PAWG Meeting #3a Tier 1 Evaluation August 2, 2017 LYNX Central Station Open Area 1
Modes Screening 2
Trunk vs Feeder Trunk Modes High peak capacity Direct routes Feeder Modes Routing may be flexible Serve more dispersed origins and destinations Image Source: ROBERT W. KOSKI 3 GOALS & OBJECTIVES LESSONS MODES ALTERNATIVES HIA EVENTS
Trunk Mode: Local Bus Local/City Bus Passengers per vehicle 40 to 45 seated, 60-70 total Average Daily Ridership 2,700 to 3,200 Typical Route Length Stop Spacing Varies Approximately 1,200 feet Link 436 N Densities : Residential Densities: Employees Capital Costs Operating Costs >3 du/acre 2 to 5 jobs/acre $130K to $135K per mile $190K to $195K per mile Link 28 Defining characteristics - Fixed route and fixed schedule - Mix of federal and local funding 4
Trunk Mode: Limited Stop Bus Albuquerque Rapid Ride Red Line Fort Lauderdale, FL Limited-Stop Bus Up to (FastLink) 120 passengers per vehicle Runs in mixed-traffic Passengers per vehicle 40 to 75 seated; 120 total Fewer stops; farther apart Average Daily 300 to 6,000 Ridership Longer routes, connecting city centers to Typical Route Length smaller suburban 5 to 40 miles centers Stop Spacing May have Fewer enhanced stops, farther stations apart Densities: Residential May have 5 to transit 20 du/acre signal priority Densities: Employees Typically >5 have jobs/acre strong branding and image Capital Costs $75K to $200K per mile Regular buses or larger buses Operating Cost $20K to $250K per mile Peak periods or all-day service Defining - Runs in mixed-traffic characteristics Capital Costs: - Longer $1-2 routes, Million/mile connecting city centers to suburban centers - May have enhanced stations - Typically have strong branding and image - Regular buses or larger buses Miami Dade Transit Metrobus Route 34 (Wikipedia) 5 NOTE: High-end limited-stop bus may qualify as FTA s Corridor-Based BRT
BRT Types BRT - Silver Ex: Cleveland Healthline Fixed Guideway BRT BRT - Bronze Ex: Eugene Emerald Express Corridor-Based BRT Limited-Stop Bus Ex: FastLinks Local Bus 6 GOALS & OBJECTIVES LESSONS MODES ALTERNATIVES HIA EVENTS
Trunk Mode: Bus Rapid Transit Bus Rapid Transit Average Daily Ridership 3,000 to 850,000 Typical Route Length Stop Spacing Densities: Residential 2 to 40 miles 0.5 to 2 miles 5 to >35 du/acre Cleveland Health Line Densities: Employees Capital Costs Operating Cost 5 to >60 jobs/acre $1.7M to $35M per mile $190K to $3M per mile Defining characteristics - Enhanced stations - Off-board fare payment - Branding - Transit signal priority - Can run in mixed traffic or on exclusive lanes - Rubber tire vehicles with modern design Orlando Downtown LYMMO 7
Elements of Bus Rapid Transit Corridor Based BRT Operates in mixed traffic Frequent bi-directional service on weekdays Defined stations Transit Signal Priority Short headway times *FTA BRT Categories Fixed Guideway BRT Operates in exclusive lane on >50% of alignment during peak periods Frequent bi-directional service on weekdays and weekends Defined Stations Transit Signal Priority Short headway times 8
Elements of Bus Rapid Transit *FTA BRT Categories Corridor Based BRT* Operates in mixed traffic Frequent bi-directional service on weekdays Defined stations Transit Signal Priority Short headway times Fixed Guideway BRT* Operates in exclusive lane on >50% of alignment during peak periods Frequent bi-directional service on weekdays and weekends Defined Stations Transit Signal Priority Short headway times BRT Standard Ranking Criteria Criteria Available Points BRT Basics Dedicated Right-of-Way 8 Busway Alignment 8 Off-Board Fare Collection 8 Intersection Treatments 7 Platform-Level Boarding 7 Service Planning Multiple Routes 4 Express, Limited and Local Services 3 Control Center 3 Located in Top Ten Corridors 2 Demand Profile 3 Hours of Operations 2 Multi-Corridor Network 2 Infrastructure Passing Lanes at Stations 4 Minimizing Bus Emissions 3 Stations Set Back from Intersections 3 Center Stations 2 Pavement Quality 2 Stations Distances Between Stations 2 Safe and Comfortable Stations 3 Number of Doors on Bus 3 Docking Bays and Sub-Stops 1 Sliding Doors in BRT Stations 1 Communications Branding 3 Passenger Information 2 Access and Integration Universal Access 3 Integration with Other Public Transport 3 Pedestrian Access 4 Secure Bicycle Parking 2 Bicycle Lanes 2 Bicycle Sharing Integration 1 9
