Regional Transit by 2050

Go Long: Regional Transit by 2050

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Go Long: Regional Transit by 2050

Mr. Bill Thunberg, Lake Norman Transportation Commission Ms. Marla Lien, General Counsel, Denver Regional Transit District

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Charlotte Region Metropolitan Transit Commission 2030 Vision

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life CONNECT Our Future’s Publicly-Driven “2050 Regional Growth Concept” Including Transit

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life CONNECT’s Public Input on Regional Transit in 2050

• “Too many people for our roads. Move us further toward transit.”

• Success headline: “New mass transit regionally, roads that work for all uses…”

• “More transit--would like high speed rail-go to Rock Hill (Light Rail)”

• “At some point I may no longer be able or want to drive. I cannot conceive of not being able to go places. This is my life - seeing what the city/county has to offer culturally, spiritually, etc. There must be a more efficient way to get there for both young and older people. Mass transit/car sharing/pooling must become a way of life for all in the future.”

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Denver’s Regional Transit District

A National Leader Tells All…

Marla Lien, General Counsel

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Regional Transportation District • Created in 1969 • Eight-county service area • Service area: 2,340 sq. miles • 2.8 million population • 15 elected Board members • 1 percent sales tax – .6 base system – .4 FasTracks • 2,653 employees

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Success in Securing Federal Funds • $1.3 billion in Full Funding Grant Agreements – $1.03 billion FFGA awarded in 2011 for East Line and Gold Line – $308 million awarded for West Line in 2009 • $280 million TIFIA loan awarded for Eagle P3 – Has freed up cash for other projects

• $301 million loans for Union Station – RRIF loan - $155 M – TIFIA loan - $146 M

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Transit Expansion Initiatives • “Guide the Ride” transit expansion failed in 1997 – 57% to 43% • In 1999, CDOT and RTD collaborated on two ballot measures approved by the voters for a highway/light rail expansion project (T-REX) • By 2001, RTD Board and local communities began collaborating on the comprehensive, region-wide transit plan called FasTracks • RTD Board approved FasTracks plan in 2004 • Formal review and approval of FasTracks plan by DRCOG (Regional MPO)

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life FasTracks Planning & Campaign mplementation Schedule & Financial Plan • Developed implementation schedule supported by the financing plan • Financial Plan review and approval by MPO & financial consultant • Provided clear timeline of individual capital investments

Support from all of the Region’s Mayors and Most of the Region’s Elected Officials – Support from all 31 District Mayors – formed Metro Mayor’s Caucus – Former Denver Mayor John Hickenlooper led regional collaboration – CAMPAIGN -Independent registered campaign committee for receipt and expenditure of funds.

• Fervent opposition: Rocky Mountain News • Opposition from Governor and State DOT

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life VICTORY

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Current Planning Efforts • Continued Planning, Environmental and Grant Support for FasTracks • New Strategic Plan for Agency – focus on SGR, incremental opportunities for growth • MPO development of new 2040 Plan • CDOT Interoperability Study (FTA & FRA) • Local Government Planning Coordination – Station Area Master Plans – BRT – Colfax, Northwest Area Mobility – Civic Center • Transit Oriented Development

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life FasTracks Snapshot • 1 line opened, construction underway on 5 rail lines, BRT, Union Station & Free MetroRide • Continue to implement more than $5 billion across the region • Economic driver for the region – $3 billion spent and injected into the local economy since 2005 – 600 construction jobs during West Rail Line construction – 2,500 direct and indirect jobs during Eagle P3 construction • Pursue any possible funding alternatives to complete FasTracks sooner rather than later • RTD is committed to completing the whole FasTracks program • It took a region to create FasTracks and it will take a region to get it done!

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life 13 Regional Transportation District NOW

• 1,002 buses • 172 light rail vehicles • 175 routes • 77 park-n-Rides • 9,509 bus stops • 48 miles of light rail • 46 light rail stations • 102 million annual boardings • Six operating facilities • Two administrative facilities GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life The RTD FasTracks Plan

• 122 miles of new light rail and commuter rail

• 18 miles of Bus Rapid Transit (BRT) service

• 31 new Park-n-Rides; more than 21,000 new parking spaces

• Enhanced Bus Network & Transit Hubs (FastConnects)

• Redevelopment of Denver Union Station

• 57 new rail and/or BRT stations

• Opportunities for Transit Oriented

GROWING Jobs and Our Economy | CONTROLLING Cost of CommunitiesGovernment | IMPROVING Quality of Life Commuter vs. Light Rail • Light rail – Lighter in weight, smaller, designed to make more stops, better turning radius and city street operation • Commuter rail – Heavier, larger, faster, carries more people, fewer stops, compliant for railroad corridors

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life FasTracks Status • West Rail Line (W Line)—First FasTracks line to open—April 2013 • Denver Union Station—Bus Concourse opened May 9, service began May 11 • East/Gold/Northwest Rail Lines (EAGLE)—60% complete

• I-225 Line—31% in construction progress; 93% in design progress • U.S. 36 BRT—Phase 1 of managed lanes 74% complete, Phase 2—34.5% • North Metro Line—Design underway, early work to begin in fall • Southeast Rail Extension—Advanced basic engineering complete GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life 17

Union Station Grand Opening

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Denver Union Station

• $484 million project • Multimodal hub integrating light rail, commuter rail, Amtrak, buses, taxis, shuttles, bikes and pedestrians • Partners include RTD, Colorado Dept. of Transportation, City and County of Denver, Denver Regional Council of Governments • Historic building developed into boutique hotel, restaurants and retail stores • Bus concourse ceremony was held on May 9, 2014 • Service began May 11, 2014

