DETAILED DEFINITION OF ALTERNATIVES July 2014
Table of Contents 1.0 Introduction... 1 1.1 Detailed Mode Alternatives... 1 1.2 Detailed Alignment Alternatives... 1 1.3 Key Physical and Service Elements... 6 2.0 No Build Alternative... 6 2.1 Service Plan... 6 2.2 Stop Spacing... 7 2.3 Stop Facilities... 7 2.4 Runningway... 8 2.5 Transit Vehicles... 9 2.6 Fare Collection... 9 2.7 Technology and Customer Information... 9 2.8 Identity and Branding... 9 2.9 Maintenance Facility... 9 3.0 BRT in Mixed Traffic Alternative... 10 3.1 Service Plan... 10 3.2 Stop Spacing... 12 3.3 Stop Facilities... 12 3.4 Runningway... 14 3.5 Transit Vehicles... 14 3.6 Fare Collection... 14 3.7 Technology and Customer Information... 14 3.8 Identity and Branding... 15 3.9 Maintenance Facility... 15 4.0 BRT in Dedicated Side Lane Alternative... 15 4.1 Service Plan... 15 4.2 Stop Spacing... 15 4.3 Stop Facilities... 16 4.4 Runningway... 16 4.5 Transit Vehicles... 16 4.6 Fare Collection... 16 4.7 Technology and Customer Information... 16 4.8 Identity and Branding... 16 4.9 Maintenance Facility... 16 5.0 BRT in Dedicated Center Lane Alternative... 16 July 2014 ii
5.1 Service Plan... 16 5.2 Stop Spacing... 17 5.3 Stop Facilities... 17 5.4 Runningway... 17 5.5 Transit Vehicles... 17 5.6 Fare Collection... 17 5.7 Technology and Customer Information... 17 5.8 Identity and Branding... 17 5.9 Maintenance Facility... 17 6.0 Detailed Evaluation Criteria... 18 APPENDICES Appendix A Plan View Diagrams of Runningway Configurations LIST OF FIGURES Figure 1-1: Laker Line Corridor Segments and Potential Stop Locations... 2 Figure 1-2: Laker Line Segment A1 Detail... 3 Figure 1-3: Laker Line Segment A2 Detail... 3 Figure 1-4: Laker Line Segment B Detail... 4 Figure 1-5: Laker Line Segment C Detail... 4 Figure 1-6: Laker Line Segment D1 Detail... 5 Figure 1-7: Laker Line Segment D2 Detail... 5 Figure 2-1: Bus Bays at Rapid Central Station... 7 Figure 2-2: Route 50 Bus Stop with Shelter at GVSU Kirkhof Center... 8 Figure 2-3: Route 50 Bus Stop with Sign Post... 8 Figure 2-4: Rapid 40-Foot Diesel Bus... 9 Figure 2-5: Rapid 40-Foot Hybrid-Electric Bus... 9 Figure 3-1: The Rapid Silver Line BRT Station... 13 Figure 3-2: HealthLine BRT Vehicle in Cleveland, OH... 14 Figure 3-3: Rapid Silver Line BRT Branding... 15 LIST OF TABLES Table 6-1: Detailed Evaluation Criteria... 18 July 2014 iii
1.0 Introduction This report defines the key physical and service elements of the transit alternatives that advanced through the initial screening of the Laker Line Study and will be evaluated during the detailed evaluation of alternatives project phase. These detailed alternatives are summarized below and discussed in detail in Sections 2 through 5 of this report. 1.1 Detailed Mode Alternatives The detailed mode alternatives include: No Build Alternative BRT in Mixed Traffic BRT in a Dedicated Side Lane BRT in a Dedicated Center Lane 1.2 Detailed Alignment Alternatives Figures 1-1 through 1-7 illustrate the alignment options that were studied during the initial screening phase and recommended for detailed development: Segment A (68th Avenue to Linden Drive) o A1 (residential developments on west side of GVSU Allendale campus through GVSU campus on Campus Drive to Lake Michigan Drive) o A2 (GVSU Allendale Campus along Campus Drive to Lake Michigan Drive) Segment B (Linden Drive to Covell Avenue along Lake Michigan Drive) Segment C (Covell Avenue to Lexington Avenue along Lake Michigan Drive and Fulton Street) Segment D (Lexington Avenue to College Avenue) o D1 (Fulton Street to Bridge Street along Seward or Winter/Summer Avenues; east along Bridge Street to Michigan Street to GVSU CHS or potentially extended to Plymouth Avenue) o D2 (Fulton Street to Monroe Street to Michigan Street to GVSU CHS or potentially extended to Plymouth Avenue) For purposes of the detailed definition and evaluation phase, it is assumed that each mode alternative will maintain consistent runningway operations for the length of the Corridor. For instance the BRT in a Dedicated Side Lane will operate in a dedicated side lane from Segment A through Segment D. During future project phases, mixed traffic and dedicated lane operations may be linked at different points along the Corridor in response to engineering and operational constraints and opportunities. July 2014 1
