TABLE OF CONTENTS 1 INTRODUCTION ...... 1 2 MODES AND TRENDS THAT FACILITATE BRT ...... 2 2.1 Microtransit ...... 2 2.2 Shared Mobility ...... 2 2.3 Mobility Hubs ...... 3 2.4 Curbside Management ...... 3 3 VEHICLES THAT SUPPORT BRT OPERATIONS ...... 4 3.1 Automated Vehicles ...... 4 3.2 Connected Vehicles ...... 6 3.3 Alternative Fuel Vehicles ...... 6 4 BRT OPERATIONAL TECHNOLOGIES ...... 8 4.1 Charging/Refueling Infrastructure ...... 9 4.2 Operations: Lane Configuration Options ...... 11 4.3 Intelligent Transportation System (ITS) ...... 12 4.4 Passenger Amenities ...... 16 4.5 BRT Variable Fare Changes and Fare-Capping ...... 18 5 GUIDANCE FOR IMPLEMENTATION ...... 19 5.1 Vehicles That Support BRT Operations ...... 19 5.2 Operations: Lane Configurations ...... 20 5.3 Intelligent Transportation System (ITS) ...... 21 6 LESSONS LEARNED FROM BRT OPERATION TECHNOLOGIES ...... 23 6.1 Vehicle and Infrastructure Design ...... 23 6.2 Implementation and Operation ...... 27 6.3 Conclusion ...... 30 7 REFERENCES ...... 31
Opportunities and Challenges Assessment i July 2021
LIST OF FIGURES Figure 1: Automated Vehicle Sensors and Vision ...... 1 Figure 2: Microtransit ...... 2 Figure 3: Shared Mobility ...... 2 Figure 4: Mobility Hub ...... 3 Figure 5: Curbside Management Lighting and Signage ...... 3 Figure 6: Levels of Vehicle Automation ...... 5 Figure 7: Comparison Between Hybrid and All-Electric Powertrains ...... 7 Figure 8: BRT Technologies and Example Site Plan ...... 8 Figure 9: Types of Electric Bus Charging Systems ...... 9 Figure 10: LA Metro Orange Line BRT with Conductive Charging ...... 10 Figure 11: Inductive Charging in Pavement ...... 10 Figure 12: Exclusive Bus Lanes ...... 11 Figure 13: Reversible Lane ...... 11 Figure 14: Queue Jump ...... 12 Figure 15: On-vehicle Vision Sensor Field of View ...... 13 Figure 16: Automated Vehicle with V2X Communications ...... 15 Figure 17: Automated Enforcement on Transit Vehicle ...... 16 Figure 18: Blue Light Phones and AVTM at Bus Stop ...... 17 Figure 19: Digital Panel System ...... 18 Figure 20: Cleveland HealthLine BRT Vehicle ...... 23 Figure 21: Cleveland HealthLine BRT Station ...... 23 Figure 22: Mid-City Rapid 215 ...... 24 Figure 23: Off-board Ticket Vending Machines and Fare Payment ...... 25 Figure 24: Bicycle Parking at Stations ...... 25 Figure 25: DAS Technology...... 26 Figure 26: Mason Corridor BRT ...... 26 Figure 27: San Joaquin Electric BRT Vehicle ...... 27 Figure 28: Emerald Express BRT Center Running ...... 28 Figure 29: CTfastrak Operating in Exclusive Guideway ...... 28 Figure 30: UVX BRT ...... 29
Opportunities and Challenges Assessment ii July 2021
ACRONYMS/ABBREVIATIONS
AC Alternating Current MVTA Minnesota Valley Transit Authority ATVM Automated Ticket Vending Machine OCTA Orange County Transportation Authority BEB Battery Electric Bus PHEV Plug-in Hybrid Electric Vehicle BRT Bus Rapid Transit REEV Range Extended Electric Vehicle BYU Brigham Young University RTD Regional Transit District CCTV Closed-Circuit Television SAE Society of Automotive Engineers CNG Compressed Natural Gas TCRP Transit Cooperative Research Program DAS Driver Assist System TNC Transportation Network Company DC Direct Current TOD Transit-Oriented Development DOT Department of Transportation TSP Traffic Signal Priority DPS Digital Panel System USDOT United States Department of Transportation DSRC Direct Short-Range Communications UVU Utah Valley University ETEL Emergency Telephone UVX Utah Valley Express FTA Federal Transit Administration V2I Vehicle-to-Infrastructure HEV Hybrid Electric Vehicle V2V Vehicle-to-Vehicle HOV High Occupancy Vehicle V2X Vehicle-to-Everything HFC Hydrogen Fuel Cell VMS Variable Message Signage ICE Internal Combustion Engine UTA Utah Transit Authority ITS Intelligent Transportation System WMATA Washington Metropolitan Area Transit Authority LiDAR Light Detection and Ranging MAG Maricopa Association of Governments mph Miles Per Hour MTS Metropolitan Transit System
Opportunities and Challenges Assessment iii July 2021
1 INTRODUCTION The Maricopa Association of Governments (MAG) Regional Bus This Opportunities and Challenges Assessment is organized into Rapid Transit (BRT) Feasibility Study will document the potential the following sections: for the implementation of BRT in the MAG region. Through • Phoenix’s Transportation 2050 (T2050) Plan, the City of Phoenix Section 1 provides an introduction and background is undertaking their own study to analyze initial BRT candidate information. • corridors within the city’s boundary. The Phoenix BRT study Sections 2 and 3, respectively, describe emerging modes includes corridor analysis, shared mobility strategies, a network of transportation that facilitate and support BRT and high- implementation plan, and an operating plan. quality transit. • Section 4 discusses specific technologies related to This MAG BRT study will build on other MAG, Valley Metro, and operations, maintenance, intelligent transportation local studies—but especially the recently-completed MAG Regional system (ITS), infrastructure, and passenger amenities. Transit Framework Study Update (RTFSU), which identifies • Section 5 provides guidelines that can be considered by potential high capacity transit (HCT) corridors throughout the MAG member agencies and transit agencies for region. The RTFSU provides a strong point of departure for this technology implementation. regional BRT feasibility study from several perspectives, including • Section 6 analyzes lessons learned from other BRT BRT definitions and corridor nomination criteria. implementation case studies to inform development of BRT corridors identified for the MAG region will take into the MAG BRT corridors. consideration the opportunities and challenges related to BRT implementation. Technological advancements that support BRT Figure 1: Automated Vehicle Sensors and Vision operations continue to adapt and change at a record rate to support, complement, and enable cleaner air quality, quieter and more cost-effective transit operations, and improved transit service. Transit agencies throughout the United States (U.S.) are studying and piloting these types of advanced transit technologies. BRT systems are an ideal mode of transportation to safely and effectively utilize technologies geared towards electrification, signal priority, and enhanced passenger amenities including digital panel systems and vehicle tracking. BRT can also be paired with improved safety measures that support all modes of transportation through coordinated infrastructure improvements, as shown in Figure 1. This memorandum will discuss the current state of technology trends that support the planning, design, and operations of BRT systems, followed by lessons learned from BRT Source: AECOM, 2020 systems that are in operation throughout the U.S.