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life 1 th 2 3 1900 16 STREET DAVITA WORLD NORTH WING BUILDING: 4 SOUTH WING BUILDING: 5 CADENCE APARTMENTS 6 HISTORIC DENVER (Start Date: October 2007) HEADQUARTERS IMA FINANCIAL PLAZA ONE UNION STATION (Start Date: May 2012) UNION STATION (Completion Date: September 2009) (Start Date: December 2010) (Start Date: April 2012) (Start Date: August 2013) (Completion Date: Fall 2013) (Start Date: December 2012) (Completion Date: August 2012) (Completion Date: November 2013) (Completion Date: December 2014) (Completion Date: Summer 2014)

5 Story Office Building ft. Retail, 17 Story Office Building featuring 14 Story Office Building 5 Story Office Building featuring 13 Story, 219 Apartment Building Restaurants & Parking 112 Room Boutique Hotel & Retail Retail & Living Space featuring Parking Retail ft. Retail & Parking 7 16 Chestnut 17th & 18th ALTA CITY HOUSE (Start Date: TBD) (Start Date: November 2012) (Completion Date: TBD) 14 16 7 (Completion Date: Spring 2014) 2 CHESTNUT STREET

9 5 10 STREET STREET 1 STREET 13 TH TH TH 19 18 17 TBD 5 Story, 281 Unit Apartment DELGANY STREET WEWATTA STREET Building

8 15 8 THE PLATFORM AT UNION 15 B-Block STATION (1650 WEWATTA) (Start Date: TBD) 11 (Start Date: January 2013) (Completion Date: TBD) (Completion Date: December 2014) STREET STREET 12 TH TH 15 16

COMPLETED

UNDER 4 6 3 CONSTRUCTION STREET

TH 21 Story, 287 Unit Apartment

TBD 18 UNDER DESIGN Building ft. Retail & Parking

WYNKOOP STREET

14 16 CHESTNUT 13 17 WEWATTA 12 16th & WEWATTA: 11 TRIANGLE PARCEL: 10 20th & CHESTNUT 9 1601 WEWATTA (Start Date: July 2014) (Start Date: July 2013) OFFICE BLDG & HOTEL 16 WEWATTA KING SOOPERS (Start Date: August 2013) (Completion Date: Summer 2016) (Completion Date: Spring 2015) (Start Date: February 2014) (Start Date: Oct. 1, 2013) (Start Date: April 2013) (Completion Date: 2015) (Completion Date: Fall 2015) (Completion Date: Spring 2015) (Completion Date: April 2015)

250 Unit Apartment ft. 150 Room 18 Story Office Space featuring 5 Story Office Building, 176 10 Story Office Building ft. 312 Unit Apartment featuring King 10 Story Office Building ft. Retail Hotel, Office, & Grocery Space Parking & Retail Room Hotel, & Retail Parking, Retail, & Office Space Soopers Grocer & Parking X:\DUS\MASTER DEVELOPMENT PLAN\DEVELOPMENT POSTER JULY 2013 West Rail Line • 12.1 miles of light rail (Union Station to Jeffco Gov’t Center) • 12 Stations • 5,605 parking spaces • Daily Ridership: – Current: 14,000+ (Jeffco to DUS) – 29,700 for 2030 • Train Frequency: • Auraria Campus to Federal Center – 7.5 minutes (peak) – 15 minutes (off peak) • Federal Center to Jeffco Government Center – 15 minutes

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life 21 Free MetroRide • Additional transit capacity between DUS and Civic Center • Free service will complement Free MallRide service; runs along 18th and 19th streets • Stops two to three blocks apart for faster travel than MallRide • Service began May 12

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Eagle P3 Project • Includes East Rail Line, Gold Line, first segment of Northwest Rail and commuter rail maintenance facility

• Project Funding—$2.2 billion – $1.03 billion funded by federal grant

• First commuter rail car arrives in the fall

• Opening in 2016

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life 23 Eagle P3 Project • RTD pursued concept of P3 in 2007 – “The Perfect Storm” • Costs skyrocketed • Revenues plummeted

• First transit P3 of this magnitude in the U.S. • RTD retains ownership of assets • 34-year contract – 6 years design/build – 28 years operate/maintain • More public entities are turning to P3s to build out their projects

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life 10 East Rail Line

• 22.8 miles electric commuter rail • 6 stations • 35-minute travel time to DIA

GROWING• Complete Jobs and Our Economy in| CONTROLLING 2016 Cost of Government | IMPROVING Quality of Life East Rail Construction Progress

Start of work day on East Rail Line track west of Havana Street, looking west

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life East Rail Construction Progress

Commuter rail platform at the Denver Airport station, Westin Hotel in the back

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Gold Line

• 11.2 miles electric commuter rail • 7 Stations • 25-minute travel time to Ward Road • Complete in 2016 GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Northwest Rail Line – Segment 1

• 6.2 miles electric commuter rail • Downtown to Westminster at the 71st/Lowell Station • 11-minute travel time to Westminster • Complete in 2016

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life I-225 Rail Line • 10.5 mile light rail extension • Starts at existing Nine Mile Station • 8 stations • Serves the Aurora City Center • Serves the Anschutz / Fitzsimons Campus • Will serve the new VA Hospital, including 60,000 military veterans and their families • Provides connectivity to East Rail Line at the Peoria Station • Opening in 2016