Figure 1-1: Laker Line Corridor Segments and Potential Stop Locations July 2014 2
Figure 1-2: Laker Line Segment A1 Detail Figure 1-3: Laker Line Segment A2 Detail July 2014 3
Figure 1-4: Laker Line Segment B Detail Figure 1-5: Laker Line Segment C Detail July 2014 4
Figure 1-6: Laker Line Segment D1 Detail Figure 1-7: Laker Line Segment D2 Detail July 2014 5
1.3 Key Physical and Service Elements For purposes of estimating cost and ridership and assessing impacts and benefits, this study defines the Detailed Alternatives based on the categories below. Service plan Stop spacing Stop facilities Transit vehicles Fare collection Technology and customer information Identity and branding Maintenance facility 2.0 No Build Alternative The No Build Alternative is a local bus alternative that assumes no significant changes to existing transit service and facilities in the Laker Line Corridor. For purposes of the Detailed Definition of Alternatives, the No Build Alternative is assumed to be continued operations of existing Route 50 service and all other Corridor routes (7, 9, 11, 12, 13, 14, 15, 18, 19, 37, 48, and 51). 2.1 Service Plan The service plan for the No Build alternative essentially retains what is currently in service in the Corridor, with minimal changes. Route 50 and Route 12 are the primary routes serving the Lake Michigan Drive corridor. 2.1.1 Route 50 (GVSU Campus Connector) This route is the primary bus route serving the full length of the Corridor, proceeding from the GVSU Allendale Campus via Lake Michigan Drive and West Fulton Street to GVSU Pew Campus, continuing to Central Station. Service characteristics are tailored to GVSU s academic calendar. Fall through Spring provides a high level of service when school is in full swing: o Monday through Thursday service from about 6am to 1am; service frequencies are five to six minutes tapering to 10- to 20-minute service in the evenings. o Friday service is about 6am to 3am with nine- to 10-minute service frequencies tapering to 60 minutes at night. o Saturday service is 7am to 3am at 60-minute service frequencies. o Sunday service is 10:30am to 7:30pm at 100-minute service frequencies. o Friday night, Saturday and Sunday services follow an extended Weekend Connector route which serves student apartments in Allendale and selected trips to GVSU CHS. These markets are served during weekday hours by GVSU-related Routes 37, 48 and 51, described separately. Summer session service provides 20-minute frequencies on weekdays only, with no Weekend Connector service. During breaks (e.g., winter break and spring break), service is provided at 60 minutes Monday through Saturday, and 100 minutes on Sunday, using the Weekend Connector route. For the No Build Alternative, Route 50 will incorporate revised stops to serve a planned park-n-ride at Maynard Avenue, and possibly eliminating the loop behind Walker Fire Station. 2.1.2 Route 12 (West Fulton) This route proceeds from Standale to Central Station, primarily on Lake Michigan Drive and West Fulton Street. Service frequencies are 30 minutes on weekdays and 60 minutes on Saturday, with no Sunday service. July 2014 6
2.1.3 Campus-Related Connecting Routes Routes 37, 48 and 51 are oriented toward serving GVSU and therefore are tailored to GVSU s school calendar. Route 37 (North Campus Express) and Route 48 (South Campus Express) shuttle students from Kirkhof Center at the Allendale campus to various student-oriented apartment complexes. Route 48 is slightly more frequent at four- to five-minute weekday service, with Route 37 providing six- to seven-minute weekday service during the Fall-Spring period. Friday nights and weekends provide coverage via the Route 50 Weekend Connector service, as well as during breaks. No service is provided during the Summer session. Route 51 (Health Sciences Shuttle) loops between GVSU s Pew Campus and GVSU CHS. Service frequencies are generally four to five minutes on weekdays, with some Route 50 Weekend Connector service Friday evening and Saturday. No service to GVSU CHS is available on Sundays, nor during school breaks. The summer session provides 20 minute service Monday through Saturday. 2.1.4 Other Connecting Routes. Routes 7, 18 and 9 cross the Corridor. These routes would all retain existing service frequencies and routings. 