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El Camino Real BRT Phasing Plan BRT Industry Review Prepared for: SamTrans October 2013 SF13-0692

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Page 1: El Camino Real BRT Phasing Plan BRT Industry RevieIndustry... · 2014-04-15 · El Camino Real BRT Phasing Plan – BRT Industry Review October 2013 1 1.0 EXECUTIVE SUMMARY 1.1 DEFINITION

El Camino Real BRT Phasing Plan

BRT Industry Review

Prepared for:

SamTrans

October 2013

SF13-0692

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El Camino Real BRT Phasing Plan – BRT Industry Review

October 2013

Table of Contents

1.0 EXECUTIVE SUMMARY ........................................................................................................................ 1

1.1 Definition of Bus Rapid Transit (BRT)..................................................................................................... 1

1.2 BRT In the SamTrans and El Camino Real Context ............................................................................ 2

1.3 Case Studies and Key Lessons Learned ................................................................................................ 4

2.0 INTRODUCTION .................................................................................................................................... 6

2.1 Background of This Study ......................................................................................................................... 6

2.2 Purpose of the BRT Case Study Review ................................................................................................ 7

2.3 Organization of this Review ..................................................................................................................... 7

3.0 DEFINITION AND TYPICAL ATTRIBUTES OF BUS RAPID TRANSIT (BRT) SYSTEMS .................. 8

3.1 Industry Definition of BRT ......................................................................................................................... 8

3.2 Typical Attributes of BRT ........................................................................................................................... 9

3.2.1 Frequent Service ......................................................................................................................... 10

3.2.2 Fast and Reliable Service .......................................................................................................... 11

3.2.3 Enhanced Passenger Amenities .............................................................................................. 20

3.2.4 Distinctive Branded Service ..................................................................................................... 21

3.3 Variants of BRT .......................................................................................................................................... 23

3.3.1 The Two Families of BRT ........................................................................................................... 23

3.3.2 Formal Differentiation between Rapid and BRT Services ............................................... 24

4.0 BRT WITHIN THE SAMTRANS CONTEXT ........................................................................................29

4.1 Focus of this BRT Phasing Plan ............................................................................................................. 29

4.2 Proposed Delineation between Rapid and BRT Services for SamTrans ................................... 30

5.0 CASE STUDIES .....................................................................................................................................31

5.1 Case Study 1: Metro Rapid – Los Angeles, CA ................................................................................. 32

5.1.1 Description of the System ........................................................................................................ 32

5.1.2 Key Attributes .............................................................................................................................. 33

5.1.3 Performance and Benefits ........................................................................................................ 34

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5.1.4 Applicability to SamTrans ......................................................................................................... 35

5.2 Case Study 2: AC Transit Rapid – Oakland, CA ................................................................................ 36

5.2.1 Description of the System ........................................................................................................ 36

5.2.2 Key Attributes .............................................................................................................................. 37

5.2.3 Performance and Benefits ........................................................................................................ 38

5.2.4 Applicability to SamTrans ......................................................................................................... 39

5.3 Case Study 3: Rapid 522 – Santa Clara County, CA ........................................................................ 40

5.3.1 Description of the System ........................................................................................................ 40

5.3.2 Key Attributes .............................................................................................................................. 41

5.3.3 Performance and Benefits ........................................................................................................ 42

5.3.4 Applicability to SamTrans ......................................................................................................... 43

5.4 Case Study 4: EmX – Eugene, OR ......................................................................................................... 44

5.4.1 Description of the System ........................................................................................................ 44

5.4.2 Key Attributes .............................................................................................................................. 44

5.4.3 Performance and Benefits ........................................................................................................ 46

5.4.4 Applicability to SamTrans ......................................................................................................... 46

5.5 Summary of Key Lessons Learned ....................................................................................................... 47

5.6 Next Steps................................................................................................................................................... 48

Appendices

Appendix A – Travel Time Savings Benefits from Transit Priority Enhancements (SFMTA)

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List of Tables

Table 1-1: The Two Families of BRT ................................................................................................................................... 2

Table 1-2: Attributes for SamTrans Rapid vs. BRT.......................................................................................................... 3

Table 1-3: List of Four Case Study Systems ..................................................................................................................... 4

Table 3-1: Typical BRT Attributes and Specific Strategies ........................................................................................ 10

Table 3-2: Average Peak Service Headways on Example BRT Systems ................................................................ 11

Table 3-3: The Two Families of BRT ................................................................................................................................ 23

Table 3-4: Caltrans Incremental BRT Development Stages ...................................................................................... 25

Table 3-5: VTA BRT Service Design Guidelines ............................................................................................................ 27

Table 4-1: Attributes for SamTrans Rapid vs. BRT....................................................................................................... 30

Table 5-1: List of Four Case Study Systems .................................................................................................................. 31

Table 5-2: LA Metro Rapid Attributes (System-Wide) ............................................................................................... 33

Table 5-3: LA Metro Rapid Performance and System Benefits ............................................................................... 34

Table 5-4: AC Transit Rapid Attributes ........................................................................................................................... 37

Table 5-5: AC Transit Rapid Performance and System Benefits (72R Only) ........................................................ 38

Table 5-6: VTA Rapid 522 Attributes............................................................................................................................... 41

Table 5-7: VTA Rapid 522 Performance and System Benefits ................................................................................. 42

Table 5-8: EmX Attributes .................................................................................................................................................. 44

Table 5-9: EmX Performance and System Benefits (Franklin Corridor Only) ...................................................... 46

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1.0 EXECUTIVE SUMMARY

1.1 DEFINITION OF BUS RAPID TRANSIT (BRT)

Although there is no precise definition universally agreed upon, BRT is generally understood to connote

bus services that, at a minimum, operate faster than “local bus” service. BRT performance is fac ilitated by

both operational and physical measures that may include some or all of the following elements (which are

described in detail in the main report):

Limited stop service;

Bus priority at signals and on streets;

Faster passenger boarding and fare collection;

Transportation system management enhancements;

Enhanced passenger amenities; and

Unique branding.

Many variants of BRT operate in North America and throughout the world – each agency and entity has its

own perspective on what constitutes BRT service in the local context. There is general industry consensus,

however, that BRT can be delineated into two families based on the level of attributes and investment in

each system: Rapid and Full BRT (or just BRT) – as shown in Table 1-1Table 1-1. It should be noted that

for this report, BRT is a shorthand term that will refer to both Rapid and Full BRT.

Formatted: Font: Bold

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TABLE 1-1: THE TWO FAMILIES OF BRT

Type of BRT Typical Attributes Examples

Rapid

These systems typically operate in mixed flow lanes,

sometimes with some degree of signal priority, and

likely branded service and vehicles. Rapid systems,

also sometimes known as “BRT Lite” have minimal

capital investment.

Alameda-Contra Costa (AC) Transit

District 1R & Line 72R

Los Angeles County Metropolitan

Transportation Authority (Metro)

Rapid

Livermore Amador Valley Transit

Authority (LAVTA) Rapid

Santa Clara Valley Transportation

Authority (VTA) Rapid 522

Full BRT

These systems typically have a much higher degree

of priority and enhancements than Rapid services.

These systems operate vehicles in dedicated transit

lanes (or segments of) that allow vehicles to

operate faster and more reliably. Significant capital

investments are made to upgrade corridor right-of-

way and stations, to make the riding experience

more “rail-like.”

Greater Cleveland Regional Transit

Authority HealthLine

Lane Transit District (LTD) Eugene

Emerald Express (EmX)

LA Metro Orange Line

VTA Valley Rapid (Future)

San Francisco Municipal

Transportation Authority Van Ness

BRT (Future)

1.2 BRT IN THE SAMTRANS AND EL CAMINO REAL CONTEXT

The goal of the El Camino Real BRT Phasing Plan is to develop a short- and long-term BRT strategy. At

present, SamTrans does not operate Rapid or Full BRT service on the El Camino Corridor. The 2006 El

Camino Real Bus Corridor Origin and Destination Survey recommended the implementation of a Rapid

service to “prime the pump” for an anticipated Full BRT service, as current densities are insufficient to

support Full BRT. As such, it seems logical to conclude that for this analysis and development of this

Phasing Plan:

The short-term operating plan and phasing plan should focus on Rapid bus service.

The long-term operating plan and phasing plan should focus on more capitally intensive Full

BRT services.

Based on the categorization of Rapid and BRT services by other counterpart entities, Table 1-2 presents

the potential attributes for Rapid and Full BRT service tiers for the SamTrans and El Camino Real context.

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TABLE 1-2: POTENTIAL ATTRIBUTES FOR SAMTRANS RAPID VS. BRT

Typical BRT

Attribute Specific Strategy/Strategies Rapid Full BRT

Frequent

Service Frequent bi-directional service X X

Fast and

Reliable

Service

Longer stop spacing X x

Operational measures

o Turn prohibitions / exemptions X X

o Low-floor vehicles X X

o Level boarding facilities X

o All-door boarding/alighting X

o Off-board fare payment X

o Transportation system management

enhancements and labeled as Appendix A X X

Transit priority measures

o Transit Signal Priority (TSP) X X

o Bulbouts X X

o Queue jump lanes X X

o Dedicated transit lanes

Reserved lanes X

At-grade busway X

Grade-separated busway X

Enhanced

Passenger

Amenities

More substantial stations X

Real-time information X X

Distinctive

Branded

Service

Branded and specially marketed service X X

Specialized vehicles X X

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1.3 CASE STUDIES AND KEY LESSONS LEARNED

Four case studies are reviewed in this document as applicable examples for the SamTrans context:

TABLE 1-3: LIST OF FOUR CASE STUDY SYSTEMS

Type of Service Name of Service Region Operator

Rapid Metro Rapid Los Angeles, CA (USA) Los Angeles County Metropolitan

Transportation Authority (LA Metro)

Rapid Rapid Oakland, CA (USA) Alameda/Contra Costa Transit District

(AC Transit)

Rapid Rapid 522 Santa Clara County, CA (USA) Santa Clara Valley Transportation

Authority (VTA)

Full BRT EmX Eugene, OR (USA) Lane Transit District (LTD)

Several recurring themes, which are applicable to the future planning of the SamTrans El Camino Real

BRT, are apparent:

“Packages” of Strategies Are Most Effective at Reducing Travel Time and Improving

Reliability - No single strategy outweighs the synergistic benefits of packaging strategies

together to achieve maximum time savings or reliability. All Rapid or BRT elements contribute to

the effectiveness of the service – whether it is longer stop spacing, level boarding, TSP, etc. As

noted below though, longer stop spacing (or skip stop service) is most effective at reducing

+travel times and is typically part of the initial phasing of any BRT system. Other measures

complement longer stop spacing to incrementally improve travel time and/or reliability such as

TSP and level boarding.

Longer Stop Spacing Is Viewed As Most Effective – From the travel time savings assessments

and anecdotal evidence, reducing stops comprised the largest element in travel time savings. This

is also the easiest strategy to implement. There is some question, however, over what is the

second most effective strategy – some agencies identify traffic signal coordination, while others

identify level boarding. What is important is that the combination of these strategies generates

the highest benefits.

