Tag: Bus Rapid Transit

14317513_10154549555773781_4197299944284408040_nArea leaders, including U.S. Representatives John Delaney and Chris Van Hollen, and a host of local and state officials from Montgomery and Frederick Counties, gathered today to launch a new coalition effort to re-start two long-delayed project studies that hold great promise for unlocking the severe traffic nightmare that is I-270 during both rush-hours. Congressman Delaney is the group’s Honorary Chair and played a key role in its creation.

The bipartisan group of business, civic and elected leaders will press for multimodal solutions, including new express-toll lanes and regional bus-rapid-transit (BRT) using those new lanes, with the current general-purpose lanes remaining free of charge. Two project studies, the I-270/US 15 Multimodal Corridor Study and the Western Mobility Study have been on hold for decades and would be necessary to complete before any long-term construction projects to add significant new lane capacity could begin.  The Fix270Now coalition is urging leaders in both parties to make restarting those project studies a top priority, and to include a multimodal express-toll and BRT alternative, running from the Virginia side of the American Legion Bridge, up the 270 Spur and the entire I-270 corridor, all the way to Frederick.

In the short term, the coalition is supporting efforts by Governor Larry Hogan to upgrade key interchanges and provide an additional $100 million to explore innovative congestion management strategies.

In the long-run, studies show the addition of new toll lanes integrated with a regional BRT system that includes the long-planned Corridor Cities Transitway (CCT) would improve peak-hours speeds for outbound travelers in the afternoon rush-hour by up to 87%, and for inbound morning rush-hour travelers by up to 70%.

Maryland cannot afford further delay on proven steps to keep traffic in the state’s number-one job-creation corridor moving.  SMTA is strongly supporting this effort, as both I-270 and the American Legion Bridge are among our top-priority projects that area transportation experts identified as urgent investment priorities to support our region’s economy and protect our quality-of-life. Please take a moment to add your support for this important effort by using the “sign-up” button at Fix270Now.org. Let’s get Maryland moving!

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Morning rush-hour conditions created the perfect backdrop for the launching of Fix270Now.

The Washington Post recently ran a provocative article submitted by two leading transportation experts, Alan Pisarski and Peter Samuel, entitled Expand the Intercounty Connector for a Truly Regional Transportation Network.

The authors note correctly that — contrary to the “spin” we often hear from anti-road activists — tens of thousands of people are using the Intercounty Connector (ICC) every day.  In fact, more passengers are traveling on the ICC each day than on the much more expensive Silver Line, traffic on the parallel section of the Beltway has dropped 8% since the ICC opened, and significant traffic relief is already being felt on surrounding local roads.  It is clearly a big success.  The question is, what’s next?

The idea of future extensions of the ICC — both to the west, into Northern Virginia, and to the east, to Route 50 in Prince George’s County are both worth exploring.  The economic benefits from tying our region together with a more efficient highway network could be extremely significant, and it would open up new possibilities for a truly regional bus-rapid transit network using the new capacity.

What do you think?  Give the article a read and share your comments here.  Does extending the ICC across the Potomac and over to Route 50 make sense to you?  What other priorities should we also be looking at that could deliver the same kind of game-changing impacts on congestion and overall transportation network performance across the Washington region?  Let us know.

The SMTA Board was briefed recently on two efforts to expand bus-rapid-transit service, also known as “BRT” (or the more appealing acronym “RTV” for “Rapid-Transit-Vehicle”).   RTV systems are seen as a cost-effective alternative to either single-occupancy-vehicle automobile travel or more expensive fixed-rail transit systems. 

The first is being pursued in Montgomery County by County Executive Ike Leggett’s Transit Implementation Task Force, which is looking at a county-wide system covering as many as 18 routes.  The system under consideration would be the region’s first “gold” level RTV system, meaning its vehicles would move in their own dedicated lanes and provide a much higher level of service and shorter travel times than traditional bus systems.

The second is currently under study by metropolitan Washington’s Transportation Planning Board.  New modeling data presented this week shows significant traffic relief — a 12% reduction in travel delays — can be achieved through a scaled-down combination of new toll lanes on major highways, conversion of some existing lanes to toll lanes, a network of regional bus-rapid-transit lines using those managed lanes, and more focused development around transit stations.  The study also conclusively shows that transit-oriented land-use changes, by themselves, do nothing to relieve congestion, but in combination with new lane capacity and transit service, yield significant positive results.  The best part of all, the revenue from these new toll lanes more than pays for the construction and operating costs of the entire system, including the new lanes and RTV transit system.  You heard that right, a self-financing project that cuts congestion delays in the entire region by 12%.  This ought to be one of THE top priorities for local jurisdictions in the Washington region.