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2 MODES AND TRENDS THAT FACILITATE BRT
This section describes emerging modes of transportation that 2.2 SHARED MOBILITY support and/or directly complement BRT service. Some of these technologies have been implemented on small scales or through Shared mobility is broadly defined as transportation services and pilot projects, while others are being discussed in the industry resources that are shared among users (Figure 3). Services with expected implementation within the next few years. include public transit, taxis, bike sharing, scooters, carsharing, ridesharing (i.e., non-commercial services like carpool and vanpool), ride sourcing or ride hailing (transportation network 2.1 MICROTRANSIT companies (TNCs)), ride-splitting, and shuttle service. Local Microtransit provides on-demand, point-to-point shuttle service examples of these services are Grid Bikeshare, Lime dockless (Figure 2) within a specified service area to connect riders to scooters, Zipcar, Lyft and Uber, and Valley Metro’s ShareTheRide fixed-guideway transit stops and stations. Microtransit often system. makes use of data and technology to improve the efficiency of Figure 3: Shared Mobility short transit trips and increase the quality of customer services to transit users. Microtransit is zone-based and complements BRT by providing a flexible first/last-mile strategy. It can provide direct connections to BRT stops, which may help capture choice transit riders who would otherwise have a long walk to reach high-quality transit services. Microtransit can also help provide off-peak services throughout the day to those who work non-traditional hours. Transit agencies, such as the Los Angeles Metropolitan Transportation Authority (LA Metro), have begun conducting studies to identify service zones around key destinations and plan to phase in deployment in six service areas beginning this summer. Figure 2: Microtransit Source: Planetizen, 2019 Advances in electronic and wireless technologies have made shared-mobility assets easier to find and more efficient. Users can identify routes and modes and combine fare media with real- time arrival and departure information using their mobile devices. Shared mobility can enhance BRT service by offering new opportunities to provide complementary mobility choices, offer first/last-mile solutions, reduce traffic congestion, mitigate certain forms of pollution, reduce transportation costs, improve efficiency, identify alternative modes for individuals without access to a personal vehicle, and create accessible mobility Source: APTA. 2020
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options for those with limited physical ability. These 2.4 CURBSIDE MANAGEMENT complementary modes can help encourage ridership by creating a suite of multi-modal mobility options to get to or from any BRT Curbside management is the practice of monitoring and station. responding to different demands along a curb. Curb space at or near transit stations has various competing activities, including loading/unloading (transit and TNCs), parking, and active 2.3 MOBILITY HUBS transportation, including pedestrians, bicyclists, scooters, or other Mobility hubs serve as a focal point for various active micromobility devices. These activities and resulting needs of the transportation modes and shared mobility solutions (Figure 4). curb space vary between peak and off-peak hours, such an These hubs help enhance the attractiveness of BRT service by increased need for TNC/passenger loading zones during peak creating a destination for choice transit riders and providing periods and corresponding decrease in parking demand. Better convenient mobility options for first/last mile solutions. They also managing curb space can enhance BRT service by ensuring curbs stimulate the formation of major trip origins and destinations are available when needed for BRT buses. While current methods where human interactions congregate. The goal of mobility hubs to manage curb space involve paint and static signage, there are is connecting these origins and destinations to high-capacity emerging methods of controlling curb space to be responsive to transit through an integrated suite of mobility services, amenities, real-time demands and/or on a scheduled basis by creating and supporting technologies. These can include providing virtual zones, which can be supplemented on the street by in- dedicated space for bike-share, e-scooter, and TNC pick-up/drop- pavement lighting and digital signage (see Figure 5). While no off as well as attractive public space with amenities for agency has implemented a fully digital solution yet, the District passengers waiting or transferring between modes. Including a Department of Transportation (DDOT) in Washington D.C. has mobility hub as part of a BRT station can seamlessly integrate designated curb space with high demand for pickups and drop- BRT with other modes of transit. By achieving this goal, transit offs only during evening peak hours as well as piloted a ridership is encouraged, travel options are diversified, and commercial loading zone app for advanced reservations for mobility efficiency is improved. Four U.S. cities that are leading trucks and delivery vehicles. the effort in implementing mobility hubs are Los Angeles, San Figure 5: Curbside Management Lighting and Signage Diego, Columbus, and Minneapolis. Figure 4: Mobility Hub
Source: SMART CITIES DIVE, 2019 Source: AECOM, 2020
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3 VEHICLES THAT SUPPORT BRT OPERATIONS This section describes emerging technologies associated with also provide a smoother BRT ride with safer and more efficient vehicles that can be used to support BRT service. These vehicle service, while reducing vehicle maintenance costs associated technologies are in various stages of development and with collision repairs. deployment across the country and have varying benefits associated with their implementation. 3.1.2 Full Automation
3.1 AUTOMATED VEHICLES Full automation corresponds to SAE levels 4 and 5 with the primary difference being that level 4 is restricted in its operational The study and testing of automated vehicles have been occurring geography, also known as geofencing, and can retain a on light-duty vehicles for over a decade with some features driver/operator that can take over control if needed. Level 5 already available for use. Automation in transit buses has been a vehicles would not operate in a restricted geography and would slower process, with some initial deployments to help improve have no need for a human operator. Full automation in transit is safety by automating single features at a time, such as automatic some time away, as only few agencies in the U.S. (i.e., Dallas Area braking to avoid a collision. The Society of Automotive Engineers Rapid Transit, LA Metro, Minnesota Department of (SAE) defines six levels of automation ranging from 0 (fully Transportation, Michigan Department of Transportation, and manual) to 5 (full autonomation), as shown in Figure 6, and these Virginia Department of Rail and Public Transportation) are levels have been adopted by the United States Department of currently evaluating potential level 4 applications on select routes Transportation (USDOT). Automated vehicles can help improve through the Automated Bus Consortium. Initial deployment the safety of a BRT system while minimizing the work and stress through that program is still at least three years away. However, required by the driver. Additionally, they can provide a smoother BRT applications show promise as an early deployment transit ride for passengers to make the BRT system more attractive. mode, especially if they have a dedicated right-of-way and/or limited potential vehicle conflicts. 3.1.1 Partially Automated/Driver-Assist Technologies Partially automated BRT vehicles, also referred to as driver-assist technologies, correspond to SAE levels 1 through 3 and use a robust network of sensors to provide information to the vehicle and driver regarding when to speed up, slow down, or stop. By taking control of the BRT vehicle when the bus veers from its lane or is about to impact an object, driver-assist technologies can aid drivers in avoiding collisions, operating in narrower lanes, and enabling dynamic scheduling to avoid bunching while increasing passenger throughput. This technology reduces the opportunity for human driver error while simultaneously reducing driver stress by limiting the number of functions required by the driver. It can
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Figure 6: Levels of Vehicle Automation
Source: Society of Automotive Engineers, adapted by AECOM, 2020
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3.2 CONNECTED VEHICLES range extenders onboard, which utilize gasoline with a small ICE engine that acts as a generator to charge the battery. Figure 7 Connected vehicle communications have resulted in collision shows the comparison of these alternative fuel type propulsion avoidance systems, otherwise known as Cooperative Intersection systems. Besides electric-powered vehicles, hydrogen fuel cell Collision Avoidance Systems. Intersection collision avoidance (HFC) buses currently exist but have been deployed significantly systems use both vehicle-based and infrastructure-based less than BEBs. The technology works more similarly to an ICE but technologies to give information about the state of an intersection instead utilizes hydrogen and oxygen gas as fuel in order to to an approaching vehicle. These systems have the potential to create a reaction to produce water, heat, and electricity that provide warnings to the bus driver or control the vehicle as it power the engine. Additionally, HFC engines have no moving parts approaches and moves through an intersection creating a safer and are therefore more reliable than ICEs, and emissions are only BRT system. A Direct Short-Range Communications (DSRC) radio water and heat instead of multiple greenhouse gases. Because would be utilized to communicate warnings and data between the the HFC industry is still gathering traction, there are more infrastructure and DSRC-equipped vehicles. USDOT defines DSRC uncertainties associated with HFCs, including long-range as “a two-way short- to medium-range wireless communications transmission/distribution and safe storage of hydrogen fuel capability.” DSRC has a very high data transmission rate which systems. helps quickly process and transmit data between the vehicle and other vehicles or infrastructure when needed, which is especially critical in safety applications to minimize and avoid potential conflicts. The three types of vehicle communication (Vehicle-to- Vehicle, Vehicle-to-Infrastructure, and Vehicle-to-Everything) are described further in Section 4.3.4.
