TABLE OF CONTENTS 1 INTRODUCTION ...... 1 2 BRT BASICS ...... 2 2.1 What is BRT? ...... 2 2.2 Regional BRT Definition ...... 3 2.3 Benefits of BRT ...... 3 3 REGIONAL BRT STANDARDS ...... 5 3.1 Why Develop Regional BRT Standards? ...... 5 3.2 BRT Standard References ...... 5 3.3 Elements of Regional BRT Standards ...... 7 4 NEXT STEPS ...... 17 5 REFERENCES ...... 18

LIST OF TABLES Table 1: Running Way Investment Table ...... 9

Regional BRT Standards i October 2020

ACRONYMS/ABBREVIATIONS

ADA Americans with Disabilities Act PoP Proof-of-Payment ADOT Arizona Department of Transportation PTASP Public Transportation Agency Safety Plans ASU Arizona State University ROW Right-of-Way BAT Business Access Transit RTFSU Regional Transit Framework Study Update BRT Bus Rapid Transit T2050 Transportation 2050 Plan CCTV Closed-Circuit Television TAG Technical Advisory Group GIG Capital Investment Grant TSP Transit Signal Priority ITS Intelligent Technology Systems TSPM Transit Standards and Performance Measures FTA Federal Transit Administration USDOT United States Department of Transportation HAWK High-Intensity Activated Crosswalk HCT High-Capacity Transit ITDP Institute for Transportation and Development Policy ITS Intelligent Transportation Systems LRT Light Rail Transit MAG Maricopa Association of Governments MPO Metropolitan Planning Organization MTA Metropolitan Transportation Authority MUTCD Manual on Uniform Traffic Control Devices NACTO National Association of City Transportation Officials NEPA National Environmental Policy Act

Regional BRT Standards ii October 2020

1 INTRODUCTION The Maricopa Association of Governments (MAG) Regional Bus Rapid Transit (BRT) Feasibility Study will document the potential for the implementation of BRT in the MAG region. Through their Transportation 2050 (T2050) Plan, the City of Phoenix is undertaking its own study to analyze initial BRT candidate corridors within the city’s boundary. The Phoenix BRT study includes corridor analysis, shared mobility strategies, a network implementation plan, and an operating plan. This MAG BRT study will build on other MAG, Valley Metro, and local studies—especially the recently completed MAG Regional Transit Framework Study Update (RTFSU), which identifies potential high-capacity transit (HCT) corridors throughout the region. The RTFSU provides a strong point of departure for this regional BRT feasibility study from several perspectives, including BRT definition and corridor nomination criteria. The results of this study will serve as a springboard for MAG member agencies to begin discussions about implementing BRT. This working paper outlines the basic features and benefits of BRT as an HCT mode and defines a regional BRT system. In order to develop a consistent regional system, minimum operating standards and physical attributes need to be established. The standards identified as part of this working paper were developed and refined through collaboration with the regional transit providers (City of Phoenix Transit Department and Valley Metro) and a Technical Advisory Group (TAG) consisting of seven member agencies: Phoenix, Glendale, Tempe, Scottsdale, Mesa, Chandler, and Gilbert. The standards will guide the implementation of BRT as a mode throughout the region.

