Leesburg Dulles Greenway BRT Feasibility May 28, 2008
Introduction Increase the use of public transit service by local residents, employees, and visitors alike to help reduce motor vehicle use and traffic congestion, reduce automobile emissions, and improve air quality. ~ Leesburg Town Plan 2005, Transportation Objective # 4 In February 2008, the Transportation Planning Board (TPB) approved eleven technical assistance projects for the FY 2008 round of the Transportation/Land Use Connections (TLC) Program. The TPB anticipated funding six projects in FY 2008 two each from the District of Columbia, Maryland and Virginia. The Town of Leesburg, through member jurisdiction Loudoun County, requested technical assistance for an analysis of potential for Bus Rapid Transit (BRT) from Leesburg to the planned terminus station of the Dulles Metrorail extension at Route 772. The goal of this document is to provide conceptual alternatives and analysis for BRT routes that would connect Leesburg with the Metrorail System in Loudoun county, and support Leesburg s and Loudoun s Transit Oriented Development (TOD) land use policies. Improving public transit options is a priority for the Town of Leesburg and Loudoun County. Both the Town and County have implemented a Smart Growth strategy in order to encourage compact, pedestrian friendly, mixed use developments that are better served by transit investments. Leesburg strives to begin replacing automobile trips with transit trips for longer travel. The Town has identified sub objectives to the adjacent Transportation Objective from the Town Plan. These sub objectives include: The following planning documents were used for this analysis: Loudoun County Revised General Plan (2001) Revised Countywide Transportation Plan (2001) Toll Road Plan (1995) Leesburg Town Plan (2005) Work with the County to identify potential locations for park and ride facilities along the Dulles Greenway and Route 7 corridors; Coordinate with the County to support continued improvements to the commuter bus system operating within the Town, potential new routes, and increased service; Coordinate with the County to target nodes for potential transit oriented development within the Town that complements future enhanced bus transit or rail transit planned for the Dulles Greenway and Route 7 corridors; and Promote transit oriented development in specific areas. To achieve this objective, an investment in BRT can provide high quality, highcapacity service in one of the busiest transportation corridors in the Metropolitan Washington DC area, the Greenway. BRT in the Greenway Corridor would connect the Town of Leesburg to the planned Metrorail system and provide excellent commuter service to and from Reston/Herndon, Tyson s Corner and Downtown Washington DC. The following discussion includes a description of BRT and transit oriented development, potential BRT station locations, route concepts, and costs and feasibility. May 28, 2008 1
Bus Rapid Transit and Transit Oriented Development Bus Rapid Transit or BRT is a new transit operating concept that, unlike traditional local or commuter bus service, combines advanced transit vehicles, enhanced transit stations and unique features like dedicated bus lanes and priority signals to speed passengers along existing roadways. Similar to a light rail system, BRT is able to move more people at higher speeds with less congestion than regular bus service. Other advantages of a BRT system include: Supports revitalization of downtown areas; Improves commutes and quality of life for users; Lowers green house gas emissions; Improves land use opportunities; and Reallocation of vehicle resources to better serve Leesburg and Loudoun County s neighborhoods and important destinations. BRT systems are among the least expensive high capacity transit systems often costing less than $3 million per mile. By comparison, a typical light rail system can cost over $50 million per mile. BRT has other advantages over light rail because it can be built and improved incrementally, and it is flexible enough to serve both densely populated cities and less concentrated suburbs. As development occurs in the corridor, additional transit service may be developed to accommodate new ridership and destinations. A Bus Rapid Transit system consists of the following components: Running ways BRT uses exclusive transit ways or dedicated bus lanes, as seen in Figure 1. BRT vehicles can also operate in general traffic. Stations Ranging from enhanced shelters, seen in Figure 2, to large transit centers. Conveniently located at park and ride facilities and in transit nodes, defined by high density, mixed use destinations. Vehicles BRT uses rubber tired vehicles that are easy to board and comfortable to ride. Clean fuels are also used to reduce greenhouse gas emissions. Figure 1: A BRT vehicle travels in a Bus Only lane in Eugene, Oregon. Figure 2: Enhanced shelters provide protection from the elements and include amenities such as real time bus information. Service High frequency, all day service that integrates local and express service. Route Structure Routes are color coded or named and provide direct, no transfer rides to multiple destinations. May 28, 2008 2