Trunk Mode: Bus Rapid Transit BRT - Bronze BRT - Silver BRT - Gold Eugene Emerald Express Cleveland s Healthline Bogota s Transmilenio Photo source: Wikipedia
Trunk Mode: Modern Street Car Portland, OR Washington, DC Portland Streetcar Modern Streetcar Exclusive Lanes or mixed traffic Average Runs Daily on Ridership embedded 15,200 steel to rail 27,300 tracks Typical Route Length 1 to 7 miles Typical station spacing is between ½ mile to 1 Stop Spacing mile Between ½ to 1 mile Densities: Historic Residential trolleys or 20 modern to 35 du/acre street car Densities: Short Employees segments, can 60 jobs/acre be 5 miles or less within Capital Costs urban core and neighborhoods $25M to $50M per mile Operating Typically Cost slower in $1.8M speeds to $2.2M than LRT per mile Capital Costs: $25 to $50 Million/mile Defining characteristics - Exclusive lanes or mixed traffic - Runs on embedded steel rail tracks - Short segments, can be 5 miles or less within urban core and neighborhoods - Typically slower in speed than LRT 11 Seattle Streetcar
Trunk Mode: Light Rail Transit Light Rail Average Daily Ridership 16,200 to 23,200 Typical Route Length Stop Spacing Densities: Residential Densities: Employees 5 to 25 miles Between 1 to 3 miles 5 to 35 du/acre 60 jobs/acre Charlotte Blue Line MAX Green Line Capital Costs Operating Cost $45 to $130M per mile $15M to $40M per mile Defining characteristics - Electric powered rail cars typically propelled by overhead wires (some battery sections) - Can operate in mixed-traffic or exclusive ROW - Dedicated stations; off-board ticketing - Typically in urban centers and neighborhoods 12
Trunk Mode: Commuter Rail Commuter Rail SunRail, FL MARC Train, MD Average Daily Ridership 3,600 Exclusive lanes Typical Route Length 30 to 98 miles Diesel powered locomotives Stop Spacing 3+ miles Longer distance, commuting Densities: travel Residential 1.3 to 35 du/acre Densities: Typical Employees station spacing is >30 3 miles jobs/acre or more Capital Costs $38M per mile Can cross streets but typically Operating Cost $1.1M per mile separated from roadway ROW Typically shares or uses freight Defining characteristics - Exclusive lanes corridors - Diesel powered trains Capital Costs: $3 to $25 - Longer distance, commuting travel Million/mile - Typically shares or uses freight corridors - Can cross streets but typically separated from roadway ROW 13
Trunk Mode: Heavy Rail Chicago L Train Heavy Rail Typically consist of steel-wheeled, electric Average Daily powered Ridership vehicles operating 60,000 in or trains more of two or more cars Typical Route Length 14 to 30 miles Provides regional, urban type of service Stop Spacing 1 to 5 miles Typical distance between stations in the urban core is less than one mile while in the periphery Densities: between Residential 1 and 5 miles 12 to 35 du/acre Densities: Does Employees not operate in roadway >200 jobs/acre rights-of-way Capital Costs Capital Costs: $50 to $250 $50M Million/mile to $250M per mile Operating Cost $4.5M to $20M per mile Washington D.C. Metro Defining characteristics - Steel-wheeled, powered by in-ground electrified third rail - Provides regional, urban type of service - Does not operate in roadway rights-of-way 14