Regional BRT Standards 1 October 2020

2 BRT BASICS Key Elements of BRT: 2.1 WHAT IS BRT? The Federal Transit Administration (FTA) defines BRT as an Dedicated Transit Lanes: Dedicated transit lanes innovative, high-capacity transit solution that can achieve the improve the reliability of BRT service throughout the performance and benefits of more expensive rail modes. It corridor, especially in congested areas. provides the flexibility of a customized transit service offering a BRT Stations and Near-Level Boarding: Near-level range of options and technologies to attract ridership and reduce boarding allows faster and safer boarding, with an congestion. almost flush transition from vehicle to platform. It As a hybrid mode, BRT brings together key service offerings and also improves accessibility for all users while benefits of light rail transit (LRT) and local bus service. BRT is decreasing delay. flexible because the system is able to be designed and Off-Board Fare Collection: This technology allows customized to the surrounding contextual land use and riders to pay their fares prior to boarding using a community needs. The system is integrated into the existing mobile app, website, or ticket vending machine at transit network, providing high-capacity connections between the station, which can significantly reduce delay. activity centers. BRT generally operates throughout the day on arterial streets and often runs along existing high-ridership local Vehicles: BRT vehicles often have a larger capacity bus corridors. BRT systems are developed with enhanced stations than buses used on local routes and may include that include a suite of options such as near-level boarding, digital features like multi-door boarding, interior bike real-time rider information, and off-board fare collection. Modern, storage, and real-time transit information. technology-equipped stations are more comfortable and provide more amenities than typical local bus stops. Upgraded buses can Intersection Enhancements: Treatments such as travel in dedicated transit-only lanes or use intersection Transit Signal Priority (TSP) and queue jump lanes treatments at select locations to improve travel time and enhance allow BRT vehicles to travel more efficiently through the rider experience. Moving people quickly is one important part intersections by giving them extra green time or a of what makes BRT effective. head start in the traffic queue. Service and Operation Plan: Routes are optimized, BRT puts a focus on the rider experience. Creating a brand for the with station locations and service schedules that are system in the community will attract ridership and enhance the designed specifically to meet rider demands. BRT productivity of the entire transit network. routes are designed intentionally to connect riders with their destinations efficiently. Branding: BRT routes have a unique name, color scheme, logo, and other identifiers to differentiate them from other transit services.

Regional BRT Standards 2 October 2020

2.2 REGIONAL BRT DEFINITION Figure 1: BRT station on the Chicago Transit Authority’s Loop Link route, illustrating ramp access, rider information boards, bus shelter, and The development of the definition of BRT in the MAG region was a multi-modal design of the corridor collaborative effort based on inputs received by the regional transit providers (City of Phoenix Transit Department and Valley Metro) and MAG member agencies. The collective definition will drive a consistent experience and will guide the regional standards outlined in this document.

Bus Rapid Transit (BRT) is a high-capacity,

bus-based transit system that delivers frequent, comfortable, and reliable service. It brings service levels comparable to light rail with the added benefit of flexible implementation. BRT includes several distinctive features that make it more efficient than local bus service.

Increased Access and Reliability: With fewer stops and more frequent service, a BRT system can improve access to activity 2.3 BENEFITS OF BRT centers. This increased frequency, in conjunction with real-time rider information, makes BRT a more reliable and consistent form The benefits of BRT to the community and overall transit network of public transportation. include increased ridership, improved travel time, flexibility, increased capacity, and transit-oriented development Travel Time Savings: BRT systems operating with segments of opportunities. Ridership increases can be attributed to travel time dedicated guideways provide faster travel times for riders. Fixed improvement and strategic station locations. These benefits can guideways, in conjunction with near-level boarding, off-board fare enhance the overall rider experience and encourage more choice collection, and fewer stops, means less dwell time at stations. In riders to use the system. The transition of commuters from addition, intersection treatments such as TSP and queue jump private vehicles to the transit network can improve air quality and lanes prioritize BRT vehicles at traffic signals. reduce congestion on the roadways. A comprehensive application Transit-Supportive Land Development: BRT systems can leverage of BRT across the region can benefit not only transit users but the existing land values and encourage high density mixed-use land urban environment as a whole. uses along a given corridor. BRT connects people and places, providing improved access to jobs, services, and entertainment. The land surrounding BRT station areas increase in value over time due to improved access and investment.

Regional BRT Standards 3 October 2020

Flexible and Scalable: An important benefit of BRT is flexibility of Figure 2: Major station along EmX Green Line in Eugene, Oregon, application. The amenities and standards can be customized for showcasing diversity of ridership different corridors or as land uses change along longer corridors. The siting of stations, application of dedicated running ways, and implementation of intersection treatments can be unique to each corridor. This flexibility allows BRT corridors to balance benefits and disruptions. Improved Capacity: BRT vehicles are often larger than local bus vehicles. Coupled with increased service frequency, BRT systems provide an increase in overall carrying capacity comparable to LRT. Cost Effectiveness: BRT infrastructure investments carry a shorter typical cost recovery horizon than LRT. Operating costs such as passengers per hour, subsidy per passenger mile, and subsidy per passenger can improve in BRT corridors. The Washington Street corridor in Boston experienced a 15% increase in passengers per hour with the implementation of the Silver Line (FTA, 2016). Sustainability: BRT investments are a way to demonstrate a community’s commitment to managing public space equitably for the benefit of its citizens by reallocating right-of-way (ROW) for public transit. Investing in BRT helps to serve marginalized populations by offering options to move people throughout communities without relying on personal vehicles. Good environmental air quality is important to sustaining healthy systems for future generations. BRT systems often use clean propulsion buses and can reduce car congestion, which is costly to public and environmental health.

