

Entities that you’re going to be working with very closely Wayne yeah yes I agree you know particularly with the coordination for federal funding and everyone knows that you know if it’s not on the list if it’s not you know funding is not going to be there and so

Coordinating all those plans together so that we can help get those projects moving it is really important consideration but also an important consideration is how we define those projects and I think how you want to talk about how what that definition is for projects right as i mentioned in the

Introduction of this effort this is a real critical aspect of trying to really establish what your project is fully going to do so in concert with all of those different players the transit agency the city the NPO do TS and also the fta we need them to start

Understanding what are we trying to accomplish what what services are we going to provide within what boundaries what are the environmental conditions we need to deal with these become very challenging issues of in areas where you have rivers or other physical boundaries that need to be crossed with expensive

Structures sometimes that means that you can’t do things on your own you need to have a joint facility that can do these things forward um one of the key things that a lot of us in the planning area come from is we really come from a physical planning

Perspective and so we sometimes forget about the service and the operation side which the transit agencies don’t ever forget that but how frequent are we going to operate is a very big factor in the VRT world we’ll talk a little bit about the differences of the bus on shoulder addressing peak period

Movements versus an urban environment providing a little bit more of an all-day service the technology and the vehicle definition these vehicles aren’t cheap we’re expect they’re expensive and so when you’re looking at implementing a brt project it’s has some requirements as wayne alluded to and those requirements cost some money and so

Those have to be very carefully address and then I like moving into this next area of the pride aspects of what a community wants what do the station’s look like one of those physical improvements are there i TS element intelligent transportation systems elements such as next bus signs is there

Wi-Fi on the bus is there Wi-Fi in the station stops a lot of questions and a lot of interest in that of course these days and as I mentioned the pride this last identity of a project we have found and Wayne may want to allude to this a

Little bit more we have found that when you brand a program around its features and its assets that it seems to take add a lot more positive support in the local community yeah and kyle i would add to that that you know you talk of think about branding it really goes back to

You know many rail projects you know the stations have uniformity you’ve got the connection of the rails in a car all providing that that unified look and you can do the same kinds of things with stations for for bus rapid transit and so it’s that is that identity but i

Think the other thing that we shouldn’t overlook when thinking about branding yes it may be the same the name the colors those kind of visual features that we think of as a brand but also you know in our in our you know as planners it’s you know if

The experience of getting to stations and so we’re all pedestrians as we access stations and so really if that arrival experience and so it’s going beyond the actual station and so how we think and how that integrates into the urban environment becomes really important in that really that is part of

The branding experience with the whole customer experience and and making it user friendly and so yes the visual things are important but also important are that actual pathway to get to a location so that brand is larger than just those elements themselves moving on to the case studies the reason why bus

On shoulder was such a good community fit for Johnson County which Johnson counties of the suburban community outside of Kansas City Missouri was largely as an outgrowth of commuter rail study back in the late 1990s early 2000s this study identified millions of dollars worth of improvements that would

Be required in order to implement a commuter rail system along i-35 in Johnson County so after looking at that for almost click through decade it was decided that maybe another option should be looked at which was bustling shoulders what was identified as a much more cost effective solution that

Resulted in 35 miles of route along i-35 from downtown Kinston Missouri to a community called Gardner in Kansas about 35 miles southwest of downtown and out of that 35 miles eight of those miles were identified for upgrades 2282 bus on shoulder operation this segment of i-35 falls largely in suburban sections

Outside of downtown what we found was mostly what was going to be required with signage and then the station improvements for the buckland shoulder the shoulder improvements themselves instead of spending over ten million dollars for commuter rail we only spent host of three hundred thousand dollars for the bus on shoulder upgrades now

There in addition to that there’s also stations and other improvements and signage and pavement markings but the reason why this works so well in this in this area was i 35 currently was already designed with 12-foot shoulders so may be possible in your community that if you have not

Designed the freeways or Express right for more than 10 or 12 foot shoulders it may not fit as well but for us this was the best fit in this community in terms of a rural application we can talk about the Colorado example and here we have a

Bus rapid transit on a 40 mile four-lane highway facility that connects Aspen to Glenwood Springs Colorado which is at i-70 and so this portaling facility is the kind of the life life line between all these communities in this valley in Colorado and so there was clear direction or at least interest from the

Residents who live there as well as from the Colorado Department of Transportation that four lanes is the maximum this facility is going to be 44 certainly the next 25 30 years and so they were looking to ways to manage the number of cars and congestion on this corridor and certainly saw bus rapid