Fare Collection Electronic fare collection or off vehicle fare payment systems reduce boarding times at stations. Intelligent Transportation Systems (ITS) BRT integrates advanced technologies, such as signal prioritization, that improve speed, reliability, and operations safety. BRT offers Leesburg and Loudoun County opportunities to effectively address the needs of the local communities. For the Town of Leesburg and the urbanizing areas of Loudoun County, a BRT system can help ease traffic congestion, improve Figure 3: ITS technologies, such as bus signal prioritization, are a major component of BRT. air quality, enhance mobility, and stimulate development or redevelopment. BRT can also extend the reach of the planned Metrorail transit system, providing an economical and quick solution to build a transit market and establish a sustainable transit corridor. The orange line BRT in the San Fernando Valley connects the Los Angeles Metro Red Line to the Warner Center a distance of 14 miles. BRT express bus service can help reduce rush hour congestion and connect the growing Leesburg Loudoun suburbs to the employment centers of Tyson s Corner and Downtown Washington DC. BRT stations create permanent, high quality access to regional economic activity centers for thousands of potential customers. Locating stations in high density, mixed use areas can promote transit use and help build a sustainable transit market. Studies have shown that people who live and work within the station area, defined as the half mile radius of a station, are more likely to use transit than those people who do not 1. The development within the station area, or Transit Oriented Developments (TOD), should include a mix of housing types and employment, maximize neighborhood and station connectivity, and support multiple transportation modes, including bicyclists and pedestrians. Higher densities are usually located within a ¼ mile core, with less dense development located outside of this inner core. When complimented with appropriate land use and zoning policies, BRT can encourage compact, pedestrian friendly, transit oriented Figure 4: The station area around the Ballston Metro station in Arlington, VA includes a mix of uses developed around the transit station. developments that provide an alternative to typical suburban auto oriented developments. 1 Station Area Planning: How to Make Great Transit Oriented Places. Reconnecting America and the Center for Transit Oriented Development May 28, 2008 3
Case Studies Similar express bus service has been implemented in the DC Metropolitan area that incorporate BRT features in highly traveled transit corridors. Bus systems in Arlington/Alexandria and in Fairfax have recently begun express bus service along the Route 1 corridor in Virginia, and the Maryland Transit Administration provides express bus service to Downtown Washington DC from the outer exurbs of Maryland along the I 270 and Route 29 corridors. The following case studies provide examples of BRT components that could be used in a potential Leesburg Greenway BRT system. Crystal City / Potomac Yard Transit Improvements The Crystal City / Potomac Yard Transit Improvements project is jointly sponsored by Arlington County and the City of Alexandria in cooperation with Washington Metropolitan Area Transit Authority (WMATA) and the Virginia Department of Rail and Public Transportation (DRPT). The project s focus is the five mile long corridor between the Pentagon and Pentagon City in Arlington County and the Braddock Road Metro station in the City of Alexandria. The project seeks to provide increased transit capacity in the near term and to establish high capacity transit as planned development and redevelopment occurs in the corridor. The project Figure 5: The Metrobus 9S route will prepare the will be phased to accommodate new growth in corridor for higher capacity transit in the long term. Pentagon City and Crystal City, particularly as the build out of Potomac Yard occurs over the next 10 years, resulting in new retail, office, hotel, and residential space. Interim improvements include the introduction of new routes such as Metrobus 9S which serves the U.S. Environmental Protection Agency s new offices at One Potomac Yard and provides connections to Metrorail and the Virginia Railway Express (VRE) at 6 minute peak headways. In the 4 7 year time frame, additional exclusive busways for bus only traffic will be constructed through the 35 acre Potomac Yard development, with future considerations for busways extending north through Crystal City and Pentagon City to the Pentagon as redevelopment occurs. Other improvements include covered station platforms to be constructed the along busway for passenger convenience and safety and real time passenger information, signage, benches, and security features. These interim transit improvements are designed to prepare the way for future, higher capacity transit service such as Bus Rapid Transit (BRT), Light Rail Transit (LRT), or a new infill Metro Station on the Blue and Yellow lines in Potomac Yard to serve the Potomac Yard Town Center. A BRT or LRT would utilize the busway and stops that were constructed as part of the initial improvements. May 28, 2008 4