2.2 Stop Spacing The No Build Alternative assumes no changes to existing stop spacing along the Laker Line Corridor. Currently, Route 50 has stop spacing that varies between a quarter-mile on GVSU s Campus Drive and in downtown Grand Rapids to one mile or more along Lake Michigan Drive. 2.3 Stop Facilities There will be no changes to existing bus stop facilities for the No Build Alternative. Bus stop infrastructure and amenities vary along the Corridor: some Route 50 stops currently have real-time next bus information (Central Station, Figure 2-1) and shelters (Figure 2-3), while others only have sign posts (Figure 2-2). Figure 2-1: Bus Bays at Rapid Central Station July 2014 7
Figure 2-3: Route 50 Bus Stop with Sign Post Figure 2-2: Route 50 Bus Stop with Shelter at GVSU Kirkhof Center 2.4 Runningway The No Build Alternative will operate in mixed traffic along the current Route 50 route between the GVSU Allendale campus, the GVSU Pew Campus, and The Rapid Central Station. July 2014 8
2.5 Transit Vehicles The No Build Alternative will use existing Rapid 40-foot low-floor, diesel or hybrid-electric buses. The Rapid is considering shifting its current bus fleet from diesel to compressed natural gas (CNG) vehicles. While Laker Line vehicle decisions will be refined in subsequent phases of this project, it is assumed that any bus vehicle purchases will be consistent with system wide fleet vehicle decisions. Figure 2-4: Rapid 40-Foot Diesel Bus Figure 2-5: Rapid 40-Foot Hybrid-Electric Bus 2.6 Fare Collection The No Build Alternative will continue the Rapid s current fare collection policy for Route 50: GVSU students, faculty and staff ride for free upon showing the driver a GVSU identification card; all other riders pay full fare using the pay-as-you-board on-board cash and smartcard farebox. 2.7 Technology and Customer Information Technology and customer information systems that exist in the Laker Line Corridor include: Nearest Stops function on The Rapids website uses Google address functionality to pinpoint an address entered into the site on a Google map along with the nine nearest stops to that location. A reference listing for each of the stops is also listed to the left of the map that also provides a stop description, the distance from the entered address to that stop, and the related route(s) to that stop; Next Bus function on The Rapid s website, which allows users to enter a route number or stop ID to find the current position of buses (by direction of the route) as well as next bus status for each stop. Status information is displayed for the current day for each route map. Variable Message Boards with Next Bus Information: The Rapid Central Station has variable message signs at each of the bus bays that display next bus real-time information. The No Build Alternative assumes no modifications to these systems. 2.8 Identity and Branding The No Build Alternative will not include any modifications to the existing identity or branding of Rapid transit service. 2.9 Maintenance Facility This study assumes that the bus fleet for the No Build Alternative would be stored and maintained at the existing Rapid Wealthy Street Operations Center at 333 Wealthy Street SW. This study will not identify and assess potential sites for a new garage. This facility houses the Dispatch Center, 18 vehicle maintenance bays, storage for 164 buses, the primary training room, a lower-level parking garage, as well as the July 2014 9
Operations Division administrative staff. Buses for the under-construction Silver Line BRT will also be stored at this location. 3.0 BRT in Mixed Traffic Alternative The BRT in Mixed Traffic Alternative includes substantial changes to the service plan, vehicles and technology used within the Laker Line Corridor, but like the current Route 50 service and the No Build Alternative will operate in mixed traffic throughout the Corridor. 