Significant Benefits Can Be Generated with Minimal Capital Investment – Significant benefits

can be generated from low-cost strategies such as reducing the number of stops, TSP, and signal

coordination. While dedicated lanes and rail-like stations can generate benefits, they come with a

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significant added capital investment that need to be evaluated from a return-on-investment

perspective.

Most Agencies Implement TSP on Continuous Stretches to Maximize Benefit – VTA, AC

Transit, and LA Metro all implement TSP along most portions of their Rapid systems. Eugene’s

EmX BRT service provides TSP on only one-third of intersections along the route – however this

should be viewed more as an anomaly than the norm, as Eugene is significantly smaller and less

dense than the other three regions.

Conditional TSP Should Be Considered – AC Transit and LA Metro provide conditional TSP for

their Rapid systems. This prevents “early” buses that are “running hot” from receiving priority and

can help balance headways and prevent bus bunching from an early bus catching up to a late bus.

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2.0 INTRODUCTION

2.1 BACKGROUND OF THIS STUDY

The 2010 Grand Boulevard’s Initiative Multimodal Corridor Plan (GBI Corridor Plan) identified the need for

improvements in both transportation and land use along the El Camino Corridor.1 In San Mateo County,

the El Camino Corridor is expected to experience an increase of over 24,800 households and 90,800 jobs

between 2005 and 2035 using 2007 Association of Bay Area Governments (ABAG) projections. Several

past studies identified BRT as feasible along the corridor.

Under this backdrop, the El Camino Real Bus Rapid Transit Phasing Plan seeks to define how enhanced

transit service can attract sufficient ridership and achieve cost-effective performance. The Phasing Plan

seeks to identify and develop the following:

Costs and benefits of a BRT system;

Essential system components;

Stakeholder support;

Ridership demand analysis;

Operating and capital cost estimates;

Network integration with existing and future SamTrans, VTA and Muni bus systems;

Funding strategy; and

Phasing and implementation plan.

1 Grand Boulevard Multimodal Transportation Corridor Plan, The Grand Boulevard Initiative, October 2010.

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2.2 PURPOSE OF THE BRT CASE STUDY REVIEW

The BRT Case Study Review is one of the first tasks of the larger BRT Phasing Plan. The Review is intended

to inform SamTrans, key stakeholders, agencies, and cities about the:

Typical attributes that define BRT service and quality;

Potential benefits of various BRT attributes;

Types of BRT in operation today in North America;

The type of BRT being considered for this El Camino Real BRT Phasing Plan; and

Key lessons learned from implementation and operation of BRT at other agencies.

2.3 ORGANIZATION OF THIS REVIEW

This review is organized into four sections:

Section 2.0: Introduction (this Section) – This section describes the background of the study and

the purpose of this BRT Industry Review.

Section 3.0: Definition and Typical Attributes of Bus Rapid Transit Systems – This section

presents the industry definition of BRT as well as the typical attributes of BRT systems. This

section also presents how other agencies and entities classify different tiers of BRT.

Section 4.0: BRT within the SamTrans Context – This section discusses how BRT should be

categorized and classified in the SamTrans context. It also lays out the attributes for different

types of BRT based on Section 3.0 findings.

Section 5.0: Case Studies – This section presents relevant BRT case studies and identifies

applicable strategies and lessons learned for the El Camino and SamTrans context.

Appendix A - Appendix A illustrates the expected travel time savings from implementation of

transit priority measures from San Francisco MTA’s Transit Effectiveness Project or TEP.

Anticipated TEP time savings benefits are quantified discretely from other measures such as

longer stop spacing, stop relocation, etc.

It should be noted that some of the material presented in this review is based on that from the VTA’s

Service Design Guidelines as well as VTA’s BRT Strategic Plan.

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3.0 DEFINITION AND TYPICAL ATTRIBUTES OF BUS RAPID

TRANSIT (BRT) SYSTEMS

This section presents the industry definition of BRT and typical attributes of BRT systems. It concludes with

a comparison of how agencies differentiate between various tiers of BRT service.

3.1 INDUSTRY DEFINITION OF BRT

The Transit Cooperative Research Program (TCRP) defines BRT as a “flexible, rubber-tired rapid-transit

mode that combines stations, vehicles, services, running ways, and Intelligent Transportation Systems (ITS)

elements into an integrated system…BRT applications are designed to be appropriate to the market they

serve and their physical surroundings, and they can be incrementally implemented in a variety of

environments”.2 The Federal Transit Administration (FTA) defines BRT as a “rapid mode of transportation

that can provide the quality of rail transit and the flexibility of buses”.3

Although there is no precise definition that is universally

agreed upon, BRT is generally understood to connote

bus services that, at a minimum, operate faster than

“local bus” service. BRT performance is facilitated by

both operational and physical measures that may include some or all of the following elements:

Limited stop service;

Bus priority at signals and on streets;

Faster passenger boarding and fare collection;

Transportation system management enhancements;

Enhanced passenger amenities; and

Unique branding.

In many cases, BRT service is meant to provide “rail-like” service and amenities, while being more flexible

and economical.

2 Transit Cooperative Research Program (TCRP) Report 90, Bus Rapid Transit – Volume 1: Case Studies in Bus Rapid

Transit, Transportation Research Board, 2003. 3 Thomas, E. 2001. Presentation at Institute of Transportation Engineers meeting, Chicago (August).

BRT is generally understood to connote

bus services that, at a minimum, operate

faster than “local bus” service.

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BRT, as it is known today, originates from Latin America in the 1970s, where funding to build rail rapid

transit systems was scarce. Cities such as Curitiba in Brazil led the way by developing rubber-tire bus-

based transit systems operating with fewer stops and in dedicated at-grade rights-of-way with enhanced

stations and intermodal transfer hubs as well as specialized vehicles (including articulated and double-

articulated vehicles).

In the 1990s, North American agencies started to take notice and introduced BRT-like routes with

different color schemes, names, marketing campaigns, and sometimes even fare structures. Vehicles,

services, and branding started to provide a “rail-like” experience – the focus was not only on improving

riding conditions, but also improving the level of service to attract non-riders.

3.2 TYPICAL ATTRIBUTES OF BRT

The following sub-sections describe typical attributes of BRT systems (as identified in TCRP Report 90)

that separate BRT from local bus service. Table 3-1 identifies four key attributes and various underlying

strategies of these attributes. While some BRT systems may not incorporate all four of these attributes,

they typically incorporate several of these attributes – which collectively separate BRT as a premium and

enhanced service over local bus.

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TABLE 3-1: TYPICAL BRT ATTRIBUTES AND SPECIFIC STRATEGIES

Typical BRT Attribute Specific Strategy/Strategies

Frequent Service Frequent bi-directional service

Fast and Reliable Service

Longer stop spacing

Operational measures

o Turn prohibitions / exemptions

o Low-floor vehicles

o Level boarding facilities

o All-door boarding/alighting

o Off-board fare payment

o Transportation system management enhancements

Transit priority measures

o Transit Signal Priority (TSP)

o Bulbouts

o Queue jump lanes

o Dedicated transit lanes

Reserved lanes

At-grade busway

Grade-separated busway

Enhanced Passenger Amenities More substantial stations

Real-time information

Distinctive Branded Service Branded and specially marketed service

Specialized vehicles

3.2.1 FREQUENT SERVICE

Local rail transit is renowned for frequent all-day service

in both directions. Vehicle arrivals are frequent enough

that riders can “show up” without consulting a schedule

and experience relatively short waiting periods. BRT

tries to mimic this level of service with bi-directional frequent service. This characteristic is important for

encouraging the public to rely on rapid transit for their local travel needs as well as to attract non-riders

and choice riders.

“Frequent service” is a relative term that varies among agencies. Among agencies operating BRT-type

service in North America, the typical peak operating headway can be between 10 to 12 minutes during

the weekday, and 15 to 30 minutes during off-peak hours (and possibly longer during early morning, late

Frequent BRT service is typically between

10-12 minutes in the peak, and 15-30

minutes in the off-peak.

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evening, and Sunday operations).4

Systems operating in their own dedicated transit lanes can often

operate at much lower headways though. Examples include:

TABLE 3-2: AVERAGE PEAK SERVICE HEADWAYS ON EXAMPLE BRT SYSTEMS

BRT System Operating Agency /

Location Running Way Type

Average Peak

Headway (Minutes)

AC Transit 1R and Line 72R AC Transit / Central

Alameda County, CA Mixed flow 12

Kansas City Area Transportation

Authority (KCATA) MAX

KCATA / Kansas City,

MO

Mixed flow and segments of

dedicated median bus lane 10

LA Metro Orange Line Metro / Los Angeles, CA Dedicated busway 4

LAVTA Rapid LAVTA / Eastern

Alameda County, CA Mixed flow 15

VTA Valley Rapid (future service) VTA / Santa Clara

County, CA

Mixed flow and segments of

dedicated median bus lane 10-12

BRT systems typically operate bi-directionally all-day to better serve the needs of higher-density, multi-

use corridors that generate trips all-day, not just during the peak periods. This characteristic distinctly

separates BRT from commuter transportation (such as express bus service) in that the latter may only

operate during the peak periods or in the peak direction of travel.

3.2.2 FAST SERVICE

Fast service – both actual and perceived – is another hallmark of rail rapid transit that BRT seeks to mimic.

Achieving fast and time-competitive transit journeys is paramount to keeping existing riders, but also

attracting choice users that currently drive. Compared to local bus services, BRT can operate faster and

more reliably by implementing: (i) longer stop spacing; (ii) operational measures such as turn restrictions,

level boarding, and off-board fare payment; (iii) transit priority measures including specialized signals and

queue jump lanes; and (iv) some form of dedicated transit lane. While longer stop spacing is relatively

inexpensive and easy to implement, dedicated lanes are the most expensive strategy and the most

difficult to implement. These elements are described below.

4 Most BRT systems also operate on a headway, rather than schedule basis – meaning that a bus is evaluated “early”

or “late” against its expected arrival headway at a given station.

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3.2.2.1 Longer Stop Spacing

Along a long route, incremental delay and variability

from frequent stops (including dwell times as well as

merge times) can result in a significant reduction in

travel speed and on-time performance. Reducing the number of stops served (and thus increasing stop

spacing) is the easiest way to improve travel speeds and reliability. Local buses typically stop every quarter

mile or less in some cases, while agencies typically implement half-mile stop spacing for BRT services.

Implementing longer stop spacing is one of the least expensive strategies to improve speed and

reliability, but is less visible and prominent to the public than installing physical infrastructure to speed

buses (such as a queue jump lane or dedicated bus lane).

Under this strategy, BRT serves higher demand stops and major origin/destination nodes, while skipping

low demand stops or those located in less transit-supportive areas. Psychologically, the trip seems faster

for passengers, who perceive a continuous movement uninterrupted by frequent stops. Often, but not

always, implementation of longer stop spacing for BRT is accompanied by the continuation of less

frequent local bus service to maintain local connectivity to/from lower demand stops/areas not served by

BRT.