Richmond Highway Express (REX) Fairfax County in cooperation with WMATA and the City of Alexandria operates limited stop express bus service in the Richmond Highway (US Route 1) corridor, connecting Fort Belvoir to the Huntington and King Street Metro stations. The Richmond Highway Express or REX utilizes many features of BRT; including bus priority traffic signals, low floor buses, and SmartCard fare technology for quick boarding. Figure 6: REX utilizes a unique branding that allows the service to stand out among other bus stops and buses. REX provides express service to 3,250 average daily passengers by only stopping at 19 specifically designated bus stops along Richmond Highway. Local bus services, including FAIRFAX CONNECTOR and Alexandria s DASH, have redesigned many of their routes along Richmond Highway to provide better connections and transfer opportunities to other areas. REX operates every 15 minutes in both directions during weekday peak periods and every 30 minutes in nonpeak periods. REX service also includes a unique branding of the buses and bus stops. The unique look allows the service to stand out among the other bus stops and buses that operate along Route 1. Future plans for the service include construction of pedestrian and passenger improvements, such as covered shelters with seating, lighting, information panels, bike racks, and trash receptacles. Advanced technology initiatives such as automatic vehicle location (AVL) and real time bus tracking are also planned for the service. As the multi year project progresses, transit centers will be built with some commuter parking. Maryland Transit Administration Express Commuter Service to Washington DC The Maryland Transit Administration provides express commuter bus service connecting outlying communities in Maryland to Downtown Washington DC. Commuter bus service operates primarily to peak travel destinations and during peak travel times on weekdays only. Each bus can carry 55 passengers, has on board restroom facilities and is ADA compliant. Bus Route Number 929 provides connections from Columbia, Maryland in Howard County to Silver Spring and Downtown Washington DC via US Route 29 for 863 average daily passengers. Regular route service make stops in Harper s Choice, Wilde Lake, The Mall in Columbia, Oakland Mills, Owen Brown, Broken Land Park & Ride, Scaggsville Park & Ride, Burtonsville Park & Ride continuing on to Silver Spring and points in Washington DC. Express service only serves the Harper s Choice and the Mall in Columbia stops and bypasses the others until drop off points in Silver Spring and points in Washington DC. Connecting transit services include Metrorail at Silver Spring and the Washington stops, Metrobus at Burtonsville and Silver Spring and most Washington Stops, Ride On at Burtonsville and Silver Spring, and Howard Transit at The Mall in Columbia. Bus Route Number 991 provides express commuter service from Hagerstown, Maryland in Washington County to the Shady Grove Metro Station and continues on to points in the Rock Spring Business Park May 28, 2008 5
via I 70 and I 270 for 1,019 average daily passengers. Stops between include the Monocacy MARC Station and the Urbana Park & Ride in Frederick County. Connecting transit services include Metrorail, Metrobus, and Ride On at Shady Grove; Metrobus and Ride On in Rock Spring Business Park; and Frederick County Transit and the MARC Brunswick Line at the Monocacy MARC Station. Station and Stop Location Concepts The design and location of BRT stations depends on the surrounding land use, transit market, and operational requirements. The following station and stop locations were chosen based upon the planned land use for the City of Leesburg and Loudoun County and the potential to establish a sustainable transit market. Locations for potential BRT stations and stops include existing or planned Park and Ride lots and mixed use areas or other planned developments, including major employment areas. Locating BRT stops at existing or planned Park and Ride lots would provide kiss and ride opportunities for commuters in the surrounding residential areas. Additionally, BRT stations in mixeduse and major