Regional BRT Standards 4 October 2020

3 REGIONAL BRT STANDARDS

3.1 WHY DEVELOP REGIONAL BRT STANDARDS? 3.2.1 FTA Minimum Funding Requirements The purpose of developing regional BRT standards is to ensure a consistent level of service throughout the MAG region. A BRT systems can be implemented fully with local funds; however, consistent and reliable rider experience is important for a system it is not typical, and it is important in the planning stages to that is connecting activity centers throughout the region. understand the requirements that must be met to leverage Additionally, funding opportunities can be improved by leveraging federal funding. While FTA requires a sustainable local match for FTA standards. capital and operating funds, FTA funding requires BRT systems to meet a set of minimum standards for a corridor to qualify for the Regional BRT standards will establish a consensus among Capital Investment Grant (CIG) program. The funding member agencies to provide a consistent BRT experience. These opportunities available depend on the type of BRT classification. standards will become the reference manual for guidance and The two types of BRT classes are fixed guideway and corridor- coordination of BRT service in the MAG region. Agencies can build based BRT. Fixed guideway BRT is defined as a service line that from these minimum standards and develop corridor-specific maintains a dedicated transit lane for over 50% of the corridor’s standards as they progress through planning phases in each extent. Whereas, the corridor-based BRT class does not require a corridor. dedicated lane for the majority of the corridor. Fixed guideway systems are eligible for both New Starts (projects over $100M) 3.2 BRT STANDARD REFERENCES and Small Starts (funding requests under $100M) and corridor- The reference documents described in this section have been based BRT systems are eligible for Small Starts funding only. Both used in the development of regional standards for the key classes must meet the following minimum requirements to be elements of a BRT system. Section 2.1 highlights the key eligible for funding: elements of a BRT system, which were summarized from a series Defined Stations: of stakeholder meetings and national best practices. BRT • Comply with United States Department of Transportation standards were referenced from the collaborative effort between (USDOT) and Americans with Disabilities Act (ADA) MAG, its member agencies, Valley Metro, and the City of Phoenix. standards for buildings Peer city interviews were also conducted to gather key lessons • Offer shelter from weather learned through the implementation and operation of BRT • Provide information on schedules and routes systems throughout the United States.

In addition, the BRT standards developed by the Institute for Faster Travel Time: Transportation and Development Policy (ITDP), and Transit Street • At congested intersections and segments, provide faster Design Guide developed by the National Association of City travel time through active TSP in dedicated guideways, or Transportation Officials (NACTO) were referenced to understand TSP or queue jumps in non-dedicated guideways design standards and best practices for BRT systems.

Regional BRT Standards 5 October 2020

Short Headways: 3.2.2 Valley Metro – Transit Standards and • Bi-directional service for at least a 14-hour span on Performance Measures weekdays • 15-minute maximum headway during the day, or The Valley Metro Transit Standards and Performance Measures • 10-minute maximum headway during peak period and 20- (TSPM) was referenced throughout the development of these minute maximum headway throughout the rest of the day regional BRT standards. The document provides a foundation for developing performance-based public transit systems. The Branding: performance of public transit is tied to successful incorporation of modern transit service types into the overall network. The TSPM • The provider must apply a separate and consistent brand highlights necessary operating and physical characteristics of BRT identity to vehicles and stations service, including frequency, span of service, days of operation,

