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n j i t . busr rapid transit a communiityyp planpplplallaanan u t g e r s 1 n j i t . r u t g e r s 2 brt development partners principal investigators acknowledgements Darius Sollohub Michelle Alonso, City of Newark Perris Straughter, City of Newark Martin Robins Robert Altenkirch, NJIT Pratap Talwar, Thompson Design Group Zoe Baldwin, Tri State Transportation Campaign Georgeen Theodore, NJIT Monique Baptiste, La Casa de Don Pedro Adam Veneziano, Massachusetts Bay Transportation Authority Bill Bishop, Technology Consultant Derek Ware, James Street Historic District research assistants Karen Burns, Massachusetts Bay Transportation Authority Kathy Weaver, Newark Alliance Alasdair Cain, National Bus Rapid Transit Institute Tom Wright, Regional Plan Association Robert Pietrocola Richard Cammarieri, New Community Corporation Zemin Zhang, James Street Historic District Rachel Horwitz Will Carry, NJTRANSIT Susan Zielinski, University of Michigan John Cays, NJIT Jeff Zupan, Regional Plan Association Frederick Cooke, C+C Architecture Alex Dambach, City of Newark La Casa de Don Pedro Focus Group attendees, Urs Gauchat, NJIT December 1st, 2007 Gerard Noab, LISC of Greater Newark & Jersey City Jim Gilligan, NJTRANSIT Monique Baptiste James Greller, Hudson County Planning Kamely Bautista Toni Griffi n, City of Newark Frederick P. H. Cook Jack Kanarek, NJTRANSIT Pastor Lula Haas Paul Kaufman, STV Micheal Jordan Alfred Koeppe, Newark Alliance Elizabeth McGrady Linda Morgan, Cogswell Realty Edna Nampton Robin Murray, NJIT Anthony Nunez Eric Opie, NJIT Jal Nunez RJ Palladino, NJTRANSIT Justina Nunez Stefan Pryor, City of Newark Marcos Nunez Alle Ries, La Casa de Don Pedro Pedro Nunez Richard Roberts, NJTRANSIT Jonnie Rufus n Michael Salzman, NewWork Darlyn Santiago Tony Santos, NJIT JoAnn Sims j Suhaylah Shabazz, Massachusetts Bay Transportation Authority Perris Straughter i t . r u t g e r s 1 table characteristics of brt introduction 3 what is brt? possible brt features for newark other brt systems 11 the case for newark typical riders smart growth destinations active communities comprehensive brt network 21 brt-oriented development springfi eld avenue orange street bloomfi eld avenue the airport station implementation 94 communities agencies governments n j funding sources i participants t glossary . references r u t g e r s 2 INTRODUCTION This document seeks to support the City of Newark and NJ TRANSIT in their effort to deploy Bus Rapid Transit (BRT) throughout Newark and its neighboring municipalities. It was written by faculty, staff and graduate students at both the New Jersey Institute of Technology and Rutgers University, and coordinates two years of academic research that included extensive community outreach, site visits, focus groups, design studios and other substantial efforts. Its publication is being fi nancially supported by members of the Newark Alliance with matching funds provided by the New Jersey Casino Reinvestment Development Authority. Its authors created it to communicate to all parties ranging from government offi cials to neighborhood residents. The report identifi es the best components that a Newark BRT should feature, where it should travel, hurdles that must be overcome for it to succeed, and the types of residential and commercial development BRT might foster. This effort continues the momentum generated by the launch of the Newark Vision Plan, organized by the Regional Plan Association and announced on the one hundredth day of Mayor Corey Booker’s administration. The Vision Plan led directly to NJ TRANSIT’S launch in April 2008 of the Go Bus, an enhanced bus service with many BRT features. The Liberty Corridor Project, a fully developed BRT that will pass through downtown Newark and connect Bloomfi eld to Newark Airport, will begin service in late 2009. With the correct guidance and community endorsement, these strong fi rst steps can ultimately lead to a fully developed BRT network throughout the City. A new transportation system in Newark can have a profound and positive impact and lay the foundation for the next generation of growth. With a new federal administration, these changes can begin sooner than expected. Newark is ready for BRT. The City is a major transportation hub with an extensive transit system in place. Over 40 bus routes carry a remarkable 205,000 passengers each day, and connect to the over 540 trains stopping at Newark’s Penn and Broad Street Stations. One of the primary advantages of deploying BRT in Newark today is the City’s urban pattern of broad streets that evolved around the trolley network of the last century. BRT can be deployed on these streets and reach most of the City without costly infrastructure changes or undue traffi c disruptions. Starting with Australia’s O-bahn Busway over 30 years ago, BRT has been implemented in many different countries and evolved into a system that offers a wide array of features. Transit providers today can select from these to create a unique system that suits local budgets, conditions and needs. Of the many systems studied, this report showcases Boston; Curitiba, Brazil; and Los Angeles because