employment areas could encourage transit ridership and reduce automobile congestion. BRT has been successful in stimulating the development and redevelopment of urban areas and help sustain historic resources. BRT can help promote new development and redevelopment at stations in Downtown Leesburg and the mixed use areas along the corridor as BRT has been embraced by transit customers, community leaders, residents, and real estate developers with the same level of enthusiasm and financial investments of comparable rail transit. The following discussion presents the general locations for BRT stations along the Greenway Corridor including a discussion of the size and scope of each station. Figure 7 on the next page shows the proposed BRT station locations along the Greenway corridor. Stations and Stops BRT systems can include a number of stations, ranging from large transit centers to smaller enhanced bus shelters. Transit Centers provide highly visible and convenient places where commuters who travel long distances are able to park their cars, form carpools, vanpools, or use transit. Feeder buses would provide connections to the rest of the county while BRT would provide Local and Express service along the Greenway corridor. BRT Transit Centers could include additional customer amenities such as a transit store, coffee shops, newspaper vendors, bank ATMs, and dry cleaners. Current Park & Ride lots offer convenient and familiar locations for future BRT Transit Centers. BRT stations are clean, attractive, well lit, safe, and protected from the elements. BRT stations would utilize enhanced shelters and could be located on the shoulder or in the median of the Greenway and other roads along the BRT route to provide access to high density residential, town centers, mixed use areas, and other high density land uses. May 28, 2008 6
Figure 7: Station Locations DISCLAIMER: The potential BRT station and stop locations are general locations proposed based upon planned land use that would support high quality transit service and should not be taken literally. May 28, 2008 7
Leesburg Stations The Downtown Leesburg area, as seen in Figure 8, is surrounded by historic residential and newer residential areas, along with mid 20 th century retail and industrial land uses. The retail and industrial areas offer opportunities for rehabilitation, significant redevelopment, and infill. New development in the district will incorporate additional transit amenities, service enhancements, and transit connections. The Town of Leesburg has identified an area, known as the Crescent District, where revitalization and redevelopment by the private sector is being promoted. As with the downtown stations, the stations located along the Greenway would help promote compact, transit oriented development in the corridor. As new developments begin to take shape, a new station could be scheduled to open to accommodate new ridership. County land use policies promote the clustering of high density development into transit nodes which are adjacent to the Greenway to maximize its function as a transportation corridor and to promote regional economic development. Old & Historic District Station A potential downtown Leesburg BRT station could be located in the Old & Historic District at the current Loudoun County Government Center. The location is currently served by Loudoun County Transit and is the major transfer point between the local Leesburg bus routes and also the Purcellville and the Route 7 regional routes. As shown in Figure 8, the half mile radius station area has a planned land use designated as Downtown, which is defined by its mixed use core. The 2005 Leesburg Town Plan encourages floor area ratios (FARs) above 1.0 for redevelopment in the Downtown areas to extend the character of the mixed use district. FARs provide a baseline for the development of employment. An enhanced bus shelter could be located in the Old & Historic District. Due to the narrow street design of the Old & Historic District, large articulated BRT vehicles may encounter problems when navigating this area. Crescent District Transit Center The Crescent District, southeast of the current downtown, has been identified by the Town as a special revitalization district. The Town s goal is to promote private redevelopment of the district that would be consistent with the fine grain, pedestrian friendly downtown area and the original Old & Historic District. The area will incorporate greater density and a mixture of uses including housing. A potential BRT station could be located at the vacant Barber and Ross property on Catoctin Circle. The property is currently being used as a temporary Leesburg Park & Ride as the permanent site on Sycolin Road is being constructed. May 28, 2008 8
Figure 8: Downtown Leesburg Station Areas May 28, 2008 9