Transit as a way to increase capacity without having to do any widening and so the other benefit is that the the dark department transportation is was willing to dedicate bus bus priority and HOV lanes for 16 miles of the route and so that really helps provide some

Additional benefit for users in terms of speed and down the highway and so that was also part of the project of working with the transit agency and the and the Transportation Department and then the other thing that we’re able to work with with the colorado department transportation in the communities was

Actually we were able to have pull offs actually have stations on the highway itself so that vehicles do not have to exit the highway to pick up customer so it’s not an interstate it’s not a u.s. highway so we had some flexibility there in terms of being able to make that

Happen so that was in this case that was how the community kind of is that in order to connect all these jurisdictions to dick together it was the ability to take advantage and work with the colorado department transportation to allow these changes to happen and so stations you know we

Talked about community fit and that is it’s a corridor that is a heavily traveled but it’s also a trail corridor and then there are communities that are on either side of this highway corridor and so providing safe pedestrian you been along along corridors to make improvements and so thinking about it

Beyond just the actual transit improvement is and how we define that benefit is important and then finally it’s really this increased transit presence and so the operating plans will be shorter you know the head waves will be reduced there’ll be more frequent service and so a lot more transit

Presence was also increases capacity not only for transit users but for pedestrians and cars as well and so how does that all work within this how do all those things come together to improve a corridor that we’re looking at one of the reasons why fta and the federal government has supported brt

Projects such as these that we’ve just talked about to the degree they have is simply because of the optimal and efficient operating plan these corridors are typically in the most congested the most heavily populated quarters in any in the metropolitan areas that they’re implemented this results in more efficient service more frequent service

And service that is more attractive to the customer and it is in addition to the operating plan often there are these these three technology tools that are used so scheduling software is often optimized along with the combination of transit IPS this allows for real-time updates of the scheduling software and

More management ability to tweak the service as needed as demanded by the congestion concerns q jumps are a type of priority that are also used if you think about it few jumps and bus on shoulder are rather rather similar in the fact they provide a dedicated lane at certain intersections of certain

Points in time for for the bus to go around the the congestion that that occurs in certain areas q jumps were often utilized in the Raptor project at key intersections in the I 35 project we did not use to any Q jumps and all we simply use the bus on shoulder

Implementation as the form of pro priority if we could add compass you know why yq jumps there are you know in a highly court in the high court we’re talking about in Colorado it does have signalized intersections and so yes there are speeds of 55 miles an hour but

There’s also places where you’re stopped and so Q jumps whether it’s on a highway corridor on an RTO street really gives the vehicle the priority to maintain a schedule so that it can be just a few seconds ahead of all the other cars within the lanes and so that really

Helps make the schedule differences and so I think you know again as we you know as we work within our jurisdictions and work with puck you know our friends in public works is you know what what is it we want to achieve and so I know we always may be concerned about adding

Lanes or capacity but there’s ways that we can use these tools to also help with the ride quality the right experience and taking advantage of these tools that doesn’t mess up the travel times for vehicles but really aids in the ability for the transit vehicle to also be a

Premium service in these corridors so Kyla you want to talk about some of the benefits of this idea of a bus premium service right as we move forward to the next slide we’ll talk about the premium service aspects of the benefits associated with these projects and again

I think it depends upon the eye of the beholder here a little bit different perspectives from from the different agencies there’s always a little bit of competition between what the city views is a a reasonable investment and what the Transit Authority who may be implementing this would you as a

Reasonable investment and this all goes together to establish the arrival experiences as Wayne alluded but there’s tremendous need to be able to provide connections for pedestrians that get on and off this service they’re either coming from the residents or they’re coming from a school or they’re coming for

A place of work and that the challenge is not to fight over where those use paying for those sidewalk and connection improvements it’s how can we actually improve the access opportunities for everybody regardless of whether it’s the city pay for those improvements or whatnot that’s just a reality that those

Of us who implemented these projects have been challenged with but it’s all about building the better connection so I we’ve highlighted those two items clearly whoever is implementing this project the station amenities are very very important and as you see in the image here the iconic beacon or you let

Me have another word for it Lane but there there is a need for an identity and i think is anyone who’s been to DC and has seen the metro markers and other transit authorities have emulated that ERT wants to have the same kind of iconic image that says this is the stop

This is where you catch the bus this is where you catch train and so those are important design aspects that everyone wants to be able to implement and is a very important part of the project and I’ll just briefly mention the vehicle amenities because Wayne’s hit on that

