Bus Rapid Transit: Chicago’s New Route to Opportunity Josh Ellis, BRT Project Manager Metropolitan...
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Transcript of Bus Rapid Transit: Chicago’s New Route to Opportunity Josh Ellis, BRT Project Manager Metropolitan...
Bus Rapid Transit: Chicago’s New Route to Opportunity
Josh Ellis, BRT Project Manager
Metropolitan Planning Council
Who is MPC?
• Since 1934, the Metropolitan Planning Council (MPC) has been dedicated to shaping a more sustainable and prosperous greater Chicago region. As an independent, nonprofit, nonpartisan organization, MPC serves communities and residents by developing, promoting and implementing solutions for sound regional growth.
Livability Principles• Provide more transportation choices• Promote equitable, affordable housing• Enhance economic competitiveness• Support existing communities• Coordinate policies and leverage investment• Value communities and neighborhoods
– http://www.dot.gov/livability/101.html
Key Features of BRT
Bogotá, Colombia
Dedicated bus lanes
At-grade boarding
Rouen, France
Pay-before-you-board stations
Mexico City, Mexico
Los Angeles, California
Signal prioritization
Values of Bus Rapid Transit (BRT)
• Congestion relief: • Chicago’s Cost of Congestion = $7.3 billion/yr• 95% is cost of wasted travel time
• Connectivity:• To existing rapid transit network, recreational centers,
education, food, medical, jobs, entertainment…• Community:
• Creates framework for future complementary development
• Cost:• BRT delivers excellent service, costs less, and utilizes
existing infrastructure
Our methodology
Phase I:• Eliminate “special” routes
Phase II:• Assess segments by right-of-way for BRT feasibility• Assess segments for livability
Phase III:• Fill in gaps to integrate with existing rail and provide connectivity
Phase IV:• Assess ridership demand and traffic impacts along routes
Phase II - Right of Way 97 ft. segments
Travel lanes of 97 ft. that are consistent for
at least 3 miles
BRT station in median with pre-paid boarding, at grade entrance, and designated bus lanes
Phase II – LivabilityCriterion Rationale for Selection Study Measure Main Corresponding
Livability Principles
2) Connectivity to Educational Institutions
BRT has the potential to help facilitate the movement of residents, students, tourist, and employees to educational institutions.
Number of educational institutions within a half-mile of street segments.
3) Enhance Economic Competiveness
6) Value Communities and Neighborhoods
9) Existing Transit Ridership
Current bus ridership demonstrates existing demand for transit along the study routes.
Average passenger flow by street segment (controlling for direction) during the a.m. peak period.
1) Provide more transportation choices
13) Population Not Served by Rail
Residents not currently well served by rail transit have a particular and pressing need for rapid transit service within walking distance of their homes.
Residential population within a half-mile of street segments that also live beyond a half-mile radius of fixed guideway transit (CTA and/or Metra).
1)Provide more transportation choices
2) Promote Equitable, Affordable Housing
Phase II - Livability
• Scoring results from three of the 14 livability criteria – access to education (left), ridership by stop (middle), and population not within walking distance of rail (right).
Education Ridership Population > .5mi from Rail
Phase II - Livability Weighted CriteriaCriterion Weight (%)
1) Connectivity to Community Services
3.59
2) Connectivity to Educational Institutions
3.59
3) Connectivity to Entertainment
3.59
4) Connectivity to Food Stores
3.59
5) Connectivity to Major Medical Care
3.59
6) Connectivity to Major Open Space
3.59
7) Connectivity to Retail 3.59
8) Employment/Job Access 3.59
9) Population 3.59
10) Existing Transit Travel Time
16.17
11) Existing Transit Ridership
16.17
12) Transportation Costs 16.17
13) Population not Served by Rail
16.17
14) Infill Development Potential
3.00
Phase III – Transit
integration and connectivity
• 21 CTA rail stationconnections
• 15 Metra station connections
• 12 BRT on BRT connections
Phase IV – Demand modeling
Service Factor Assumptions
Headway 5 – 10 minutes (peak)
12 – 15 minutes (off-peak)
Station Spacing 2 stations per mile
Speeds 20 mph for 20-second stop time
15 mph for 30-second stop time
Dwell Time 20 seconds
30 seconds
Phase IV – Demand modeling
• Impact on transit person trips:– Transit trips with both ends in the BRT network increase by
41,000 daily (14% bump)– Transit trips with either a beginning or end in BRT network
increase 6.5%– Total regional transit trips increase 3%
– Transit mode share increases:• 12.0% to 13.5% within BRT network• 14.7% to 15.8% for trips with one end in BRT network• 9.7% to 10% regionally
Western Corridor
• Alternatives Analysis• Community
engagement in station areas
• Plan for complementary public and private investment
• Evaluate sources for funding capital and operations
Thank You
Josh Ellis
Metropolitan Planning Council
312.863.6045
See the full report, technical study, and appendices at www.metroplanning.org/brt