4.0 INDEPENDENCE CORRIDOR TRANSIT IMPROVEMENT ALTERNATIVES The Independence Avenue BRT Planning and Feasibility Study assessed various alternatives to improve bus-based transit services between Kansas City and the City of Independence. In the past, the corridor has been carefully studied for the feasibility of reintroduction of streetcars to Independence Avenue in the NextRail KC plan. This current planning effort is focused on the demand and feasibility of development of BRT and supporting RideKC Bus and IndeBus services in and around Figure 45: Original MAX BRT Branding, Station, the Independence Avenue corridor and within Vehicle the City of Independence. This section provides details of alternatives considered for alignment accompanying 15-foot-high identifying marker, of BRT and RideKC Bus route improvements that containing a real-time next bus arrival display. To include alignment selection and operations options improve travel time and schedule reliability, Main considered. Finally, this section provides a preferred Street MAX collaborated with the City of Kansas conceptual alignment and service plan that may be City to develop MAX ‘Bus Only Lanes’ in the Main advanced for more detailed planning in the future. Street corridor for the peak hours in the peak travel direction (i.e. northbound in the AM peak / 4.1 MAX BUS RAPID TRANSIT southbound in the PM peak). Another important BACKGROUND component improving reliability was in introduction of Transit Signal Priority (TSP) to the Kansas City BRT systems have developed differently to adapt region. TSP systems communicate between an to their urban environment and to meet the needs Automatic Vehicle Locator (AVL) on-board the BRT of the cities where they operate. In the mid-2000’s, vehicles and TSP equipped traffic signals. When a the KCATA developed an innovative approach to BRT vehicle is operating behind schedule the TSP BRT planning and implementation that was scaled system may hold a green light longer allowing the to the core of Kansas City with the deployment of BRT vehicle to advance through the intersection, or the Main Street MAX (Metro Area Express) BRT in may shorten the duration of a red signal to allow the July 2005. Because of lower traffic volumes and bus to advance. low levels of congestion, the Main Street MAX did not require the construction and high capital cost The MAX BRT model had proven so successful that of dedicated bus guideways to achieve improved planning began for the second route in the Troost travel speeds and reliability allowing the project to Avenue corridor in 2007 and began operation in be delivered more economically than other BRT 2011. Troost MAX greatly improved transit service in projects in the United States at that time. one of the most heavily utilized routes in the Kansas City metro and incorporated new, environmentally The MAX system featured a branded identity that friendly features that built on the foundation of the used specialized BRT vehicles and incorporated Main Street MAX. These ‘green’ features included a uniquely designed stations as seen in Figure diesel-electric hybrid BRT vehicles, rain gardens 45. Stations consist of a lighted shelter with an at select stations, pervious pavement at park and Independence Avenue BRT Planning & Feasibility Study | 55 ride lots and other features. Troost MAX was also 24 Independence operating along Independence the first to incorporate public art as another way Avenue in Kansas City was would remain on that for transit to improve and promote the community street from approximately Charlotte Street to the city it serves. Troost MAX experienced similar success boundary with the City of Independence. Two areas as Main Street MAX and led to the development that presented multiple routing alternatives were of the third MAX line in the Prospect Corridor within the City of Independence and downtown that is currently under construction. Prospect Kansas City. MAX is planned to begin operation late in 2019. If feasible, and implemented, a MAX service in the CITY OF INDEPENDENCE Independence corridor would be the fourth MAX BRT corridor in Kansas City. Through the planning process, four route alternatives were developed for the portion of 4.2 INDEPENDENCE AVENUE TRANSIT 24 Independence in the City of Independence, OPERATIONS PLANNING including the current alignment along Winner Road. These four alternatives are depicted in Figure 46 below. 