and minimum stop spacing. Other Funding Requirements: • Makes a substantial investment in a single corridor Minimum Headway: • Has an acceptable degree of local financial commitment • 12-minute all day/20-minute base The FTA CIG Program selects successful funding applications Minimum Span of Service: based on project justifications that meet and are rated on following criteria: • Weekday – 18 hours • Saturday – 14 hours • Mobility • Sunday – 12 hours • Environmental Benefits • Congestion Relief Minimum Operating Days: • Economic Development • Monday–Sunday • Land Use • Cost Effectiveness (cost per trip) Minimum Stop Spacing: • 1/3 to 1 Mile These criteria are evaluated on a “Low” to “High” scale, where a project must receive at least a “Medium” rating on all criteria to 3.2.3 Valley Metro – Light Rail Design Criteria be eligible for funding. A typical pathway to securing funding is selecting a project corridor eligible for project justification criteria Regional LRT operated by Valley Metro is referenced as it is the warrants, also known as warrants. Projects meet warrant only comparable HCT mode in the MAG region and provides a standards if the existing ridership in the corridor meets or foundation for developing design and performance standards for exceeds the required daily riders, relative to project cost. The BRT. Information referenced from Valley Metro Light Rail Design benefit of a project meeting warrant standards is an automatic Criteria includes chapters covering traffic control, safety, security, assigned rating of “Medium” for the Mobility, Cost Effectiveness, systems integration, sustainability, and accessibility. The and Congestion Relief criteria. The identification and selection of document can also be referenced in the future for coordination eligible projects can be greatly weighted by meeting FTA between member agencies for BRT system implementation. requirements and thus these requirements should be prioritized from project onset.

Regional BRT Standards 6 October 2020

Traffic Control: Applicable traffic control considerations include 3.3 ELEMENTS OF REGIONAL BRT STANDARDS sign design and pavement markings in accordance with the Manual on Uniform Traffic Control Devices (MUTCD) of the Regional BRT standards have been developed to provide Federal Highway Administration (FHWA), city standards, and minimum design and operating standards for BRT service within Arizona Department of Transportation (ADOT) standards. the MAG region. These standards are the baseline precedent for Pavement marking design standards for BRT can be of similar BRT service in the region. precedence to ensure acknowledgement of public transit safety and efficiency. 3.3.1 BRT Stations Safety and Security: The safety standards for Valley Metro LRT Stations are an integral part of BRT service and provide multiple comply with federal, state, and local standards. At the federal amenities to riders. The following include the minimum regional level, this includes developing safety and security programs in standards for BRT stations: compliance with FTA Circular C 5800.1 Safety and Security Management Guidance for Major Capital Projects. Additionally, Minimum Standards: ADOT has instituted system safety program standards for rail fixed guideways, including Part 574 for state safety oversight. 1. Shelters must have shade, seating, trash Regionally, the Valley Metro System Safety Program Plan will receptacles, and lighting as minimum amenities. apply to all BRT systems, along with respective Public 2. Platform height should provide near-level boarding, Transportation Agency Safety Plans (PTASP) as required by the whenever feasible. FTA. 3. BRT stations must provide route and schedule information, and real-time rider information. Systems Integration: An LRT integration program applies a formal 4. BRT stations must conform to ADA and USDOT design management process for the integration of designs standards for accessibility. between systems elements, facilities elements, and system and facility elements, including but not limited to power sources, traffic signals, communications, fare collection, vehicle, civil, Shelter: The minimum standard for shelter includes adequate architectural, artwork, and other systemwide items. A similar protection from weather plus amenities. Minimum amenities integration program will be necessary for planning, design, and include shade, seating, trash receptacles, and lighting for implementation of BRT. security. Beyond these, a station may have additional amenities Accessibility: This chapter establishes accessible facility design such as WiFi, ticket vending machines, closed-circuit television elements, including station entrances and gateways, crosswalks, (CCTV), bicycle parking, landscaping elements, and public art to fare collection machines, consistency at stations, audible or improve perceived wait times and general rider satisfaction. surface texture cues for visually impaired persons, and ADA Shelters can give BRT stations a more substantial physical compliance standard review for all design elements. presence in the streetscape, calling attention to the quality of service available and contributing to branding and placemaking. Stop ridership data and observed conditions, such as nearby destinations and land uses should be used to determine level of shelter coverage and platform capacity (NACTO, 2016).