Pretty good those are important parts of the effort the thing is that we bet definitely as this project definition moves forward there’s a need to be attractive there’s a need to be able to provide connection to the community there’s a need to provide value and comfort and all of that has to be

Balanced between the wants and the needs of the community and therein lies the challenge so let’s move on to the next one and we’ll continue this discussion a little bit part of the DRT benefits is as Wayne alluded earlier the corridor investment and this photo may not this

Is actually the Rio Grande trail between glenwood and Aspen which is a highly used bicycle and pedestrian trail this isn’t intended to really show that trail but that is a huge investment that the communities have made up and down the roaring fork valley but what’s important about this

Image is this community is one of the greenest communities in the country they pride themselves on all of their green approaches and this project has been in the roaring fork valley has been challenged to be green as well and very important decisions on vehicle technology have been made in that regard

As well as providing Wi-Fi and so this overall improvement that we were making had to be developed under the context of a green improvement that met the goals and the objectives and needs and wants of the communities that reside as we move forward I think we’d like to talk a

Little bit about the transit presence yes and in the couple slides ago we saw a station that had a fairly wide right away i think as we’re dealing with highway corridors a typical right away and so the ability to fit a station in is a little easier because of the of the

Right way right away and so but it’s also figuring out you know understanding you know boardings and Lighting’s and how many uses there are per day in terms of sizing these kinds of stations and so as comments and you know having a beacon or some kind of identification that is

Consistent but now the cool go really does reinforce that transit presence that rail like character those kinds of things and so figuring out what those physical improvements are that you can’t put in the public right away it is important and so uh you know again I’ll

Go back you know here we are as planners again trying to figure out you know how do we make these improvements coordinate with the Public Works folks who are managing our public rights away in terms of identifying elements that can be easily maintained by the transit agency facilitate pedestrian movement and you

Know make those allow for other or the other kinds of connectivity there may be obviously cases where r streetscapes intersect with these stations and those kinds of things and how we coordinate with them is important but scaling our physical improvements within the right away is one of those things that’s

Important in terms of ink because in with increased transit presence of more frequent headways longer service hours you know that does that kind of also creates additional wear and tear on these sites and locations and so it’s making sure that we have durable materials in place for the longevity of

The improvement and durability and also again we’re on highway corridors and so understanding and how we predict pedestrians as and transit users so that they you know feel safe being at these locations when vehicles may be traveling at high speeds and providing that security is another important consideration along these corridors and

As we mentioned to the major benefits that are provided for by Q jumps such like such things as q jumps transit signal priority or bus on shoulder is travel time savings that’s that’s one of the huge benefits of those sort of improvements and that’s no different on

The i-35 muscle on solar project now as you can see three or five minutes on normal days is not a huge amount of savings but you save significantly more than that on high congestion days and in addition to that one of the major changes is the perception of buses being

Seen as slow when you see a bus taps you on the freeway going 35 miles an hour and Yoan going 25 that starts to change your thought process about what transit really means especially for a big community such as Kansas City and in a suburban area this tends to change the

Ridership numbers always found was brighter ship over the first six months of this year which it was implemented in January of this year has increased by over fifteen percent which is it which is a huge amount of ridership increase the second benefit is travel time reliability now this is obviously very

Related to travel time savings but the difference is is this allows for on those high congestion days for buses to still reach downtown Kansas City Missouri as scheduled this further helps to make the case for transit in the Kansas City area by allowing the freeway commuters to have the option of travel

On bus on shoulder instead of just only taking the general purpose lanes and so within the go-ahead wanxin sorry oh I was good I was going to just go ahead Cobb just on the raft of the community benefits case study is looking at providing as you can see here a more

Efficient operating plan existing service pre brt getting up and down the valley 40 miles you’d have to take 60 local stops in order to get there or an express the BRT service reduces that 29 minutes and essentially the travel time is competitive with the the car during

Peak times because of the queue jumps and the bus lanes that are already a part of the highway structure there right now so that’s been very if that will be very effective in generating additional ridership the premium service that we heard from the community was was about that frequent service so we’re

Going to be operating about 15 minute headways or frequencies and overlaying that that premium includes the fewer stops and in all of that results in just the transit presence and visibility it’s and one thing that i would offer is that we’re learning as we do the planning and

The design for these projects that ultimately it’s all about the service it’s all about the service that were able to be able to provide to the community and making that attractive and becoming a more important part of the community the left section of topics we like to talk about is really community