4.2.1 ALIGNMENT ALTERNATIVES The process for evaluating a preferred route for One of the first steps in assessing the feasibility enhanced bus transit in Independence included a of a future BRT service in the Independence broad range of criteria. The existing bus route along Avenue study area is to determine the most Winner Road was evaluated, along with proposed appropriate alignment. The portion of the existing routes on Truman Road and US Highway 24. Among Figure 46: 24 Independence Alignments in Independence, MO Independence Avenue BRT Planning & Feasibility Study | 56 the categories used for weighing the most optimal Avenue. This stop provides another connection route, were employment density, projected ridership point to the IndeBus system with a transfer demand, existing infrastructure, approximated travel opportunity to/from the IndeBus Orange Route. time, economic development opportunities, and Utilizing an initial scoring system based upon connections to other transit services. these factors, as seen in Table 10, the Winner Figure 47 presents recent average weekday Road corridor was not comparable to the other passenger boarding activity on 24 Independence two corridors in overall suitability. Thus, a more for all bus stops in the City of Independence along detailed comparative study was done between its current alignment along Winner Road to the Truman Road and the 24 Highway alternatives. Independence Transit Center. Most bus stops Although both routes were similar in certain along the Winner Road alignment have fewer than regards, the Truman Road corridor proved more five-passenger boardings per day. The two most efficient based upon a set of critical factors. These significant stops in terms of passenger boarding included overall location, proximity to transit- activity are the Independence Transit Center where dependent populations, the presence and condition transferring to and from all IndeBus system routes of connecting sidewalks, existing transit stops, and occur. This location has the greatest boarding directness of service to the Transit Center, which activity in the city. The other important location is reduces overall operations and maintenance costs. the bus stop located on US 24 Highway at Brookside Figure 47: 24 Independence Weekday Boarding Activity in Independence Independence Avenue BRT Planning & Feasibility Study | 57 Approx. Estimated Estimated Corridor Pedestrian Live - Economic Major Alignment Travel Population Employment Length Infrastructure/ Work Development Destinations Alternative Time (1/4 mile) (1/4 mile) (miles) Connectivity Analysis Opportunity Directly Served (minutes) E - 1: Winner 23,905 25,346 12.6 44.0 1 2 5.82 (4) 4 E - 2: Truman 20,257 24,111 11.5 40.5 2 1 25.45 (1) 5 E - 3: 24 Hwy 21,581 23,476 12.0 42.0 4 4 34.02 (1) 3 E - 4: Bess 20,377 23,658 11.7 41.0 3 3 31.04 (3) 3 Truman Table 10: Transit Alignment Selection Criteria and Scoring Each alignment alternative closely examined the corridor for employment. The alignment criteria also number of nearby residents and employment examined the potential for future redevelopment opportunities to the proposed route as well as how along potential alignments. Both Truman Road and directly that alignment reached the Independence 24 Highway scored highest in terms of acres ready Transit Center. Winner Road had the highest number for potential redevelopment. More details on this of residents and jobs within ¼ mile of the alignment. Live/Work Analysis are available in Appendix 4. Truman Road had the lowest number of residents Economic Development Opportunity was measured within ¼ mile while 24 Highway had the lowest assessing the total number of acres of developable number of jobs within ¼ mile. The Truman Road parcels along each alignment alternative. The alternative was the most direct in terms of route numbers shown in parentheses represents an mileage and travel time. informal ranking of development potential for each The analysis also examined the ease of access to alignment based on experience of the development a transit alignment by reviewing the availability community. Results of this examination are in of sidewalks in the area surrounding a proposed Appendix 5. transit route as well as slopes to determine how With these considerations, Truman Road is the easily a transit user could safely walk to a bus preferred route for future RideKC transit service alignment. This is shown as a composite score as within the City of Independence. If 24 Independence ‘Pedestrian Infrastructure/Connectivity'. Winner is moved from its current alignment along Winner Road and Truman Road scored the highest in terms Road further assessment of IndeBus service would of sidewalk availability and more level terrain. be needed to determine best ways to provide transit Details on this walkability analysis can be viewed in service coverage to areas that would potentially lose Appendix 3. direct access to 24 Independence. The alignment selection analysis examined the It was determined early in the planning study that number of people traveling to the areas around the annual operating