University of Pittsburgh CEE 1720/2720 Class Project

Transit Group INBOUND OUTBOUND

1. Carnegie Station 1. Sheraden Station 2. Bell Station 2. Ingram Station 3. Idlewood Station 3. Crafton Station 4. Crafton Station 4. Idlewood Station 5. Ingram Station 5. Bell Station 6. Sheraden Station 6. Carnegie Station One existing bus route – G2

INBOUND OUTBOUND

1. Carnegie Station 1. Penn Station 2. Bell Station 2. Seventh Ave at 3. Crafton Station Smithfield St. 4. Sheraden Station 3. Duquesne Incline w/ 5. Duquesne Incline w/ Carson St. Carson St. 4. Sheraden Station 6. Liberty Ave. at Sixth 5. Crafton Station Ave. 6. Carnegie Station 7. Penn Station

 Wednesday, February 8  3:20 – 4:20 pm  31°F , light snow  Counted passengers departing from the station ◦ Walkers vs. Drivers Bus Time (PM) Passengers Passengers Passengers Off Exiting in Cars Walking G2 3:22 7 5 2 G2 3:28 15 12 3 G2 3:33 1 1 0 G2 3:35 4 3 1 G2 3:47 18 15 3 G2 3:52 20 17 3 G2 3:57 13 10 3 G2 4:04 4 2 2 G2 4:08 11 9 2 G2 4:14 8 5 3 G2 4:20 20 20 0 TOTAL 121 99 22  Wednesday, February 29  3:42– 4:40 pm  64°F , Partly Cloudy  Counted passengers departing from the station ◦ Walkers vs. Drivers Time Passengers Passengers Passengers Bus (PM) Off Exiting in Cars Walking G2 3:42 8 7 1 G2 3:48 7 7 0 G2 3:53 16 16 0 G2 3:57 14 13 1 G2 4:03 12 11 1 G2 4:08 19 15 4 G2 4:13 10 6 4 G2 4:20 8 7 1 G2 4:26 14 11 3 G2 4:31 12 12 0 G2 4:35 16 13 3 G2 4:40 11 10 1 TOTAL 147 128 19 INBOUND – AM & PM OUTBOUND - AM OUTBOUND - PM

Outbound WEEKDAY - PM 1230-700 Outbound WEEKDAY - PM 1230-700 1/18/2011 1/27/2011 BUS # CARNEGIE BUS # CARNEGIE 5635 1 5111 9 5413 5 5424 2 5528 2 5530 12 2647 0 2654 11 5111 4

5539 2 5242 4 5249 6 5527 16 5130 4 5410 11 5117 6 5636 5 5134 7 2654 13 5257 0 5413 12 5640 15 5245 6 5609 16 5710 21 5115 2 5236 31 5236 3 5635 11 5710 10 5539 11 5242 7 5711 32 5415 3 5099 7 2638 15 5133 16 5709 21 5527 14 5130 2 5417 30 5121 24 5233 0 5417 16 5130 0 5636 24 5117 7 2654 22 1524 31 5122 16 5257 0 5415 28 5134 21 5710 22 5640 6 5245 19 5609 29 5253 16 5115 0 5236 17 5236 4 5535 10 5710 13 5539 5 5242 11 5711 4 5415 11 5099 6 2638 13 5133 3 5709 8 5249 4 5527 13 5130 8 5117 6 5121 4 5130 2 5413 17 1524 0 5134 0 Total = 470470 Total = 375375

 189 passengers/hour ◦ 1/18/11 PAT Count  133 passengers/hour ◦ 1/27/11 PAT Count  121 passengers/hour ◦ Site visit 1 ◦ Slightly off-peak  147 passengers/hour ◦ Site visit 2 ◦ Slightly off-peak  Two aspects of LOS are important from a capacity perspective 1. # of passengers/vehicle 2. # of vehicles/hour Peak Hour Level of Service

Peak Hour LOS Passengers/Seat Passengers A 0-0.5 0-20 B 0.51-0.75 21-30 C 0.76-1 31-40 D 1.001-1.25 41-50 E (maximum) 1.26-1.5 51-60 F (crush) 1.51-1.6 61-64

• LOS E is the desired limit. • LOS F is unreasonable passenger discomfort. • LOS C (no standees) is the desired limit for express busways, however, the HCM stipulates that an express bus has a minimum nonstop run of 3 to 5 miles, which does not apply to the West Busway. - PAT runs Gillig Low Floor 40 foot model on G2  451/991 buses in PAT’s active fleet  40 person seating capacity  12 buses/hour during peak hour 40 x 12 = 480 - Under existing conditions, the Outbound G2 line can handle 480 passengers/peak hour (no standees) - Our data collection ranges from 121-189 passengers/peak hour - Under Capacity 189 passengers / peak hour (worst case) 480 seats / peak hour