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life North Metro Rail Line • Design-build contract awarded in November 2013 • Notice To Proceed – December • First phase from Denver Union Station to 124th in Thornton will open in 2018 • Groundbreaking on March 20, 2014 • RTD can exercise an option with the contractor to complete the line to 162nd as funds become available

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life 31 US 36 Bus Rapid Transit (BRT) • 18 miles of Bus Rapid Transit (BRT) between downtown Denver and Boulder

• Collaboration with CDOT

• RTD’s BRT Vision

- Frequent and reliable BRT service, same or better than light rail and commuter rail - Specialized “branded” buses - Managed lanes - Permanent BRT stations - Fare collection - Real Time Transit Information - Coordinated effort with stakeholders to establish BRT service standards

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life

Northwest Area Mobility Study

• Determined transit priorities in the region. The 13-month study addressed five key issues. • In late June, RTD Board adopted the following consensus: • US 36 Bus Rapid Transit (BRT): Complete remaining FasTracks-funded U.S. 36 BRT commitments. • Two Priority Arterial BRT Corridors: Conduct advanced planning and design of arterial BRT on Colorado 119 and U.S. 287. New funding must be identified for these and other arterial BRT corridors. • I-25 Reverse Commute Solutions: Work with the Colorado Department of Transportation to evaluate I-25 reverse commute solutions between Denver Union Station and Pecos Street. • Northwest Rail: Annually evaluate strategies to accelerate implementation of Northwest Rail, while recognizing it is a longer term goal. • Additional Arterial BRT: Consider implementing additional arterial BRT/enhanced bus corridors (Colorado 7, South Boulder Road, 120th Avenue, Colorado 42/95th

GROWING Jobs and Our Economy | CONTROLLINGStreet and Cost 28th of Government Street/Broadway). | IMPROVING Quality of Life Southeast Extension • Extends Southeast Light Rail by 2.3 miles from Lincoln Avenue to RidgeGate Parkway • Three new stations: – Kiss-n-Ride station at Sky Ridge Medical Center – Kiss-n-Ride station at Lone Tree City Center – New end-of line station at RidgeGate with a 1,300 space Park-n-Ride facility • In April 2013, project was accepted into the Project Development phase of the Federal New Starts Grant Funding process – Early/Mid 2016 anticipate receipt of a Full Funding Grant Agreement and project groundbreaking

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life 34

Southwest Extension • Extends Southwest Light Rail by 2.5 miles from Mineral Station into Highlands Ranch • New end-of-line station at C-470•Lucent Boulevard with a 1,000-space Park-n-Ride • Environmental Evaluation adopted by RTD Board February 2010 • Working with area stakeholders to move project forward

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Central Rail Extension • Extends rail 0.8 miles from 30th•Downing to 38th•Blake

• Adds two new stations: 33rd•Downing & 35th•Downing

• Connects downtown light rail loop to East Rail Line at 38th•Blake

• Study underway to determine a direct rail transit ride from the future 38th•Blake Station into downtown Denver

• April 28: RTD applied for a TIGER grant for this project

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Small Business Office • The RTD Small Business Office's Disadvantaged Business Enterprise/Small Business Enterprise (DBE/SBE) Program creates a level playing field, removing barriers and assisting in the development of businesses. • Focus on building a stronger Colorado economy – By certifying firms – Ensuring compliance of goals – Providing training so DBE/SBEs can grow and thrive • $480 million awarded to small businesses so far through FasTracks – 94% are local firms

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Workforce Initiative Now (WIN) • RTD partnered with Community College of Denver, Denver Transit Partners, and Urban League of Metro Denver to develop WIN to support local construction and transit workforce development • Regional collaborative partnership – Leverages existing training providers to identify, assess, train and place community members into careers on transportation and mixed-use development projects – Grows the local workforce – Strengthens the community

• FTA awarded RTD $486,465 grant for WIN program • 388 people placed in jobs or enrolled in incumbent worker advanced training through WIN – Average starting wage of $16.16/hour

• 93% still in positionGROWING Jobs after and Our threeEconomy | CONTROLLING months Cost of Government | IMPROVING Quality of Life

Questions? http://www.rtd-fastracks.com

39 Session Take-Aways

• It is possible to “Fast-Track” a regional transit system • To pull it off, it takes: – A region with regional champions – Public education and support – A streamlined management and funding authority – Flexibility in planning the details – “Transit-Ready” communities

• The Denver region established a separate authority for governance, planning, funding, and operations that represented all participating counties

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life Now It’s Your Turn!

What do you think about “Going Long” with regional transit in this region?

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life What do you believe would be the TOP 3 BENEFITS of a regional transit system?