Coordination and you know as you know planners where we’re really good at helping and facilitating and coordinating with with multiple agencies and jurisdictions and so there’s a lot of things here in terms of how how we can be effective in seeing some of these things through and so we’re going to

Talk a little bit about support and that support both from the public from the agencies from from planning departments and how that comes together and certainly that lead leads to funding and part of funding has to do with sometimes you know we also think okay what are some of the

Betterments that we might be able to achieve with transit investments and station investments whether it be improving sidewalks beyond the station’s it could be you know traffic signals that may be useful but you know as within working within the public sector thinking about how to what are those

Other kind of things that we can achieve through this investments and leverage the investment and understanding that there are impacts when we identify those betterments branding and identity and so you know how do we identify this within the context of our of our kind of naming nomenclature of particular areas and how

Does that fit in with our understanding of how transit works and how that and what the whole identity thing is and how we participate and it’s Kyle talked earlier about the environmental coordination that can occur particularly if there’s federal funding involved and also the land use and permitting I think

We’ve talked a little bit about that already in terms of plans that are supportive for transit so let’s get into the first topic of support and that is really public awareness and so you know when someone starts talking about you know investing tens and millions of dollars in terms of our improvement

Everyone what everyone’s eyes and your pop-up and and we think about whoa whoa how do we take advantage of that so that we had some of the ideas for improvements in place and we let’s see if we can leverage those just a little slide the slides included image of one

Of the intersections out in Colorado where as you can see by the number of roads coming in at different angles and all kinds of things the local jurisdiction said hey you know with this improvement you know we’re concerned about the function of this intersection how how can we make this intersection

Function better knowing that we’re going to invest also money in transit and so is there a way that we can work together to figure those kind of things out and so there’s been a number of meetings that to take place to actually make that happen but it is also we have to be

Mindful of of how that happens and when it happens that whether it’s three of the environmental process or other coordination activities that we understand the time frame that we have to work on when we when we want to see if we can leverage these kinds of improvements acceptance having commute

Having the community accepted whether it’s politically from political leaders with us from neighborhood leaders others you know what is the acceptance level of moving this forward and how do we help facilitate that if we’re supportive of these kinds of improvements I think it’s also helping coordinate with the press

So that you know they get the information they need to understand you know what does the community think about this project and so that the benefits of of it that we talked about earlier and the fit that we talked about earlier as well as how do those all come together

And so that the public can be well informed and the press understands what the agency and what the community is trying to get to Calvin would talk about funding yes sir the funding aspect of community coordination is is a critical aspect of seeing these projects implemented I would emphasize you can

Never start talking about this topic too soon I would also offer that there’s another aspect of the funding and that is what i would call cost estimating really making sure that you have reliable cost estimates so that you can appropriately match your funding requirements to what you’re envisioning

But clearly we’ve mentioned we just listed here three major sources of funding and of course there is local funding this this is not an easy solution because many of your transit agencies that you’re working with right now or in a real difficult to none Durham where sales tax revenues are down

That the demand for transit services is up which means that their costs are up so consequently the local services local sources for funding our challenge challenging but they are an essential part of being able to provide a match against any federal dollars that you are pursuing and we’ve identified the maximum

Is typically it maximum is about 80 20 split that’s federal to local dollars that more typically if you’re pursuing some of these dollars it’s a 50-50 split for some of you on the call there are FDA new start small starts very small starts funding programs that have been

In place for many years we have the math 21 program that’s coming out that changes the environment for funding a little bit that Lane will address in a moment but I think the other part of this is the grants there are a number of grants that are available for some of

These smaller projects we’ve had the tiger program that has had several iterations and you definitely want to be able to position yourself we’re moving forward with the receipt of these dollars we could spend the whole webinar on this topic alone and I think just for the sake of the overall topic we’ll go

Ahead and move on to the next next slide yet the next aspect as you move forward and if you are able to secure some federal funding sources that will trigger the need to go through the National Environmental Policy Act requirements you may have to do that

Even with local dollars if there is a significant environmental impact that you would encounter through the implementation of these projects within state rights of way and even other local rights of way you may not have that kind of the requirement we had to do this up

In the aspen area as well as on the kansas city project and we did find that typically categorical exclusions are pretty pretty acceptable if it’s within right of way if we start getting into multiple jurisdictions we have property acquisitions such as the slide that length waiting just showed four stations

Then typically the MTA is going to be requiring that you do an environmental assessment for those those requirements the one aspect that I think is really important here throughout the entire project implementation process is the public input that you want not only just in this environmental process but obviously

