Presentation is loading. Please wait.

Presentation is loading. Please wait.

Bus Rapid Transit: Chicago’s New Route to Opportunity Josh Ellis, BRT Project Manager Metropolitan Planning Council.

Similar presentations

Presentation on theme: "Bus Rapid Transit: Chicago’s New Route to Opportunity Josh Ellis, BRT Project Manager Metropolitan Planning Council."— Presentation transcript:

1 Bus Rapid Transit: Chicago’s New Route to Opportunity Josh Ellis, BRT Project Manager Metropolitan Planning Council

2 Who is MPC? Since 1934, the Metropolitan Planning Council (MPC) has been dedicated to shaping a more sustainable and prosperous greater Chicago region. As an independent, nonprofit, nonpartisan organization, MPC serves communities and residents by developing, promoting and implementing solutions for sound regional growth.

3 Livability Principles Provide more transportation choices Promote equitable, affordable housing Enhance economic competitiveness Support existing communities Coordinate policies and leverage investment Value communities and neighborhoods –

4 Key Features of BRT Bogotá, Colombia Dedicated bus lanes At-grade boarding Rouen, France Pay-before-you-board stations Mexico City, Mexico Los Angeles, California Signal prioritization

5 Values of Bus Rapid Transit (BRT) Congestion relief: Chicago’s Cost of Congestion = $7.3 billion/yr 95% is cost of wasted travel time Connectivity: To existing rapid transit network, recreational centers, education, food, medical, jobs, entertainment… Community: Creates framework for future complementary development Cost: BRT delivers excellent service, costs less, and utilizes existing infrastructure

6 Our methodology Phase I: Eliminate “special” routes Phase II: Assess segments by right-of-way for BRT feasibility Assess segments for livability Phase III: Fill in gaps to integrate with existing rail and provide connectivity Phase IV: Assess ridership demand and traffic impacts along routes

7 Phase I – Initial screening and segments

8 Phase II - Right of way 86 ft. segments Travel lanes of 86 ft. Flow lanes without stations

9 Phase II – Right of way 97 ft. segments 2 stations: westbound and eastbound 1 station in the median

10 Phase II - Right of Way 97 ft. segments Travel lanes of 97 ft. that are consistent for at least 3 miles BRT station in median with pre-paid boarding, at grade entrance, and designated bus lanes

11 Phase II – Livability CriterionRationale for SelectionStudy Measure Main Corresponding Livability Principles 2) Connectivity to Educational Institutions BRT has the potential to help facilitate the movement of residents, students, tourist, and employees to educational institutions. Number of educational institutions within a half- mile of street segments. 3) Enhance Economic Competiveness 6) Value Communities and Neighborhoods 9) Existing Transit Ridership Current bus ridership demonstrates existing demand for transit along the study routes. Average passenger flow by street segment (controlling for direction) during the a.m. peak period. 1) Provide more transportation choices 13) Population Not Served by Rail Residents not currently well served by rail transit have a particular and pressing need for rapid transit service within walking distance of their homes. Residential population within a half-mile of street segments that also live beyond a half-mile radius of fixed guideway transit (CTA and/or Metra). 1)Provide more transportation choices 2) Promote Equitable, Affordable Housing

12 Phase II - Livability Scoring results from three of the 14 livability criteria – access to education (left), ridership by stop (middle), and population not within walking distance of rail (right). EducationRidershipPopulation >.5mi from Rail

13 Phase II - Livability Weighted Criteria CriterionWeight (%) 1) Connectivity to Community Services 3.59 2) Connectivity to Educational Institutions 3.59 3) Connectivity to Entertainment 3.59 4) Connectivity to Food Stores 3.59 5) Connectivity to Major Medical Care 3.59 6) Connectivity to Major Open Space 3.59 7) Connectivity to Retail3.59 8) Employment/Job Access3.59 9) Population3.59 10) Existing Transit Travel Time 16.17 11) Existing Transit Ridership 16.17 12) Transportation Costs16.17 13) Population not Served by Rail 16.17 14) Infill Development Potential 3.00

14 Phase III – Transit integration and connectivity 21 CTA rail station connections 15 Metra station connections 12 BRT on BRT connections

15 Phase IV – Demand modeling Service FactorAssumptions Headway 5 – 10 minutes (peak) 12 – 15 minutes (off- peak) Station Spacing2 stations per mile Speeds 20 mph for 20-second stop time 15 mph for 30-second stop time Dwell Time20 seconds 30 seconds

16 Phase IV – Demand modeling Impact on transit person trips: –Transit trips with both ends in the BRT network increase by 41,000 daily (14% bump) –Transit trips with either a beginning or end in BRT network increase 6.5% –Total regional transit trips increase 3% –Transit mode share increases: 12.0% to 13.5% within BRT network 14.7% to 15.8% for trips with one end in BRT network 9.7% to 10% regionally

17 Phase IV – Demand modeling AM demand –Width indicates volume of rides traveling in a given direction

18 Western Corridor Alternatives Analysis Community engagement in station areas Plan for complementary public and private investment Evaluate sources for funding capital and operations

19 Thank You Josh Ellis Metropolitan Planning Council 312.863.6045 See the full report, technical study, and appendices at

Download ppt "Bus Rapid Transit: Chicago’s New Route to Opportunity Josh Ellis, BRT Project Manager Metropolitan Planning Council."

Similar presentations

Ads by Google