High Speed Rail Northeast Corridor Acela Florida s Brightline High Speed MagLev Rail is relatively new and currently Average has Daily three Ridership public systems 9,000 around to 45,000the Typical world Route (Japan, Length China, 25 and to > South 100 miles Korea) Stop Spacing Average top speeds Varies are between 250-350 Densities: mph Residential Varies Densities: Operations Employees occur on Varies a raised track above Capital ground; Costs cannot be paired $6.3M with to $510M other per mile transit types Operating Cost $5.7M per mile Technology based on magnet attraction and repulsion; may have less track noise but more wind noise than other rail modes) Capital Costs: $100 to $650 Million/mile Defining characteristics - Similar characteristics as commuter rail transit but at substantially higher speeds - Typically operates at speeds of up to 150 mph, and with dedicated tracks can exceed 200 mph - Does not operate in roadway rights-of-way - Used for intercity and interstate travel 15
MagLev (Magnetic Levitation) Shanghai MagLev JR-MagLev in Japan MagLev MagLev is relatively new and currently Average has Daily three Ridership public systems 10,000 around to 20,000 the Typical world Route (Japan, Length China, 4 and to 600 South mileskorea) Stop Spacing Average top speeds Varies are between 250-350 Densities: mph Residential Varies Densities: Operations Employees occur on Varies a raised track above Capital ground; Costs cannot be paired $150M with to $300M other per mile transit types Operating Cost $70M to $100M per year Technology based on magnet attraction and repulsion; may have less track noise but more wind noise than the other worldrail modes) between 250-350 mph Capital Costs: $100 to $650 Million/mile Defining characteristics - Relatively new mode currently has three public systems around - Average top speeds range - Operations occur on a gradeseparated track; cannot be paired with other transit types - May have less track noise but more wind noise than other rail modes 16
Feeder Modes On-Demand Transit Circulator Pictured: LYNX s NeighborLink (LYNX) Pictured: International Drive I-Ride Trolley (Wikipedia) 17
Feeder Modes Driverless Shuttles and Buses Personal Rapid Transit Pictured: Navya s Arma (Navya) Pictured: International Drive I-Trolley (Wikipedia) 18
Feeder Modes Automated People Movers Vanpool Pictured: Orlando International Airport s APM (GOAA) Pictured: LYNX s Vanpool (LYNX) 19
Feeder Modes Gondola Uber Pool/Lyft Line Pictured: La Paz s Mi Teleferico (Wikipedia) 20
Feeder Modes Monorail Pictured: Orlando Disney s Monorail (Disney) 21
Screening Project Alternatives Issues, opportunities, goals, objectives? What are our alternatives? What alternatives best meet our goals, and objectives? Which alternative do we want to move forward? How can we fund and implement the preferred alternative? Level 1 (Modes)ES Level 2 (Alignments & Segments) NTS/ Level 3 (Modes, Alignments/Segments, Operating Plans, General Station Characteristics) GOALS & OBJECTIVES LESSONS MODES ALTERNATIVES HIA EVENTS
ECON. DEV T BIKE/ PED TRANSIT Goals Level 1 Screening Objectives Level 1 Screening Criteria (Modes)* Improve transit travel times Existing and future pop. and emp. densities Improve transit travel time reliability/on-time performance support the mode's ridership potential Increase transit service frequency Existing and anticipated future ridership support Provide effective connections to other transportation infrastructure this mode Enhance transit amenities Mode is a proven technology in North America Serve existing and new customers Provide biked/ped amenities at transit stations Easy and simple accessibility of mode from Provide effective bike/ped connectivity to the stations bike/ped perspective Provide safe and comfortable bike/ped facilities Increase ability for bike/ped crossing Reduce bike/ped injuries and fatalities Serve existing destinations/centers Mode demonstrated potential to influence Serve areas with high redevelopment potential economic activity Serve areas where plans call for transit-supportive environments Ability for mode to adapt to evolving land use Provide substantial and permanent transit infrastructure patterns Provide roadways that support multimodal access Permanence or significance of infrastructure associated with this mode Minimize adverse environmental impacts 23 * Evaluated for more than 50% of the corridor