Throughout the entire planning and design process of the brt project one of the key things that we’re able to achieve with PRT and the flexibility that it affords is the ability to avoid many of the impacts that you might encounter if you have to expand the right-of-way and purchase new new

Property and so I think that’s an important aspect of BRT where you can design your project in such a way to avoid many not all but many of the challenging environmental issues that you might encounter and as we think about the coordination is that is how do

We how do we create this unique identity for bus rapid transit service and again we’re talking about it you know doesn’t matter whether it’s on a highway corridor a rural corridor arterial corridors it’s really helping create that unique that that different experience then the standard just long haul line service that agencies provide

Which is the backbone of the transit system and so with this with with bus rapid transit is given its identity and so communities like to get involved in planners particularly to say okay how do we name these stations or how do we you know make a neighborhood connection and

Or how you know are there are there are different ways to integrate this common station design to provide ways to link it to the place that it’s in and so it’s looking for those kinds of opportunities which really helps the overall overall experience permitting is something that

You know we as planners get involved with through the process and so understanding and working with the transit agency in front in terms of helping them understand the kind of land use entitlements orbisonia if there’s more potential structures in place whatever it might be but in terms of helping the transit agency understand

What they need to do so that when they’re ready to actually do the physical improvements they have those kinds of permits and understanding in place so that they can move forward when when funding is available to get the project completed and revenue service beginning within a reasonable time frame and so

Working early and often and together and understanding each other’s goals is really important in terms of figuring out you know what are what are the kinds of things that we as if folks in the public sector want to make sure happen so that the transit agency has those

Kinds of understandings up front no matter what kind of corridor we work on and certainly coordinating with other jurisdictions in terms of their requirements is important I noted on here map-21 just for everyone’s information that’s the new transportation bill that Congress just passed a few weeks ago and it’s a

Two-year program that replace safetea-lu which has been extended for a number of years and so some of the things that that are important to us is that as planners is that it map-21 in terms of on the street discussion right now these are official guidelines but they’re being talked about is that betterment

Don’t have to be included in terms of the overall capital costs so that does it reduce your overall effectiveness rating if those things are warranted and we want to end the jurist and the transit agency and the jurisdiction agree those are important I think it’s important to note that map-21 is talking

About Tod and you know it is now part of the vocabulary where before we were just talking about land use policies and zoning but Tod is actually now in the discussion and how whether it’s a form-based code or an overlay district those kinds of things are important as we think about economic development

Opportunities and those things are getting greater weight in terms of the consideration for federal funding so something that we should all be aware of as we’re looking at plans in the communities and also the consideration for map-21 is that it’s noted that you know if we’re supporting public housing

Or section 8 or those kinds of other federal programs that’s also be noted in this program so it at times there’s a hard sell for some of these some of these cities and some of these organizations and agencies just simply because they’re it was an unfamiliar territory for for us here in

Kansas City they were they’re not familiar with improvements that run on on the highway and we had to show them again and again that this was something that is beneficial to the community and something that is able to be maintained in the safe manner and we also Edna Kansas Legislature was a specialist

Particular importance and we on several occasions had to go to them and sell them on and again and again in fact we have we have to go back to them again next year in order to expand the system into a nearby County as well in summary

The major reason why brt is such a such a beneficial implementation for a project is that it’s very flexible if you’re able to create a cost effective solution for something that otherwise may take millions of dollars in addition the community benefit is very important and you need to define what the

Community wants out of the project do they want is it important to them for station improvements is that important for them to have travel time savings you need to define what is specifically the community wants and community coordination is also important we often talk about early and often communication

Being very important with all these different agencies that are involved in a project of these scales yeah I think that was really good summary Jared and so I think this completes our our discussion I think we’re ready for questions okay great thank you um I’m going to go ahead and read a first

Question we got in from Ricky SH uh one of the safety implications of mixing bus on shoulder especially at the merge and diverge areas um often what we did in the project was we went through an evaluation with k dot looking at each of them merchandiser jizz including some

Free way to freeway interchanges at the freeway the freeway enter changes we looked at and actually this picture here on this title slide around this conclusion slide is of the Minneapolis buff on shoulder project with some of you may be familiar with but in that project they also did not

Allow bus on shoulder operation through major interstate doors so where you have two interstates come together this bus simply does not operate through those areas in other areas we looked at the sight distance and the ramp volumes and use that to determine where we would allow by some shoulder movement through

The gore and then they merge on like a typical car if they needed to before the next interchange okay great our next question comes in from Paul I’m could you go over what a cue jump means a cue jump is typically a right turn lane that