3.3 ALTERNATIVE FUEL VEHICLES There are multiple types of zero emission transit vehicles available, but the propulsion method and fuel source chosen can have various trade-offs. Traditionally, transit buses have internal combustion engines (ICEs) and run off diesel fuel or compressed natural gas (CNG) and have no electric motor on-board. Over the past decade, vehicles have been transitioning to hybrid drive trains with both an ICE and a complementary electric motor to improve fuel consumption by primarily utilizing electric energy at slow speeds when the vehicle would typically burn the most fuel. These hybrids have also evolved so that they can be plugged in to charge the battery instead of only relying on regenerative braking. Battery electric buses (BEBs) are transit buses with no ICE and have been deployed more in recent years at nearly 200 transit agencies, including City of Tucson, Denver Regional Transit Authority (RTD), and Foothill Transit. Lastly, some vehicles have
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Figure 7: Comparison Between Hybrid and All-Electric Powertrains
Source: Infineon Technologies, adapted by AECOM, 2020
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4 BRT OPERATIONAL TECHNOLOGIES This section identifies and defines BRT-related technologies that promote the safety of BRT operations. Many of these technologies can support implementation through improved infrastructure, are shown in Figure 8. Collectively, they allow transit agencies to including dedicated bus lanes, charging stations, and amenities take an initiative to strengthen reliability and operations of transit to enhance the passenger experience. These features can also service.
Figure 8: BRT Technologies and Example Site Plan
Source: AECOM, 2020
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4.1 CHARGING/REFUELING INFRASTRUCTURE There are three ways to charge a transit battery, each with its own set of pros and cons, based on costs, charge time, and impact on Based on the propulsion method and fuel choice, different types operations (Figure 9). One or more charging technologies can be of charging or refueling infrastructure need to be considered. utilized along the same bus route. The selection of charging type While traditional gasoline and CNG refueling has known will also be influenced by available infrastructure and service infrastructure needs and are consistent, there are multiple ways needs. of recharging a BEB as well as refueling hydrogen (or other alternative fuels).
Figure 9: Types of Electric Bus Charging Systems
Source: AECOM, 2020 Opportunities and Challenges Assessment 9 July 2021
4.1.1 Plug-in Charging 4.1.3 Inductive Charging Plug-in charging is done at bus depots, typically overnight when Inductive charging is a wireless charging method where the the vehicle is not in service. Any transit agency that has BEBs has infrastructure is embedded into the roadway or charging pad plug-in charging at their depots. Plug-in charging is the cheapest (Figure 11). Power delivery and efficiency can range drastically as to implement, but due to infrequent charging, larger capacity this technology is the least developed of the three charging batteries are needed to meet daily mileage requirements, which options. This charging method is not yet available for full-scale can further increase upfront costs and reduce passenger deployment. capacity. Plug-in charging can be sped up by using direct current Figure 11: Inductive Charging in Pavement (DC) power instead of alternating current (AC), but there is a higher initial infrastructure/capital cost for DC fast charging.
4.1.2 Conductive Charging Conductive charging is a fast charging solution that concentrates a high-powered charge at key locations, including at key BRT stations and/or bus layover areas. Smaller batteries can be used as they are charged more frequently in short bursts, but there are higher infrastructure costs, as well as potential for peak demand utility charges if power is needed from the grid during high energy use periods. Conductive charging was installed in January 2020 on the LA Metro Orange Line BRT system, which will operate entirely on BEBs beginning later this year (Figure 10). Figure 10: LA Metro Orange Line BRT with Conductive Charging Source: AECOM, 2020
4.1.4 Hydrogen Fuel Cells HFC-associated infrastructure is currently very limited in real- world applications. The charging process is similar to plug-in charging or gasoline refueling and therefore requires implementation at a depot and labor to connect the vehicle to the refueling hose. As the HFC industry is still gathering traction, there are more uncertainties associated with HFCs, including long- range transmission/distribution and safe storage of hydrogen fuel. In January 2020, Orange County Transportation Authority (OCTA) debuted the nation’s largest transit-operated hydrogen
fueling station, which included an order of only 10 HFC buses. Source: LA Metro
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4.2 OPERATIONS: LANE CONFIGURATION OPTIONS 4.2.2 Reversible Lanes
4.2.1 Exclusive Lanes Where right-of-way is more constrained, but a dedicated transit lane is desired, a reversible lane could be considered. The Bus-only lanes are designed by adding or restriping lanes for bus reversible lane would be utilized for bus-only travel during peak use only, separating transit vehicles from other surface traffic hours in the direction of peak traffic. As a reversible lane is (Figure 12). Bus-only lanes can improve the travel time, speed, typically center-running, this strategy is better utilized for BRT and reliability of a BRT system. Lanes can be designated as bus- and/or commuter routes with limited stops. Proper signage only all day or just during peak hours based on BRT operational should be installed to communicate the real-time direction of the needs. Signage should be installed to communicate the exclusive reversible lane, which could include lighting and VMS (Figure 13). nature of the lanes to private automobiles. Variable message Figure 13: Reversible Lane signage (VMS) can be used to communicate the real-time use, especially if the exclusive lanes are peak hours only. Depending on the corridor and available space, a dedicated right-of-way could be implemented to fully separate the transit vehicles (except at any applicable cross streets) from general purpose traffic lanes. This allows the transit vehicle to maintain higher speeds for faster and more reliable travel times due to minimal potential bus-car interactions. Many cities, including Los Angeles and New York City, have implemented bus-only lanes either full- time or during peak periods. Figure 12: Exclusive Bus Lanes
Source: Twelve Mile Circle, 2014
Source: NYC MTA
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4.2.3 Queue Jumps 4.3 INTELLIGENT TRANSPORTATION SYSTEM (ITS) Queue jumps are short, dedicated transit facilities (i.e., partial ITS applies to sensors, analytics, control, communication, and lane) at intersections to allow a transit vehicle to bypass other technologies to leverage data information to create a safer, automobiles waiting at a red light to receive priority position when better informed, and more coordinated transportation network. the light turns green (Figure 14). Variations in existing signal ITS can help improve the safety, efficiency, and sustainability of a controllers or potential additions to the controller may be transportation network through active monitoring and automated necessary to provide an advanced green light for transit vehicles. adjustments to the network based on real-time demands. ITS This can be done by short range communication between the services include, but are not limited to, traffic management transit vehicle and traffic signals or through more traditional centers, active arterial management, traffic incident vehicle detection methods such as electronic loop detectors or management, smart motorways, decision support systems, transit visual sensors on the traffic signal. Queue jumps can be technology, integrated corridor management, congestion pricing, implemented at busy intersections where bus stops are located tolling systems, connected vehicles, parking management, and on the far side of an intersection (i.e., after the traffic signal) to smart city integration. ITS elements applicable to BRT systems give advanced priority to buses over automobiles. are described in the following subsections.