A. Increased mobility 14% 14% 14% 14% 14% 14% 14% B. Reduced traffic congestion C. Improved air quality D. Increased economic growth in more counties E. Increased farmland preservation

F. Better access to jobs Other from housing along Increased mobility transit corridors Improved air quality Reduced traffic congestionIncreased economicBetter grow.. access to jobs fro... G. Other Increased farmland prese... What do you see as the 3 MAJOR BARRIERS to regional transit? A. Money/Funding B. Public support from multiple counties C. Political will from multiple counties D. Lack of a regional transit plan E. Lack of state 0% 0% 0% 0% 0% 0% 0% support Other F. Lack of a regional Money/Funding transit authority Lack of state support Political will from multip.. G. Other Public support fromLack mult... of a regionalLack transit... of a regional transit... What should be the 3 BEST NEXT STEPS to move toward regional transit? A. Hold a public referendum on transit expansion 10% 10% 10% 10% 10% 10% 10% 10% 10% 10% B. Get the MPOs/RPOs together C. Pull together policymakers to champion a vision & plan D. Develop a funding strategy E. Help communities develop transit- supportive plans F. Go talk with every county about their interest in transit G. Ask the legislature to provide more transit corridor protection H. Go directly to the feds with CONNECT results and get a special appropriation to “jump-start” the process A. B. C. D. E. F. G. H. I. J. I. Identify and communicate economic benefits of transit J. Other Who needs to be at the table for the regional transit discussion? A. CATS B. MPOs and RPOs C. Municipal & county staff D. DOTs E. Elected leadership F. The private sector G. Advocacy groups 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%

H. The public CATS DOTs The public

I. Economic developers MPOs and RPOs All of the Above ElectedThe leadership privateAdvocacy sector groups Economic developers J. All of the Above Municipal & county staff What are 3 TRANSIT TOPICS you’d like to know more about? A. Different types of transit options B. Creative financing strategies C. Working with railroads…successfully D. Creative governance options E. Building public understanding and support F. Becoming “transit-ready” G. How transit supports economic development H. Transit corridor protection I. Seeing how other systems operate in person J. Transit-road long-term cost 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% analyses—construction, A. B. C. D. E. F. G. H. I. J. maintenance, operations, and expansion Closing Comments and Questions?

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life THANK YOU!

Slides and polling results will be posted within the next week. Have a happy and safe holiday season!

GROWING Jobs and Our Economy | CONTROLLING Cost of Government | IMPROVING Quality of Life CONNECT our future

Transit readiness assessment primer

/1 TRANSIT PRIMER

TRANSIT READINESS ASSESSMENT Photo Credit: Ken Hawkins Ken Credit: Photo

WHAT IS IT? A transit readiness assessment and primer provides necessary steps to help communities prepare and 41% the percentage of annual plan for transit. Assessments may include suggested land uses, preservation of corridors, density, and income families spend typical per mile costs. on transportation costs (Chester County) WHY DO IT? According to the Locational Affordability Index developed by the U.S. Department of Housing and Urban Development (HUD), median income families in communities throughout the CONNECT region spend as $8,000 much as 41% of their annual income on transportation costs. Over-reliance on automobiles for trans- per year is the typical cost portation has a detrimental effect not only on family budgets, but also on the environment. Increasing of owning and operating a access to alternative forms of transportation, including transit, can reduce commuting costs for residents private car, SUV, or van and improve air quality by reducing the number of vehicle miles traveled. A transit readiness assessment is an important first step that communities, regardless of size, can take to plan and prepare for transit. Transit-hopeful communities can use their comprehensive plan processes to identify, promote, and prioritize investment in transit-supportive development patterns in corridors and nodes, thereby creating $4,000 transit-opportunity areas. Transit readiness assessments have the added benefit of helping communi- the amount families can ties plan for walkability and bike-ability as well, because development patterns that will support transit save per year by switching to an alternative form of typically also support these other forms of active transportation. Assessments are often completed for transportation (e.g., sharing communities along a key regional transit corridor or in conjunction with a regional plan. a car, buying a used vehicle, taking transit, cycling, or walking) HOW DOES IT WORK No two communities are alike. Therefore, there is no single strategy or approach to plan for successful transit in a community. A community transit readiness assessment should analyze existing conditions (e.g., current commuting/traveling patterns, land uses, income, current and projected demographics, etc.), work with major stakeholders to develop local place-based solutions, and create individual work plans for communities. The assessment should take into account what types of development patterns best support transit and what investments could be made to prepare communities for transit. Recommendations should include what type of transit is appropriate for the location (e.g., dedicated bus lanes, BRT, commuter rail, light rail, etc.), what land uses and densities are necessary to support new transit investments, typical per mile costs for construction, and a cost-benefit analysis with expected return on investment.

Transit systems can be broken into two categories: rail and bus. Rail transit systems are able to attract and carry a greater number of passengers than bus transit systems, and are able to increase capacity by adding cars or increasing the frequency of service with limited additional capital investments, once the basic infrastructure is in place. There is often greater support for rail transit investments, as rail is

/2 2014 CONNECT Our Future WHERE IS IT APPROPRIATE TO USE? WHO SHOULD BE INVOLVED? WHAT PRIORITIES DOES IT ADDRESS?

• Counties • MPOs and COGs Increase Transportation Choices • Municipalities • Transit Agencies Support Our Communities • Region • Transportation Agencies/Depts. Reduce Commuting Costs • Neighborhood or District • Local Officials • Economic Developers • Major Employers • Non-Profit Organizations

considered a more reliable and attractive form of transportation with consistent headways (headway is a RELATED TOOLS measurement of distance or time between vehicles in a transit system). Studies focusing on the impact Infrastructure Funding of transit on development and land use reveal that rail transit tends to be a more successful method to Local Return on Investment catalyze development and raise property values. However, rail is typically built in medium-to-high den- Calculator sity well-populated urban and suburban centers and initial capital costs can be quite high. Mixed-Use Zoning and Guidelines Rural Transportation

Bus transit systems are more flexible, allowing for routes and services to change and expand as needed Establish Appropriate Residential especially in dispersed or low-density communities. Capital investment is often lower as bus transit does not Densities require special facilities and more often than not can use existing roadways, although special provision must GIS Community Assessment sometimes be made for BRT to ensure that it is “rapid” transit. Additionally, bus transit improves access to Public Private Partnerships job centers, medical services, and other necessary services for underserved and low-income residents that Transportation Grant Database may not be served by fixed rail transit systems. However, for bus systems that use non-dedicated lanes or running ways, headways are dependent on traffic and are not as reliable or consistent as rail systems.