3.1 Service Plan The Laker Line as proposed primarily follows Route 50, modifying the eastern end to serve the Medical Mile/GVSU CHS corridor rather than Central Station. In addition, a segment option on the western end of the Laker Line potentially extends the route from the GVSU Kirkhof Center along West Campus Drive to 48 th Avenue. Accordingly, Routes 50 and 51 are anticipated to be replaced, and Routes 37 and 48 may potentially be restructured. Route 12 would continue to provide local service along Lake Michigan Avenue and West Fulton Street from Standale Meijer to The Rapid Central Station. The Laker Line vehicle is anticipated to provide more capacity than the standard bus used for current Route 50 operations. This additional capacity allows for future ridership growth, and can be used to mitigate having too-frequent service along the Corridor which can cause bus bunching and schedule irregularities. FTA Small Starts guidelines establish minimum weekday frequencies at 10-minute peak headways and 15- minute off-peak headways, over a minimum 14-hour span. In the case of the Laker Line BRT, where the Corridor has strong student-oriented use, there is particularly robust use when school is in session from Fall through Spring, where the majority of the day has very frequent headways, characteristic of an extended peak period. The summer months have curtailed student activity, so the summer schedule in essence follows an off-peak profile. The proposed service plan detailed below leads to the following comparisons of Corridor service levels in relation to No Build: Similar service levels for weekdays, though improved capacity due to larger vehicles Improved service on Saturdays and Sundays Improved service (all seven days a week) during Summer session Improved service (for most days) during breaks Specifics are provided for each of the Corridor routes. 3.1.1 Laker Line BRT To respond to the specific demands of GVSU-based ridership, the Laker Line BRT is proposed to operate with differing service characteristics throughout the calendar year. Fall through Spring: o Mondays through Thursdays from 6 am to 1 am, six-minute service frequencies, tapering to 10- to 20-minute headways in the evenings o Fridays from 6 am to 3 am, 10-minute service frequencies tapering to 20- to 60- minutes in evenings and late night/early morning o Saturdays from 7 am to 3 am, 30-minute daytime and 60-minute night/early morning service frequencies o Sundays from 9 am to 8 pm, 60-minute service frequencies July 2014 10
Summer: o Mondays through Fridays from 6am to 11pm, 15-minute frequencies, tapering to 30-minute headways in the evenings o Saturdays from 7am to 9pm, 60-minute frequencies from Standale Meijer to GVSU CHS o Sundays from 9am to 7pm, 60-minute frequencies from Standale Meijer to GVSU CHS Breaks: o Mondays through Fridays from 7am to 9pm, 15-minute frequencies, tapering to 30 to 60- minute headways in the evenings o Saturdays from 7am to 9pm, 60-minute frequencies o Sundays from 9am to 7pm, 60-minute frequencies 3.1.2 Route 12 (West Fulton) The route would continue to operate at 30 minutes on weekdays and 60 minutes on Saturday, with no Sunday service. 3.1.3 Campus-Related Connecting Routes As mentioned previously, Route 51 (Health Sciences Shuttle) can be discontinued as the Laker Line provides the connection to GVSU CHS. Depending on the segment alternative chosen, there are opportunities to redefine this route to ensure that existing locations continue to be served. On the western end of the route, there is a segment option where the Laker Line extends west of Kirkhof Center along West Campus Drive, terminating at 48 th Avenue. This alternative overlaps existing route segments of both Route 37 and Route 48, as both of these loop between Kirkhof Center and adjacent student apartment complexes via West Campus Drive. In this case, Routes 37 and 48 can be reconfigured into a single clockwise perimeter loop using Campus Drive, Pierce Street, 48 th Avenue, and Lake Michigan Drive. Service spans and frequencies would vary according to the school calendar, generally tracking Laker Line services: Fall through Spring: o Mondays through Thursdays from 6 am to 1 am, six-minute service frequencies, tapering to 10- to 20-minute headways in the evenings o Fridays from 6 am to 3 am, 10-minute service frequencies tapering to 20 to 60 minutes in evenings and late night/early morning o Saturdays from 7 am to 3 am, 30-minute daytime and 60-minute night/early morning service frequencies o Sundays from 9 am to 8 pm, 60-minute service frequencies Summer: no service Breaks: o Mondays through Fridays 7 am to 9 pm, 60-minute frequencies o Saturdays 7 am to 9 pm, 60-minute frequencies o Sundays 10 am to 7 pm, 60-minute frequencies If the Laker Line retains Route 50 s current western terminus at Kirkhof Center, Routes 37 and 48 are assumed to continue as currently operated, with minor adjustments to service frequencies to synch with the Laker Line. 3.1.4 Other Connecting Routes Routes 7, 18 and 9 would all retain existing service frequencies and routings. July 2014 11