4.3.1 Traffic Signal Controller/Priority (TSP) Figure 14: Queue Jump The addition of transit signal prioritization (TSP) enables adjustments to traffic signal timing or phasing to prioritize transit vehicles when they are present at or approaching intersections, especially when the bus station is on the far side of the intersection. TSP can improve transit reliability and reduce travel time by reducing delays from waiting on traffic signals at intersections, especially on corridors with long signal cycles and long distances between signals. Not all intersections along a BRT corridor need TSP, but it could be considered at those with existing traffic delays. It is important to study the BRT corridor to determine the intersections and travel directions that would benefit from an investment in TSP. TSP has been implemented in Portland, Seattle, and Provo, among many other major U.S. cities. Source: NACTO, 2016
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4.3.2 Digital Panel System Figure 15: On-vehicle Vision Sensor Field of View Providing travelers with accurate information helps reduce perceived wait times, lowers travel stress, and makes transit a more attractive alternative to driving. Adding signage at and around transit stations/stops that include wayfinding to surrounding destinations and amenities is one way to provide travelers this information. Additionally, real-time signage at stations and bus stops can be added. These displays can include information such as next bus arrival times, service disruption information, and public service announcements, as well as paid advertisements.
4.3.3 On-Vehicle Vision Sensors On-vehicle vision sensors are used to support automation on transit vehicles, whether it is partially automated/driver-assist technologies or full automation. As this is still part of an emerging Source: AECOM, 2020 industry, the sensors can come in various forms such as light detection and ranging (LiDAR), radar, monochromatic vision, and 4.3.4 Vehicle Communications stereo vision. These options can all detect objects but not necessarily classify them. An example of a bus sensor field of Connected vehicles and/or vehicles with DSRC or other vision is shown in Figure 15. communication technology can communicate with each other LiDAR sensor devices use light waves in the invisible light and/or external devices. The three categories of connected spectrum to determine the distance of objects from the vehicle to vehicle technologies are Vehicle-to-Infrastructure (V2I), Vehicle-to- create a rich, detailed data set that represents the dynamic and Vehicle (V2V) and Vehicle-to-Everything (V2X). While DSRC stationary elements in the field of view. High definition cameras technology has been in development for 20 years, wide-scale with video analytic technologies could be used in conjunction with applications are limited. DSRC technology is expected to grow LiDAR to interpret objects as they appear, including classifying an dramatically in the coming years. The USDOT anticipates that object as a pedestrian, bicyclist, car, construction pylon, etc. within 20 years, 80 percent of intersections will transmit information to vehicles while 90 percent of light-duty vehicles will share information with the roads they use. Maricopa County Department of Transportation (MCDOT) initiated the SMARTDrive Program in 2007 and then constructed the Anthem Test Bed in 2011 as one of the first seven connected vehicle testing locations in the U.S. This program is still in operation today and currently tests new applications such as pedestrian traffic signal crosswalk technology, transit priority, and trucking priority.
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4.3.4.1 Vehicle-to-Infrastructure (V2I) 4.3.4.3 Vehicle-to-Everything (V2X) V2I technology allows mutual communication between vehicles V2X technology includes all aspects of V2I and V2V in addition to and devices in the infrastructure (e.g., traffic signals). Real-time vehicle-to-pedestrian, vehicle-to-device, and vehicle-to-grid information including traffic condition, roadway condition, communication. This allows surrounding environments to have a roadway signage, and downstream traffic signals, is shared with better understanding of the intentions of the nearby vehicles to the vehicle. This communication data can also support traffic help reduce injuries and fatalities. For example, a pedestrian management hubs by allowing agencies to use the collected real- could get notified by a connected vehicle (CV) when it is safe to time information to optimize the roadway network by rerouting walk across the street. An example of an automated bus with V2X traffic as necessary. Examples of V2I applications include: communications is shown in Figure 16. • Curve speed warning . • Red light violation warning • Stop sign gap assist • Reduced speed/work zone warning • Pedestrian in signalized crosswalk warning
4.3.4.2 Vehicle-to-Vehicle (V2V) V2V technology allows communication and information-sharing between V2V-equipped vehicles. This communication can help avoid conflicts while maintaining desired distances and facilitate traffic flow. On-board communication devices (whether DSRC or 5G) can transmit basic safety messages about a vehicle’s speed, direction, location, brake status, and other vehicle information to nearby vehicles while receiving the same information from them. Examples of V2V applications include: • Forward collision warning • Emergency electronic brake light • Blind spot/lane change warning • Do not pass warning • Intersection movement assist • Left turn assist
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Figure 16: Automated Vehicle with V2X Communications
Source: AECOM, 2020
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amenities can also encourage more choice riders. Amenities 4.3.5 Automated Enforcement Strategies related to BRT vehicles and stations are described in the following Where bus-only lanes are implemented, cameras equipped with sections. automatic license plate recognition technology can be placed on either buses or roadside infrastructure for traffic lane 4.4.1 Public Wi-Fi & Charging Ports enforcement. This has been implemented in San Francisco on One aspect of enhancing passenger experience is providing vehicles and New York City on both vehicles and roadside access to public W-Fi on-board vehicles and at stations. Many infrastructure (Figure 17). By only permitting authorized vehicles transit users depend on their mobile devices, iPads, and laptops in transit-only lanes, the integrity of transit service is maintained to work on the go, stay connected to family and friends, and by providing more reliable travel times with a high on-time access news and social media platforms. Providing public Wi-Fi percentage. Some local policies prohibit an automated on-board vehicles and at stations will enhance the passenger enforcement strategy and therefore can only be implemented experience by allowing them to stay connected to their work and where permitted. home without any interruptions while they travel to their next Figure 17: Automated Enforcement on Transit Vehicle destination. This makes BRT a more attractive mode to help encourage more choice riders to switch from driving to BRT. Wi-Fi services have evolved to allow for network integration so that passengers can receive travel updates, respond to surveys, and purchase tickets, all within the palm of their hands. Free Wi-Fi has been implemented by numerous transit agencies over the past few years, including Los Angeles DOT commuter bus services and the New York Metropolitan Transportation Authority. Charging ports on-board vehicles and at stations provide customers with direct access to charge their electronic devices while they wait for the next bus to arrive. Charging ports allow passengers to maintain battery life during their trip. Access to this passenger amenity would boost customer experience by providing an infrastructure commodity that has the user in mind. Source: MTA via Traffic Technology Today, 2019 4.4.2 Safety (Blue Light & CCTV) 4.4 PASSENGER AMENITIES Closed-Circuit Television (CCTV) on board vehicles and at stations Adding passenger connectivity amenities at stations and/or on provides customers and operators with enhanced security by vehicles, such as free Wi-Fi and charging ports for cell phones, monitoring activities and helps dispatchers respond more laptops, and other electronic devices, enhances the user effectively in case of an emergency. These surveillance systems experience. These amenities allow transit riders to remain have been proven to be a deterrent to crime and/or inappropriate connected and productive during their travels while also keeping behavior and to increase the probability of prosecution should a users occupied to make transit trips seem quicker. Passenger crime occur. They also help maintenance staff assess the general