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In the Metro section in Sunday’s Washington Post, transportation reporter Robert Thompson invited the two groups to “define the problem, propose solutions and tell us how we would know if their ideas worked.”  While there were commonalities in the solutions proposed, only SMTA had a realistic answer to addressing all modes of transportation and measurably reducing congestion, which continues to be the top threat to our economy and quality of life.  Here’s a brief summary:
  
SMTA Lays Out Balanced List of Transportation Priorities:  Citing the need for comprehensive solutions to our traffic problems in the Washington area, SMTA President Richard Parsons defines our top transportation problem as “too much traffic congestion.”  He cites years of traffic studies which show the primary cause is the lack of suburb-to-suburb transit and road capacity connecting our major activity centers in the region.  For solutions, most transportation experts recommend a combination of:  Investing in Metro reliability, new transit lines (Purple Line, Corridor Cities Transitway, regional bus-rapid-transit network), new highway and bridge capacity (including a regional network of high-occupancy-toll lanes on the Beltway and other key corridors), and more sustainable “transit-oriented-development” to concentrate future jobs and housing and reduce the need for future auto trips.  Studies show using all the tools in our toolbox would significantly reduce congestion, make travel times both shorter and more predictable for commuters, and keep our region more liveable, sustainable and economically vibrant.  One of the key problems, Parsons notes, is that “we’ve clouded the debate, allowing popular myths and wishful thinking to supersede sound research and expert analysis.” View the entire article here.     
 
Smart Growth Coalition Offers Familiar “Wishful Thinking” Approach that Won’t Reduce Congestion:  Coalition for Smarter Growth President Stewart Schwartz blames congestion on “bad land-use planning and poor location decisions by major employers.”  For solutions, he lays out a familiar list of land-use changes, most of which are good ideas, but are either already being done in Maryland (e.g. concentrating new development near metro stations), or too vague and unrealistic, like shifting employment from the 270 corridor to the east.  He offers no specifics on how these might impact future congestion levels.  Recent data from the Transportation Planning Board indicate that smart-growth land-use changes alone, without new transportation capacity, actually makes traffic congestion slightly worse.  Schwartz does cite the need for new transit capacity, which is a good thing.  However, transit only works for those relatively few commuters who can use it, and does nothing to address all the other non-commuting trips for which we also need to plan (interstate traffic, shipping and freight deliveries, errands, business-to-business travel, etc.), and which make up most of our daily trips.  By ignoring the mode of travel that accounts for roughly 90% of all daily trips in our State and region — our heavily congested roads — such prescriptions are simply not realistic and will have no impact on congestion in our lifetimes.   

A new report by the Institute for Transportation & Development Policy sheds important new light on the growing worldwide trend away from light-rail-transit and toward new bus-rapid-transit (or BRT) systems.  BRT generally offers lower levels of capital investment and more flexibility in its operations than most fixed rail systems. 

What’s been missing so far, however, is any way to clearly evaluate what is and isn’t “true BRT” and the design attributes that are most important in identifying it.  There is a world of difference, both in perception and reality, between running a bunch more smelly old busses on the same old routes and calling it “BRT” (which it is not), and investing in a true BRT system with the attributes cited in the report, which together provide an entirely new type of efficient and attractive mass transit experience.    While the metrics in the report may not be perfect, they are a good place to start.

Cities around the world are figuring this out, and the U.S. is pretty far behind.  This is another of the report’s key findings.  However, both the Metropolitan Washington Council of Governments and Montgomery County are taking a hard look at “BRT” at the regional and local levels (and yes, we have to come up with a better name for it – BRT doesn’t really cut it) .      

It is too early to tell exactly what impact BRT can have in meeting our transportation needs in the Washington area, but the early indications seem promising.

Today the 2030 Group released a new study that was conducted jointly by SMTA and the Northern Virginia Transportation Alliance, to explore how the region sets transportation priorities and what leading experts in the field feel those priorities should be.   The survey was conducted over the past several months through telephone surveys and focus groups with over 40 top transportation professionals from Maryland, Virginia and the District of Columbia.

 Summary of the Key Findings:

1.      The nation’s most congested region lacks a well-defined short-list of transportation investments that would have the greatest potential to reduce congestion/improve mobility over the next 20 years.

2.      Among transportation professionals, significant consensus exists as to highway and public transit investments that would be the most productive. 

3.      The top-ten projects are listed in the report, including continued investment in Metro System Maintenance and Operations, New Potomac Bridges, and multi-modal projects to add capacity in several key transportation corridors.

4.      The prioritization process should focus heavily on highway and transit investments that do the most to reduce travel times/delays, reduce congestion, and improve transportation network safety and reliability.

5.      Meeting the region’s transportation challenges requires not only selecting/advancing the right priorities, but a new process that is more regional and professional and less parochial, political and ideologically driven.

The number-one priority identified by regional experts:  Invest in current Metro system operations, core capacity and maintenance.  Multi-modal investments to area highways, bridges and new transit lines to better connect regional activity centers and key economic corridors together throughout the region rounded out most of the remaining  top-10 priorities, along with better land-use policies to encourage more transit-oriented development.

This independent study was sponsored by the 2030 Group, an association of business and community leaders working towards greater regional cooperation on long-term planning and economic issues.

The preliminary report on Montgomery County’s proposed Bus-Rapid-Transit (BRT) study is posted on-line, but in a recent email from the County, it was disclosed that due to a traffic model coding error, some of the results will need to be recalculated. 

The net effect was that ridership figures across much of the system were overstated.  County officials noted that the cost figures would likely be revised downward as well, as fewer BRT vehicles would be needed once the lower ridership numbers were adopted. 

Read the preliminary report here.

This week the Montgomery County Council was briefed on the summary findings of a new report, due to be released soon, on the feasibility of building a new countywide rapid-transit system, using bus-rapid-transit (BRT) technology. 

The proposed system would divert an estimated 85,000 drivers per day off existing roads, and cost roughly $2.5 billion to build, and another $144 to $173 million annually to operate.    

Look for more detailed coverage here when the entire report is released.  See our News Page for recent coverage in the Gazette.