Regional BRT Standards 7 October 2020

Figure 3:C-TRAN Vine BRT station in Vancouver, Washington, highlighting Figure 4: Near-level boarding platform at EMX BRT line in Eugene, station access ramps, shelter, and real-time rider information Oregon

Platform Height: The minimum standard for station boarding Station Access: BRT stations must conform with ADA and DOT height is to provide near-level boarding whenever feasible. Near- standards for accessibility. These standards include ramps, level platforms (12 to 14 inches high) are most favorable to rapid sidewalk connections, signage, and public address systems. entry and exit of buses. Near-level boarding provides improved access for riders with mobility challenges and decreases overall Opportunities for secondary station access include pedestrian dwell time at stations. Near-level platforms are suitable for side hybrid beacons, also known as High-Intensity Activated and center boarding islands, boarding bulbs, or sidewalk stops Crosswalks (HAWKs), used at mid-block crossings. with sufficient width to provide a raised area. Transit vehicles Placement of shelters’ supporting posts or walls must not conflict must have room to pull in close to the curb to eliminate the gap with accessible travel paths, boarding areas, or BRT vehicle door between the vehicle and the platform as much as possible. Driver zones. training may be needed to ensure effective operations. Bicycle parking can be considered at BRT stations, but parking Rider Information: Route and schedule information is a minimum availability and infrastructure (number of bicycle racks) will vary amenity to be provided at all BRT stations. Additionally, real-time depending on station size and location. Bicycle parking is information must be provided to riders using dynamic message generally seen at major stations, end-of-the-line stations, and signs and/or announcements to communicate multiple routes transit hubs. Dockless mobility parking for rental bicycles and/or and up-to-date wait times. e-scooters can be considered at major stations as well.

Regional BRT Standards 8 October 2020

Figure 5: BRT station on the Chicago Transit Authority’s Loop Link route, illustrating shared bicycle parking Minimum Standard: A combination of running way options and intersection treatments must be used to give significant priority to BRT vehicles.

Table 1 summarizes running way options and their corresponding level of investment.

Table 1: Running Way Investment Table Peer City Level of Running Way Type Return on Investment Investment

Mixed-Flow Lanes Low Low

Bus-Only Lanes During Low Medium Peak Hours Business Access Transit Low-Medium Medium 3.3.2 Running Ways (BAT) Lanes

The types of running ways for BRT corridors include, but are not Dedicated Transit Lanes High High limited to, mixed-flow lanes, bus-only lanes, business access transit (BAT) lanes, and fully dedicated transit lanes. Configuration options for running ways can be implemented Mixed-Flow Lanes: Mixed-flow lanes are traditional roadways singularly or as a combination of options to achieve travel time where buses share ROW with privately owned vehicles. Buses are savings. inhibited by congestion, turning movements, and are more Although there is no FTA minimum requirement for running ways, susceptible to crashes and other conflicts. MAG recognizes the need for fast, reliable BRT service and Bus-Only Lanes During Peak Hours: Bus-only lanes operate in expects travel time improvements from a combination of running time windows permitting mixed-flow traffic during off-peak hours way options and intersection treatments. Cities like Pittsburgh, and buses only during peak hours. This is a flexible use of travel Ottawa, Boston, and Brisbane have realized favorable returns on lanes which exercises shared use of ROW where dedicated lanes their initial investments by implementing dedicated BRT lanes. do not justify the demand or too complex to construct. Business Access Transit (BAT) Lanes: BAT lanes are for bus-only travel but permit vehicles to enter the lane to access a local business or make a right turn at an intersection or on-ramp. The interaction of mixed flow can slow speeds, but it permits buses to

Regional BRT Standards 9 October 2020

bypass major congestion, maintaining higher speeds and Figure 7: Select Bus Service, Metropolitan Transportation Authority, in increasing reliability, while limiting restrictive access to existing New York City, New York – curbside running dedicated transit lane with businesses. painted pavement Dedicated Transit Lanes: A dedicated ROW provides buses with their own travel lane within the street ROW. Physical design can include barriers, signage, or painted lanes to distinguish the separation. The decision to dedicate a lane to transit on a multi-lane street should be based on a combination of factors. Emphasis should be placed on transit volume and demand, and the potential to reduce total person delay or limit the increase in average travel time over both the short- and long-term analysis periods (NACTO, 2016). Dedicated transit lanes can be center running, curbside running, or offset (parking-adjacent lanes). Figure 6 through Figure 8 depict a few BRT running way options from various BRT systems in the United States.