Is a dedicated right turn lane and then what you have is a separate green signal head just for the bus and that green signal that’s for that right turn lane and for that bus would turn green prior to the through the fruit greens and with that five seconds additional time the

Bus can then pull ahead of the traffic that is in the three lanes and merge back into the three lanes before the traffic receives a green all right um our next question comes in from Ed what is the benefit to a community of having brt and mixed traffic versus just having

Regular transit buses and mixed traffic so if I understand the question of of the mix traffic application building bus and bus rapid transit typically the bus rapid transit even if it’s in mixed traffic is not going to stop at every location it’ll have specific locations

Where it stopped and so it’s on a more the service can be a service time is reduced in terms of from the from one end to the other and so we have found on arterial applications is that it depends on the volume of traffic on the street

But typically the vehicles are going at the same speed as cars so they can maintain you know they’re designed to operate in that kind of environment the advantage of BRT over over the traditional rubber tire system is the fewer is the fewer station stops and so it’s Jared we’re just talking about Q

Jumps and other technologies whether it be the bus can typically have a transit signal priority at some intersections where the green light can be held so it can get through if those travel time savings that you can realize even with Nick’s traffic and so you know with it

Where the typical transit vehicle may not have the technology benefits that a brt bus may have in terms of allowing vehicles to go through as an example back in the rural example in Colorado Carla department transportation is only allowing the BRT vehicles to have the signal priority the queue jump

Technology the other vehicles in the system are not allowed to have that because they want to be assured that the rest of the system is not interrupted by that service and so the initial initial application will only be for brt vehicle so sometimes there’s working with Public Works or other transportation

Departments to understand and demonstrate those benefits may be before all vehicles might be able to take advantage of those technologies great our next question comes in from David have old railway rights of ways then used for bus rapid transit um if yes can you cite some examples and key

Issues and using old rail right of ways um the only one I am 100-percent sure that’s been used for that is Pittsburgh I believe Pittsburgh Pennsylvania used old railroad right-of-ways for what is essentially brt but i think that improvement was actually back in the 70s wayne was that 70’s 80’s so that that

Kind of predates the official terminology of the word BRG kyle is sure where I’m not aware of any recent examples and left two years of a rail corridor I know that a number of communities are looking at abandoned rail corridors to potentially consider high-capacity transit improvements but

I’m not aware of a current VRT application taking advantage of a current corridor nothing comes immediately to mind okay great thank you I’m our next question comes in from Elizabeth if a region already has traditional bus service how does the implementation of BRT affect those services Oh Kyle off starting if you

Want to add on typically I’ll give the example here of the truce max here in Kansas City where they wanted to do brt service and what they did is it was a 10 mile corridor and because of reducing the number of stations and the technologies that we’ve talked about

They were able to reduce travel time by 20 minutes from one end to the other for the for the service what the agency did was they also maintain the local service as an underlying service of that if you wanted to go between stops or you weren’t making the long trip you could

Still take that local service underneath that bus rapid transit service so we’re seeing communities have kind of two levels of service on these corridors arterial corridor us and highway quarters because also the Velociraptor example in out and Aspen to Glenwood Springs not only will they have brt service they’re going to still

Maintain the long the long haul service so that riders can get to the BRT stations on the local service and then catch brt if they so choose so that we’re seeing kind of dual dual purpose systems now the local service is typically reduced in terms of a frequency because the BRT system is

Picking up frequency so there are some changes and operationally but we’re seeing a lot of mixed and and duals services on these corridors Kyle well I would just add that the typical bus service has a range of services from local bus service where you have stops every couple of watts to express or

Limited stops where you have longer distances between stops brt kind of falls into that area where you’ve got a limited or an express bus service operation a lot of it is what I would consider to be an enhanced service it is intended to be to attract choice riders

Those that don’t have to write the bus so in that respect it is trying to do what light rail has tried to do and has been successful in many places around the country of attracting those people and depending upon the reliable trip times and a scheduled operation and

Sometimes time savings so the idea here again is where you have a particular travel to travel corridor that has a tremendous amount of ridership or you have a lot of activities along that corridor you can implement this kind of a service as a low-cost way of implementing a light rail type service

And so that’s how DRT has really found its niche is being able to provide a light rail type service but for a much much cuter dollars okay our next question is from Raymond how long might it take to get a brt shoulder project off the ground versus

Doing say a light rail project from the initial inception of bus on shoulder which I think was in 2007 it took till January first of this year to have it designed and built and operating though five years maybe which if you compare that to a light rail project is