RAIL TRANSIT SYSTEMS: REGIONAL/COMMUTER RAIL - Regional/commuter rail is used to carry a large number of passengers over a long distance—20 to 30 miles or more; the proposed CATS Red Line from Charlotte to Mount Mourne is an example of a proposed commuter rail line. Unlike other dedicated right-of-way transit systems, regional/commuter rail construction costs can be relatively low as many systems use existing rail or surface corridors while fare revenues per passenger are relatively high. There are fewer stops for commuter rail than for light rail (e.g., one per community served) making this system beneficial for commuters traveling longer distances; this system is not appropriate for commuters traveling short Figure 1: MARC Commuter Rail in Maryland distances in heavily urbanized areas where frequent stops may be needed.

HEAVY RAIL - Heavy rail systems are typically used in highly urbanized areas along heavily trafficked corridors; the New Haven Line in metropolitan New York is an example. These systems are typically composed of a number of train cars (two or more) on a fully separated right-of-way. Capital costs tend to be quite high as underground tunnels or above ground corridors, overpasses, and stations are required to support a heavy rail system. Most systems have fairly frequent stops, however, express trains may be offered at peak times or for certain lines or routes.

Figure 2: Metro North New Haven Line LIGHT RAIL TRANSIT (LRT) - LRT, including elevated light rail and grade separated light rail, can be used for urban or suburban transportation corridors. The CATS LYNX Blue Line is an example of a light rail system. These systems operate with an overhead power supply enabling them to have the flexibility to run along existing street rights-of-way in mixed traffic, or in separate corridors where needed. LRT offers rapid transportation for short distances and is a cost-effective alternative to building an extensive subway system. While LRT requires a higher capital cost compared to bus transit systems, operating costs tend to be lower as LRT systems carry a greater number of passengers with longer headways. As is the case with other rail systems, capacity can be expanded by adding rail cars or increasing frequency of service as ridership increases, once initial infrastructure is in place. Similar to express bus systems, LRT systems may have

Figure 3: LYNX Blue Line park-and-ride lots to accommodate riders who travel from rural areas or outlying suburbs.

/3 BUS TRANSIT SYSTEMS: BUS RAPID TRANSIT (BRT) - BRT running way types vary in the degree of grade separation and lateral segregation from general-purpose traffic: separate (or segregated), freeway, or urban street. Depending on the level of separation from other traffic, BRT running ways often constitute the most significant capital costs (costs increase with the level of separation). BRT can serve as a lower-cost substitute for light rail in urban areas if it runs on a dedicated running way with guaranteed right-of-way over auto and truck traffic, or as a means of serving lower density areas or outlying suburbs. In general, start-up costs may include new buses, shelters with facilities for centralized fare collection, and street enhancements (e.g., painted decals on dedicated BRT lanes and measures to ensure BRT’s right-of-way over other traffic). A primary advantage of BRT is that it can be adapted to meet the needs of a broad variety of contexts, while main- Figure 4: Bus Rapid Transit taining the ability to scale service to meet future ridership growth.

EXPRESS BUS - Express buses connect suburban areas to large employment or population centers with limited stops. Express buses are often used by commuters with associated park-and-ride lots to accommodate riders who travel from rural areas or outlying suburbs. Express buses have fewer stops than local buses, can access HOV lanes where those lanes exist, and offer commuters a less-expensive, potentially faster commute. Their interior features typically are identical to local buses. Capital costs for express bus systems are relatively low as buses use existing roadway infrastructure. Costs may include new buses, bus shelters and/or benches, route signage, and the construction or rental of park-and-ride lots.

Figure 5: CATS Express Buses LOCAL BUS - Local buses, one of the most common forms of public transportation offered in several communities throughout the region and in many communities throughout the country, can serve large urban areas and suburban communities with regularly scheduled, frequent stops. Capital costs are relatively low as buses use existing roadway infrastructure. Costs may include new buses, bus shelters and/or benches, and route signage.

DEMAND RESPONSIVE TRANSPORT (DRT) - Demand responsive transport (DRT) is a user-oriented form of public transportation that involves flexible route schedules and stops based on the needs of passengers. DRT is often uti- lized in rural areas or suburban areas without existing local bus service to serve seniors, disabled persons, and other special needs populations, and is available everywhere within the CONNECT region. DRT can be funded by a non-profit organization, through state or local subsidies, private companies, or by the local transit authority. Examples of DRT systems include medical shuttles and airport shuttles, vanpools and other programs that provide job access.

Figure 6: DRT in Stanly County Another example of DRT is the volunteer transportation system (VTS), focused on providing free, non-emergency on-demand transportation for older adults, veterans and persons with permanent or temporary disabilities. VTS is designed to fill the gap and help individuals who do not qualify for other transportation services. This type of service can reach places or serve at times when other systems are unavailable. VTS (offered on a limited basis in CONNECT region by Centralina Connection), relies primarily on volunteer drivers.

