1 / 18

BRT as a Precursor of LRT?

BRT as a Precursor of LRT?. Lyndon Henry Data Analyst Capital Metro • Austin, Texas. David Dobbs Publisher, Light Rail Now! Website. TRB/APTA Joint Light Rail Transit Conference Los Angeles 20 April 2009. BRT as Precursor to Rail (Already). Guadalajara. Dallas. Miami. Seattle.

pennie
Télécharger la présentation

BRT as a Precursor of LRT?

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. BRT as a Precursor of LRT? Lyndon Henry Data Analyst Capital Metro • Austin, Texas David Dobbs Publisher, Light Rail Now! Website TRB/APTA Joint Light Rail Transit Conference Los Angeles 20 April 2009

  2. BRT as Precursor to Rail (Already) • Guadalajara • Dallas

  3. Miami • Seattle • Los Angeles

  4. BRT vs. LRT – Comparative Issues • BRT investment total cost typically lower (but total life-cycle costs may be higher) • Signal protection system? Compatible? • BRT can use existing maintenance facilities, but these may need expansion • Rail – longer life, higher salvage value • Rail – tends to attract more riders, longer trips, lower unit O&M costs, more TOD More…

  5. BRT – major investment with 30-year life, possibly impediment to LRT • Curbside alignments not optimal • BRT typical cross-section: 20-54 ft • LRT typical cross-section: 30-35 ft • Different horizontal and vertical geometric constraints and vehicle envelopes of BRT buses and LRT railcars • If eventual conversion planned, LRT design requirements should rule

  6. BRT as Precursor to LRT – Advantages • Build ridership in corridor, bolster case for LRT • Some infrastructure elements could benefit LRT (e.g., signal prioritization, communications, PID system) • Urban renovation elements (e.g., pedestrian amenities) could benefit LRT • Stations, if movable/upgradable, could benefit LRT

  7. Case Examples

  8. Downtown Seattle Transit Tunnel • 1.3 miles long, and has five stations • Intended for conversion to LRT, with tracks laid in the busway pavement • Rails insufficiently insulated against stray current leakage, insufficiently cushioned for noise control • Platforms too low to permit level boarding • $45 million overhaul necessary

  9. Seattle: I-90 Transit/HOV Project and East Link LRT

  10. Seattle: SR-99 RapidRide • Pacific Highway South/International Boulevard (State Route 99) • Intended to build transit ridership for eventual rail extensions • Minimalist design, including mixed-traffic operation and lack of heavy infrastructure, may make conversion more feasible

  11. Ottawa: Transitway • 16.0 miles dedicated “transitways" (busways), 26 stations + 1.2 route-miles CBD reserved lanes + 2.0 miles of mixed-traffic running + 6.6 miles of freeway shoulder lanes = 25.8 route-miles • Severe CBD bus crowding

  12. Ottawa BRT-to-LRT Conversion Problems • Service disruption during conversion • Value for money not sufficient to justify conversion

  13. Austin: Capital MetroRapid • Limited-stop service operating in mixed traffic • 2 routes: N. Lamar/S. Congress and Burnet/S. Lamar. • Lamar-Guadalupe-Congress route may build transit ridership for eventual LRT • Minimalist design, low cost ($28 to$38 million) may make conversion to LRT more feasible

  14. Conclusions

  15. Conclusions • Initial system design to facilitate conversion is critical • BRT facilities should not represent an obstacle to the subsequent LRT • BRT-specific infrastructure (including stations) should be designed to be very low in cost so sunk cost for BRT is not impediment to eventual conversion to LRT More…

  16. Conversion of “high-end” exclusive BRT facilities to LRT tend to involve some degree of transit service shutdown or disruption during conversion process • In contrast, “lower-end” express-bus or limited-stop types of BRT service can probably continue parallel service on adjacent highway or arterial lanes during conversion period More…

  17. Alignments that have appropriated railway ROW for BRT make it virtually impossible to maintain a true parallel bus service – thus representing a serious obstacle facing conversion to LRT • As planned BRT-to-LRT conversions become operational, updated assessments should be performed.

  18. Lyndon Henry Data Analyst 512.369-7756 Lyndon.henry@capmetro.org 512.441-3014 Nawdry@gmail.com

More Related