Oaklawn Station The Oaklawn Station stop, as seen in Figure 10, would be located at the intersection of Battlefield Parkway and Sycolin Rd, north of the Leesburg Executives Airport. The station would serve the mixed use development of Oaklawn, which has been zoned for a combination of planned residential and employment. Signal priority technology would allow the BRT vehicle to travel at high speeds through traffic if dedicated lanes are not feasible. Figure 9: The Oaklawn development includes a mix of residential and employment uses. Figure 10: Oaklawn Station Area May 28, 2008 10
Airport Connector Road Station Airport Connector Road Station, as seen in Figure 11, would be located in an area located on the eastern side of the Dulles Greenway bordered by Battlefield Parkway to the north, and the Leesburg Executives Airport to the east. Town and County comprehensive plans call for a significant amount of office development in this area that would support BRT transit service. An enhanced bus stop can be located in the area and dedicated bus lanes could be constructed to allow a BRT route to run through the development. Signal priority technology would allow the BRT vehicle to travel at high speeds through traffic if dedicated lanes are not feasible. Figure 11: Airport Connector Road Station Area May 28, 2008 11
Sycolin Transit Center A new Leesburg Park & Ride facility is currently set for completion for late 2008 or early 2009. The new lot will be located on Sycolin Road near the Crosstrail Boulevard intersection. The lot will be located within the Leesburg Urban Growth Area in close proximity and access to the Dulles Greenway. The Sycolin Transit Center would support commuters in the Town of Leesburg and future development in the surrounding area. Town and County comprehensive plans call for a significant amount of office development in this area that would support BRT transit service. Figure 12: Sycolin Transit Center Station Area May 28, 2008 12
Broadlands Transit Center A potential location for a transit center is could be located at or near the intersection of Claiborne Parkway (Route 901) and the Dulles Greenway. The transit center would support commuters in the Ashburn Farm and Broadlands residential neighborhoods in the central region of the study area. Feeder buses can be rerouted to support the new transit center. The Broadlands area south of the Greenway near the Claiborne Parkway (Route 901) intersection is planned for Business and currently includes the Broadlands Village Center, Clyde s Willow Creek Farm Restaurant, and the Loudoun County Public Schools Administration Building. Figure 13: Broadlands Transit Center May 28, 2008 13
Route 772 / Ryan Road Station The Route 772 / Ryan Road Station can be located near the Greenway and Route 772 intersection. This location is planned as the Western terminus of the Metrorail Silver Line which connects Loudoun County to the existing Metrorail system. The BRT station would need to be designed to take into account the Metrorail station and right of way in the median of the Greenway. BRT buses would serve the Metrorail station either with an access ramp into the station or exit the Greenway and enter the station on local roads. The area is planned for high density residential and business and is expected to develop into a transit related center over time. The immediate vicinities on both sides of the Greenway are planned for high density residential and business. Figure 14: Route 772/Ryan Rd Station Area May 28, 2008 14
Loudoun County Parkway Transit Center A potential transit center can be located at the Loudoun County Parkway and Greenway intersection. The County expects Loudoun County Parkway, once constructed, to serve as a major north south transit corridor, stretching from Route 50 in the south to Route 7 in the north. This transit center would provide a BRT connection to businesses and residents along the Loudoun County Parkway corridor, including the Brambleton and Route 50 neighborhoods. As seen in Figure 15, the surrounding land use is planned for Keynote Employment and Business, and the mixed use Moorefield Station development is located just west of the proposed station location. If necessary, the location could be a site for an infill Metrorail station as development occurs and a transit market develops. Figure 15: Loudoun County Parkway Transit Center May 28, 2008 15