3.2.2.2 Operational Measures

A variety of “operational measures” can be implemented to

speed BRT vehicles and improve reliability.

3.2.2.2.1 Turn Prohibitions / Exemptions

Vehicles making left turns can block intersections and delay

through traffic in the opposite direction. Vehicles making right turns can delay through traffic while

waiting for pedestrians to cross the street. Prohibiting left and/or right turns at particular intersections

can have significant benefits to transit travel times and reliability by minimizing interruptions to through

transit and general traffic flow.

Longer stop spacing is the easiest way to

improve travel speeds and reliability

Turn prohibitions can improve traffic

through intersections and help buses

run faster.

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Another strategy is called transit exemption. Transit

exemption in right-hand turn lanes allows for transit

through movements, while general traffic must turn

right. Likewise, the exemption may allow transit

vehicles to make turning movements where general

traffic is prohibited from doing so. These strategies

give transit “priority” over automobiles. Exemption is

often implemented to allow transit vehicles to enter

bus stations or transit centers without having to

merge in and/or out of mixed flow traffic congestion

on through lanes. Exemption functions similar to queue jump lanes defined in Section 3.2.2.3.3, except

the latter typically involve separate bus signal phasing.

On El Camino Real, two exemptions are in place on El Camino Real at Hillsdale Boulevard in San Mateo

and at Ravenswood Avenue in Menlo Park. These lanes are controlled with “bus exempt” signs on the

right-turn only lanes allowing bus through movement, but no special bus signal phase. VTA also has two

similar facilities along El Camino Real (but VTA refers to them as queue jump lanes, even though there are

no special bus phases at these locations).

SamTrans is pursuing additional exemption lanes at five locations along El Camino Real to improve on-

time performance and efficiency of the new ECR route (which combines the 390 and 391 into a single

service operating at 15-minute headways along the entire corridor through San Mateo County):

Northbound El Camino Real and Second Avenue in San Mateo;

Southbound El Camino Real and Broadway in Redwood City;

Southbound El Camino Real and Jefferson in Redwood City;

Northbound El Camino Real and Jefferson in Redwood City; and

Southbound El Camino Real and Valparaiso in Menlo Park.

Source: FHWA

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3.2.2.2.2 Faster Loading/Unloading

The time it takes to board and alight a transit

vehicle has impacts on dwell time, which can

collectively add up along a long route.

Loading/unloading can be accelerated through one

of the following strategies:

Low-Floor Vehicles - Buses that must “kneel” or require a “step-up” for passengers – either

because the vehicle is high-floor or because of a significant vertical differential between the bus

and the loading area/platform – require a longer time to board and alight than low-floor vehicles.

Dwell time for wheelchair and ADA riders using high-floor vehicles can be significant, particularly

when a lift is activated.

Level Boarding Facilities - In some cases, BRT systems have dedicated platforms that allow

customers direct boarding into buses without a “step.” Eugene’s EmX BRT is one example of a

system employing level boarding. The planned SFMTA Van Ness BRT system is another.

All-Door Boarding/Alighting - Faster loading/unloading can also be accomplished with all-door

boarding and alighting. BRT systems adopting this strategy often use off-board fare payment as

well (described below). SFMTA has implemented this program recently system wideand has

installed wireless non-contact card readers at all doors to accommodate all-door boarding and

alighting.

3.2.2.2.3 Off-Board Fare Payment

The exchange of cash or the validation of a commuter

pass can also increase dwell time. In the SamTrans

context, while the use of Clipper has reduced dwell time

impacts for riders, not every rider uses or has a Clipper

card. Off-board fare payment, typically facilitated for BRT with ticket vending machines (TVMs) similar to

those at Caltrain and Bay Area Rapid Transit District (BART) stations, can speed the boarding process

significantly by minimizing the driver-rider interaction. As noted, off-board fare payment is typically

implemented along with all-door boarding.

In practice, most BRT systems adopt off-board fare payment and TVMs to provide a more “rail-like”

experience. Often, these elements accompany systems with dedicated bus lanes and enhanced, rail-like

stations. A strict and comprehensive fare inspection process needs to be in place to discourage fare

evasion.

Fast loading/unloading is an important element

of BRT that can reduce dwell time – this can be

achieved with low-floor vehicles, level

boarding, and all-door boarding/alighting

Off-board fare payment reduces boarding

times, but is expensive to implement and

requires more intense fare inspection

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3.2.2.2.4 Transportation System Management Enhancements

Another potential attribute of BRT is the implementation

of various transportation system management

enhancements. The typical goal of these enhancements

is to improve on-the-ground operations and

effectiveness through schedule efficiencies, and changes

in fleet type, service frequency, hours of operation, and network structure allow operators to match the

right type and level of service to areas with corresponding demand for transit. These enhancements also

include in-line management strategies including real-time dispatching, real-time monitoring of bus

movements and traffic conditions, refinement of layover time and deadheading, which assist operators in

planning for delays due to peak-hour traffic.

3.2.2.3 Transit Priority Measures

Measures that give transit “priority” over general traffic include both operational and physical elements as

described below.

3.2.2.3.1 Transit Signal Priority (TSP)

Transit Signal Priority (TSP), also known as Bus Signal Priority,

can help reduce delay and variability in bus travel times and

schedule arrival times. TSP can be implemented in a mixed

flow context, but also for dedicated bus lanes and queue jump

lanes to minimize delay to through bus movements.

Generally, TSP can be implemented in two manners: (i)

passively, where signals are programmed to align with transit

running times or to optimize general traffic flow (this is done

in the Denver Transit Mall); or (ii) actively, where priority is

granted to a bus after it is detected. Active priority is either:

(i) conditional, where only late buses are given priority (as is

done on AC Transit’s San Pablo Rapid and Los Angeles’s

Transit signal priority is a typical hallmark

of BRT systems, allowing buses to

minimize intersection stoppage along the

journey

Source: Sustainable Transportation in the

Netherlands

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Metro Rapid) or (ii) unconditional, where all buses are given priority regardless of whether they are early

or late (as is done in for the Santa Clara County portion of the El Camino Corridor for VTA).5

Typical active TSP strategies include: (i) extending the green cycle (i.e., green extension), which elongates

the green time to allow an approaching bus to cross the intersection; or (ii) truncating the red cycle (i.e.,

early green), which shortens the red time so that a bus experiences a shorter time waiting at the

intersection.

3.2.2.3.2 Bulbouts

Bus bulbouts, often referred to as curb extensions,

effectively extend the curb at bus stops into the parking

lane, allowing buses to stop in the nearest traffic lane

instead of at the curb lane when loading/unloading.

Bulbouts can reduce bus merge times into and out of general mixed flow traffic lanes, while also creating

more space for bus shelters and street furniture. Bulbouts can impact general traffic flow as buses stop in

the mixed flow lanes, reducing throughput capacity, and forcing vehicles behind the bus to wait if they are

unable to pass.

3.2.2.3.3 Queue Jump Lanes

Queue jump lanes, also known as queue

jumpers or exempt lanes, are short segments of

priority lanes at specific locations. In the US

context, queue jump lanes are typically in right-

hand turn lanes and allow for transit through

movements.6 Queue jump lanes are enabled by

a special bus signal phase or signal priority to allow the bus to move ahead of general purpose traffic.

5 For systems adopting headway-based schedule control, a bus is evaluated “early” or “late” against its expected arrival headway at

a given station. 6 Right-turning vehicles from the cross street, accustomed to turning on red, must be controlled to prevent conflicts

with the through-moving transit vehicles. Control is typically achieved through one or more of the following methods:

(i) signs banning right turns on red; (ii) yield or stop signs; (iii) special right-turn signals; and (iv) channelization to give

right-turn vehicles better visibility of oncoming transit vehicles.

Bulbouts reduce the merge times for buses

to serve curbside stops, but may impact

following traffic on narrow streets

Queue jump lanes are typically implemented in

right-turn lanes and allow transit to continue

through the intersection while general traffic turns

right. Queue jump lanes are typically enabled by a

special bus phase or transit signal priority.

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Queue jump lanes can permit transit vehicles

to bypass queues at congested intersections,

bridge approaches and toll plazas, etc. and

can reduce transit delay, improve travel

speeds, and increase reliability. Queue jump

lanes can also be deployed to allow transit

vehicles to more effectively transition into and

out of median bus lanes to serve curbside

stops. No queue jump lanes exist along El

Camino Real.

3.2.2.4 Dedicated Transit Lanes

Transit operating in mixed flow lanes is subject to delay and conflict from other vehicles, cyclists, and

pedestrians. Thus, stretches of dedicated transit lane(s) for exclusive transit use can be one of the most

important factors, aside from implementing longer stop spacing, in achieving faster and more reliable

service. Dedicated lanes are a visible and permanent commitment to providing priority to transit over

general traffic.

While not all BRT systems operate in dedicated transit lanes, those that do are often able to operate at

much higher speeds and carry much higher peak loads than Rapid systems operating in mixed flow traffic.

From the rider perspective, dedicated transit lanes may have an even stronger psychological impact, by

allowing vehicles to bypass congestion and operate unimpeded in the transit lane.

However, implementing stretches of dedicated transit lanes is expensive, requires support both politically

and financially from stakeholder cities, the business communities, and residents, and is often difficult to

achieve, especially if current mixed flow lanes are “re-allocated” for transit-only purposes. The re-

allocation of mixed-flow lanes to dedicated bus lanes can have a significant impact to levels of service.

Source: City of Chandler, AZ

Source: TheGreenCarWebsite.co.uk

Dedicated transit lanes can have significant

benefits to travel time and reliability, but are

costly and challenging to implement

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Dedicated transit lanes may be implemented along an entire corridor, or in a portion or portions of a

corridor. Operationally, these lanes may function as:

Peak-Only Lanes – Transit vehicles operate in these lanes during peak hours only. Outside of the

peak, general traffic can operate in the lane as well. Often, peak-only

lanes are implemented in the peak direction of travel and achieved by

instituting parking bans during the peak. Buses then operate in the

vacated parking lanes. This strategy has minimal physical infrastructure

costs as no construction is required. This is the strategy employed in

Vancouver along many arterials including the Broadway Corridor and

Georgia Street, and in Washington DC suburbs such as Silver Springs

(these lanes function as reversible peak-only lane).

All-Day Lanes – Lanes are for exclusive transit use throughout the day.

This strategy is typically the most expensive types as the lanes require

some degree of physical segregation from adjacent traffic as well as

enforcement.

Reversible Lanes – In some right-of-way constrained sections, sufficient width may exist for only

one dedicated transit lane. Some systems operate short reversible (or bi-directional) single lane

segments so both travel directions can benefit from the dedicated transit segment. Functioning

similar to a single track segment of rail, signals control movement into and out of the lane.

