Michigan / Grand River Avenue Transportation Study TECHNICAL MEMORANDUM From: URS Consultant Team To: CATA Project Staff and Technical Committee Date: November 12, 2009 Subject: Draft Technical Memorandum #3 – Transit Technology Inventory 1.0 INTRODUCTION The Capital Area Transportation Authority (CATA) is conducting an Alternatives Analysis (AA) of the Michigan Avenue/Grand River Corridor. The corridor is a seven mile east-west corridor composed of Michigan Avenue and Grand River Avenue beginning in downtown Lansing extending through Lansing, East Lansing, Lansing Township, Meridian Township and terminating at the Meridian Mall. The AA is being conducted in accordance with the Federal Transit Administration’s (FTA) New Starts Application procedures. As part of the New Starts process, the FTA requires a broad range of transit technologies be examined. This document identifies and describes a range of transit technologies for the corridor. The technologies examined in the document include the following: Bus – Conventional and electric trolley bus Bus Rapid Transit – Conventional and guided bus Light Rail Transit Modern Streetcar Magnetic Levitation Heavy Rail Commuter Rail Automated Guideway Transit – People Mover, Monorail and Personal Rapid Transit. Technical Memorandum 3 November 12, 2009 Transit Technology Inventory 1 Michigan / Grand River Avenue Transportation Study 2.0 BUS Bus transit is a type of public transportation used widely around the world today. There are two general types of bus, a conventional bus and the electric trolley bus that are implemented. The following sections describe the characteristics of each technology. 2.1 Conventional Bus1 Convential bus transit is comprised of manually-operated rubber-tired vehicles. Nearly all types of bus transit operate in mixed traffic on ordinary roadways, and all are self-propelled by an on-board engine and power source. Stops are as frequent as every two or three blocks, or every one-fourth mile. Fewer stops and higher average speeds characterize express or limited service. The majority of buses in operation are diesel powered. However, vehicles powered by alternative fuels, such as compressed natural gas (CNG) and liquefied natural gas (LNG), are available and have been put into service in some locations. Battery-powered buses have been implemented, but their short operating range limits them primarily to short-haul, special use operations in activity centers. Buses have three major advantages that account for their predominance as a transit technology. First, they are the least expensive of all land-based technologies. Since they can use existing roadways, they do not require a large investment in construction and maintenance of new infrastructure. Second, they offer unequaled routing flexibility. Third, buses can serve a wide range of passenger demand levels by using small to large vehicles. Buses also have a number of disadvantages that make them unsuitable for some uses. The greatest drawback of bus transit is the high labor cost per passenger carried. Labor wages and benefits for bus service can easily double the capital cost of the vehicles on an annual basis. Second, because Technical Memorandum 3 2 Transit Technology Inventory November 12, 2009 Michigan / Grand River Avenue Transportation Study most large buses are currently powered by diesel fuel, noise levels and the emission of pollutants may be objectionable. Finally, buses unless operated in a dedicated right-of-way are subject to roadway congestion. Table 2-1 provides the general characteristics of conventional buses. Table 2-1. Conventional Bus Characteristics Capital Cost per Mile ($ millions) Depends on the number of vehicles Running Surface Mixed traffic or separate ROW Speed (Max/Average) 65 MPH/12 MPH Stop/Station Spacing Close (every two to three blocks) Implementation Feasibility Positive 2.2 Electric Trolley Bus2 Another type of bus operated in several US cities is the electric trolley bus, which is a subtype of a conventional bus. Electric trolley buses receive power from overhead wires. This technology was originally implemented as an alternative to the streetcar. The electric trolley bus is different from actual or replicas of vintage streetcars, which are commonly referred to as “trolleys.” These buses are distinguished from other buses by electric propulsion only; otherwise, they are identical in size to diesel buses and can operate in the same environments, if the overhead power source is available. Because they require an overhead catenary wire for the power source, electric trolley buses have less route flexibility than conventional buses. Some models have battery-backup or small diesel engine capabilities, allowing for short off-wire trips. The design of these buses provides