3.2 Stop Spacing Route 50 and 51 stop spacing currently varies between a quarter-mile on the Campus Drive and in downtown Grand Rapids to one mile or more along Lake Michigan Drive. The current Routes 50 and 51 include 12 stops between the GVSU Allendale and Pew Campuses, and another seven stops between the Pew and CHS Campuses. A subset of these 19 stops will be included in the BRT in Mixed Traffic Alternative. These stations were selected because of exiting station area densities, existing station ridership activity, and potential for development/redevelopment within the existing station areas. The reduced number of stops will reduce travel times while maintaining system access. The reduction in the number of stops will result in slightly increased stop spacing compared to the No Build Alternative, but spacing will still vary between a quarter-mile and more than one mile along the length of the Corridor. Stops for the BRT in Mixed Traffic Alternative include: 48 th Avenue Kirkhof Center (GVSU Allendale Campus) Mackinac Hall (GVSU Allendale Campus) M-45 / Wilson Avenue (Standale Meijer) M-45 / Cummings Avenue M-45 / Kinney Avenue M-45 / Maynard Avenue M-45 / Covell Avenue Fulton / Garfield (Zoo) Fulton / Straight Pew Campus (Fulton Street /Mount Vernon Avenue) Lake Michigan Drive / Pearl Street o Lake Michigan Drive / Seward Avenue o Monroe Avenue / Louis Street Bridge Street / Michigan Street o Bridge Street / Seward Avenue o Monroe Avenue / DeVos Place Convention Center Michigan Street / Monroe Avenue Michigan Street / Bostwick Avenue CVSU CHS / Lafayette Avenue Additional stops that may be considered during potential future expansions of the Laker Line east along Michigan Street, including: Michigan Street / College Avenue Michigan Street / Diamond Avenue Michigan Street / Fuller Avenue Michigan Street / Plymouth Avenue 3.3 Stop Facilities Upgrades to facilities associated with the BRT in Mixed Traffic Alternative would only be at locations where the BRT in Mixed Traffic Alternative is proposed to stop. All other bus stops in the Corridor would remain as they are today. Each BRT in Mixed Traffic Alternative stop facility would include the following elements: Ticket vending machine with functions similar to those of the Silver Line BRT stations. See Section 3.6 Fare Collection. July 2014 12
Detailed Definition of Alternatives Recognizable shelters similar to the Rapid s Silver Line (see Figure 3-1). They are assumed to be modular to allow variable sizing based on demand. It is also assumed that the scale and level of finish of the shelter would be different for downtown Grand Rapids from the rest of the Corridor. Figure 3-1: The Rapid Silver Line BRT Station Stop platform/curb extensions (other than downtown Grand Rapids) that are generally 70 feet long, which is sufficient to accommodate a 60-foot articulated bus Emergency phone Camera surveillance Sidewalk snowmelt Seating Bike parking (most stations) Level boarding Next Bus arrival Info Route and schedule info Shelter lighting July 2014 13
3.4 Runningway The BRT in Mixed Traffic Alternative would use existing roadways, i.e. generally Lake Michigan Drive, Fulton Street and Michigan Street. In summary, the BRT in Mixed Traffic Alternative would operate as buses do today, loading and unloading passengers on the right-hand side of the transit vehicle and roadway. 3.5 Transit Vehicles The BRT in Mixed Traffic Alternative may use a combination of 60-foot hybrid articulated buses with rightdoor loading and 40-foot standard buses; vehicle deployment decisions will be based on operating data and service planning. The 60-foot hybrid articulated buses would be a new type of transit vehicle in Grand Rapids that would require the creation of a dedicated fleet. Other local bus routes would use standard 40-foot diesel buses (or CNG, as the Rapid s fleet is transitioned over the coming years through scheduled upgrades). Figure 3-2 shows an example of the 60-foot hybrid articulated bus used for the HealthLine in Cleveland, OH. Figure 3-2: HealthLine BRT Vehicle in Cleveland, OH 3.6 Fare Collection The fare collection system for the BRT in Mixed Traffic Alternative will by consistent with the system used for the Silver Line, which will be entirely off-board and will include ticket vending machines, platform validation devices, handheld validation devices, and point-of-sale devices with smartcard personalization capabilities. The system will also accept and process magnetic fare media currently in use on The Rapid s non-brt routes. 