they offer important lessons for Newark. This report proposes a comprehensive BRT network for Newark that better connects it with its surrounding communities and integrates seamlessly with existing rail service. All lines would pass through a downtown zone defi ned by major BRT stations that would support the central business district. Lines in the southern part of the City would terminate at a newly developed BRT node at the Airport Station. BRT thrives when it is integrated with land use planning. To show how this might occur in Newark, this study showcases four sites and how they can develop around BRT. These sites are at Springfi eld Avenue and South 10th Street; the Orange Street Light Rail Station, the Bloomfi eld Avenue Light Rail Station, and the Train Station at Newark Airport. Each site proposes phased n development and projects fi scal impacts. j A fi nal section outlining implementation possibilities calls for leadership and coordination between three constituencies: communities, agencies and governments. A specifi c strategy for the i deployment of BRT is described in this section. t The Transportation Research Board suggests that BRT have “a quality image and unique identity.” In working with a host of different communities, from neighborhoods to business boardrooms . downtown, we heard one voice: BRT should be the best it can be and something that all the city’s residents can take pride in. These are the fundamental goals this report seeks to achieve. r u t g e r s 3 WHAT IS BRT? describe brt There are many ways to describe BRT. Here are three brt’s relation to bus and light rail defi nitions taken from leading research organizations: BRT combines the best features of the bus and light rail providing a reliable and effi cient mode of transportation. The Federal Transit Administration ...defi nes BRT as an innovative transit system that “combines the best of buses...... the quality of rail transit and the fl exibility of buses. It can operate on bus lanes, HOV lanes, expressways, or ordinary streets. A BRT system combines a simple route layout, -Relatively lower deployment and operating costs frequent service, limited stops, Intelligent Transportation -Flexibility that allows for incremental deployment Systems (ITS) technology, passenger information systems, -Ability to travel on any roadway unrestricted by rails traffi c signal priority for transit, cleaner and quieter vehicles, rapid and convenient fare collection, high-quality passenger facilities, and integration with land use policy.” The National Bus Rapid Transit Institute the best of light rail...... ...defi nes BRT as “an innovative, high-capacity, lower-cost public transit solution that can achieve the performance and -Low boarding fl oors and wider interiors benefi ts of more expensive rail modes. This integrated system -Implementation on dedicated tracks uses buses or specialized vehicles on roadways or dedicated -Possible addition of multiple cars on one route lanes to quickly and effi ciently transport passengers to their -Reduction of vehicle dwell time due to off- board payment destinations, while offering the fl exibility to meet a variety systems of local conditions. BRT system elements can easily be customized to community needs and incorporate state-of- the-art, low-cost technologies that attract more passengers and ultimately help reduce overall traffi c congestion.” n j Report 90 of the Transit Cooperative Research Program brt i ...describes BRT as “a fl exible, rubber-tired rapid transit mode that combines stations, vehicles, services, running -Flexibility and cost effi ciency t ways, and its elements into an integrated system with a -Low fl oor buses . strong positive identity that evokes a unique image. BRT -Innovative prototypes with dynamic exteriors applications are designed to be appropriate to the market -Longer than typical buses r they serve and their physical surroundings. BRT can be -Streamlined payment systems leading to faster running u incrementally implemented in a variety of environments. In times t brief, BRT is an integrated system of facilities, services and -Guidance systems amenities that collectively improves the speed, reliability, -Improved propulsion systems g and identity of the bus transit.” -Station platform alignment e -Dedicated lanes r -Landscaped roadways s 4 POSSIBLE BRT FEATURES FOR NEWARK interior confi guration options BRT vehicles can have interiors similar to light rail with wider bodies and multi-directional seating. Seats can be arranged front, back, and towards the center of the vehicle. Vehicles can also include features like bike racks and storage systems for luggage. Low fl oors are essential as they provide for easier boarding which in turn leads to faster running times. Higher ceilings are an additional benefi t. Although there currently are state legal hurdles regarding low-fl oor vehicle’s weight, these are in the process of being revised. brt interior view raised station platforms enhanced vehicle propulsion BRT station platforms can be made level to coordinate with The early 21st century has already witnessed market-tested low-fl oor vehicles.
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