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condition of the stations for cleanliness, status of 4.4.3 Ticket Vending Machine and Off-Board Fare equipment/fixtures, etc. CCTV is consistent with existing Valley Payment Metro operations but adding CCTV on board vehicles and at stations would expand the number of monitors. Maintaining Along heavily utilized bus routes (especially BRT corridors), safety and cleanliness help ensure high-quality service. Most mid- implementing off-board fare collection and adding automated to large-size transit agencies are already equipped with some type ticket vending machines (ATVMs) can enable passengers to utilize of CCTV system. all doors to board and alight vehicles which will reduce overall travel time (Figure 18). Furthermore, if fare payment is enabled Blue light emergency telephones (ETELs) installed at BRT stations through mobile devices, this can serve the same purpose as off- can directly connect a member of the public to an emergency board fare payment while also minimizing the number of ATVMs response dispatcher to report a dangerous situation (Figure 18). needed. These strategies can help achieve on-time percentage This helps improve safety and deter crime and/or inappropriate goals and increase frequency of service. Off-board fare collection behavior. A higher level of perceived safety will encourage more is already utilized on the Valley Metro light rail network, so riders, especially subsets of the community that feel vulnerable implementing it on BRT corridors would continue building a taking transit alone. Additionally, such security measures cohesive Valley Metro transit network. communicate that the transit agency values the safety and wellbeing of existing and potential riders. Many urban transit 4.4.4 Digital Panel System systems have blue light phones at their train stations and key bus/BRT stations. As mentioned in Section 3.3.2., signage at and around transit Figure 18: Blue Light Phones and AVTM at Bus Stop stations/stops provides immediate travel information to passengers. Technology advancements geared towards wayfinding and next stop information are allowing passengers to get real-time information within one touch. Digital signage provides transit agencies the opportunity to improve passenger experience, create new revenue streams through digital advertisements, and modernize transit service (Figure 19). The main purpose of the digital panel system is to inform riders about route information, network map access, upcoming connections, arrival times, and detour alerts. Additionally, adhering to design standards that meet Americans with Disabilities Act (ADA) regulations would help serve the needs of riders who require wheelchairs or use other devices and assist those who are audio or visually impaired. Digital signage standards such as maintaining height maximums, providing touch content that is Source: IBI Group, 2020 within reaching distance, and adding voice-responsive technology (e.g., headphone jack for sound output or brail instructions) would ensure all riders have equal access to station amenities. The City of Phoenix utilizes schedule-based digital panel system (DPS) at their RAPID stations and Valley Metro utilizes DPS technology on
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light rail trains and at stations. The digital signs are tied to arrival Figure 19: Digital Panel System announcements, so when the train audio is running, it gives real- time updates within five and two minutes of the train arriving when approaching the station platform. Providing this technology on-board BRT vehicles and at stations would promote a cohesive transportation network and provide passengers the opportunity to efficiently plan their route throughout the region.
4.5 BRT VARIABLE FARE CHANGES AND FARE-CAPPING Variable fare changes implement variable ticket pricing based on distance and/or time to create a more equitable fare structure, ensuring that the fare charged is commensurate with the service provided to each individual. Pricing could be adjusted based on trip distance and/or time of day with longer peak-period trips costing the most. Variable pricing based on time of day encourages passengers with flexible schedules to shift their trips from the higher cost peak service to the off-peak. Variable fares are especially useful for discretionary trips and can help lower transit operating costs by shifting peak hour demand to off-peak when more capacity exists. Source: Business Wire, 2016 Although weekly and monthly transit passes are a convenient solution for some transit riders, they create an unintentional price disparity for low-income riders who may be unable to afford the upfront cost. Transit agencies across the country, including Tri- Met in Portland, Oregon, and Washington Metropolitan Area Transit Authority (WMATA) in Washington D.C., have implemented fare capping to help remove this financial burden.
Opportunities and Challenges Assessment 18 July 2021
5 GUIDANCE FOR IMPLEMENTATION This section provides guidelines that can be considered by MAG • All vehicle location updates shall be timestamped and contain member agencies and transit agencies for technology a recognizable vehicle ID. implementation. The guidelines are proposed as industry best practices and are gathered from various sources, including design 5.1.2 Connected Vehicles (CV) guidelines from the Los Angeles County Metropolitan Transportation Authority. They serve as a starting point for For CV applications to be effective, real-time communications technology implementation and can be modified as necessary to should be in place from roadside CV equipment to central traffic support corridor-specific cases. and/or network monitoring systems. The end device needs to support the functions required of the CV application. For example, 5.1 VEHICLES THAT SUPPORT BRT OPERATIONS TSP can be based on CV communications and protocol, but the end traffic signal controller must be capable of receiving the 5.1.1 Vehicle Tracking request and acting upon it. Basic Considerations Vehicle tracking technology is comprised of automatic vehicle monitoring (AVM) systems that preserve service reliability by • CV can support a wide range of functions, but typically provide helping the BRT system maintain planned headways and respond location, direction, speed, and Basic Safety Message (BSM) to unexpected levels of demand, disruptions, and emergencies information on a nearly continuous basis. Prior to bus such as bus breakdowns, riots, or traffic jams. It also allows operations, transit agencies can specify with the transit operators to track the locations of vehicles at all times. manufacturers the types of BSM technology needed to Usually, the transit agency is fully responsible for providing and support their BRT needs and operations. maintaining vehicle tracking functionality on all BRT vehicles. • A BRT corridor can be equipped with roadside CV equipment Vehicle tracking is a critical and required function for BRT that can receive and process vehicle messages and operations, and should be deployed in such a way to allow information, as well as send out status, alerts, and frequent vehicle location updates to back office/computer-aided information related to roadside infrastructure elements. For dispatch/automatic vehicle location (CAD/AVL) solutions, as well example, the CV equipment connected to a traffic controller as support frequent location updates for in-field communications could be used to notify a bus that cross traffic has a green and operations. light. Basic Considerations • Roadside and vehicle CV equipment can communicate with vehicles via DSRC and/or 5G, so it is critical for supporting • All BRT vehicles must have vehicle tracking systems that, at a infrastructure to be place prior to BRT operations to achieve minimum, include CAD/AVL. this functionality. • Where vehicle positioning is event-driven, the collective • CV protocols can be used for mapping roadside infrastructure events (e.g., stop arrival, stop departure, distance traveled) to help identify transit lanes, running ways, other traffic lanes, shall result in vehicle location updates of every 10 seconds or and related attributes. less.