Figure 6: sbX BRT corridor in San Bernardino, California - center running Figure 8: METRORapid Silver Line corridor in Houston, Texas - center dedicated transit lane with lane markings running dedicated transit lane (barrier separated)

Regional BRT Standards 10 October 2020

Offset Transit Lanes: Also known as “floating” or “parking- Figure 9: Select Bus Service, Metropolitan Transportation Authority, in adjacent” lanes, offset transit lanes place transit vehicles in the New York City, New York – offset transit lane right-most moving lane, but are offset from the curb by street parking, curb extensions, or bike lanes. Such dedicated transit lanes maintain space for other curbside uses, such as on-street parking, loading, bulb-outs, dedicated bike lanes, or parklets. Contraflow Transit Lanes: These are conventional two-way streets, but with non-transit vehicles prohibited in the contraflow direction. Contraflow transit lanes are usually applicable where general traffic is limited to one-way, but transit operations benefit from bi-directional transit routing. Contraflow operation allows more efficient transit service where a one-way street network would otherwise involve route deviations or additional turns.

Shared Bus-Bike Lane: The shared bus-bike lane is not a high- comfort bike facility, nor is it appropriate at very high bus Figure 10: Capital Metropolitan Transportation Authority, Austin, Texas – volumes. However, buses and bicycles often compete for the contraflow transit lane same space near the curb. On streets without dedicated bicycle infrastructure, curbside bus lanes frequently attract bicycle traffic, prompting some cities to permit bicycles in bus lanes. Shared bus-bike lanes can accommodate both modes at low speeds and moderate bus headways, where buses are discouraged from passing, and bicyclists pass buses only at stops. In appropriate conditions, bus-bike lanes are an option on streets where dedicated bus and separate high-comfort bicycle facilities cannot be provided (NACTO, 2016).

Regional BRT Standards 11 October 2020

3.3.3 Intersection Treatments optimize the performance of the system to keep transit vehicles moving between stops (NACTO, 2016). Intersection treatments feature Intelligent Transportation Systems (ITS) or strategy integration at signalized intersections to Figure 11: GRTC Pulse BRT bus passing through intersection after keep buses on time. ITS options at traffic signals include transit receiving transit signal priority in Richmond, Virginia signal progression, short signal cycles, and active TSP. Strategies include right-turn and left-turn management, and queue jump lanes. A combination of transit-friendly signal timing and conditional priority can promote BRT reliability and manage headways, keeping BRT service predictable.

Minimum Standard: A combination of running way options and intersection treatments must be used to give significant priority to BRT vehicles.

Transit Signal Progression: A form of pre-timed or passive transit signal priority, where green signals are set to realistic travel speeds of BRT vehicles. Transit signal progression is highly effective on one-way streets, where signal progressions timed at Queue Jump Lanes: Queue jump lanes combine short dedicated 12 to 15 mph can significantly improve average transit speed. transit lanes at intersections with either a leading bus interval or an active signal priority to allow buses to easily enter traffic flow Transit Signal Priority: TSP modifies traffic signal timing or in a priority position. Combination of queue jump lane with the phasing when BRT vehicles are running late or for all arriving above mentioned signal strategies provides a head start that can transit, no matter the timing. TSP can be a powerful tool to significantly improve performance by routing BRT vehicles improve both reliability and travel time, especially on BRT through congested intersections ahead of traffic. corridors with long signal cycles and distances between signals. TSP is most effective at intersections with a far-side stop or no Queue jumps can be applied at near-side, far-side, or non-stop stop, allowing the bus to clear the intersection without waiting at configurations. At near-side pull-out stops, the bus completes a signal. loading before rolling forward onto a loop detector that gives priority. At far-side or non-stop locations, the bus receives a Short Signal Cycles: Shorter signal cycles reduce net delay to BRT priority signal treatment, and proceeds either into a far-side stop vehicles, especially at near-side stop locations. or ahead of the traffic flow. Traffic signals must not be considered in isolation, but rather as a The queue jump lane must be long enough so BRT vehicles can system of multiple intersections. Delay at traffic signals often effectively bypass the expected length of congestion at the accounts for one-quarter to one-third of a transit route’s total trip intersection at peak hours. time. It is important to consider settings and technology that