for virtually pollution-free operation, with efficient loading and unloading in areas with frequent stops. Electric trolley buses are appropriate for hilly terrain Technical Memorandum 3 3 Transit Technology Inventory November 12, 2009 Michigan / Grand River Avenue Transportation Study since they can efficiently negotiate steep grades. While once common in many cities, few systems or routes remain in service (e.g. San Francisco, Boston and Seattle). Table 2-2 provides the general characteristics of the electric trolley bus. Table 2-2. Electric Trolley Bus Characteristics Capital Cost per Mile ($ millions) $900,000 to $1.4 million plus vehicles Running Surface Mixed traffic or separate ROW Speed (Max/Average) 45 MPH/12 MPH Stop/Station Spacing Close (less than one half mile) Implementation Feasibility Not applicable 3.0 BUS RAPID TRANSIT Bus Rapid Transit (BRT) is designed to operate in environments with moderate to heavy passenger volumes, on medium-distance trips. BRT was designed as a low-cost, rubber-tired alternative to light rail that combines the quality of rail transit with the flexibility of bus transit. The core concept in BRT is an integrated, well-defined system that provides for a significant improvement in performance from conventional bus service. BRT is a flexible transit mode and is a relatively new mode for the United States. Current systems include: Las Vegas, Pittsburgh, Los Angeles, Kansas City, Boston, Orlando, Sacramento and Ottawa. BRT vehicles usually have two to three doors along their length and may utilize a barrier-free fare collection system, which increases the efficiency of passenger boarding and alighting. The propulsion system may be conventional diesel engines, or overhead electric catenary. There is a trend in vehicles to use alternative, cleaner fuels, which includes low-sulfur diesel fuel, diesel-electric hybrids, compressed natural gas (CNG), and potentially fuel cells in the future. Vehicles typically require 11- to 12-foot lane widths and priority treatment in mixed traffic. Technical Memorandum 3 4 Transit Technology Inventory November 12, 2009 Michigan / Grand River Avenue Transportation Study BRT is operated in a variety of running ways including exclusive right-of-ways, such as busways, tunnels, dedicated bus lanes on roadways, mixed in traffic and reserved lanes on free-ways. Exclusive right-of-way or busways includes a barrier to separate and limit vehicular traffic access. Dedicated bus lanes are in roadways, but vehicular traffic can access the lanes. Complete separation from other vehicular traffic is preferred. BRT that is operated in exclusive right-of-ways or busways, provides a high level of service and high passenger capacities. Examples of these types of BRT systems can be found in Ottawa and Pittsburgh. BRT that operates in a dedicated bus lane in a street can be found in Los Angeles and Kansas City. Service for BRT can depend on the type of running-way utilized. There can be a limited-stop or express service that compliments the local line that serves all stops on the route. Headways can be as frequent as train service, every 10 minutes. Buses may operate non-stop along the running-way or exit the running way and operate along streets to provide local service. Additionally, BRT vehicles can be used on high-occupancy vehicle facilities such as high-occupancy-vehicle (HOV) lanes. Stations are typically spaced every one-half to one mile. Stations located along a freeway tend to be further apart to allow for higher speeds. BRT operated mixed in traffic on local roads typically has closer stations. Amenities at the stations vary depending on the system, but can include shelter, passenger waiting areas, lighting, pedestrian bridge crossings, and park-ride lots. BRT vehicles can be equipped with ITS technology including automatic vehicle location systems, passenger information systems, and signal priority at signalized intersections. These technologies can improve the system performance and service. BRT systems that have dedicated, permanent stations similar to rail have experienced development comparable to that surrounding rail stations. A study was conducted for the Ottawa bus system that indicated up to $675 million in new construction around the transit stations. Another study conducted for the Port Authority of Allegheny County in Pittsburgh, PA concluded there was $302 million in new and improved development along the East Busway, 80- percent which was clustered around stations1. Table 3-1 provides an overview of the general characteristics of BRT. 1 TCRP Report 90, Bus Rapid Transit – Volume 1 Case Studies in Bus Rapid Transit, March 2003. Technical Memorandum 3 5 Transit Technology Inventory November 12, 2009 Michigan / Grand River Avenue Transportation