North Dulles Transit Center A Park & Ride lot exists at the Dulles North Transit Center north of the Route 606 interchange on the Dulles Greenway, located on airport property. Currently, Loudoun County Transit provides commuter bus service from the lot to West Falls Church Metro, Rosslyn, Crystal City, Pentagon and Downtown Washington DC. Loudoun County Transit also provides reverse commute service to the lot for commuters traveling to Loudoun from West Falls Church Metro. The Dulles 2 Dulles Connector provides local bus service from this lot to the Dulles Town Center and Dulles Airport and points in between, including the AOL campus. The 750 space lot has Kiss and ride areas, shelters, bike racks, motorcycle parking, phones and overhead lighting. An additional 2,000 parking spaces are planned in conjunction with the planned Metrorail Station. The area located north and west of the proposed station location has been designated a Transit Related Employment Center, which will provide compact, high intensity employment uses and/or Special Activity use. As with the Route 772 Station, the BRT station would need to be designed to take into account the Metrorail station and right of way in the median of the Greenway. BRT buses would serve the Metrorail station either with an access ramp into the station or exit the Greenway and enter the station on local roads. Figure 16: North Dulles Transit Center May 28, 2008 16
Route Concepts and Feasibility BRT service can provide many options to meet the need of transit users. BRT can effectively operate both local and express commuter service on the same BRT route. By offering both local and express service, BRT can provide high speed travel to commuters who need to travel long distances while still providing essential local connections. Frequent service along with a mixture of local and express routes at different times of the day will meet and promote the demand of high quality, reliable BRT service. As seen in Figure 18, local service would run from Downtown Leesburg Old & Historic District to the Loudoun County Parkway Transit Center and stops at all stations in between. BRT vehicles would travel in general traffic through the city along Harrison St, Gateway Dr SE, Sylocin Rd SE, and the new Battlefield Parkway through the Oaklawn development. The Local route would continue traveling in general traffic to stop at the Crosstrail station near the Town Center in the new development. The new private developments in Oaklawn, Crosstrail, and the redevelopment of the Crescent district provide opportunities to build exclusive busways in these areas through proffers, reducing congestion delays of BRT vehicles traveling in general traffic. Bus traffic signal preemption technology can also help decrease congestion delays. The Local route would stop at the Crosstrail Transit Center at the intersection of Crosstrail Boulevard and Sycolin Rd before entering the at the Crosstrail Boulevard interchange. Route 772/Ryan Road Station would serve as the transfer point to connect to the planned Metrorail Silver Line and the Loudoun County Parkway Transit Center would provide transit connections to and from the employment and residential areas along the Loudoun County Parkway corridor. Service could be implemented incrementally as the transit market develops along the corridor. As new transit oriented developments begin to take shape, a new station could be scheduled to open to accommodate new ridership. Express service, seen in Figure 19, would use skip stop routes and only stop at selected stations, reducing long distance travel times. Express service would run from the Crescent District Station to the North Dulles Transit Center. The Express route would follow the same route as the local service as it exits Downtown Leesburg, but would follow Sycolin Rd, stopping at the Crosstrail Transit Center, before entering the Greenway at the Crosstrail Blvd interchange. The Express route would make stops at the Broadlands Transit Center, the Loudoun County Parkway Transit Center, and the Dulles North Transit Center before continuing on to stop at the current Loudoun County Commuter bus stops in West Falls Church, Rosslyn, Crystal City, Pentagon and Washington DC, taking advantage of HOV lanes on the Dulles Toll Road and Route 66. Express service can also travel from West Falls Church into Leesburg for commuters traveling west into Loudoun County within the corridor. Many options are available for BRT vehicles to travel in the Greenway Corridor and access station stops along the route. These concepts are provided below: Concept 1: BRT vehicles would travel in general traffic in the Greenway, exiting at interchanges and making stops at designated station locations. May 28, 2008 17
Concept 2: BRT vehicles would travel in two Exclusive busways built in the median of the Greenway, traveling in both directions. Stations would be located in the median, with pedestrian bridges connecting adjacent land uses to the station. Concept 3: BRT vehicles would travel in the shoulders of the Greenway with bus pull offs, easily entering and exiting the highway. This concept is already utilized within the VA 267 corridor in Falls Church, VA. The emergency shoulder was widened along a 1.3 mile portion of the eastbound side of the Dulles Connector that connects to an off ramp to the West Falls Church Metrorail Station. Transit buses are allowed to use the shoulder during evening peak traveling times to bypass the bottleneck congestion in the corridor. Concept 4: BRT vehicles would take advantage of alternative diamond interchange designs to address station accessibility. Figure 17 shows an example of an alternative diamond design at the US 36 and Church Ranch Park and Ride lot near Denver, Colorado. The new design provides faster highway access by locating bus stops on the on and off ramps of US 36 Figure 17: Alternative Diamond Design May 28, 2008 18