Regional BRT Standards 12 October 2020

Separate signals must be used to indicate when transit proceeds rider experience. Keeping this in mind, minimum service and when general traffic proceeds. standards that meet or exceed both the Valley Metro TSPM and FTA minimum funding requirements have been drafted for BRT Figure 12: Whatcom Transportation Authority bus uses a queue jump service in the MAG region. lane to bypass traffic in Bellingham, Washington Minimum Standards: 1. Minimum Headway: • 10 minutes during peak period • 20 minutes outside of peak period

2. Minimum Span of Service: • Weekday – 18 hours • Saturday – 14 hours • Sunday – 12 hours

3. Minimum Operating Days • Monday–Sunday

3.3.4 Improved Service 3.3.5 Fare Collection BRT systems generally include HCT features such as all-day Off-board fare collection is a critical component of BRT systems. It service spans, greater spacing between stations, and more enables faster passenger loading and decreases dwell time at frequent service than local bus service. The flexibility and lower stations. The regional BRT standards require off-board fare cost of BRT allow it to provide greater network coverage (FTA, collection for all BRT systems within the MAG region. These 2016). standards also require similar collection methods to those of Station Spacing: Station spacing impacts both travel time and Valley Metro LRT to provide a consistent rider experience for HCT overall system coverage. Longer station spacing reduces the modes within the region. dwell time associated with making more frequent stops. Fewer stops allow faster and more consistent travel times, improving Minimum Standard: service quality for riders and service cost for agencies. BRT BRT systems must implement off-board fare collection. stations are generally spaced between ½ mile and one mile apart, with exceptions to serve regional activity centers or to provide a connection to other HCT routes. Ticket Vending Machine: Ticket vending machines allow riders to purchase single fares, add value to fare cards, or generate proof- High-quality and consistent BRT service implementation is of-payment (PoP) tickets from passes. necessary to achieve faster, reliable service and a consistent

Regional BRT Standards 13 October 2020

Off-board fare collection and PoP systems may require ticket Minimum Standard: vending machines to be placed at BRT stations. These machines are costly to install and maintain and should be prioritized for 1. BRT vehicles must provide multi-door boarding. high-ridership routes and stations, where they will provide the 2. BRT vehicles must provide route map and dynamic most benefit. message sign for next transfer/station information for riders. Online or Mobile Application: Tickets are purchased via smart 3. BRT vehicles must have provision for (interior or phone using a mobile application or transit agency website. exterior) bicycle racks or storage. Advanced Purchase: Tickets can also be purchased in advance at approved retail transit outlets. Vehicle passenger capacity is not prescribed as part of the Figure 13: Fare machines at LRT station in Phoenix, Arizona regional BRT standards, but investments should be indicated by anticipated ridership projections. Standard 40-foot buses have a passenger capacity of 60 to 80 passengers and articulated 60- foot buses have a passenger capacity of 120 to 170 passengers. Appropriate BRT vehicles should be deployed based on existing and future BRT corridor ridership. Multi-door boarding: Multi-door boarding can dramatically improve passenger boarding time. Doors can be situated to the right or left depending on BRT corridor alignment. Three doors on larger articulated buses can mirror the effectiveness of LRT and capture efficiencies found in greater boarding and alighting throughput.

Figure 14: Articulated two-door bus with left side boarding, HealthLine in Cleveland, Ohio

3.3.6 BRT Vehicles Stylized and specialized buses can operate along BRT corridors, with emphasis on comfort, aesthetic enhancements, easy access, and improved passenger circulation.