3.7 Technology and Customer Information The BRT in Mixed Traffic Alternative would take advantage of technology to improve transit travel, reliability and customer experience. Specifically, it assumes the use of the following features, in addition to those features described in Section 2.7 (No Build Alternative): Next Bus Arrival Variable Message Signs: Each stop will include a variable message sign that shows in real-time when the next bus will be arriving. July 2014 14
Traffic Signal Priority: Every BRT bus will be equipped with technology that allows it to communicate with traffic lights. Each bus will have the ability to lengthen a green light or shorten a red light, allowing for faster travel. Traffic Signal Priority is different than Traffic Signal Preemption, which is utilized by emergency vehicles and actually allows police and fire vehicles to change a traffic signal from red to green. This feature will also be used on The Rapid s Silver Line BRT. 3.8 Identity and Branding The BRT in Mixed Traffic Alternative includes uniquely-branded stops and vehicles, similar in scale although not content as the branding for The Rapid s Silver Line service. While there would be some general variation in scale and finish between the BRT stops in downtown Grand Rapids and the rest of the Laker Line Corridor, it is generally anticipated that each stop would include a highly visible or easily identifiable element, such as the Silver Line image shown in Figure 3-3. The BRT in Mixed Traffic Alternative would also have a unique appearance to distinguish it from other bus service in the Corridor and allow transit patrons to see it from a distance. The BRT vehicles would also be visually distinctive through the use of branded bus wraps, color schemes, and/or logo. Figure 3-3: Rapid Silver Line BRT Branding 3.9 Maintenance Facility The BRT in Mixed Traffic Alternative will likely be maintained at the existing Rapid Wealthy Street Operations Center at 333 Wealthy Street SW, although construction of a light maintenance facility to accommodate Laker Line and Silver Line vehicles will be considered in future project phases. Please refer to Section 2.9 for a full description of the maintenance facility. 4.0 BRT in Dedicated Side Lane Alternative The BRT in Dedicated Side Lane would include the service, vehicular, and technology improvements of the BRT in Mixed Traffic Alternative, but would operate in a curbside lane that is exclusively dedicated to transit service either at peak hour or 24 hours a day, seven days a week. Dedicated lane operations will offer many operational benefits, including reduced travel times and improved service reliability. 4.1 Service Plan The service plan for the BRT in Dedicated Side Lane Alternative would be identical to the service plan described under the BRT in Mixed Traffic Alternative, with the advantage of dedicated lane operations where practicable. Please refer to Section 3.1 for a full description of the proposed service plan. 4.2 Stop Spacing Stop spacing for the BRT in Dedicated Side Lane Alternative will be identical to the stop location and spacing of all BRT alternatives. Please refer to Section 3.2 for a full description of the proposed stop location and spacing. July 2014 15