IMPLEMENTATION VEHICLE RELIA- BILITY Level 1 Screening Goals Objectives Level 1 Screening Criteria (Modes)* Reliable automobile travel times Right-of-way needs Incorporate access management and site design consistent with Potential impact of modes on automobile access land use and transportation contexts and turning movements Optimize transportation infrastructure through TSM&O Reduce vehicle crashes resulting in fewer fatalities and injuries Provide cost-effective infrastructure and operating plans Potential for adverse environmental impacts and Increase opportunities for partnerships to leverage transportation ROW costs investments Requires major corridor improvements Implement transportation investments that support healthy Relative capital cost of this mode community outcomes Relative operating cost of this mode Implement strategic incremental investments Ability for mode to be modified with minimal Implement community-supported strategies impacts and costs to meet the short- and longterm needs of the corridor * Evaluated for more than 50% of the corridor 24
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Trunk Screening Pop. and emp. density Local bus Limited-stop bus Corridor Based BRT Fixed Guideway BRT BRT-Gold Modern Streetcar Light rail transit Commuter rail Heavy rail High speed rail Yes Yes Yes No No No No No No No No MagLev Ridership present Yes Yes Yes No No No No Yes No No No Proven in North America Easy/simple accessibility Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes No No No Influence economic activity Low Low Medium High High High High Medium High High Adapt to land use changes High High High Medium Medium Low Low Low Low Low Low Permanence of infrastructure Low Low Medium High High High High High High High High ROW Needs Low Low Low High High Medium High High High High High Impact on auto access/turns Environmental/ROW impacts Low Low Low Medium High Medium High High Medium Medium Medium Low Low Medium Medium High Medium High High High High High Req s major improvements Low Low Medium High High High High High High High High Relative capital cost Low Low Low Medium Medium High High High High High High Relative operational cost Low Low Low Low Low Medium Medium High High High High 26 Potential for simple mods High High High Medium Medium Low Low Low Low Low Low
Discussion 27
Feeder Screening Pop. and emp. density Ridership present Proven in North America Easy/simple accessibility On-demand transit Vanpool Circulator Uber Pool/Lyft Line Driverless shuttles and buses Personal Rapid Transit Automated People Movers Gondola Monorail Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No Yes No Yes Yes Yes Yes Yes Yes No No No No Influence economic activity Low Low Medium Low Low Low Medium Medium Low Adapt to land use changes Permanence of infrastructure ROW Needs Impact on auto access/turns Environmental/ROW impacts Uses existing infrastructure Relative capital cost Relative operational cost High High High High Medium Low Low Low Low Low Low Low Low Low High High High High Low Low Low Low Medium High High High High Low Low Low Low Medium Medium Medium Medium Medium Low Low Low Low Low High High High High Low Low Low Low Medium High High High High Low Low Low Low Low Medium Medium Medium High Low Low Low Low Medium Medium Medium Medium 28 Potential for simple mods High High High High Medium Low Low Low Low
Discussion 29
Next Steps Next PAWG meeting: September 14, 2017 Present long list of alternatives Present process for refining long list HIA Working Group in August 30, 2017 30
Thank You! 31