FlexBRT Project Briefing
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Transcript of FlexBRT Project Briefing
FlexBRT Project Briefing
Background
Feasibility Study began in 1999 1999 – $750,000 TEA-21 Grant to study an ITS
Circulator in North Orange County/South Seminole County area
Maitland, Altamonte Springs, Orange County & Seminole County contributed $60,000 each as local match
Feasibility Study Evaluated use of ITS components to
provide smart transit service in North Orange/South Seminole area
Conclusion: Improved roadway LOS and high ridership
Regional partners advanced study to next phase: PD&E/PE
Identified as a Regional Priority by FDOT, LYNX and METROPLAN ORLANDO
PD&E Study Purpose
Define FlexBRT Operation Define No Build and Baseline
Alternatives No Build - existing bus services, occurs
regardless Baseline – 2 fixed route circulators @ 12
min headways Determine Physical Improvements Determine Environmental Impacts Compare Alternatives Support Project Clearance
FlexBRT Concept Flexible – routes to meet demand Transit ITS support – smart vehicles, routing, scheduling User controls trips Easy fare payment system Stations connect activity centers – to/from where people are already going No fixed schedules No fixed routes
Portland, ME
Traditional
BRT
FlexBRT
ITS = Intelligent Transportation System
Service Area and Stations
38 stations
8 remote kiosks
10 future stationsSR436
SR
434
SR414
I-4
On-vehicle systems Automated reservation, scheduling,
vehicle assignment Vehicle location/computerized dispatch Easy Payment system and boarding pass High capacity, high speed, reliable
wireless communications Portable technology – can be used
throughout Central Florida (why FTA likes the FlexBRT)
ITS Driven
Operations Analysis
Objective to Optimize: Number of Vehicles O&M Costs Ridership Productivity Wait/Travel Times Cost-effectiveness
Ran 36 Scenarios Select best scenario
INPUT Scen. 11 Scen. 23 Scen. 34 Scen. 35Runs / Vehicles 20 30 40 40Speed 28 28 28 28Max Waiting Time 12 12 10 12
RESULTSTotal trips 4,379 4,379 4,379 4,379Scheduled Trips (Success) 3,368 4,163 4,281 4,319Unscheduled Trips (Failure) 1,011 216 98 60Success rate 77% 95% 98% 99%Productivity (Pass/hour) 11.32 10.19 8.21 8.83Total Distance [veh-mi] 10,527 13,332 15,610 14,372Non-Revenue Distance 2,993 3,925 5,318 4,505Revenue Distance 7,533 9,408 10,291 9,866Total Time [veh-hrs] 305 420 537 505Non-Revenue Time 80 133 221 200Revenue Time 225 287 315 304Average Trip Distance [mi] 2.38 2.32 2.32 2.31Average Ride Time [min] 7.9 7.7 7.5 7.6Av. wait [min] 6.1 5.8 4.7 5.5Av. Actual Speed [mph] 18.2 18.2 18.7 18.1Speed Ratio 64.9% 64.8% 66.6% 64.8%Daily O&M Costs [$] 12,295$ 15,662$ 17,204$ 16,608$ Annual O&M Costs [$] 3,209,093$ 4,087,785$ 4,490,364$ 4,334,748$
Average O&M cost / trip 3.65$ 3.76$ 4.02$ 3.85$
Roadway ImprovementsRoadway Improvements Total Project
Boston Avenue at SR 436 $322,047
Essex Avenue at SR 436 $491,218
Cranes Roost Drive at Central Parkway $44,164
Central Parkway at Douglas Avenue $101,663
Douglas Avenue at Central Parkway $234,589
Central Parkway at Centre Pointe Circle $103,377
Westmonte Drive at SR 436 $711,244
West Town Parkway Extension $356,588
Construction and ROW $2,364,890
Contingency $689,222
Total Roadway $3,054,112
Westmonte Drive and SR 436
Westmonte Drive and SR 436
Total Project CostsProject Cost
Elements
Roadway Improvements $3,054,112
Stations $2,316,000
Vehicles $8,910,000
ITS Components $4,421,758
Total Capital$18,701,87
0
Total Fees $4,848,911
Total Project$23,550,78
1
O&M Costs
Vehicle Operations
$4,089,900
ITS $241,300
Stations $62,400
Total O&M Costs$4,393,60
0
Comparison of Alternatives
Evaluation CriteriaAlternative in 2020
No Build(Existing LYNX Routes)
Baseline Build
Peak Vehicle Requirement
47 78 77
Annual Ridership 5,069,338 5,632,838 6,155,881
Annual Vehicle-Revenue Hours
214,356 366,290 289,263
Productivity (Riders/VRH)
23.65 15.38 21.28
Annual O&M Cost $11,703,840$19,999,44
0$16,097,440
Annual Cost per Trip $2.31 $3.55 $2.61
Annual Revenue $6,336,672 $7,041,046 $7,694,851
Annual O&M Subsidy $5,367,168$12,958,39
4$8,402,589
Annual O&M Subsidy/Rider
$1.06 $2.30 $1.36
FlexBRT vs. Traditional Transit
Baseline FlexBRT
Ridership 563,500 1,086,543
Vehicle-Revenue Hours 151,934 74,907
Productivity (Riders/VRH)
3.71 14.51
O&M Cost per Trip $14.72 $4.04
O&M Subsidy/Trip $13.47 $2.79
FlexBRT makes economic sense… 92%92% higher ridership, generated on… 51%51% fewer revenue miles, producing… 291%291% greater productivity, that
costs… 28%28% less per rider, which is a… 79%79% reduction in the subsidy from
local governments PER rider!!
Bang for the Buck
Funding Federal State Local One of region’s priority projects
Federal50% State
25%
Local and Private
25%
Though a Federal Demonstration Project, made conservative estimates for Federal participation
FTA Letter of No Prejudice – can go up to 80% Federal Funding
Capital Funding Breakdown
Federal Appropriations 1999 - TEA-21 (1 of only 3 funded nationally) Two additional federal appropriations
State Appropriations Two state appropriations
100% Local Funding CommittedCommitted and In-PlaceIn-Place
100% Private Funding CommittedCommitted and In-PlaceIn-Place
Capital Funding
Operations & Maintenance Funding
125 Private Property Owners Contractually Committed to Funding
Proportionate Share of on-going O&M Cost Contribution is Not Capped
Altamonte Springs CRA Potential FDOT Start-up Funding (3-
Year Limit) Eligible for Funding Through
Mechanisms Under Review By TFTF
Has national significance – FTA sees it as model for extremely efficient transit alternatives
Successfully competes for funding General Accounting Office concluded BRT should
be supported as a cost-effective transit solution Public / Private Partnerships – Local Funding In-
place before we began project Portable – Applicable in other parts of Central
Florida Very cost-effective – 79%79% less subsidy per rider
by using Flex + BRT + ITS Cost Feasible – Actually Doable
FlexBRT’s Regional Significance
Schedule
PER complete Jan 2004 File CATEX Feb 2004 Public Hearing March 23, 2004 Final PER May 2004 Identify IOS of FlexBRT Final Design Fall 2004 Open FlexBRT 2007/2008
Thank You