/4 2014 CONNECT Our Future USING THE TOOL RESOURCES HUD’s Location »» Maintain contact with regional organizations such as MPOs, RPOs and COGs concerned with growth Affordability Index: http:// and mobility issues, so that any local or corridor discussions are in sync with regional or sub-regional locationaffordability.info/lai.aspx planning efforts. The Growing Transit »» Work with regional and local policy-makers and planners to review the CONNECT Regional Growth Communities Strategy – Puget Concept consensus potential transit corridors, and to discuss their relevance for your community, county, Sound Regional Council: http:// www.psrc.org/assets/9539/ and the region. Ideally, a group of communities along a potential transit corridor will undertake transit GTCStrategy.pdf readiness assessments and discussions concurrently, so that the entire corridor is considered in planning. “Measuring Urbanity One »» Convene a group of local officials, department heads, developers, transportation experts, transit Block at a Time: The agency officials, and other interested regional and local partners to draft a transit readiness Neighborhood Transit Readiness Scorecard”: http://www. assessment for the area. reconnectingamerica.org/assets/ A. Identify a study area: a specific district or neighborhood, a municipality, multiple communities along a Uploads/content.pdf corridor, or a larger region. Evaluating Public Transit Benefits and Costs – Best Practices: B. Review existing plans for the study area. Look at existing Metropolitan or Community Transportation Guidebook, 2014 http://www. Plans (MTPs or CTPs), comprehensive plans and neighborhood plans to see what recommendations vtpi.org/tranben.pdf were suggested for both future land uses and transportation improvements or expansions. Identify Comparing Transit Modes: where recommendations within the local plans align with existing regional or state plans for transit http://www.neptis.org/ improvements, and where there are differences. publications/appendix-detailed- estimates-costs-and-benefits/ C. Collect all relevant information about the portions of the communities proposed to be served by the major chapters/comparing-transit- transit corridor, by feeder systems, or by park-and-ride collector lots. This could include street network modes data, existing and projected demographics, real estate market analysis, walk score information, land uses Transportation for Sustainable and densities in and around the study area, and existing transportation and commuting patterns. Communities: A cost and impact comparison between alternative D. Review CONNECT’s Transit Readiness Primer above, and the detailed chart (on the following pages) for an transportation modes: overview of the types of transit available, passenger capacity, typical per mile costs, service range, distance http://www.cnu.org/ between stations/stops, necessary facilities, recommended densities, and supportive land uses for each. sites/www.cnu.org/files/ condoncnu19finalpaper_0.pdf E. Host public meetings with relevant stakeholders and the public to discuss existing conditions and Reconnecting America – Transit potential strategies to accommodate future transit investments. Talk with residents about the Technologies Worksheet: http:// importance of density, design strategies, and diversity of land uses in planning for transit. Discuss www.reconnectingamerica.org/ what types of transit the community may be able to support based on existing conditions. If density assets/Uploads/bestpractice175. levels are too low to support regularly-scheduled fixed-route bus transit or any form of BRT or rail pdf transit (see The Neighborhood Transit Readiness Scorecard), discuss strategies to increase density. Rural DRT and Why Performance Another alternative is to focus on alternative methods of transportation (e.g., bike lanes, improvements Matters: http://onlinepubs.trb. to sidewalks and the pedestrian environment), which may provide local commuting alternatives and org/onlinepubs/tcrp/tcrp_ also help to stimulate increased interest in higher densities that will eventually support transit. rpt_136.pdf

National Center on Senior F. Ensure that local plans are coordinated with those of neighboring municipalities along the identified Transportation: http:// potential transit corridor(s), and work with transit agencies and MPOs to develop phasing plans to seniortransportation. ensure continuity of proposed transit in the region. net/Portals/0/Cache/ Pages/Resources/ G. Compile recommendations into one or more transit readiness assessment documents (depending on DemandAndResponse.pdf the number of communities and corridors involved) to be used for seeking out funding sources and The Growing Transit working with partners to implement strategies. Communities Strategy: http://www.psrc.org/growth/ »» Work with partners following the completion of the assessment to determine what short-term growing-transit-communities/ goals can be met. For example, if diversity or density of land uses needs to be increased, work with growing-communities-strategy/ local officials to amend existing zoning codes or seek funding for incremental improvements to the BRT: http://www.nbrti.org/CBRT. pedestrian environment (e.g., streetscaping, trails, etc) that will promote and attract a denser pattern html of development and higher mix of uses. VTS: http://seniortransportation. »» Provide and advocate for policy support as needed. This could include supporting legislation to fund net/Portals/0/Cache/ transit projects, zoning or development plan changes as noted above, protection of transit corridors, etc. Pages/Resources/ VolunteerTransportation.pdf »» Continue to involve the public, with updates on plans and progress on policy initiatives. Most communities that have transit systems have successfully worked with non-profit public campaigns to garner public support for transit investments and to advocate for local funding to provide the local share of transit construction costs.

/5 WHERE HAS IT WORKED?