Figure 18: Local BRT Service Route May 28, 2008 19
Figure 19: Express BRT Commuter Service May 28, 2008 20
Proposed Leesburg Greenway BRT System Characteristics Local route would be roughly 14 miles long, with 3 6 miles of mixed traffic and 8 11 miles of dedicated busways. 9 Stations; 5 Large Transit Centers; 4 smaller Intermediate Stations with fewer amenities. BRT service would operate at 7 minute intervals during peak hours and 14 to 21 minutes at other times, meeting the Metrorail service. The number of BRT vehicles needed in a fleet depends on round trip BRT travel time, layover time, peak BRT headway, and number of spare vehicles required. The equation below was used to estimate the number of vehicles needed to operate the Leesburg Greenway BRT. The following assumptions were used: N = number of buses required RT = round trip running time (67 minutes) TL = layover time (7 minutes) h = headway (7 minutes) N = RT + T L h N = 11 BRT Vehicles Costs and Feasibility BRT systems provide a unique opportunity to establish high quality, high capacity transit service comparable to light rail systems at a fraction of a cost to implement and to operate when compared to light rail. BRT systems are able to maximize the benefits of the existing transportation resources, thereby reducing the capital costs associated with implementing a comparable light rail transit system. Running ways can be built and operated at a low cost using standardized highway design, construction, and maintenance practices. Another advantage is that BRT systems can be implemented incrementally. Dedicated running ways can be built and extended in stages as demand grows and funds become available. Capital Costs Capital cost estimates to implement a BRT system should include the costs of developing the new BRT running way, stations, vehicles, and system elements such as fare collection passenger information, security and safety systems, and branding. Typical BRT component costs are shown on the next page in Table 1. The following shows the preliminary estimated capital costs associated with this Leesburg Greenway BRT plan: Running Way 10 15 Intersections with Transit Signal Priority technology 8 11 miles of dedicated busways (median arterial busway) 8 11 miles of dedicated busways (new road construction) OR $300,000 $450,000 ($30,000/intersection) $32 $44 million ($4 mil/mile) $200 $275 million ($25 mil/mile) Stations 5 Large Transit Centers $62.5 million ($12.5mil/station) 4 At grade Intermediate Stations BRT Vehicles 11 15 BRT Vehicles (11 Operating Fleet + 4 Spare) $10 million ($2.5 mil/station) Ranging from $325,000 $1.3 mil per vehicle May 28, 2008 21
Table1: BRT Component Development Costs Source: TCRP Report 118 Bus Rapid Transit Practitioner s Guide (2007) May 28, 2008 22
Operating Costs Operating cost estimates should include the basic costs of operating and maintaining the new BRT service. Operating costs for Bus Rapid Transit systems include costs such as driver s salaries, fuel, vehicle maintenance, and maintenance of the busway or HOV lane. Operating Costs per Vehicle Hour is a performance measure that shows the average cost to operate a vehicle for one hour, regardless of the number of passengers carried. To determine operating costs per vehicle hour, the annual operating costs are divided by the number of hours the buses operate in that year. Table 2 shows the operating costs per revenue hour for Loudoun County Transit commuter bus service in 2006. For comparison, Table 3 shows examples of the operating costs of BRT systems in other cities. Table 2: 2006 Loudoun County Transit Operating Costs Total Operating Expenses $2,969,826 Total Revenue Hours 24,581 Operating Expenses/ Revenue Hour $121 Table 3: Example BRT Operating Costs City Operating Costs/ Adjusted Operating Revenue Hour Costs/Revenue Hour (2006) (1999) Denver $78 $96 Los Angeles $56 $69 Pittsburgh $143 $176 San Diego $100 $123 Dallas $96 $118 San Jose $109 $134 Average: $119 Source: National Transit Database (1999) Operating and maintenance costs associated with BRT service recognize the unique service aspects of BRT. These include: A lower peak to base ratio than regular bus service results in greater driver productivity and less dead mileage to and from bus garages; BRT service is faster than regular bus service with fewer stops and starts, resulting in fuel savings and reduced maintenance costs per mile of travel; BRT systems may have increased operations and maintenance costs due to maintenance of busways, stations, fare collection systems, and other intelligent transportation systems (ITS). May 28, 2008 23
