(Blue Diamond Road) Corridor Study - Regional Transportation ...

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3. Overview of Transit Modes RTC SR-160 Corridor Study 3.1.4 Service Characteristics Service characteristics, such as stop spacing, frequency, service span and route length for Conventional Bus Transit routes are largely determined by the type of route operated. Corridor-based Conventional Bus Transit operates in three primary route configurations: Local Service, Limited Service, and Express Service. Local Service Most fixed-route transit service operated with buses can be classified as local service. Local service operates along a given corridor, serving stops that are spaced close together, often every block or every other block. Because of the frequency of stops, average speeds on local service tend to be low, falling between 10 and 13 miles per hour. Limited Service Like local service, limited service serves a given corridor, picking up and dropping off passengers along the route. Just as the name suggests, limited services serve a limited number of stops, stopping less frequently than local service. Station spacing is often every half-mile to every mile. Speeds for limited service are generally faster than for express service. Express Service Express bus service generally operates between neighborhoods and a major destination such as a central business district, shopping mall, employment center, or airport. Express service typically combines a local segment in a neighborhood, where buses collect passengers; a line-haul express segment, where buses make no stops or only a few stops at major destinations; and a final segment where buses distribute passengers locally around a major trip generator. Also, most express service operates only during the peak hours and only in the direction of the predominant flow of travel, generally toward employment centers in the morning commute period and returning toward residential areas during the evening commute period. 3.1.5 Costs General capital costs associated with conventional bus transit are presented in the table below. 8 8 Characteristics of Bus Rapid Transit for Decision-Making, Federal Transit Administration, October 2004. 3-5
3. Overview of Transit Modes RTC SR-160 Corridor Study EXHIBIT 3-3: Conventional Bus Transit Capital Costs Capital Cost per Unit Stations Simple Stop $15,000 - $20,000 Station / Shelter Enhanced Stop $25,000 - $35,000 Station / Shelter Vehicles Vehicle Type Conventional Standard (40-foot) $300,000 to $350,000 Vehicle Conventional Articulated (60-foot) $500,000 to $645,000 Vehicle Propulsion System Trolley, Dual Mode +$200 to $400K increment Vehicle Hybrid Electric $100 to $250K increment Vehicle Fare Collection Electronic Farebox $4,000 to $12,000 Farebox Electronic Farebox with Smart Card Reader $5,000 to $14,000 Unit ITS Vehicle Prioritization – Signal Controller Hardware $4,000 to $10,000 Intersection Operations Mgmt. – Vehicle Location System $5,000 to $35,000 Vehicle Unit 3.2 BUS RAPID TRANSIT 3.2.1 Overview Bus rapid transit (BRT) represents an improvement upon conventional bus transit. RTC’s MAX system is one form of BRT. What differentiates BRT from conventional forms of bus transit is that BRT represents a fully integrated system designed to achieve higher performance. More specifically, BRT is an integrated system of physical elements and infrastructure, service design elements, and customer interface elements to provide a flexible, high-performance rapid transit mode with a unified quality image and a unique identity. The high level of design granted to bus rapid transit systems allows them to achieve many of the same performance objectives and benefits that some rail systems do. BRT systems have evolved as more attention has been paid to improving the performance of conventional bus services. Bus rapid transit systems have been in development all around the world with applications in Asia, Australia, Europe, and North and South America. In response to these developments, transit agencies in the United States are learning from the best examples around the world to develop BRT systems of their own. So far, at least 10 regions in the United States have completed BRT systems and many more are under development. The RTC in Las Vegas has implemented MAX, one of the most technologically advanced BRT systems, in the North Las Vegas Boulevard corridor heading in a northeasterly direction from the Downtown Transit Center (DTC). 3-6
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Page 3 and 4: Table of Contents RTC SR-160 Corrid
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Page 63 and 64: 5. Alternative Development RTC SR-1
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6. SR-160 Corridor Improvement Plan
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6. SR-160 Corridor Improvement Plan
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7. Proposed Park and Ride Facilitie
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8. Estimated System Costs RTC SR-16
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A. Aerial Photographs of Blue Diamo
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B. Candidate Park & Ride Site Data
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C. SR-160 Major Intersections RTC S
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D. RTC Policies and Procedures RTC
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