Denver Regional Transporta- In 1999, RTD provided more light rail, and transit oriented en” technology component. tion District (RTD) than 99 million rides; in 2010, land use developments. RTD’s Automated passenger coun- Denver, CO the average weekday board- goal is to create services that ters (APC) have provided a ings were at 331,121. The are “closer to the customer.” wealth of data for developing, The Denver Regional Transpor- 2010 operating budget was monitoring, and communicat- tation District (RTD) is a regional $$391,800,000. In addition, RTD looks for ing service details. Apps are public transportation authority opportunities to fund and available for travel planning that provides public transpor- RTD’s services focus on the manage certain services rather including some mobile tech- tation for 40 cities and towns general public, seniors, persons than directly providing those nologies for cell phone appli- in all or portions of 8 counties with disabilities (including services, when it is not practi- cations, bus schedule infor- around the city of Denver. RTD developmental disabilities), cal or cost effective to do so. mation at individual bus stops, was created in 1969 by the Col- welfare to work riders, and spe- Therefore, another success and parking (for Park-n-Ride). orado General Assembly. RTD cial programs for high school factor is the strong partnership Their call-n-Ride program has operates as a public transporta- and college students. They component of RTD’s efforts. their own technology which tion system in the eight-county also have a limited number For example, RTD provides includes automated schedul- service area, which includes all of special shuttles and other funds to Boulder for its HOP ing through web bookings of Boulder, Broomfield, Denver programs service that connects the city and estimated times of arrival and Jefferson Counties, parts of with the University of Colorado notification. IT has become a Adams, Arapahoe and Douglas WHY IT WORKS: campus and shopping areas; core function that supports Counties, and a small portion of RTD is successful for a number similarly, the North Front the operation and analysis of Weld County. of reasons. First of all, RTD’s Range MPO in Fort Collins services provided by RTD. mobility management efforts receives RTD funding to offer The service area population of focus on RTD’s “Family of cost-effective long-distance Finally, the agency maintains more than 2.8 million persons Services” program, including a trips. RTD also funds a variety a sharp focus on customer covers 2,348 square miles. vanpool program, the user- of Transportation Manage- satisfaction. Every few years, RTD’s operations include fixed side taxi subsidy program, ment Organizations in the RTD conducts onboard Cus- bus routes, express buses, light call-n-Ride, Bike-n-Ride, and region. Just as important, RTD tomer Surveys among pas- rail, shuttles, ADA paratransit guaranteed ride home. Other is involved in land use planning sengers to learn more about services (called “access-a- mobility management com- and coordination with its many riders’ satisfaction with the Ride”), general public demand ponents include bus passes stakeholders, as well as with services provided. Riders are responsive services (“call-n- distributed by employers and private developers. asked to evaluate RTD service Ride”), “seniorRide,” vanpools, RTD support of local transpor- in categories such as driver free shuttle services on the tation management organiza- Increasingly, many of RTD’s performance, park-n-Rides, downtown mall, and other tions (TMOs), taxi services, car mobility management activi- web site, security, Telephone services. sharing, feeder bus services to ties have a strong “data-driv- Information Center, conve- nience, customer information, fares, travel time, comfort, and traveling with bicycles. The surveys are used to mea- sure customer perceptions of the quality of services, identify needed improvements, and help prioritize those improvements. The surveys also provide RTD with helpful information on trip characteristics and demographic profiles.

Above, Denver RTD LRT. Image Credit: Stephen Rees

/6 2014 CONNECT Our Future Above: Seattle’s East Corridor Implemen- tation Approaches & Transit Investments Right: Link Light Rail Station

Here’s why it works! increasing access Communities that fall under the encouraging the development to opportunity for Protect and Grow category are of housing for all types of fami- Each community was analyzed existing and future those existing transit communi- lies in the region. for unique factors (e.g., land residents of transit ties with growing market po- uses, housing, market poten- communities. Data tential. A key concern for these WHY IT WORKS: tial, etc.) that in turn influ- from each of the communities is preserving By working within the region’s enced improvement rec- 74 study areas was affordability while continuing existing framework, Vision ommendations collected and ana- to increase density. Enhancing 2040, the Growing Transit lyzed to provide a Community includes communi- Communities study provides number of corridor- ties that are low-density with key strategies and actions The Growing Transit Commu- specific implemen- an auto-oriented character, but individual communities and the nities Strategy – Puget Sound tation priorities, strategies, have the potential to become greater region can take to real- Regional Council and next steps. The South denser transit and activity cen- ize their vision of a well-con- Puget Sound Region, WA Corridor, stretching south from ters. Stimulate Demand com- nected, healthy, and accessible downtown Seattle to down- munities have strong existing region. All of the study areas The Puget Sound Regional town Tacoma (including two transit systems, but have low along key transit corridors were Council completed the Growing operating light rail lines and a market demand. The goal for analyzed for diversity of land Transit Communities study, an number of proposed lines to be these communities is to capital- uses, availability of housing, assessment of 74 areas focused completed in the next 10 to 20 ize on existing assets to expand market potential, density, and around existing and future years), encompasses a number job and housing opportunities. demographics to determine locations of Sound Transit Link of racially and ethnically diverse Recommendations include what the character of potential light rail stations and other key communities and connects securing funding to extend light transit would be in each area. transit nodes. The study was major employment centers in rail further down the corridor The resultant ‘typologies’ (e.g., completed utilizing regional the region. Implementation in Federal Way and Tacoma, Protect and Grow, Enhance goals set in the Vision 2040 re- priorities for the 24 planned and taking short-term action to Community, and Stimulate port. Goals included attracting potential stations along this strengthen real estate markets Demand) take into account the more residential and employ- corridor are broken into three for transit-oriented develop- analysis completed for each ment growth to high capacity categories based on analysis ment in existing communities, area and provide strategies to transit communities, providing of existing conditions: Protect ensuring continued stakeholder improve transit connectivity a diversity of affordable hous- and Grow, Enhance Commu- and community engagement without adversely affecting ing choices near transit, and nity, and Stimulate Demand. throughout the process, and existing communities.