Table 4: Comparison of Loudoun County Transit Commuter Service and Proposed BRT Loudoun County Transit Commuter Service *Proposed Greenway Leesburg BRT Service Span Weekday Morning Service: 5:00 am 9:50 am Weekday Opening: 5:00 am Weekday Closing: 12:00 am Weekday Afternoon Service: 3:30 pm 8:30 pm Weekend Opening: 7:00 am Weekend Closing: 3:00am Friday Mid day Service: 12:30 pm 2:30 pm No Weekend Service Average Headway 20 Minutes Peak 7 Minutes Peak 40 Minutes Non Peak 14 Minutes Non Peak Operating Expenses/Revenue Hour $121 Average BRT: $119 Average Weekday Revenue Hours 5 per vehicle 19 per vehicle Operating Fleet Size 11 vehicles 21 vehicles (at peak headways) Total Annual Revenue Hours 24,581 76,285 Total Annual Operating Expenses $2,969,826 $9,077,915 * Operating 7 days a week Feasibility The Leesburg Greenway BRT will need to overcome a number of feasibility factors as in any capital improvements project. These feasibility issues are as follows: Local, State, and private entities will need to determine the extent of a BRT system along the Greenway, including station and running way locations. Comprehensive engineering studies will need to be completed to determine feasibility and detailed cost estimates. A station location analysis will need to be done to determine which locations have land/capacity issues. Incentives for developers, such as relaxed parking requirements, will need to be negotiated to promote development along the corridor. Once the scope of the Leesburg Greenway BRT project is defined and detailed engineering studies have been accomplished, funding may be available through the FTA Small Starts program. The Federal Transit Administration (FTA) administers the 5309 Capital Investment Grant program, which provides capital funds for major transit investment projects. Small Starts, a new grant project category in the program, provides a highly simplified project evaluation and rating process for proposed simple, low May 28, 2008 24
Small Starts Required Project Characteristics In order to qualify for the Small Starts program, the project must meet the following characteristics: The total project cost must be less than $250 million, with no greater than $75 million in requested Section 5309 Capital Investment Grant funding. Be a corridor based bus project with the following minimum elements: o Substantial Transit Stations o Signal Priority/Pre emption (for Bus/LRT) o Low Floor / Level Boarding Vehicles o Special Branding of Service o Frequent Service 10 minute peak/ 15 minute off peak o Service offered at least 14 hours per day cost projects. Federal Transit monies under the Small Starts program would be used to build the Leesburg Greenway BRT. A local match would need to be negotiated between Virginia, Leesburg, and Loudoun County. Development proffers can also be a part of a funding strategy. The Leesburg Greenway BRT plan seeks to provide some of the benefits of a traditional rail based transit system with a high quality bus service. Several of the common elements of BRT would be appropriate for use in Leesburg including: bus branding, specialized vehicles, limited stop service, high frequency service, and bus prioritization (signal priority or dedicated bus lanes). The addition of the BRT service in the Greenway corridor will allow for the reallocation of vehicle resources to other routes to better serve Leesburg and Loudoun County neighborhoods and other important destinations. The Greenway corridor BRT may be a principal element in a significant congestion reduction strategy that has the potential to promote a sustainable transit market and connect Leesburg to the Dulles Metrorail extension. FTA will evaluate information developed locally through alternatives analyses and refined through the project development phase including cost effectiveness and land use criteria. Small Starts must also demonstrate Local Financial Commitment by demonstrating a reasonable plan to secure funding for the local share of capital costs, additional operating costs of the project are less than 5% of the agency s operating budget, and good financial condition of the sponsoring agency. All projects will be evaluated and rated on the severity of the transportation and economic development problem or opportunity in the corridor and consideration of the appropriateness of the proposed project as a response. Other factors are also used to increase the overall project rating. These other factors may include whether a project is a principal element of a significant congestion reduction strategy, and any benefit of the project not covered under the justification criteria. May 28, 2008 25