Opportunities and Challenges Assessment 19 July 2021
5.1.3 Automated and Connected Vehicles • Minimum lane width for a curb or side running semi-exclusive lane is 12 feet and the minimum lane width for center The deployment of connected, and eventually automated, bus running BRT lanes is 13 feet. fleets will allow for vehicles to be connected and tracked not only by operators but also by riders, infrastructure operators, and 5.2.2 Exclusive and Managed Lanes other users of the road. Progress made in those areas will further support corridor traffic flow prioritization; bus interval and signal Exclusive roadways are typically separated from general traffic by control with speed management; development of dynamic barriers, bollards or pavement markings. In the context of this curbside and roadways; and reallocation of roadway cross- discussion, managed lanes are dedicated lanes on a freeway for sections, complete streets, and road diets. exclusive BRT use. These lanes can be located on the shoulder, in the median, or in a repurposed existing travel lane. Taxis, HOVs, Basic Considerations or other designated vehicles can be permitted to share the Cloud services support the scaling and deployment of the managed lanes. technology needed to further develop connected vehicles. Paired with the Internet of Things (IoT) and Mobility as a Service (MaaS), Basic Considerations it will allow full integration of modes into a unified system, and Guideway Control and Management: the development of a platform where people can obtain • immediate access to accurate data. Peak-hour lanes allow for median/curbside lanes to be adjusted to BRT or bus-only lanes during peak hours. • 5.2 OPERATIONS: LANE CONFIGURATIONS It is essential to provide reliable, real-time communications from traffic signals to a central signal control or monitoring system for reporting and operations purposes. 5.2.1 Semi-Exclusive BRT Lanes • Transit operations, including the bus driver, would need to These can be located within a street or on a guideway that is not track and detect the position of the bus in the exclusive physically separated from general traffic. transit-only lane. This is usually accomplished through TSP or connected vehicle equipment (e.g., on-board unit and Basic Consideration roadside unit [OBU/RSU]). • For side or curb running BRT placement, the right turn, bike, • Additionally, light detection and ranging (LiDAR) technology and parking lanes will be relocated to the right of the BRT can determine if the bus is in the exclusive transit-only lane or lane. adjoining lanes and monitor and track speeds of the bus and • For center or median running BRT placement, the left turn general traffic flows. lane can be placed to the left or the right of the BRT lane. Queue Jumps: • Traffic may also be allowed to cross the semi-exclusive lane to access driveways and/or on-street parking spaces. General • At intersections with relatively low right turn volumes, BRT vehicles are not permitted to travel in the BRT lane for vehicles can use an existing right turn lane, along with a through movements or to bypass congestion. special signal phase, to get a head start in advance of through traffic. To avoid getting caught behind right-turning vehicles, queue jumps can replace a turning lane and allow
Opportunities and Challenges Assessment 20 July 2021
only buses to move through or can serve as a dedicated lane 5.3.2 Signal Interval Control for Median between the turn lane and the parallel traffic lanes. Guideways • For a mixed-flow lane at the median, the queue jump is placed to the left. If there is a left turn lane, the queue jump This strategy is a combination of guideway management and lane is placed between the left turn lane and the inside control with TSP and signal coordination/management through lane. approaches that can provide programmed intervals to help BRT vehicles move from station to station while encountering fewer Minimum lane width for the queue jump is 12 feet and should red lights. Intervals are programmed and managed with the signal contain only BRT and bus traffic. The minimum queue jump system based on the physical guideway layout and bus headways. length is 60 feet, which is the length of an articulated bus. The Adjustments can be made to vehicle speeds to accommodate queue jump shall extend up to the length of an adjacent right or these intervals with active TSP measures supporting signal timing left turn lane. adjustments as needed.
5.3 INTELLIGENT TRANSPORTATION SYSTEM (ITS) Basic Considerations • BRT vehicles can be tracked every 1 to 3 seconds, depending 5.3.1 Customer Experience on the system being used, to determine vehicle location and headways/bus bunching. The customer experience is influenced by the station and bus • Signal interval control provides real-time communications vehicle design, which play a key role in distinguishing the BRT from signals and between signals to a central signal service from standard bus service. BRT service typically includes management system for BRT monitoring. spacious interiors, comfortable seating, and ample lighting. Real- • time arrival information and next stops shown on digital displays For guideway interval control, communication is needed can help enhance the rider experience by providing travel options. between bus tracking and signal interval functions to adjust TSP, and to provide speed inputs to buses. Basic Considerations • The provision of Wi-Fi capability and/or USB charging ports 5.3.3 Bus Interval and Signal Control enhances passenger amenities for riders waiting at stations This technology seeks to manage bus headways by providing and aboard the BRT vehicle. speed notifications to operators or controlling BRT speeds in • Transit agencies shall consider providing digital maps at dedicated running ways. Operators still maintain override and stations and aboard vehicles that can be updated faster and directional control of the vehicle. keep information more current than paper maps. Other information such as travel delays, construction notices and Basic Considerations advertising can also be part of the digital map display. • Intervals are placed within the signal timing of the corridor to • Dual side doors on vehicles improve passenger loading and provide optimal windows for BRT to travel from station to unloading activities station with lower chances of red lights. Active TSP functionality makes minor adjustments where vehicles are slightly off from the planned interval.
Opportunities and Challenges Assessment 21 July 2021
5.3.4 Computer-Aided Dispatch (CAD) and driver to safely mitigate the conditions that caused a system alert; Automated Vehicle Location (AVL) (CAD/AVL) and 2) warning and mitigation systems that require a combination of actions of a trained, skilled, and alert driver to determine if CAD/AVL is the central core ITS element for BRT. It is the primary additional actions are required to mitigate the conditions that tool for providing operational situational awareness to the caused a system alert or the automated system responses (e.g., operations control center, a key source of customer information, automatic braking). a primary performance monitoring tool, and the primary method of determining and tracking when service adjustments need to be On-board DAS features include sensors, processors, and displays made due to incidents, traffic conditions, or heavy load to continuously monitor traffic for safe operating conditions. conditions. All large and mid-sized transit operators in the region Types of alerts include Forward Collision Warning (FCW), Lane utilize some form of CAD/AVL system. Departure Warning (LDW), Pedestrian and Cyclists Collisions Warning (PCW), and Blind Spot Detection (BSD). These alerts are Basic Considerations provided to bus operators during appropriate situations. • CAD/AVL technology can provide operational situational Basic Considerations awareness for BRT buses, including vehicle position, schedule • adherence, on/off route, block/trip/schedule, scheduled For all DAS and autonomous functions, buses must be reliefs, emergency or covert alarm, approximate passenger equipped with systems and technologies that include sensors, loads, and snapshot of performance summaries. processors, and visual displays or audible alert devices • CAD/AVL technology can support communications between required to inform drivers’ operational decisions. These the operations control center and BRT drivers, including voice, systems are best specified by the transit agency before canned/freeform text messages, and service adjustment purchasing the vehicle and installed during manufacturing. instructions. Alternatively, these systems and technologies can be procured and installed by subcontracted third-party providers, • CAD/AVL technology can support feeds to customer which may vary in cost compared to working directly with the information systems in an industry standard format (e.g., bus manufacturer. GTFS, GTFS-RT) • Maintenance and operations training, and schedules must be developed to support the system deployment and ongoing 5.3.5 Driver-Assist Systems operation. Driver education and training plans are also a There are two types of Driver-Assist Systems (DAS): 1) warning requirement for these systems. systems that require the actions of a trained, skilled, and alert
Opportunities and Challenges Assessment 22 July 2021
6 LESSONS LEARNED FROM BRT OPERATION TECHNOLOGIES Transit agencies across the country have begun planning and Lessons Learned: The key to successful BRT corridor design is to implementing infrastructure that support BRT operations by implement rail transit components wherever possible to resemble leveraging emerging technologies for enhanced operability and a fixed-guideway service. The Healthline includes most elements functionality. Agencies such as the LA Metro, Greater Cleveland of a high-quality BRT system, including center stations, level Regional Transit Authority, Minnesota Valley Transit Authority boarding, dedicated lanes, signal priority, and carefully spaced (MVTA), San Diego Metropolitan Transit System (MTS), and Utah stations with frequent all-day service. These improvements have Transit Authority (UTA) have BRT systems in place that utilize increased travel-time speeds by 10 minutes, therefore increasing many of the technological features described in this weekly ridership by approximately 60 percent. Increased ridership memorandum. The following sections identify lessons learned as helps contribute to reduced vehicle miles traveled and enhances described in the Transit Cooperative Research Program (TCRP) travel time savings. Implementation Guidelines for BRT, as well as BRT project Figure 20: Cleveland HealthLine BRT Vehicle examples that have been implemented throughout the U.S.