/7 TRANSIT SYSTEMS & TYPICAL CHARACTERISTICS CHART While each transit system and community is different with unique investment costs, ridership, and operating cost, the following descriptions and chart of transit types is a guide communities throughout the region can use to assess typical characteristics of common transit systems. The following transit systems can be broken into two categories: rail and bus.

PROJECTED COST DISTANCE BETWEEN RECOMMENDED DENSITY TYPE OF TRANSIT PASSENGER CAPACITY SERVICE RANGE FACILITIES NEEDED SUPPORTIVE LAND USES EXAMPLE CITIES (PER MILE) STATIONS/STOPS (RES. & COMM.)

»» Boston (MBTA) »» Utilizes existing »» Residential (High-Density) »» Regional/ rail tracks »» Dallas-Fort Regional Medium-Density »» Residential (Medium-Density) Commuter 1,000 - 2,200 per train $3 - $25 Million 2-5 miles »» Passenger Stations Worth (TRE) Urban High-Density »» Commercial/Office Rail »» Park-and-Ride »» Retail (Community-Serving) »» San Jose-San Facilities/Lots Francisco »» Retail (Passenger-Serving) (CalTrain)

100 - 150 passengers per car Average of 1,200 per train »» Residential (High Density) »» San Francisco »» Dedicated Regional Regional Service = 1-5 miles »» Commercial/Office (BART) »» Heavy Rail $5 - $250 Million Right-of-Way High-Density Urban Urban Areas = < 1 mile »» Retail (Community-Serving) »» New York (MTA) (Systems can have up to 10 »» Passenger Stations cars on a single train.) »» Retail (Passenger-Serving) »» Chicago (CTA) RAIL TRANSIT

»» Shared or Dedicated Right- 260 - 250 per train »» Denver of-Way »» Residential (High-Density) »» Light Rail Regional Medium-Density »» Dallas $20 - $60 Million 1 mile »» Double or Single Track »» Residential (Medium-Density) (Systems can have up 4 Urban High-Density »» Houston Transit (LRT) »» Passenger Stations »» Commercial/Office cars on a single train.) »» Charlotte »» Retail (Community-Serving) »» Park-and-Ride »» Seattle Facilities/Lots

»» Shared or 60 - 200 per vehicle Dedicated Right- of-Way »» Residential (Medium-Density) »» Boston »» Bus Rapid Regional (Most BRT systems have $4 - $40 Million Suburban 0.25 - 2 miles »» Passenger Platforms Medium-Density »» Residential (Low-Density) »» Pittsburgh Transit (BRT) articulated buses for increased Urban or Stations »» Commercial/Office »» Cleveland passenger capacity) »» Park-and-Ride »» Retail (Community-Serving) »» Eugene Facilities/Lots

40 - 60 per vehicle »» Shared Right-of- Way (including »» Indianapolis Regional shared bus lanes) (Some systems may have Regional Service = < 1 mile Low-Density »» Boston »» Express Bus $1 - $2 Million Suburban »» Stop Signage, Shelter, articulated buses which would Urban Areas = > 1 mile Medium-Density »» None Required »» MTA Bus (NYC) Urban and Benches increase passenger capacity, but »» DART (Dallas) »» Park-and-Ride most systems use regular buses) Facilities/Lots

40 - 60 per vehicle »» Charlotte

BUS TRANSIT Regional Regional Service = 1 - 2 miles Low-Density (Some systems may have »» Shared Right-of-Way »» Philadelphia $1 - $2 Million Suburban Suburban Areas = 0.5 - 1 mile Medium-Density »» Local Bus articulated buses which would »» Stop Signage, Shelter, »» None Required »» NYC Urban Urban Areas = > 1 mile and Benches High-Density increase passenger capacity, but »» Austin most systems use regular buses) »» Greenville, SC

$40 - $150 per hour »» Demand 4 - 20 per vehicle Rural »» Prairie Hills Transit (Costs vary greatly depending Regional Regional Service = 1 - 2 miles »» Shared Right-of-Way Responsive Low-Density (Spearfish, SD) on hours of operation, Suburban Suburban Areas = 0.5 - 1 mile »» Stop Signage, Shelter, (Vehicles range from passenger Medium-Density »» None Required »» Rides Mass Transport service area, number Urban Urban Areas = > 1 mile and Benches cars to small buses) High-Density Transit District (DRT) of passengers, size and (Harrisburg, IL) number of vehicles used )

Photo Credits, from top to bottom: Flickr_Cliff; Flickr_Michael Tapp; Flickr_Matt Johnson; Flickr_Embarq Brasil; Flickr_Dennis Tsang; Flickr_James Willamor; Ben Franklin Transit

/8 2014 CONNECT Our Future PROJECTED COST DISTANCE BETWEEN RECOMMENDED DENSITY TYPE OF TRANSIT PASSENGER CAPACITY SERVICE RANGE FACILITIES NEEDED SUPPORTIVE LAND USES EXAMPLE CITIES (PER MILE) STATIONS/STOPS (RES. & COMM.)

40 - 60 per vehicle »» Charlotte

Photo Credits, from top to bottom: Flickr_Cliff; Flickr_Michael Tapp; Flickr_Matt Johnson; Flickr_Embarq Brasil; Flickr_Dennis Tsang; Flickr_James Willamor; Ben Franklin Transit

/9 NOTES:

/10 2014 CONNECT Our Future /11 /12 2014 CONNECT Our Future