Eugene’s EmX operates one short segment of reversible lane, while VTA’s Stevens Creek BRT

Corridor has proposed such a lane through the congested and constrained Valley Fair section.

Contraflow Lanes – Contraflow transit

lanes are often implemented on one-

way streets, where transit operates in

the opposite direction of the

surrounding lanes. This allows two-way

operation of the bus, while general

traffic operates in one direction.

Contraflow lanes can maximize spare

capacity on a road and allow for more

direct routings in areas with significant

one-way road networks. Boston’s Silver

Line operates a contraflow segment on

Washington Street.

Three types of dedicated transit lanes exist – these are described below.

Source: flickr.com

Source: Google Street View

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3.2.2.4.1 Reserved Lanes

Reserved lanes for transit are comprised of curb

bus lanes, median busways, or reserved freeway

lanes. Typically, these lanes are implemented by

“re-allocating” existing mixed flow travel lanes

to exclusive transit use. These lanes are typically

physically separated from adjacent traffic

through colored pavement, bollards, raised

pavement, as well as short, mountable concrete

medians.

The Las Vegas Metropolitan Area Express (MAX)

operates in a dedicated curbside lane (i.e., the

right-most lane). Most agencies deploying reserved lanes, however, operate median bus lanes to avoid

right-turn and parking conflicts. Median bus lanes can be configured with: (i) side platforms, which allow

for right-side boarding, but also require a platform for each direction; or (ii) center platforms, which have

a wider waiting area to serve both directions, but require either contraflow operations for right-side

boarding or specialized vehicles allowing dual-side boarding. Cleveland’s HealthLine BRT and Eugene’s

EmX systems use a center platform configuration with dual-side boarding vehicles. VTA’s proposed BRT

system would operate with side platforms. Mexico City’s TransMetro is a large-scale example of BRT

operating in median bus lanes on city streets.

3.2.2.4.2 At-Grade Busway

The LA Metro Orange Line and the Miami-Dade Busway both operate as at-grade busways. At-grade

busways are built in their own right-of-way (often abandoned rail corridors). Interaction with mixed flow

traffic is limited to intersections and the entry and exit points of the busway. Transit typically operates

much faster and more reliably than in reserved lanes which are still subject to mixed flow interference.

Speed is limited by the number of mixed flow traffic crossings.

Source: Arup (Mexico City, TransMetro)

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3.2.2.4.3 Grade-Separated Busway

The Ottawa Transitway and the Pittsburgh Busway operate

as exclusive busways that provide complete physical

separation from mixed flow traffic. Unlike at-grade busways,

there are no crossings with mixed flow traffic. These BRT

systems operate similar to rail rapid transit systems such as

BART. They can achieve the fastest operating speeds, the

highest reliability, and carry the highest hourly loads of the

various types of BRT systems.

3.2.3 ENHANCED PASSENGER AMENITIES

BRT services also may include enhanced passenger amenities to improve the perceived and actual transit

experience. Typical amenities are described below.

3.2.3.1 More Substantial Stations

Full BRT typically has enhanced and more robust

stations to improve the passenger waiting experience.

Amenities can range from simple and more elegant

stylized shelters to more elaborate rail-like stations with

high platforms and large seated waiting areas. High

quality materials may also be used for the facility. Other

amenities may include better lighting, sheltered waiting

areas, real-time passenger information, ticket vending

machines, etc.

Source: Wikimedia

Enhanced passenger stations and waiting

areas are one facet of BRT, but are typically

implemented at high demand stops first.

Source: VTA

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3.2.3.2 Real-Time Information

Global Positioning System (GPS) tracking of transit vehicles combined with knowledge of real-time traffic

conditions allows transit agencies to provide up-to-date real-time passenger information such as

expected arrival times and journey times both at the wayside and aboard vehicles through variable

message signs and announcements, as well as through smartphones and other handheld devices. Real-

time information systems can reduce perceived waiting times and improve the attractiveness of transit

and use of transit. Implementation of real-time

information systems may not be warranted at all BRT

stops initially – thus such systems are usually phased in

to prioritize high demand stops first, and low demand

stops later.

3.2.4 DISTINCTIVE BRANDED SERVICE

To separate BRT from local and express bus service in the minds of the riders but also non-riders, agencies

typically brand BRT as a distinctive service. This branding is carried through for the entire “package”,

primarily in terms of service, vehicles, and stops.

Real-time information is provided by many

agencies. For Full BRT, it mimics the

reliability and quality of rail.

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3.2.4.1 Branded and Specially Marketed Service

To leverage the noted advantages of BRT, most

agencies market BRT as an elite, premium brand of

service. The goal is to create the perception among

riders and non-riders that BRT is faster, more reliable,

comfortable and “hip” than local service operating in

the same corridor and a viable alternative to the

automobile. Specialized branding may include:

A unique name or route numbering for BRT,

which can imply an elite level of service over

local bus;

Unique painting, bus wrapping, or logo for

BRT vehicles;

Specially chosen colors schemes and logos

for BRT marketing materials, stop signs, and

maps; and

Targeted marketing campaigns to extol the

benefits of BRT over local bus and possibly the automobile.

3.2.4.2 Specialized Vehicles

Agencies typically deploy BRT buses that are distinctive

from local buses both in appearance (for instance

branding, color scheme, and logo), but also in make and

model. Sleek and contoured vehicles that look more

“rail-like” in appearance have been adopted at many

agencies, with low-floors for faster entry and exit, and

nicer interior seating. Several BRT systems have introduced dual-side door vehicles to allow both left-side

(for center platform configurations) and right-side boarding. Several agencies have likewise selected

energy-efficient or zero-emission propulsion vehicles to further differentiate and bring greater publicity to

the service. In addition, some BRT vehicles are equipped with Wi-Fi to further differentiate service. The

VTA’s Valley Rapid plans to make all BRT vehicles Wi-Fi capable.

Agencies market BRT as a premium service

and typically give it a catchy and

memorable nickname – EmX, the Rapid,

the HealthLine, etc.

Image: City of Brampton, Ontario

BRT systems typically deploy specialized

vehicles that differentiate the service from

regular local bus. Vehicles sometimes have

a rail-like appearance and feel to

emphasize the premium service.

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3.3 VARIANTS OF BRT

This section discusses the two main variants of BRT and how other organizations/entities have tried to

distinguish between different BRT systems.

3.3.1 THE TWO FAMILIES OF BRT

Many variants of BRT operate in North America and throughout the world – each agency and entity has its

own perspective on what constitutes BRT service in the local context. There is general industry consensus,

however, that BRT can be delineated into two families based on the level of attributes and investment in

each system: Rapid and Full BRT – as shown in Table 3-3.

TABLE 3-3: THE TWO FAMILIES OF BRT

Type of BRT Typical Attributes Examples

Rapid

These systems typically operate in mixed flow lanes, often

with some degree of signal priority, and likely branded

service and vehicles. Rapid systems, also sometimes known

as “BRT Lite” have minimal capital investment.

AC Transit 1R & Line 72R

Los Angeles Metro Rapid

LAVTA Rapid

VTA Rapid 522

Full BRT

These systems typically have a much higher degree of

priority and enhancements than Rapid services. These

systems operate vehicles in dedicated transit lanes (or

segments of) that allow vehicles to operate faster and more

reliably. Significant capital investments are made to upgrade

corridor right-of-way and stations, to make the riding

experience more “rail-like”.

Cleveland HealthLine

Eugene EmX

Los Angeles Metro Orange

Line

VTA Valley Rapid (Future)

SFMTA Van Ness BRT

(Future)

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3.3.2 FORMAL DIFFERENTIATION BETWEEN RAPID AND FULL BRT SERVICES

Several transit agencies and entities have attempted to

formally differentiate between the two tiers of enhanced

service (Rapid vs. Full BRT) to better define service

expectations to the public and to stakeholders.

The following sections present how different agencies

and entities differentiate between Rapid and Full BRT

services. It is notable that while there are slight nuances

in how the entities define Rapid and Full BRT services –

all similarly conclude that (as described in Table 3-3):

Rapid connotes systems that operate in mixed

flow lanes with some degree of signal priority

and minimal capital investment.

Full BRT connotes more capital intensive systems with dedicated transit lanes, robust and

enhanced stations, and more rail-like amenities.

3.3.2.1 CalTrans BRT Handbook for Partners

In February 2007, CalTrans published its Bus Rapid Transit – A Handbook for Partners. This handbook was

meant to inform Caltrans staff and other stakeholders about what elements comprise a BRT system. Table

3-4Table 3-4 presents the various stages of BRT implementation leading to Full BRT operations. The

“Initial BRT Stage” represents Rapid type services which operate in mixed flow traffic lanes with some fo rm

of transit priority. BRT requires greater investment but is typically more effective through allocation or

implementation of dedicated bus lanes and transit running ways to provide separation from mixed flow

vehicles.

For the remainder of this review and study,

the following terms will be used:

Rapid will connote systems that operate

in mixed flow lanes with some degree of

signal priority and minimal capital

investment.

BRT will connote more capital intensive

systems with dedicated transit lanes,

robust and enhanced stations, and more

rail-like amenities.

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TABLE 3-4: CALTRANS INCREMENTAL BRT DEVELOPMENT STAGES

Source: Caltrans Bus Rapid Transit – A Handbook for Partners, California Department of Transportation,

February 2007.

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3.3.2.2 VTA Service Design Guidelines

The VTA Service Design Guidelines (included within its 2007 Transit Sustainability Policy) define the typical

attributes and minimum performance thresholds of Rapid service versus Full BRT as presented Table 3-5

which was adapted from various tables in the Guidelines.7

Similar to the Caltrans working definition of BRT, VTA defines Rapid and Full BRT services as follows (this

definition is from the BRT Strategic Plan’s State of the Industry Review):

Rapid (known as BRT 1 in the Service Design Guidelines) - A premium level of service, with

higher operating speeds, greater reliability, and fewer stops than local bus service. Buses and

stations are brand identified, typically with standard amenities, such as shelters, benches, and

real-time passenger information. BRT 1 primarily operates in mixed flow traffic lanes. Time-

savings is generated from reducing the number of stops served and from transit priority elements

such as signal priority, queue jump lanes, or bulbouts.

Full BRT (known as BRT 2 in the Service Design Guidelines) - An enhanced service with

dedicated running ways (or transitways), both on- and off-street, as well as high-capacity stations

with enhanced amenities on par with those for light or heavy rail, and possibly passing lanes at

stations to allow different types of routes and bypass flexibility. On-street facilities may be in the

center median or at the curbside. Travel time savings accrue and reliability increases since BRT

vehicles are not subject to mixed traffic delays. Capital costs for Full BRT are significantly higher

than for Rapid systems.

7 It is noted that in the Guidelines, the official moniker of Rapid service is BRT 1, while BRT service is known as BRT 2.

VTA’s various BRT corridors, however, are not known to the public as BRT 2.