Significantly lessened and I would add just for comparison purposes a light rail project is typically a seven to ten year project from planning all the way through to implementation you have lots of assumptions in that of course that the biggest challenge for a light rail project is identifying a right-of-way

And securing that right of way and so that kind of gives you a point of comparison with Jared’s five-year figure 4 for the on on shoulder yeah and cow in addition to the fact that it was the design and in cept the idea of muscle on shoulder that also includes time to go

To the legislature get it approved through sessions that is there’s a lot of other components in there as well and there was also some funding components as well so all right our next question comes in from Tiffany does the brt buses do the brt buses accommodate bicycles on

Board or attached to the front and if so how does this affect the travel time we’ve seen 22 experiences in in the BRT applications which are on arterial corridors here in Kansas City dat a allowed bicycles to be on the on the BRT vehicles and so I think it’s up to four

If they can fit up to four vehicles and so they haven’t seen any dramatic dwell times because of folks willing to put bikes on on the vehicles so their experience has been there’s been no really time delays and they do allow it and so they are monitoring that in the Colorado application we

Talked about they are because it is a very high ridership corridor they were concerned about allowing bikes on the vehicles and so the current the current process is this system is not operating yet but they are not going to have bike combinations on the BRT vehicles because

They actually provide a bike bus all the other local buses have the ability to accommodate bikes on those on the buses and so at least in their initial application there they are not going to allow bikes on the vehicles okay um actually I don’t have any other

Questions yet so i will give folks a minute or two to get if they have any other questions I can you don’t get them typed up I’m but while we’re waiting at if you want to follow up with Wayne or Kyle or Jared their emails are listed on

The screen right now so you can take take the time to jot down their emails and follow up with them on anything that you’ve heard today or I’m sure they’d be happy to answer any any more questions and we just got another question in from Paul on in both cases discuss but

Particularly in the roaring fork valley how is snow removal managed to maintain brt service and schedule reliability and which agency does the snow removal and any priority for the VRT facilities and are there any green considerations for snow removal oh that’s a that’s a lot of questions first with the snow removal so

The transit agency and see seedot with the Colorado Department of Transportation entered into a Memorandum of Understanding CDOT maintains the highway they they regularly plow when there are snow a snow event and so because you know is this is also a significant area maintaining the highway and this

One access road is very important to to the community and so maybe they have better snow removal service and maybe some jurisdictions so that that agreement is in place and so the the agreement also includes that CDOT will help shovel that pavement that’s in the right away where the transit agency

Comes in place is that they will be removing snow from the stations and as part of the design of the stations there’s a snowmelt system that’s being installed at each of the stations so that that can help minimize this you know hand shoveling that will need to encourage stations and there’s

Additional equipment being purchased by the agency to quickly remove snow from the shelters you ask about some of the green components and I don’t know is not as they all person for for snow removal but a lot of materials that were selected for the stations were from renewable resources there is the snow

Melt system there is drainage areas within the platform that will be a that would be a so that snow can be immediately pushed off into those areas for drainage there is also all the technology that’s being used at those stations including real-time signs and other other components Jared

Unfortunately for the bus on solar project we actually have not had snow i believe while bus on shoulder after muster shall have been implemented or a while was in use again it’s just a peak hour service and i think the only snow we got this year was on a weekend i

Believe but the idea is that it k dot currently clears the snow out of all the lanes including the shoulder now the shoulder is the last priority but kate has always cleared the shoulder so the idea is it would just operates the same as before and if the bus is unable to

Drive on the shoulder and this this applies to if there’s a stalled car as well the bus simply merges back into the general purpose plane and then I got to the shoulder once it past that obstruction all right another question this one comes in from Paul a different Paul are the brt systems

Normally an extension of an urban area system to serve more outlying areas or are they seen as a system to connect two nodes such as a residential suburb and a commercial or industrial area I don’t know collie you want to go back to kind of our community fit but I’ll start

Really i think these get identified you know within the the transit agencies plan and typically the the local council of governments kind of Transportation Improvement Plan and so those corridors can be highway coolers they can be arterial corridors it’s a matter where the greatest need is in terms of of

Moving people from jobs the jobs or homes and jobs or those kind of travel patterns that exist that many times there are congestion mitigation measures I don’t know if you want to add to that Kyle I mean I think that’s the beauty of the the BRT solution it’s a very