4.3 Stop Facilities The stop facilities for the BRT in Dedicated Side Lane Alternative will be identical to the stop facilities for all BRT alternatives. Please refer to Section 3.3 for a full description of the proposed stop facilities 4.4 Runningway The runningway for the BRT in Dedicated Side Lane Alternative will be an exclusive dedicated lane (either at peak hour or for 24 hours a day, seven days a week) that operates along the curb of the roadway for the length of the alignment. The lane will not be grade-separated, but will be visually distinctive (through the use of lane markings and posted signage) from general traffic lanes. When operating as an exclusive lane, general vehicular traffic will be able to access the lane for right turns at intersections and access to driveways and parking lots along the length of the alignment. The existing cross-section and lane configuration of the alignment varies along the length of the Corridor, which will impact how dedicated BRT lanes will be designed. Appendix A includes plan view diagrams that illustrate the lane configuration and stop siting of the BRT in Dedicated Side Lane Alternative (and all alternatives under consideration) at selected points along the Corridor. 4.5 Transit Vehicles The transit vehicles for the BRT in Dedicated Side Lane Alternative will be identical to the vehicles for the BRT in Mixed Traffic Alternative. Please refer to Section 3.5 for a full description of the transit vehicles. 4.6 Fare Collection The fare collection system for the BRT in Dedicated Side Lane Alternative will be identical to the fare collection system for all BRT alternatives. Please refer to Section 3.6 for a full description of the fare collection system. 4.7 Technology and Customer Information The technology and customer information included in the BRT in Dedicated Side Lane Alternative will be identical to the technology and customer information included in all BRT alternatives. Please refer to Section 3.7 for a full description of the technology and customer information. 4.8 Identity and Branding The identity and branding of the BRT in Dedicated Side Lane Alternative will be identical to the branding and identity of all BRT alternatives. Please refer to section 3.8 for a full description of the proposed identity and branding. 4.9 Maintenance Facility The maintenance facility for the BRT in Dedicated Side Lane Alternative will be identical to the maintenance facility for all BRT alternatives. Please refer to Section 3.9 for a full description of the maintenance facility. 5.0 BRT in Dedicated Center Lane Alternative Like the BRT in Dedicated Side Lane Alternative, the BRT in Dedicated Center Lane Alternative will operate in a lane that is exclusively dedicated to transit service either at peak hour or 24 hours a day, seven hours a week but the BRT in Dedicated Center Lane Alternative will operate in a center-running (rather than siderunning) lane. 5.1 Service Plan The service plan for the BRT in Dedicated Center Lane Alternative would be identical to the service plan described under the BRT in Mixed Traffic Alternative, with the advantage of dedicated lane operations where practicable. Please refer to Section 3.1 for a full description of the proposed service plan. July 2014 16
5.2 Stop Spacing Stop spacing for the BRT in Dedicated Center Lane Alternative will be identical to the stop location and spacing of all BRT alternatives. Please refer to Section 3.2 for a full description of the proposed stop location and spacing. 5.3 Stop Facilities The stop facilities for the BRT in Dedicated Center Lane Alternative will be identical to the stop facilities for all BRT alternatives. Please refer to Section 3.3 for a full description of the proposed stop facilities. 5.4 Runningway The runningway for the BRT in Dedicated Center Lane Alternative will be an exclusive dedicated lane (either at peak hour or 24 hours a day, seven days a week) that operates along the center of the roadway for the length of the alignment. The lane will not be grade-separated, but will be visually distinctive (through the use of lane markings and posted signage) from general traffic lanes. When operating as an exclusive lane, left turns will be limited to signalized intersections to mitigate any potential conflicts between the transit vehicles and left-turning general traffic. The existing cross-section and lane configuration of the alignment varies along the length of the Corridor, which will impact how dedicated BRT lanes will be designed. Appendix A includes plan view diagrams that illustrate the lane configuration and stop siting of the BRT in Dedicated Center Lane Alternative (and all alternatives under consideration) at selected points along the Corridor. 