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TABLE 3-5: VTA BRT SERVICE DESIGN GUIDELINES

Type of Service

Typical Attributes Rapid Full BRT

Service Elements

All-Day, Frequent Service X X

Limited Stops X X

Simplified Routing X X

Specialized Vehicles X X

More Robust Stops X

Rail-Like Stations X

Off Vehicle Fare Payment X

Runningway

Operates in Mixed-flow Lanes X

Operates in Peak Period Lanes X

Operates in Dedicated Bus Lanes X

Operates in Dedicated Transitway X

Transit Priority

Elements

Transit (Bus) Signal Priority X X

Queue Jump Lanes X X

Bulbouts (Curb Extensions) X X

Service Design

Guideline (SDG)

Standards

Avg. Boardings per Revenue Hour 45 55

Avg. Boardings per Station 150 350

Avg. Boardings per Route Mile 200 350-475

Residential Corridor Density (Minimum

Dwelling Units / Acre) 12-16 12-16

Other Attributes

Higher Investment Costs X

Brand Identity X X

Source: VTA BRT Service Design Guidelines, 2007.

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3.3.2.3 LA Metro’s Transit Service Policy

LA Metro published its Transit Service Policy in 2011. This Policy outlines the different tiers of service

Metro provides. It specifically differentiates between its Rapid (called Metro Rapid) and its BRT (called

Metro Liner) services as follows:

Metro Rapid (Rapid) – The Policy defines Metro Rapid service as “expedited arterial bus service

operating on heavily traveled corridors. Time reductions are achieved through the use of fewer

bus stops, transit signal priority, and peak period bus lanes. Metro Rapid buses use specially

branded buses and enhanced bus stops at selected locations that include special shelters,

information kiosks, and “Next Trip” displays.” Well known Metro Rapid routes include the

Wilshire-Whittier Rapid and the Ventura Rapid.

Metro Liner (Full BRT) – The Policy defines Metro Liner service as “expedited BRT service

operated on its own exclusive right-of-way on either arterials or freeways with dedicated transit

stations.” Metro Liner service incorporates a series of design feastures including dedicated bus

lanes, high-capacity vehicles, transit signal priority, enhanced bus stations and shelters, enhanced

streetscapes, and improved fare collection with TVMs at select stations.” The Metro Orange and

Silver Lines are examples of such services.

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4.0 BRT WITHIN THE SAMTRANS CONTEXT

This section discusses how BRT should be categorized and classified in the SamTrans context. It also lays

out the attributes for different types of BRT based on Section 3.0 findings.

4.1 FOCUS OF THIS BRT PHASING PLAN

In the context of this El Camino Real BRT Phasing Plan, the goal of this study is to first develop a short-

and long-term BRT strategy. At present, SamTrans does not operate Rapid or BRT service on the El

Camino Corridor. The 2006 El Camino Real Bus Corridor Origin and Destination Survey recommended the

implementation of a Rapid service to “prime the pump” for an anticipated Full BRT service, as current

densities are insufficient to support Full BRT. However, housing and employment densities are anticipated

to meet Full BRT thresholds (20 units per acre and 1.0 floor area ratio, respectively) in some places along

the Corridor by 2035. If looking at residential and job density together, the Corridor is likely to support

Full BRT in the future.8 As such, it seems logical to conclude that for this analysis and development of this

Phasing Plan:

The short-term operating plan and phasing

plan should focus on Rapid bus service, which

include lower cost enhancements such as wider

stop spacing and possible transit signal priority,

as corridor conditions are not suitable for

significant Full BRT investment (i.e., ridership,

densities, etc.).

The long-term operating plan and phasing

plan should focus on more capitally intensive

Full BRT services, possibly with dedicated

transit lane segments and/or rail-like amenities.

8 Grand Boulevard Multimodal Transportation Corridor Plan, The Grand Boulevard Initiative, October 2010.

For this Phasing Plan:

The short-term operating plan and

phasing plan should focus on Rapid bus

service.

The long-term operating plan and

phasing plan should focus on more

capitally intensive Full BRT services.

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4.2 PROPOSED DELINEATION BETWEEN RAPID AND FULL BRT

SERVICES FOR SAMTRANS

Based on other counterpart entities in Section 3.3, Table 4-1 presents the potential attributes for Rapid

and Full BRT service tiers for the SamTrans and El Camino Real context.

TABLE 4-1: ATTRIBUTES FOR SAMTRANS RAPID VS. FULL BRT

Typical BRT Attribute Specific Strategy/Strategies Rapid Full BRT

Frequent All-Day Service Frequent bi-directional service X X

Fast and Reliable Service

Longer stop spacing X X

Operational measures

o Turn prohibitions / exemptions X X

o Low-floor vehicles X X

o Level boarding facilities X

o All-door boarding/alighting X

o Off-board fare payment X

o Transportation system management enhancements X X

Transit priority measures

o Transit Signal Priority (TSP) X X

o Bulbouts X X

o Queue jump lanes X X

o Dedicated transit lanes

Reserved lanes X

At-grade busway X

Grade-separated busway X

Enhanced Passenger

Amenities

More substantial stations X

Real-time information X X

Distinctive Branded

Service

Branded and specially marketed service X X

Specialized vehicles X X

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5.0 CASE STUDIES

This section presents four case studies, which were selected due to their perceived applicability to

SamTrans and the El Camino Corridor. Acknowledging that current and short-term corridor conditions

would be more supportive of Rapid services rather than Full BRT, this case study review focuses on Rapid

type systems which are most applicable to the corridor in the short-term. Three Rapid systems are

presented. One BRT case study is also reviewed though to highlight the long-term possibilities in the

Corridor if ridership grows and transit-supportive development and densities arise.

The four case studies are as follows in the table below:

TABLE 5-1: LIST OF FOUR CASE STUDY SYSTEMS

Type of Service Name of Service Region Operator

Rapid Metro Rapid Los Angeles, CA (USA) LA Metro

Rapid Rapid Oakland, CA (USA) AC Transit

Rapid Rapid 522 * Santa Clara County, CA (USA) VTA

Full BRT EmX Eugene, OR (USA) LTD

* Limited performance data is available for this case study. The others have been analyzed by the FTA or the local agency.

Each case study is described in four sections:

Description of the System – This section describes the transit operator and service network, as

well as the BRT services offered by the operator (including length and coverage).

Key Attributes – This section describes the BRT corridor in terms of infrastructure elements such

as dedicated bus lanes, queue jump lanes, and vehicles are detailed. Capital costs and O&M costs

(if available) are also detailed. In addition, operating characteristics such as the span of service,

frequency of service, as well as any transit priority and Intelligent Transportation Systems (ITS)

applications that improve operating performance and the passenger experience are noted.

Performance and Benefits – This section highlights key operating performance metrics such as

travel time savings and ridership as available.

Applicability to SamTrans – This section highlights the key lessons learned from each case

study, particularly, how such lessons may be applicable to the SamTrans case.

As a reference, Appendix A presents a table depicting the expected travel time savings from

implementation of various transit priority measures for the on-going San Francisco MTA’s Transit

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Effectiveness Project or TEP. Anticipated TEP time savings benefits are quantified discretely from other

measures such as longer stop spacing, stop relocation, etc.

5.1 CASE STUDY 1: METRO RAPID – LOS ANGELES, CA

5.1.1 DESCRIPTION OF THE SYSTEM

In the summer of 2000, LA Metro initiated

two mixed-traffic Rapid demonstration

lines in major east-west corridors. Called

Metro Rapid, the first two lines were along:

(i) Wilshire and Whittier boulevards in

central Los Angeles, a 25.7-mile route; and

(ii) Ventura Boulevard in the San Fernando

Valley, a 16.7-mile route.

Currently, 24 Metro Rapid lines serve Los

Angeles County, spanning nearly 400 miles

– an outgrowth of the success of these two initial demonstration projects. Although Metro Rapid operates

in mixed flow travel lanes, Metro Rapid benefits from TSP (allowing for green extension or red truncation),

low-floor buses allowing for level boarding, and longer

stop spacing. Metro Rapid vehicles are detected by

Automatic Vehicle Location sensors that allow real-time

monitoring and dispatch of vehicles, as well as provision of

real-time vehicle arrival information.

LA Metro also operates a premium BRT service known as

Metro Liner, which operates in extensive dedicated transit

lanes with limited at-grade interaction with mixed flow

traffic. Two Metro Liner routes exists in Los Angeles: (i) the

Orange Line which is an outgrowth of the initial Ventura

Metro Rapid line, which operates in an abandoned rail

Source: LA Metro, 2013.

Source: flickr.com

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right-of-way in the San Fernando Valley connecting to the northern terminus of the Red Line (a rail rapid

transit line that serves Downtown Los Angeles); and (ii) the Silver Line, which operates in dedicated

median lanes of the El Monte Busway and Harbor Transitway.

The focus of this case study review is on Metro Rapid services, which are most applicable to the current

and short-range SamTrans context.

5.1.2 KEY ATTRIBUTES9

Key operating and infrastructure attributes for Metro Rapid are as follows below. Due to the size of the

current system, information cited below is generalized for the Metro Rapid service as a whole rather than

a single route. Where applicable, information for a single route will be presented and noted specifically.

TABLE 5-2: LA METRO RAPID ATTRIBUTES (SYSTEM-WIDE)

Key Attributes Description

Frequent All-

Day Service

Headway

Weekday (Peak): 3-10 minutes (typical)

Weekday (Off-Peak): 15-20 minutes (typical)

Weekend: Reduced compared to weekday

Span of Service Weekday: 5:00AM-9:00PM (typical)

Weekend: Reduced span of service compared to weekday

Bi-Directional Service Yes

Fast and

Reliable

Services

Average Stop Spacing ~0.75 miles apart

Operational Measures

Low-floor vehicles help riders to load and unload quickly.

Metro Rapid stops are at the far-side, while local bus stops are at the

near-side.

Transit Signal Priority

TSP is implemented at over 1,000 intersections in the City and was

collaboratively developed by the Los Angeles Department of

Transportation and Metro for use in the City of Los Angeles.

Priority is conditional – only buses that are 50% or more behind

schedule are granted priority.

Rapid vehicles receive priority through early green or green extension

(up to 10 seconds in both cases).

Dedicated Transit Lanes

None – Metro Rapid services operate in mixed flow traffic along the

entirety of their routes.

Metro Liner routes operate in dedicated transit lanes.

9 Much of this information is from the LA Metro website (http://www.metro.net/projects/rapid/) as well as the Wilshire

and Venture Metro Rapid: Final Report, Los Angeles Metro Rapid Demonstration Program, LA Metro, 2002.

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TABLE 5-2: LA METRO RAPID ATTRIBUTES (SYSTEM-WIDE)

Key Attributes Description

Enhanced

Passenger

Amenities

More Substantial

Stations

Metro Rapid stations have enhanced passenger amenities including

transit information, lighting, and canopies.

Real-Time Information Most stations have “Next Bus” displays.

Branding and

Marketing

Specially Branded

Service

Metro Rapid is a separate branded service different from local buses

with distinctive red and silver colors.