Flexible solution that could address either of those two situations and others Salt Lake City has had some good success with implementing some of their brt programs in a suburban cross cross town route and just because it attracts is it attracts a tremendous amount of ridership that it was existing and so I

Would say that it can work in any of those applications I think it’s a matter of identifying what your travel needs are what your problems are in your community and what problems you’re trying to solve and could very easily be adaptable in any of those circumstances okay next question comes in from Raymond

Often the biggest challenge is funding can you talk a little more about the local state funding they use to get your projects off the ground Kyle would you like to talk about the Colorado yeah I’ll tackle that and I think even your Kansas City experience might be a good

One to Wayne I we we’ve been very fortunate of work with the rowing for transportation authority and they really the community there for many years had desired to build a train between glenwood springs and asked them they did a alternatives analysis that took a look at the costs and the benefits and the

Ridership associated with that investment strategy and they found that it was far in excess of their ability to to fund so they they took the advice of FTA which was to think rail and build bus and that’s how this ERT projekt gruesome legs and so in working with

Them they were very aggressive and they were very committed to the concept and they went to the public they actually thought and and received approval for a sales tax that was dedicated to the implementation of the project they are one of the few agencies that I’ve worked

With that had the money pretty much in place to local dollars in place before we went and apply for federal dollars and as a result of that their application to the federal government was very favorably received many times you’ll find that people will apply for federal dollars and they won’t have this

Local funding commitment established and that really does slow things down when you’re seeking your federal commitments so I would offer to that they they have to benefit in the foresight of going after and receiving local commitment financial commitment on this this project and that just meant quite honestly the difference between

Being able to move forward as quickly as we did I am and the pace we would have had other ones I’ll talk about the Kansas City area transportation experience again they have to be our PRT lines in operation in Kansas City the first one which was began up revenue

Service in July of 2005 it was a project before very small starts funding was a program and so they actually used 5309 dollars and reallocated some other dollars to come up with a 20 1.7 million dollars they needed to do that seven seven mile system form for line and so

It was using and cobbling together a variety of funds from the from a federal source and then making the local match from their own resources to make that project happen the second blind which was a 10 month 10 mile line called truth max it it was the very first very small

Starts funded project and so they made application like the Roaring Fork Transportation Authority did through the alternatives analysis and to gain that that that funding the truce max was a 30 million dollar line 24 million dollars that came from the very small starts funding project and then the transit

Agency work with the sea of can’t see Missouri it jointly identify local funds to make application and so what where the city came into play to help support that local funding agreement is that the city came forward with dollars for sidewalk improvements street improvements traffic signal improvements

All of some elements that were needed to actually implement the project and so they can count those towards their match and so the city didn’t have to actually turn the dollars over to the agency but they were committed and so the agency can so that the local match was in place

And Jared do you want to talk a little bit about how the bus on shoulder was funded the Brooklyn shoulder was essentially just funded out of stp funds transportation program funds and our regional NPO much upon the Planning Organization the mid-america Regional Council program does so it’s just

Basically selling them on that as the idea of what what to use for these funds so the funding for this project is probably less complicated than it could have been okay and now a question from Michael what is the typical percentage of cost associated with installing signal prioritization in an urban area

With constraint are 0 W as opposed to a full bus on shoulder system it is the question regarding transit signal priority or the bus on shoulder which and the signal prior priority okay as a total percentage of the cost for a the arterial portion it’s not too high i

Think it’s about ten thousand dollars per control or depending on which movements and what all is included but then you also have the physical if you include the length the queue jump which is separate from that it’s an actual physical lane then it probably costs may be an additional twenty thousand i’m not

Sure if i have the numbers i’ll stop my head but we could probably use ever interests that probably tell them if we you know that you mommy okay great um so yeah actually that’s um last question we had and I guess we’ll go ahead and wrap up today’s session so I’m

Thanks thanks Wayne and Kyle Jared for the presentation today I think what really great never be really enjoyed it and I’m going to have a few reminders for the attendees I’m just on how to walk your CM credits for attending today’s event in just a moment so switch it back over to me

Okay for those of you are still with us um to log your CM credits for attending today’s webcast please go to WWE org slash CM and select today’s date which is friday august 10 and then select today’s webcast which is highway bus rapid transit and this webcast is

Available for one and a half CM credits and also we are recording today’s session so you will be able to find a recording of the webcast along with the PDF of the presentation at wwtp org slash webcast archive so this does conclude today’s session and I want to thank everyone again for attending

ID: thusiEgcpiA
Time: 1345081417
Date: 2012-08-16 06:13:37
Duration: 01:23:52

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