6.1 VEHICLE AND INFRASTRUCTURE DESIGN
6.1.1 Reliable High Travel Speeds Reliable high speeds on BRT can be best achieved when a large portion of the service operates on a separated right-of-way. In addition, traffic signal adjustments such as green time extension and queue jumps can help improve bus speeds. The placement, design, and operation of bus lanes and median busways on roadways must balance the diverse needs of buses, delivery Source: Cleveland Health Line and AECOM, 2020 vehicles, pedestrians, and general traffic flows. Sections of BRT Figure 21: Cleveland HealthLine BRT Station lines that do not operate in an exclusive guideway can use high occupancy vehicle (HOV) lanes on highways or bus-only lanes in downtown urban cores. Project: The Healthline is Cleveland’s first BRT system serving the Euclid Corridor. The corridor is center-running and includes a positive barrier to prevent non-BRT vehicles from crossing the BRT lanes at non-designated locations. Station platforms were constructed to match the floor height of the BRT vehicles to allow level boarding.
Source: NACTO, 2020
Opportunities and Challenges Assessment 23 July 2021
Project: The Mid-City Rapid 215 Route operated by the San Diego 6.1.2 Coordinated Vehicle and Station Design and MTS is a 10-mile limited-stop transit service connecting riders Fare Collection Procedures from San Diego State University to downtown San Diego. The purpose of the project was to increase travel speeds and Stations should be accessible by bus, automobile, bicycle, and/or ridership between major destination centers. foot. Adequate amenities for passengers should be provided, including real-time bus arrivals, bicycle parking, blue light ETELs, Lessons Learned: Since the project launched in 2014, annual lighting, charging ports, and Wi-Fi. BRT vehicles should be ridership in fiscal year 2018 increased by nearly 30 percent distinctively designed and delineated to provide sufficient compared to the last full year of the route it replaced. This is due passenger capacity, multiple doors, and low floors for easy to longer operating hours and more trips per hour. Although passenger access. In addition, off-vehicle fare collection is ridership has increased, several factors prevented the Mid-City desirable, at least at major boarding points, and fare technology Rapid route from reaching increased travel speeds. The project improvements such as smart card technology should be lacked dedicated bus lanes along specific route segments, implemented system-wide. synchronized traffic lights, ATVMs, and multi-door access. These factors contributed to increased passenger waiting and boarding Project: The Orange Line is a major BRT corridor in Los Angeles times, decreased travel speeds, and fewer transit trips. Therefore, and operates at-grade in a dedicated guideway within an it is crucial to coordinate BRT infrastructure elements that are abandoned rail right-of-way. The line’s 14 stations are similar in needed prior to bus operations so that riders, operators, and design to light rail stations, with canopied platforms, real-time transit agencies all benefit from improved service. information, covered seating, lighting, bicycle parking, automated fare collection machines, and public art. The system also includes Figure 22: Mid-City Rapid 215 extensive native landscaping along the corridor and a bicycle and pedestrian path parallel to the busway. The Orange Line operates on a headway-based schedule and uses a pre-paid, proof-of- payment fare system through the Transit Access Pass program. Lessons Learned: Coordinated vehicle and station designs along with sufficient fare collection procedures allow for enhanced customer service and operations. Providing side-loading stations to accommodate multiple side-door vehicles helps reduce passenger loading and dwell times at stations. Combined with off- board fare boxes, pre-paid fares can help reduce end-to-end travel times. Using the pre-paid fare, passengers can load the bus more quickly by avoiding payment at the front of the vehicle near the operator and can easily depart the vehicle by exiting the bus via the middle or rear doors. Including other passenger amenities such as real-time information, bicycle parking, lighting, covered seating, and safety technologies allows the BRT system to provide a sense of identity Source: Inewsource, 2019 within the region. Stations and vehicles designed to provide real- time travel information through digital panel systems and
Opportunities and Challenges Assessment 24 July 2021
smartphone applications deliver immediate travel information 6.1.3 Enhanced ITS Elements such as next bus arrival times, route changes/detours, and travel times; wayfinding routes for the surrounding area; and system Partially automated BRT vehicles and lane assist technologies map information. These BRT enhancements could increase can increase safety and security and ensure efficient vehicle ridership by providing adequate space to accommodate all non- guidance/control. motorized modes of transportation (walking, biking, rolling), as Project: The Minnesota Valley Transit Authority (MVTA) has well as improve overall bus operations through reductions in employed Driver Assist System (DAS) for bus-on-shoulder passenger loading/off-loading. operations along Cedar Avenue (Trunk Highway 77) since October Figure 23: Off-board Ticket Vending Machines and Fare Payment 2010. The guidance system uses global positioning system equipment and sensors to track the lane position and the position of the bus in order to provide feedback to the bus driver for accurate steering. If the bus begins drifting outside its lane, the visual display in front of the driver changes to a red color, eventually resulting in vibration of the bus driver’s seat. If no corrective action is taken, a motor on the steering wheel activates and steers the bus to the center of the lane. Lessons Learned: Drivers who used the DAS all saw an increase in travel speeds compared to drivers without the DAS. Average travel speeds increased to 34 miles per hour (mph) when the DAS was in use, compared to previous operating speeds of 31 mph. The drivers also stayed within the shoulder lane 10 percent longer when the DAS system was active. Although this technology Source: RTD, LA Metro, & Commuting Solutions, 2020 is still being tested and improved upon, evidence shows that a Figure 24: Bicycle Parking at Stations DAS can correct driver behavior and decrease travel times by making operations more efficient. A later study completed by the Federal Transit Administration (FTA) in 2019 found that additional levels of end-user engagement during the system design process should also be required. For example, common complaints by operators were that DAS-equipped vehicles did not necessarily make driving easier or safer for the operator; it was more of an impediment because the feedback system was overwhelming. Greater input from transit managers to vehicle operators could increase bus operator safety.