Specialized

Infrastructure

Some routes use stylized, 60’ articulated vehicles, clearly

distinguishable from more “boxy” local bus routes.

Metro Rapid stations are typically separated from local bus stops.

Costs

Capital Costs (YOE)

Wilshire Metro Rapid: $5.0 million (2000) or $200,000 / mile (roughly

split between stations and TSP)

Ventura Metro Rapid: $3.3 million (2000) or $180,000 / mile

O&M Costs (YOE) Wilshire & Ventura Metro Rapid Lines: $12.7 million annually (2000) or

$300,000 / mile

5.1.3 PERFORMANCE AND BENEFITS10

Key Metro Rapid performance highlights and system benefits are detailed below. Much of these results

are from the initial Wilshire and Ventura demonstration projects.

TABLE 5-3: LA METRO RAPID PERFORMANCE AND SYSTEM BENEFITS

Component Description of Performance / Benefits

Travel Time Savings

Wilshire Metro Rapid: Average end-to-end travel time was reduced by

approximately 28%, with three-quarters of this reduction from wider stop spacing

and level boarding, and the rest due to TSP.

Ventura Metro Rapid: Average end-to-end travel time was reduced by 23%, with

three-quarters of this reduction from wider stop spacing and level boarding, and

the rest due to TSP.

Broadway Metro Rapid: Average travel time was reduced by 35%.

Vermont Metro Rapid: Average travel time was reduced by 40%.

10

Sources: (i) Wilshire and Venture Metro Rapid: Final Report, Los Angeles Metro Rapid Demonstration Program, LA Metro,

2002; (ii) Broadway and Vermont Metro Rapids (LA Metro – www.metro.net), 2012; and (iii) Metro Rapid TSP and ATSAC: (US

Department of Transportation, Intelligent Transportation Systems Joint Program Home - http://www.itsbenefits.its.dot.gov),

2012.

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TABLE 5-3: LA METRO RAPID PERFORMANCE AND SYSTEM BENEFITS

Component Description of Performance / Benefits

Improved Reliability and

On-Time Performance

Wilshire Metro Rapid: TSP reduced traffic signal delay by 33%.

Ventura Metro Rapid: TSP reduced traffic signal delay by 36%.

In general, Metro Rapid TSP reduced: (i) bus travel time variability by 35%; (ii) AM

peak intersection bus delay by 13%; and (iii) the number of times a bus stops at a

red light by 50%.

TSP parameters (for instance granting less than 7 to 10 seconds of green per call),

can reduce bus delays and also have negligible impacts on cross-street traffic.

Improved Rider Experience

(for Wilshire/Ventura Metro

Rapid only)

Metro Rapid ratings were higher for all attributes compared to the prior service.

The largest improvements in ratings were in cleanliness, travel time on the bus,

and bus frequency.

Increased Ridership

Wilshire Metro Rapid: Corridor ridership increased by 42%, while the share of new

riders grew by 33%.

Ventura Metro Rapid: Corridor ridership increased by 27%, while the share of new

riders grew by 26%.

Wilshire/Ventura Metro Rapid: 14% of Metro Rapid riders began using transit

service after Metro Rapid services were established.

Broadway Metro Rapid: Corridor ridership increased by 17%.

Vermont Metro Rapid: Corridor ridership increased by 4%.

5.1.4 APPLICABILITY TO SAMTRANS

Key lessons learned from the Metro Rapid context include:

Combined, Low-Floor Vehicles and Longer Stop Spacing Reduces Travel Times – The Metro

Rapid results estimate that nearly 75% of travel time savings is from both reducing stops and

operating low-floor vehicles. This result suggests that combinations of attributes are most

effective at achieving desired travel time savings and reliability.

Specific TSP Operating Parameters Can Optimize Performance – LA Metro operates

conditional priority for its TSP system – thus only late buses are granted priority. Furthermore, a

TCRP study found that modest early green or green extension (e.g., less than 7 to 10 seconds per

cycle) can reduce bus delays with negligible impacts on cross-street traffic. For the SamTrans

context, it may be worthwhile to consider implementing conditional priority to reduce impacts on

cross traffic.

TSP May Be More Useful to Maintain Reliability Rather than Reduce Travel Time - The Metro

Rapid results estimate that only about 25% of travel time savings is directly attributable to TSP. At

the same time however, TSP significantly reduced the number of times buses stopped at

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intersections and the amount of time they were stopped – both factors that determine how

reliable and on-time service is.

An Extensive TSP Network Has Facilitated Metro Rapid Operations – TSP is implemented on

over 1,000 streets in Downtown Los Angeles to facilitate transit movements. Long, continuous

stretches of TSP maximizes the benefit of priority, especially if signals are coordinated throughout

the corridor.

Separate Metro Rapid and Local Bus Stops Differentiate the Brand – Metro Rapid stops are

not only designed differently than those for local bus stops, they are placed at different locations.

Metro Rapid stops are located at the far-side of intersections, while local stops are at the near-

side. While there is a capital cost associated with separating these facilities, this approach can

help differentiate services in the minds of the public and accentuate the premium nature of Rapid

or BRT services.

5.2 CASE STUDY 2: AC TRANSIT RAPID – OAKLAND, CA

5.2.1 DESCRIPTION OF THE SYSTEM

In 2003, AC Transit initiated Rapid service along San Pablo

Avenue (Line 72R also known as the San Pablo Rapid).

Rapid service operates in mixed flow travel lanes. Rapid

service operates with increased frequency, reduced travel

time by reducing stops and implementing TSP, and real-

time arrivals information at select locations.

The weekday-only 72R operates for 14.0 miles from

Contra Costa College in San Pablo to Downtown Oakland

and Jack London Square. The 72R replaced the 72L,

which provided limited stop service. Two local routes (72

and 73) were maintained in the corridor.

In 2007, a second Rapid line, Line 1R (also known as the International Rapid), was started along Telegraph

Avenue, International Boulevard and East 14th Street from UC Berkeley to Bay Fair BART Station. The

International Rapid line is 18 miles long and serves Berkeley, Oakland, and San Leandro. Weekend service

is from Oakland and San Leandro only.

Source: showbus.com

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AC Transit’s first full-fledged BRT service will commence in 2016 between Downtown Oakland and San

Leandro, essentially replacing the southern portion of the 1R’s route, operating in dedicated transit lane

segments with enhanced median stations and other rail-like amenities such as TVMs.

5.2.2 KEY ATTRIBUTES

Key operating and infrastructure attributes for the AC Transit Rapid are as follows:

TABLE 5-4: AC TRANSIT RAPID ATTRIBUTES

Key Attributes Description

Frequent All-

Day Service

Headway Weekday: 12 minutes all-day (1R/72R)

Weekend: 15 minutes all-day (1R)

Span of Service Weekday: 5:30AM-8:30PM (1R) / 6:00AM-8:00PM (72R)

Weekend: 8:30AM-7:00PM (1R)

Bi-Directional Service Yes

Fast and

Reliable

Services

Average Stop Spacing ~0.50 miles (26 stops over 14 miles for 72R only)

Operational Measures Low-floor vehicles with three to four doors help riders to load and

unload quickly.

Transit Signal Priority

Signal coordination and TSP was implemented for the Rapid.

TSP is conditional meaning only late vehicles are provided priority.

Rapid vehicles receive priority through early green or green extension.

All 63 intersections for the 72R are TSP enabled, yet only the Rapid

bus can trigger the system.

Other Measures

(Bulbouts & Queue

Jump Lanes)

Two short queue jump lanes were installed on San Pablo Avenue for

the 72R.

No queue jump lanes were installed for the 1R due to insufficient

street width.

Dedicated Transit Lanes

None – Rapid services operate in mixed flow traffic along the entirety

of their routes.

Dedicated transit lanes will be built for the new BRT project opening

in 2016 on International Blvd.

Enhanced

Passenger

Amenities

More Substantial

Stations Stops are not enhanced. Rapid stops also function as local bus stops.

Real-Time Information Select stations are equipped with NextBus real-time arrival screens.

Branding and

Marketing

Specially Branded

Service

Bus shelters and distinctive signs with the Rapid logo are located at

most of the 51 stops, which are also used by local buses.

Buses also have the Rapid logo.

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TABLE 5-4: AC TRANSIT RAPID ATTRIBUTES

Key Attributes Description

Specialized

Infrastructure

No specialized buses or stops were implemented as part of the Rapid

program. Vehicles used for Rapid service are also used for local

service.

Costs

Capital Costs (YOE)

72R: $3.2 million (2003$), which did not include the vehicle cost, while

some capital costs were split between TSP and on-street

improvements.

Cost per mile: $230,000 / mile (excluding vehicles)

O&M Costs (YOE) Data unavailable

5.2.3 PERFORMANCE AND BENEFITS11

Key AC Transit Rapid performance highlights and system benefits are detailed below. Note – only

performance of the initial 14.0-mile 72R service is described below.

TABLE 5-5: AC TRANSIT RAPID PERFORMANCE AND SYSTEM BENEFITS (72R ONLY)

Component Description of Performance / Benefits

Travel Time Savings

Average end-to-end travel time was reduced by approximately 12 minutes,

equating to a 21% reduction compared to local service and 17% reduction

compared to the old 72L. This meets the goal of a 20% reduction in travel time set

by AC Transit.

It was estimated that about a third of travel time savings was from reducing stops,

a third was from signal progression improvements (or signal coordination), a sixth

from TSP, and a sixth from moving stops to the far-side.

Improved Reliability and

On-Time Performance

72R reliability is still impacted by heavy congestion.

Service reliability has been maintained by providing additional vehicles in the

afternoon.

11

Source: The San Pablo Rapid BRT Project Evaluation, Final Report – June 2006, Federal Transit Administration, 2006.

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TABLE 5-5: AC TRANSIT RAPID PERFORMANCE AND SYSTEM BENEFITS (72R ONLY)

Component Description of Performance / Benefits

Improved Rider Experience

72R service received an average rider rating of 4.2, which is higher than

the 3.7 for other services.

80% of users perceived the 72R as faster than the previous service, with

almost half of respondents indicated the service was at least 15 minutes

faster.

90% of customers stated that the “ease of Bus identification” was “good”

or “very good”

Increased Ridership

72R ridership grew by 22% in the year after implementation

System-wide ridership grew by about 4.5% from 2003-04 during which

72R began operations.

One survey of Rapid Bus users found that 40-50% of those using the line

were new riders, with 19% having previously driven to their destination

and 10-15% previously rode BART.

5.2.4 APPLICABILITY TO SAMTRANS

Key lessons learned from the AC Transit context include:

Targeted Investment Can Increase Ridership and Choice Rider Capture – Average capital cost

per mile for Rapid service is very low compared to other similar BRT systems. The majority of the

costs were for TSP and other on-street improvements. However, the Rapid met its goal of 20%

travel time savings over the replaced limited service, while capturing choice riders. Thus, even

small targeted investments can be effective at meeting goals.