= 0.39 passengers/ seat

LOS A 189 passengers / peak hour (worst case) 12 buses / peak hour

= 15.75 => 16 passengers / bus

LOS A

 Oakland Jobs - 2nd only to Downtown area  To get public from Oakland area to Carnegie  Add new bus route (G4)  Will provide direct transit from Oakland to Carnegie, and vice-versa  Adding G4 Route will give ◦ Baseline on efficiency ◦ Strong data on whether or not more routes are needed ◦ Insight on public interest in the area (Carnegie)  2010 U.S. Census (Carnegie Borough) ◦ “Means of Transportation to Work by Age”  4,164 persons commute to work  309 persons ride public transportation to work

(309/4164) * 100 = 7.42%  7.42% of commuters in Carnegie use transit1  Based on a slow growth model of land use, future trip generation for PM Peak will be 654 trips/hr to Carnegie  This yields 49 additional transit riders/ hr  New total of 238 maximum transit riders for PM peak hour

1 : 2010 Census Data  This would result in 0.496 passengers/seat ◦ LOS A  LOS E is desired ◦ Allows 60 total passengers/ bus ◦ Allows room for 41 passengers/ bus who get off at stops before Carnegie  Current capacity is sufficient for predicted future demand Peak Hour Level of Service

Peak Hour LOS Passengers/Seat Passengers A 0-0.5 0-20 B 0.51-0.75 21-30 C 0.76-1 31-40 D 1.001-1.25 41-50 E (maximum) 1.26-1.5 51-60 F (crush) 1.51-1.6 61-64 • LOS E is the desired limit. • LOS F is unreasonable passenger discomfort. • LOS C (no standees) is the desired limit for express busways, however, the HCM stipulates that an express bus has a minimum nonstop run of 3 to 5 miles, which does not apply to the West Busway.

 The analysis shows that sidewalk capacities will be sufficient for future conditions.  In order to improve safety: ◦ Construct a sidewalk from the crosswalk at W. Main & Jefferson to the path that crosses the railroad Proposed Sidewalk

Intersection of Mansfield Blvd and Campbells Run Road Urban, minor arterials, collectors, and local roads Signalized Intersections

Level of Service C 20-35 seconds Stable Flow

D 35-55 seconds Approaching Unstable E 55-80 seconds Unstable

Existing Level of Service D (35.5 seconds)

2022 Projected Level of Service D (52.3 seconds) Roundabout

• Safety Benefits • Operational Benefits • Environmental Benefits

“A roundabout will always provide a higher capacity and lower delays than an all-way stop controlled intersection operating with the same traffic volumes.” - Roundabouts: An Informational Guide, Federal Highway Administration, 2000 Design Process Is a roundabout appropriate?

When the major street approaches dominate, roundabout delay is lower than signal delay, particularly when there is a high proportion of left turns. • 67% of traffic is on major street. • 25% of turns are left turns.

Roundabout O&M costs are typically slightly higher than signalized intersections for: • Illumination • Signing • Pavement marking • Landscaping

Signalized intersections also have O&M costs for: • Signal power • Bulb replacement • Detection maintenance 14,000 vehicle-hours per year delay reduction Determining peak hour circulating volumes as a function of turning movement volumes

Veb=7+314+26=347 Vwb=221+15+26=262 Vnb=221+355+314=890 Vsb=7+592+15=614 Total= 2113 Peak Hour Circulating Flow

Peak Hour Entering Flow=2228 Control Delay as a function of Capacity and Entering Flow Initial Layout

Preliminary capacity analysis suggests an urban double lane roundabout is necessary.

• Maximum Entry Design Speed is 25 mph

• 150’ inscribed circle diameter

• 86’ central island diameter

• 32’ circulatory lane width

• Design Capacity is 2400 vehicles/hour. Initial layout with dimensions Initial layout with example traffic movements Safety

There are a few key things to remember about driving roundabouts: • Yield to drivers in the roundabout. • Stay in your lane; do not change lanes. • Do not stop in the roundabout. • Avoid driving next to oversize vehicles.

A 2005 Insurance Institute for Highway Safety study compared traffic crashes in roundabouts in the U.S. with crashes in the traditional intersections that were replaced by the roundabouts. There were 40% fewer vehicle collisions, 80% fewer total injuries and 90% fewer serious injuries and fatalities in the roundabouts.

In a roundabout: • Vehicles interact as they travel in the same direction. • Roundabouts do not have traffic signals. There is no need for a driver to increase speed to enter the intersection before the signal changes. • Speed is controlled by the curve of the roadway. Drivers normally follow the rules and slow down when they enter a roundabout.

 Existing Conditions: ◦ Park & Ride surface lot at Busway station  215 spaces  Full by 7 am

 Proposed Conditions ◦ Multi-level parking garage ◦ Lower level retail  Significantly higher capacity than lot  Keep on-street parking metered and time- constrained to encourage use of parking garage  Increase retail attraction  Free ◦ South Hills Village example ◦ Draw transit riders from neighboring stations