Source: RTD, LA Metro, & Commuting Solutions, 2020
Opportunities and Challenges Assessment 25 July 2021
Figure 25: DAS Technology Project: The Mason BRT Corridor in Colorado includes ITS elements such as CCTV cameras, public address systems, VMS, ETELs, ATVMs, and ticket validators at the stations and stops. Lessons Learned: Enforcement should be conducted consistently around existing BRT stations and queue jump lanes. If a bus-only lane or transitway is implemented, routine enforcement, combined with CCTV and automated cameras can most effectively regulate the corridor. Regulatory changes may be needed to existing legislation to help enforce these procedures. It should also be a priority to reduce operating expenses, which the introduction of automated cameras can help accomplish. Figure 26: Mason Corridor BRT
Source: FTA, 2019 Notes: 1. Driver User Interface Screen (touch screen) 2. Lane Departure Warning LED (one on each side of dashboard) 3. Lane Departure Warning Tactile Seat 4. Forward Collision Awareness LED 5. DAS Power Button
6.1.4 Employ Technologies for Monitoring and Source: IBI Group, 2020 Enforcement 6.1.5 Utilize Alternative Fuels, Electrification, and Bus-only lanes and transitways must be enforced to be effective. Automated Technology for BRT Vehicles Without active enforcement, interference and improper use by automobiles, taxis, and trucks, can significantly reduce bus BRT systems can be designed to significantly reduce greenhouse performance and safety. Technologies that provide monitoring gas emissions by utilizing alternative fuel and battery options. and enforcement for BRT systems include CCTV and direct Additionally, switching to cleaner alternative fuel or electrified enforcement personnel accordingly. In addition, cameras vehicles can project an image of a modern, environmentally mounted on buses or at the wayside along the corridor may be conscious organization or municipality while making riders feel used to record violators and then subsequently issue summons or good about choosing mass transit. fines after accessing state or Department of Motor Vehicles Project: The San Joaquin Regional Transit District (RTD) was the databases. first agency in the nation to feature all-electric BRT service. The Opportunities and Challenges Assessment 26 July 2021
agency converted its Express Route 44 to 100 percent battery- 6.2 IMPLEMENTATION AND OPERATION electric in August 2017. The goal was to help contribute to cleaner air, operate more quietly, and reduce maintenance costs. 6.2.1 Coordinated Traffic Engineering and Transit The buses performed so well that the San Joaquin RTD was Service Planning awarded additional grant funding to obtain 10 additional electric buses. Coordination with traffic engineers and transit operators is especially critical as it relates to designing running ways, locating Lessons Learned: To help gain government, public, and bus stops and turn lanes, applying traffic controls, and community support for BRT electrification, agencies should strive establishing traffic signal priorities for BRT. to educate and train the public on the types of technologies that will be implemented and demonstrate how clean energy solutions Project: The Green Line/Emerald Express BRT in Eugene, Oregon can reduce operating and maintenance costs and improve air opened in 2007, replacing an existing bus route with an average quality conditions. The San Joaquin RTD first launched the 100 operating speed of 11 mph between Springfield and downtown percent all-electric bus service by identifying one route to test the Eugene. Infrastructure improvements including a mix of dedicated technology. This allowed passengers and stakeholders to lanes and mixed traffic segments, and signal priority allowed the gradually gain exposure and trust of bus electrification, including new BRT line to operate at 15 mph. By providing a dedicated smoother operations compared to CNG buses. guideway, ridership increased by 74 percent, from 2,700 to 4,700 daily riders. Figure 277: San Joaquin Electric BRT Vehicle Lessons Learned: During the planning phase, critics were concerned about the removal of travel lanes leading to greater congestion. Planners helped demonstrate to the public that because the BRT line would operate within a freight corridor, the travel lanes could maintain the same throughput of cars. In addition, engineers compensated areas where the bus lane would replace existing travel lanes by adding lanes near intersections. Strong and clear communication between planners, traffic engineers, and agencies is critical to ensure infrastructure designs meet the needs of BRT and general traffic operations.
Source: San Joaquin RTD, 2017
Opportunities and Challenges Assessment 27 July 2021
Figure 28: Emerald Express BRT Center Running works like a rail line, in its own right-of-way, separated from all other traffic and with few at-grade intersections. It is more flexible than rail, as the buses can get off at intermediate points or at the end of the line and continue to other destinations away from the line. The CTfastrak guideway is two lanes, one in each direction, with bus pullouts at eight of the stations to enable drop-offs and pickups, while also allowing through buses, such as expresses, to pass without being delayed. Lessons Learned: Support and coordination from local government groups helped bring this project to fruition. The Capitol Region Council of Governments, Connecticut DOT, and the Central Connecticut Regional Planning Agency invested in studies that examined multi-modal transit improvements to enhance mobility and ease congestion. Continued support from local governments and clear communication between agencies helped provide significant resources to the project’s planning, design and construction phases, such as project funding, coordination with FTA, and continuous outreach support to gauge public interest. Figure 29: CTfastrak Operating in Exclusive Guideway
Source: Better BRT, 2020
6.2.2 Coordination Between State, Regional, and Source: CTfastrak, 2017 Local Agencies Project: Utah Transit Authority (UTA) provides BRT service between the cities of Provo and Orem using the Utah Valley Coordination with state, regional, and local agencies is important Express (UVX). Service operates at six-minute frequency during to the success of any new BRT system. In many geographies, BRT peak-hour and every 10 minutes during off-peak travel times. is a new mode of transit that is being introduced for the first time. Roughly half of the 10.5-mile route operates in exclusive Thus, a coordinated effort between all agencies involved is critical guideways, connecting riders to Brigham Young University (BYU) to successful implementation. and Utah Valley University (UVU). Average daily ridership Project: The CTfastrak is Connecticut’s first BRT system that increased significantly once the University was in session, totaling utilizes bus-only roadway for all or portions of the trip. CTfastrak
Opportunities and Challenges Assessment 28 July 2021
9,213 trips, which is five times higher than the average 1,863 6.2.3 Reinforce BRT Investment by Transit daily trips carried by local bus routes 830 and 838. Supportive Land Development Lessons Learned: Increased ridership is the result of coordination BRT has the potential to influence land use, and as such it is between UTA, BYU, and UVU to provide students, faculty, and staff important to incorporate considerations for BRT, as with other free passes to ride the BRT route. The agreement costs each transit modes, into land use planning. These efforts will lead to school $1 million a year for 10 years and is expected to provide substantial improvements in urban transit access, mobility, up to 100,000 passes annually. Additionally, UTA received a equity, and quality of life. BRT and land use planning in station federal grant to allow for free fares on the UVX BRT route for three areas should be integrated as early as possible. years. By providing free passes and high frequency service, this helped encourage more people to take transit. UTA also saw a 32- Project: The Cleveland HealthLine connects the downtown central percent increase in all bus ridership in Utah County as a result of business district with University Circle, a cluster of medical more people taking transit. Additionally, coordination between the facilities and cultural amenities, by a dedicated center-running transit agency, local universities and FTA can help facilitate new bus lane along Euclid Avenue. Since the BRT line opened in 2008, and innovative ways to attract ridership to a new type of transit the corridor has attracted $5.8 billion in investment—$3.3 billion service. By connecting BRT routes to major destinations such as for new construction and $2.5 billion for building rehabilitation, Universities, medical services, and research centers, ridership together totaling more than 110 projects along the corridor. can increase significantly by providing direct access to education, Lessons Learned: Designing a BRT system that connects to services, and jobs. economic generators helps unify the region by linking major Figure 30: UVX BRT destinations and providing direct access to services. BRT systems also help spark transit-oriented development (TOD) including multi-family housing, affordable housing, and mixed-use developments such as retail and commercial space along the corridor and around stations. More and more companies are aiming to locate their business within proximity of a transit corridor to address the travel needs of their employees and to save money with reduced parking requirements. In addition, FTA is encouraging transportation agencies to include TOD elements through the TOD Technical Assistance Initiative. The program provides planning and analysis tools, maintains a comprehensive online database of TOD information, and establishes a peer-to- peer information exchange. Communities surrounding BRT corridors can also apply through a comprehensive selection process for on-site assistance that can help them plan TOD, including station area planning or financing.
Source: Daily Herald, 2020
Opportunities and Challenges Assessment 29 July 2021
6.3 CONCLUSION There are many lessons learned from BRT implementation throughout the U.S. Some common features of BRT systems in operation focus on guideway design, TSP, communication between BRT vehicles and supportive infrastructure, and passenger amenities that support the needs of riders. Emerging technologies can also enhance the passenger experience and can attract riders by creating a more efficient transit operation. BRT systems require a significant investment in technology that is geared towards improving the overall safety and efficiency of the transit network.
Opportunities and Challenges Assessment 30 July 2021
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Diehl, C. (2017). The Bus is Back: Eugene Expands ‘Emerald Express’ Bus Rapid Transit System. Retrieved from https://www.oregonbusiness.com/article/transportation/item/18058-the-bus-is-back-eugene-expands-its-emerald-express-bus-rapid- transit-system
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Opportunities and Challenges Assessment 33 July 2021