Traffic Signal Coordination May Be Just As Important as TSP – It was estimated that a third of

travel time savings came from better traffic signal coordination, while a sixth of the savings came

from TSP. This means that while TSP shows promise, better coordination of signals can have

significant benefits as well. Since Rapid operates solely in mixed flow lanes, this lesson may be

especially applicable to SamTrans.

72R Implements TSP at All Intersections – TSP is implemented on all Line 72R intersections.

Long, continuous stretches of TSP maximizes the benefit of priority, especially if signals are

coordinated throughout the corridor.

Sharing of Vehicles and Stops Can Dilute the Brand – Although Rapid services are distinct and

have a distinct logo (as 90% of customers noted identification of the system was “good” or “very

good”, Rapid vehicles and stations are essentially indistinguishable from local service. Rapid

vehicles look no different than local buses, in fact some Rapid vehicles are used on local service.

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Bus stops have Rapid signs, but these stops are used by both Rapid and local services. This

“blending” of the two services may cause rider confusion, as well as the loss of premium brand

recognition. This issue, at least for AC Transit, will be solved when the new BRT system opens with

dedicated stations and new vehicles.

5.3 CASE STUDY 3: RAPID 522 – SANTA CLARA COUNTY, CA

5.3.1 DESCRIPTION OF THE SYSTEM

The VTA initiated Rapid 522 service in mid-2005, as its first

foray into enhanced bus service. The Rapid 522 replaced the

Limited Stop 300 and operates on a 26.0-mile route from the

Palo Alto Transit Center in Palo Alto to the Eastridge Mall in

East San Jose on El Camino Real, the Alameda, Alum Rock

Avenue, and Capitol Expressway. The Local 22 provides local

coverage along the route.

Rapid 522 operates frequent all-day service at 15-minute

headways, with longer stop spacing than the Local 22

(operating at 12-minute headways), all low-floor vehicles, and

TSP as well as two queue jump lanes. The Rapid 522 is specially branded and marketed, with buses having

a unique red and blue wrap.

Rapid 522 is the first step towards developing a full-

fledged BRT system in Santa Clara County. The

planned Valley Rapid will include three BRT

corridors – the El Camino, Alum Rock, and Stevens

Creek.

Valley Rapid will operate in median bus lanes (and

mixed flow lanes in some areas) with rail-like

stations and vehicles. Ultimately, Valley Rapid will

operate at 10-minute headways, with a local overlay

at 15 minutes.

Source: VTA

Source: VTA

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The focus of this case study review is on the VTA Rapid 522, which is most applicable to the SamTrans

context.

5.3.2 KEY ATTRIBUTES12

Key operating and infrastructure attributes for the Rapid 522 are as follows below.

TABLE 5-6: VTA RAPID 522 ATTRIBUTES

Key Attributes Description

Frequent All-

Day Service

Headway

Weekday: 15 minutes all-day; 20-25 minutes in the early morning and

late night

Weekend: 15 minutes all-day; 20 minutes in the early morning and

late night

Span of Service Weekday: 4:45AM-9:00PM

Saturday: 7:30AM-8:30PM

Bi-Directional Service Yes

Fast and

Reliable

Services

Average Stop Spacing 0.5-1.0 mile (compared to 0.25 miles for local buses)

Operational Measures

Low-floor vehicles help riders to load and unload quickly.

Rapid 522 stops are typically at the far-side of the intersection.

Queue jump lanes exist along El Camino Real at the Page Mill and

Arastradero intersections in Palo Alto. (Note – in the BRT attributes

section, these are referred to as exemptions)

Transit Signal Priority

Rapid 522 vehicles receive priority through early green or green

extension. No other routes receive priority.

Unconditional priority is granted, thus early or late vehicles still

receive TSP.

Railroad preemption takes precedent over any TSP call by the Rapid

522

Consecutive TSP calls at a single location are not allowed.

TSP is installed in continuous stretches along the entire 26.0-mile

corridor except on the southern end on the Capitol Expressway.

Dedicated Transit Lanes

None – Rapid 522 operate in mixed flow traffic along the entirety of

the routes.

Valley Rapid services will operate in mixed flow traffic as well as

segments of dedicated median transit lanes.

Enhanced

Passenger

More Substantial

Stations

Metro Rapid stations have enhanced passenger amenities including

transit information, lighting, and canopies.

12

Much of this information is from the VTA website (http://www.vta.org/projects/line22brt.html).

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TABLE 5-6: VTA RAPID 522 ATTRIBUTES

Key Attributes Description

Amenities Real-Time Information Most stations have “Next Bus” displays.

Branding and

Marketing

Specially Branded

Service

Rapid 522 is a distinctive branded service.

Vehicles have a special wrap, and stations have branded Rapid signs

attached to the bus poles.

Branding was a significant piece of the BRT Strategic Plan and

development the future Valley Rapid.

Specialized

Infrastructure

Rapid 522 has no specialized infrastructure. Conventional buses are

used, but wrapped with the unique branding.

Costs

Capital Costs (YOE)

Capital cost: $3.5 million (includes $1.6 million for queue jump lanes

and TSP implementation)

Cost per mile: $140,000 / mile

O&M Costs (YOE) Not available

5.3.3 PERFORMANCE AND BENEFITS13

Key Rapid 522 performance highlights are detailed below (if available).

TABLE 5-7: VTA RAPID 522 PERFORMANCE AND SYSTEM BENEFITS

Component Description of Performance / Benefits

Travel Time Savings VTA expected Rapid 522 to generate travel time savings on the order of 10-25%

Improved Reliability and

On-Time Performance No information available.

Improved Rider Experience No information available.

Increased Ridership

In September 2007, the Rapid 522 served 8,300 daily riders, its highest total since

being started in 2005.

In September 2007, the combined Local 22 / Rapid 522 handled over 27,000 daily

riders, representing significant growth over the “pre-Rapid” corridor ridership of

about 20,000 daily riders.

13

Sources: (i) VTA BRT Strategic Plan, VTA, 2009; and (ii) http://www.vta.org/projects/line22brt.html.

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5.3.4 APPLICABILITY TO SAMTRANS

Key lessons learned from the Rapid 522 include:

VTA Implements TSP on Long Continuous Stretches – As noted, Rapid 522 enjoys transit signal

priority for most of its route, except at the very end on its 26.0-mile route. Continuous stretches of

TSP maximizes the benefit of priority, especially if signals are coordinated throughout the

corridor. This is particularly instructive for SamTrans, as the Rapid 522 operates through multiple

jurisdictions (including that of Caltrans).

Rapid 522 and Local Service Perform Effectively Together – The Rapid 522 provides skipped

stop service along the corridor, while the local service provides continuity and mobility to areas

not served by the Rapid 522. This combination has been effective at increasing ridership as seen

in the 2007 corridor transit travel volumes. Interestingly, the Rapid 522 operates at 15-minute

headways, while the Local 22 operates at 12-minute headways.

Conditional TSP Could Improve Performance – VTA currently grants unconditional priority to

the Rapid 522, regardless of whether a vehicle is early or late. In the SamTrans context, it may be

worth exploring how conditional or unconditional priority would impact Rapid service as well as

cross-traffic. In addition, it would be instructive to discuss with VTA how Caltrain pre-emption and

TSP calls are handled for cross streets along El Camino, particularly in Palo Alto, which has

similarly configured grade-crossings as in San Mateo County.

Marketing Was a Key Focus of VTA’s BRT Development Effort – An initial marketing effort was

undertaken to develop the Rapid 522 brand and logo. During the planning for VTA’s BRT system,

significant focus in the BRT Strategic Plan was placed on branding, focus groups, and outreach to

develop a new logo, scheme, and name for BRT. Eventually this effort led to the Valley Rapid

name. Branding again here is key to differentiate service and elevate a premium tier of service,

this time from Rapid service to BRT service.

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5.4 CASE STUDY 4: EMX – EUGENE, OR

5.4.1 DESCRIPTION OF THE SYSTEM

Eugene’s LTD initiated BRT service, called Emerald Express or EmX, on its Franklin Corridor in January

2007. It replaced the western portion of the popular 11-

Thurston line, which now terminates at Springfield Station.

EmX represents one of the first full-BRT systems to operate in

the United States, running in dedicated median lanes physically

separated from adjacent mixed flow lanes with a high level of

transit priority. EmX operates with 63’ articulated vehicles.

The initial Franklin Corridor is a 4.0-mile corridor connecting

downtown Eugene and downtown Springfield, the two principal

hubs in LTD’s network. A 7.8-mile extension north to the

Gateway Mall and Sacred Heart Medical Center was opened in January 2011. An extension to West

Eugene from the current Eugene Station is in the planning phases.

5.4.2 KEY ATTRIBUTES

Key operating and infrastructure attributes for the EmX are as follows:

TABLE 5-8: EMX ATTRIBUTES

Key Attributes Description

Frequent All-

Day Service

Headway

Weekday: 10 minutes all-day; 15-30 minutes in early morning / late

evening

Saturday: 15 minutes all-day

Sunday: 30 minutes all-day

Span of Service

Weekday: 5:30AM-11:30PM

Saturday: 6:45AM-11:30PM

Sunday: 7:45AM-8:30PM

Bi-Directional Service Yes

Source: Wildish Land Co.

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TABLE 5-8: EMX ATTRIBUTES

Key Attributes Description

Fast and

Reliable

Services

Average Stop Spacing ~0.5 miles (23 stops over 12 miles)

Operational Measures

Low-floor vehicles and all-door speed entry and exit.

Ticket vending machines allow for off-board fare payment.

All stops are at the far-side of the intersection.

Transit Signal Priority

TSP is unconditional and given regardless of whether or not the

vehicle is running on-time or late.

EmX vehicles receive priority through early green or green extension.

16 of 45 intersections along the Franklin Corridor are TSP enabled.

Other Measures

(Bulbouts & Queue

Jump Lanes)

Queue jump and bulbouts are employed at several signalized

intersections.

Dedicated Transit Lanes

EmX operates in both mixed flow lanes and exclusive lanes.

For the 4.0-mile Franklin Corridor, EmX operates in exclusive lanes for

65% of the journey. Half of the exclusive lanes are delineated by

painted lanes and are located in both the median or alongside one

side of the street. The remainder of exclusive lanes is located in the

median and is physically separated from adjacent traffic by low curbs.

Most exclusive segments have one lane only and allow for reversible,

bi-directional operations.

Enhanced

Passenger

Amenities

More Substantial

Stations

Stations are stylized with enhanced passenger amenities and appear

similar to LRT stations.

Real-Time Information Real-time displays added in 2012 to all EmX stations.

Branding and

Marketing

Specially Branded

Service

The EmX is a specially branded service that stands apart from other

LTD services. It has a unique logo and green color scheme.

Specialized

Infrastructure

Vehicles are 63’ low-floor articulated hybrid-electric New Flyer units

with a streamlined design and special color scheme.

Each vehicle holds 39 passengers and allows for dual-side boarding.