5.5 Transit Vehicles The transit vehicles for the BRT in Dedicated Center Lane Alternative may be a combination of 60-foot hybrid articulated buses that are either right- or left-door loading, depending on decisions that are made regarding center-platform stop location and layout, and standard 40-foot buses. Design and operational decisions related to right- or left-door loading will be made in future project phases. 5.6 Fare Collection The fare collection system for the BRT in Dedicated Center Lane Alternative will be identical to the fare collection system for all BRT alternatives. Please refer to Section 3.6 for a full description of the fare collection system. 5.7 Technology and Customer Information The technology and customer information included in the BRT in Dedicated Center Lane Alternative will be identical to the technology and customer information included in all BRT alternatives. Please refer to Section 3.7 for a full description of the technology and customer information. 5.8 Identity and Branding The identity and branding of the BRT in Dedicated Center Lane Alternative will be identical to the branding and identity of all BRT alternatives. Please refer to section 3.8 for a full description of the proposed identity and branding. 5.9 Maintenance Facility The maintenance facility for the BRT in Dedicated Center Lane Alternative will be identical to the maintenance facility for all BRT alternatives. Please refer to Section 3.9 for a full description of the maintenance facility. July 2014 17
6.0 Detailed Evaluation Criteria During the next project phase, the Detailed Alternatives described in Sections 2 through 5 of this report will be subject to evaluation against the criteria and sub-criteria in Table 6-1. These criteria, like the criteria used in the initial screening phase of the project, are linked back to the project goals and objectives, as described in the Purpose and Need Statement (available under separate cover) and shown in Table 6-1 below. Table 6-1: Detailed Evaluation Criteria Project Goal Increase the efficiency, attractiveness and utilization of transit for all users Evaluation Criteria and Sub-Criteria Ridership o Total ridership o New Corridor transit trips o Ridership by transit-dependent population Catalyze and support economic development Contribute to regional equity, sustainability and quality of life Enhance connectivity of the corridor to the regional transportation network Station-area population and employment densities o 2010 and 2035 population within half-mile of proposed station locations o 2010 and 2035 employment within half-mile of proposed station locations Station-area development potential Low-income and non-white populations' access to the transit network o Number and percent of station area population living below the poverty line o Number and percent of station area population that is non-white o Number and percent of zero-car households in station areas Safety impacts o Impact on vehicular crash rates Environmental impacts o Change in transportation energy usage o Regional air quality impacts o Cultural resource impacts Connectivity to the transit network o Number of direct transfers to other transit service Bicycle and pedestrian mobility impacts o Impacts on existing bicycle and pedestrian facilities o Compliance with bicycle and pedestrian plans Traffic impacts Parking impacts o Number of on-street spaces removed Right-of-way impacts o Number of curb cuts impacted o Right-of-way acquisition requirements July 2014 18
Project Goal Develop and select an implementable and community-supported project Evaluation Criteria and Sub-Criteria Capital costs Operating and maintenance costs Cost effectiveness Community and stakeholder support A series of methodology memos will be written to explain the process by which certain elements of the alternatives under consideration will be developed (ridership, capital costs, operating and maintenance costs). A series of technical memos will be written to describe the performance of each alternative against the criteria shown in Table 6-1. A summary of these analyses will be compiled into the Detailed Evaluation of Alternatives report, which will be drafted in the next phase of the project. The methodology and technical memos will be included as appendices to the report. The outcome of the Detailed Evaluation of Alternatives phase will be one or more alternatives for refinement in support of the identification of a Locally Preferred Alternative. July 2014 19