Regional BRT Standards 14 October 2020

Rider information: Route maps and dynamic message signs are Figure 15: Vertical bike rack on UTA Siemens S70 Articulated Bus in Salt minimum standard elements that must be featured on BRT Lake City, Utah vehicles. Dynamic message signs can provide useful transit and community information. Information regarding next station and transfer options provides a reminder to riders and helps them understand regional transit system connectivity. Bicycle racks: Inclusion of bicycle racks or secured bicycle storage on BRT vehicles is considered a minimum standard for BRT systems. Bicycles can be loaded onto the exterior front racks of the bus, similar to bike racks on local buses in the MAG region, or can be secured inside the vehicle in designated racks, as shown in Figure 14. Exterior loading and unloading of bicycles take time and may increase vehicle dwell time. Bicycle racks inside the BRT vehicle provide an opportunity to expedite loading and unloading, and are thus the preferred alternative. Amenities: Though not included in these standards, amenities like charging ports (USB outlets) and on-board WiFi can also be included on BRT vehicles. These types of amenities can be attractive to riders.

Regional BRT Standards 15 October 2020

3.3.7 Distinctive Branding Figure 17: The blue and green Swift BRT line of Snohomish County, Washington Distinctive branding for the BRT system is a minimum standard. System logos and branding should be prominent, reinforcing network presence, and should be easily distinguishable from existing local bus service. A regional logo may be incorporated to define BRT vehicles and stations from the rest of the system.

Figure 16: GRTC Pulse BRT line boarding riders at a station with clear and distinct branding in Richmond, Virginia

Minimum Standard: Regional BRT system must have a distinctive and consistent brand identity for buses and at stations.

Local connection: The distinctive branding should be consistent in color scheme, service name, and logo, and used on all BRT buses and at stations. By identifying branding that reflects the local community, the BRT system can serve as a community icon in addition to moving people effectively and efficiently.

Regional BRT Standards 16 October 2020

4 NEXT STEPS The next phase of the study will focus on identification of the universe of potential BRT corridors. The potential BRT corridors will be evaluated based on quantitative and qualitative criteria to identify corridors that are most appropriate for a new BRT service. The last phase of the study will identify a potential BRT system plan that supports the established vision, goals, and objectives, and incorporates the minimum regional BRT standards established in this working paper. The BRT system plan will include elements supported by the community and stakeholders and will identify phased implementation of the regional BRT network.

Regional BRT Standards 17 October 2020

5 REFERENCES ADOT. (2020). State Safety Oversight. Retrieved at https://azdot.gov/planning/transit-programs-and-grants/state-safety-oversight

ADOT. (2020). Traffic Engineering – Guidelines and Processes. Retrieved at https://azdot.gov/business/engineering-and- construction/traffic/guidelines-and-processes

FHWA. (2020). Manual on Uniform Traffic Control Devices. Retrieved at https://mutcd.fhwa.dot.gov/

FTA. (2016). Circular (Final FTA C 5800.1) Safety and Security Management Guidance For Major Capital Projects. Retrieved at https://www.transit.dot.gov/regulations-and-guidance/circular-final-fta-c-58001-safety-and-security-management-guidance-major

FTA. (2016). Bus Rapid Transit – Elements, Performance, Benefits. Retrieved at https://www.transit.dot.gov/sites/fta.dot.gov/files/ BRTBrochure.pdf

FTA. (2020). Capital Investment Grant Program – About the Program. Retrieved at https://www.transit.dot.gov/funding/grant- programs/capital-investments/about-program

ITDP. (2016). The Bus Rapid Transit Standard. Retrieved at https://www.itdp.org/library/standards-and-guides/the-bus-rapid-transit- standard/

NACTO. (2016). Transit Street Design Guide. National Association of City Transportation Officials. Retrieved at https://nacto.org/publication/transit-street-design-guide/

USDOT (2006). ADA Standards for Transportation Facilities. Retrieved at https://www.access-board.gov/guidelines-and- standards/transportation/facilities/ada-standards-for-transportation-facilities

U.S. Department of Justice (2010). ADA Standards. Retrieved at: https://www.access-board.gov/guidelines-and-standards/buildings- and-sites/about-the-ada-standards/ada-standards

Valley Metro. (2019). Transit Standards and Performance Measures. Retrieved at https://www.valleymetro.org/transit-standards-and- performance-measures

Regional BRT Standards 18 October 2020