Costs

Capital Costs (YOE)

Franklin Corridor: $25 million (2007), including $12 million to build, $6

million to design, and $6 million for six vehicles

Cost per mile: $6.3 million / mile (including vehicles); $4.5 million /

mile (without vehicles)

O&M Costs (YOE) Data unavailable

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5.4.3 PERFORMANCE AND BENEFITS14

Key EmX performance highlights and system benefits are detailed below. Note – only performance of the

initial 4.0-mile Franklin EmX service is described below.

TABLE 5-9: EMX PERFORMANCE AND SYSTEM BENEFITS (FRANKLIN CORRIDOR ONLY)

Component Description of Performance / Benefits

Travel Time Savings

Average end-to-end travel time was reduced by approximately 1.0 minutes

compared to the original Route 11 operating on the corridor.

This equates to a 4% reduction in travel time compared to the local service.

Travel time decreased due to reductions in signal delay (28%), dwell time (10%),

and time in transit (18%).

Improved Reliability and

On-Time Performance

Service reliability and schedule adherence improved over Route 11.

Variability of travel times was reduced.

Improved Rider Experience

80% of users perceived the EmX as faster than the previous service, with almost

half of respondents indicating the service was at least 15 minutes faster.

Customers rated reliability as “good”, compared to “fair” for Route 11.

85% of customers stated that the “ease of Bus identification” was “good” or “very

good”

Increased Ridership

Since operations started, EmX has continually increased ridership (with ridership

increasing from 4,000 riders in February 2007 to 5,400 in April 2008).

LTD system ridership also increased commensurate with the opening of EmX.

16% of EmX users previously drove.

Other One negative was that eight accidents were recorded in the first year of operation,

with all accidents being the fault of the other party involved.

5.4.4 APPLICABILITY TO SAMTRANS

Although EmX, with its rail-like amenities and dedicated transit lanes, represents one long-term vision for

BRT on the El Camino Corridor, several key lessons are applicable to SamTrans and the El Camino

Corridor:

Perceived Travel Time May Be More Important than Actual Travel Time – EmX service was

shown to have improved travel times by 4% - however riders perceived a much greater level of

travel time savings, in some cases up to 15 minutes. This implies that the total package of BRT

improvements (new vehicles, nicer stations, and dedicated lanes and transit priority) can have a

14

Source: EmX Franklin Corridor – BRT Project Evaluation, Final Report, Federal Transit Administration (FTA), April

2009.

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significant psychological impact on riders and serve as a way to attract choice riders (as 13%

previously drove).

Selective Implementation of TSP Can Be Effective, But Only in Low Density and Low Activity

Corridors - Of the 45 intersections in the Franklin Corridor, only 16 of them were equipped with

TSP. One result of the TSP (as well as select queue jump lanes) was a 28% reduction in signal

delay (not overall travel time savings). The selective implementation of TSP in Eugene reflects the

light traffic volumes and lower density of development in its operating environment – which do

not necessitate TSP at every intersection (as done in the other case studies).

Branding Helps People to Recognize the Service and its Transit Benefits - EmX was marketed

with branded vehicles with special colors and logos. This scheme was applied to all marketing

materials and infrastructure. This helped riders and the community to publically identify and

recognize BRT service and its transit benefits.

Implementation of Expensive, But Non-Essential BRT Elements Can Be Postponed – Ticket

vending machines and real-time passenger information were expensive, but were non-essential

elements that were implemented years later after initial service began. The initial capital focus was

on improving travel time and the passenger riding experience with dedicated lanes, TSP, and

specialized vehicles instead. Thus, not all the “bells and whistles” of the system need to be

introduced from the start, but can be added incrementally as demand grows.

5.5 SUMMARY OF KEY LESSONS LEARNED

From the case studies, several recurring themes are apparent, which are applicable to the future planning

of the SamTrans El Camino BRT:

“Packages” of Strategies Are Most Effective at Reducing Travel Time and Improving

Reliability - No single strategy “outweighs” the synergistic benefits of packaging optimal

strategies together to achieve maximum time savings or reliability. All elements contribute to the

effectiveness of BRT – whether it is longer stop spacing, level boarding, or TSP, etc. As noted

below though, longer stop spacing (or skip stop service) is most effective at reducing travel times

and is typically part of the initial phasing of any BRT system. Other measures complement longer

stop spacing to incrementally improve travel time and/or reliability such as TSP and level

boarding. The findings from Appendix A for the SFMTA’s TEP show the relative effectiveness of

these packages.

Longer Stop Spacing Is Viewed As Most Effective – From the travel time savings breakdowns

and anecdotal evidence, reducing stops comprised the largest element in travel time savings. This

is also the easiest strategy to implement. There is some question, however, over what is the

second most effective strategy – some agencies identify traffic signal coordination, while others

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identify level boarding. What is important to take away though is that the combination of these

strategies generates the highest benefits.

Significant Benefits Can Still Be Generated with Minimal Capital Investment – Significant

benefits can be generated from low-cost strategies such as reducing the number of stops, TSP,

and signal coordination. While dedicated lanes and rail-like stations can generate certain benefits,

they come with a significant added capital investment that may not be worth the marginal

benefit.

Most Agencies Implement TSP on Continuous Stretches to Maximize Benefit – VTA, AC

Transit, and LA Metro all implement TSP along most portions of their Rapid systems. EmX

provides TSP on only one-third of intersections along the route – however this should be viewed

more as an anomaly than the norm, as Eugene is significantly smaller and less dense than the

other three cities/regions.

Conditional TSP Should Be Considered – AC Transit and LA Metro provide conditional TSP for

their Rapid systems. This prevents early buses that are “running hot” from receiving priority and

can help balance headways and prevent bus bunching from an early bus catching up to a late bus.

5.6 NEXT STEPS

The findings from the BRT Industry Review and the El Camino Real Existing Conditions Report establish

the groundwork for the development of the conceptual short-term Rapid and long-term Full BRT

alternatives. The upcoming activities for this study include:

Developing objectives and evaluation criteria;

Developing Rapid and Full BRT alternatives and then collaborating with SamTrans and other

stakeholders to refine these alternatives; and

Selection of up to two alternatives to carry forward for more detailed analysis.

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APPENDIX A – TRAVEL TIME SAVINGS BENEFITS FROM TRANSIT

PRIORITY ENHANCEMENTS (SFMTA)

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TABLE A-1: ANTICIPATED BENEFITS FROM TEP TRAVEL TIME REDUCTION PROPOSALS ON EIGHT CORRIDORS

Service Type Current

Daily Ridership

Length of TEP

Enhanced Segment

One-Way Non-TSP

Travel Time Savings

(% Savings)

Additional One-Way

TSP Travel Time

Savings (% Savings)

Service Management and Operational Optimization Strategies Proposed

5 Fulton

Local Bus

19,000 5.6 miles (9.0 km)

6.0 min (18%)

1.5 min (5%)

Increase stop spacing to between 2-3 blocks

Optimize bus stop location at 15 locations (relocate stops)

Add bus bulb at 17 locations

Replace all-way STOP-controlled intersections with traffic signals or calming measures at 9 intersections

Add right-turn lanes at 11 intersections

Implement a road diet on a 6 block segment

Add peak-period parking restrictions

Add pedestrian bulbs or islands at 8 intersections

8X Bayshore

Express Bus

23,000 5.0 miles (8.0 km)

7.0 min (18%)

1.5 min (4%)

Replace all-way STOP-controlled intersections with traffic signals or calming measures at 5 intersections

Optimize bus stop location at 7 intersections (relocate stops)

Establish 1.6 km of transit-only lanes

Increase stop spacing from 2 to 2.5 blocks

Add turn pockets at up to 8 intersections

Add transit bulbs at 7 intersections

Elongate transit stops at 6 intersections

14 Mission

Local Bus

24,600 7.5 miles (12.1 km)

10.0 min (14%)

4.0 min (6%)

Create right-turn lane at key intersections

Convert side-running transit-only lanes to center-running transit-only lanes in 5 block segment

Add transit boarding islands at 6 intersections

Create signalized transit queue jumps at 3 locations

Increase bus stop spacing from 1 to 2 blocks

Optimize bus stop location at 6 intersections (relocate stops)

Add bus bulbs at 6 intersections

Elongate existing transit stops at 2 locations

Replace all-way STOP-controlled intersections with traffic signals or calming measures at 2 intersections

Restrict turns at 14 intersections

Reconfigure roadway

22 Fillmore

Local Bus

18,000 2.2 miles (3.5 km)

6.0 min (28%)

1.0 min (5%)

Shift route to serve new residential area

Create center-running transit-only lanes for several blocks

Create peak-period curb side transit-only lanes through lane conversion and parking removal for several blocks

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TABLE A-1: ANTICIPATED BENEFITS FROM TEP TRAVEL TIME REDUCTION PROPOSALS ON EIGHT CORRIDORS

Service Type Current

Daily Ridership

Length of TEP

Enhanced Segment

One-Way Non-TSP

Travel Time Savings

(% Savings)

Additional One-Way

TSP Travel Time

Savings (% Savings)

Service Management and Operational Optimization Strategies Proposed

Restrict left turns at most locations

Add new traffic lights at 4 locations

Improve pedestrian environment

28 & 28L 19

th

Avenue

Local & Limited

Bus 17,500

3.4 miles (5.5 km)

5.5 min (26%)

0.5 min (2%)

Remove 14 stops at 7 intersections

Optimize 6 stops at 5 intersections (relocate stops)

Add bus bulbs at 21 locations

Add pedestrian bulbs at 19 locations

Add 31 right-turn lanes at 19 intersections

Remove one left turn lane at one intersection

30 Stockton

Local Bus

28,000 2.2 miles (3.5 km)

3.5 min (15%)

2.0 min (9%)

Increase stop spacing from 1 to 2 blocks

Optimize bus stop location at 5 intersections (relocate stops)

Add bus bulbs at 11 locations

Elongate existing bus bulbs at 4 locations (for multiple buses)

Add transit-only lanes at three locations

J Church LRT 14,000 4.0 miles (6.4 km)

3.0 min (12%)

TSP benefits not calculated

for this route

Replace all-way STOP-controlled intersections with traffic signals or calming measures at 4 intersections

Optimize transit locations at 3 intersections (relocate stops)

Create more consistent stop spacing

Add transit bulbs at 7 intersections

Extend boarding islands at 2 intersections

N Judah LRT 40,000+ 3.4 miles (5.5 km)

10.0 min (19%)

Unclear at this time if TSP will be

imple-mented on this route

Replace all-way STOP-controlled intersections with traffic signals or calming measures at 8 intersections

Optimize transit locations at 4 intersections (relocate stops)

Increase transit stop spacing from 2-3 blocks to 3-4 blocks

Add transit bulbs at 6 intersections

Extend boarding islands at 13 intersections

Source: SFMTA, 2012 (http://www.sfmta.com/cms/mtep/tepover.htm)

Note: Other changes such as operational improvements and network enhancements could further improve travel times along the corridor.