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From page 22... ... 22 This chapter describes an effective practice for developing and implementing a transit-supportive roadway strategy (or package of strategies) by drawing on the experiences of transit and roadway agencies that have successfully worked together to implement projects. Read the entire page →
From page 23... ... Ingredients for a Successful Project 23 agency's adopted capital improvement program that are located on streets with bus service. The transit agency works with the other agencies to identify transit-supportive roadway strategies that can be incorporated into the project, often at a lower cost than if they were performed as stand-alone projects. Read the entire page →
From page 24... ... 24 A Guidebook on Transit-Supportive Roadway Strategies manager can then work to build support among counterpart leaders at other agencies, who can help break down roadblocks that might be present at lower levels of their organizations. • Develop staff interaction. Read the entire page →
From page 25... ... Ingredients for a Successful Project 25 King County Metro (Seattle, Washington) lent TSP equipment to smaller cities in the region so that staff could experiment with it in their signal shops, while the Seattle DOT conducted a weeklong test of TSP in the field to find out how it worked. Read the entire page →
From page 26... ... 26 A Guidebook on Transit-Supportive Roadway Strategies Case Study: Salt Lake City The Utah Transit Authority (UTA) provides transit service in the Salt Lake City–Provo–Ogden region, including bus, light rail, commuter rail, and demand-responsive transit, with a streetcar line also under construction at the time of writing. Read the entire page →
From page 27... ... Ingredients for a Successful Project 27 Scenario 2: Maintain or Improve Person Delay In this scenario, the roadway again may not meet the roadway agency's operating standards, but the roadway agency is open to strategies that use the available right-of-way in the most efficient way. A common performance metric in this situation is the person delay, where the delay experienced by each mode (e.g., automobile delay, bus delay, pedestrian delay) Read the entire page →
From page 28... ... 28 A Guidebook on Transit-Supportive Roadway Strategies approach may be to combine a bus operations strategy, such as stop relocation, that has relatively low costs and relatively few stakeholders, with a roadway-focused strategy that has low costs and few constraints. Transit operations strategies can often provide the largest portion of the overall travel time benefit when implemented in conjunction with other strategies, while an easy-to-implement traffic control or infrastructure strategy can result in a positive outcome for the roadway agency. Read the entire page →
From page 29... ... Ingredients for a Successful Project 29 first line ran along a state highway. LTD's first challenge was to educate the city and the Oregon DOT about the BRT concept generally and the operation of transit signal priority specifically. Read the entire page →
From page 30... ... 30 A Guidebook on Transit-Supportive Roadway Strategies being addressed by transit-supportive strategies are long-term road construction, buses breaking down while in service, inadequate bus and operator availability, insufficient time allocated in the schedule, differences in operator driving skills and route familiarity, and environmental conditions (e.g., rain, snow) Read the entire page →
From page 31... ... Ingredients for a Successful Project 31 analyzed an extensive amount of data, including customer market research on passenger preferences and priorities for transit service, travel pattern data, and route-by-route ridership data. Based on this research, best practices from other cities, and stakeholder input, SFMTA developed a set of preliminary recommendations. Read the entire page →
From page 32... ... 32 A Guidebook on Transit-Supportive Roadway Strategies in the median were more than 50 years old, and the city's tree ordinance specifies that a public vote is required to cut any tree more than 50 years old. As a result, the busway design needed to be modified to create a two-directional, single-lane facility that avoided impacts to the trees. Read the entire page →
From page 33... ... Ingredients for a Successful Project 33 New York completed the required evaluation report on the effect of red paint on lane violations and other operational and safety issues, which the FHWA accepted. As a result, New York is allowed to continue to use this treatment. Read the entire page →
From page 34... ... 34 A Guidebook on Transit-Supportive Roadway Strategies • Listen to and understand stakeholder needs. By gaining an understanding of stakeholder concerns and challenges, better, mutually beneficial results can be achieved. Read the entire page →
From page 35... ... Ingredients for a Successful Project 35 way, and generally functions better than a large group. NYCT staff recognize the need for being flexible and handling each stakeholder's needs and requests with an approach that fits the stakeholder's personality best. Read the entire page →
From page 36... ... 36 A Guidebook on Transit-Supportive Roadway Strategies Synthesis 83: Bus and Rail Transit Preferential Treatments in Mixed Traffic (Danaher 2010) provides the following examples of agreements related to transit-supportive roadway strategies: • An IGA between a transit agency and a city for constructing improvements in a corridor; • An IGA between a transit agency and a city to improve transit speed and reliability in the city; • An IGA between a transit agency and a service provider to improve transit speed and reliability; • A local agency agreement between a transit agency, a city, and a state DOT to implement transit signal priority on a state-owned arterial within the city; and • An interlocal agreement between a transit agency and a county to operate and maintain transit signal priority. Read the entire page →
From page 37... ... Ingredients for a Successful Project 37 stakeholder engagement but definitely should be addressed at this point if it has not been before. New fare payment methods and new stop locations will require educating transit passengers, and a number of transit agencies have deployed customer service staff (supported by distributing marketing and information materials prior to opening) Read the entire page →
From page 38... ... 38 A Guidebook on Transit-Supportive Roadway Strategies Transit mall maintenance costs are divided among the city, TriMet, and Portland Mall Management, a nonprofit corporation funded by the city, TriMet, the Portland Business Alliance, and Portland State University. The city maintains the automobile pavement markings, signs, lighting, and traffic signal system. Read the entire page →
From page 39... ... Ingredients for a Successful Project 39 • Travel delay for transit and other vehicles. Compare the change in delay (i.e., at an intersection) Read the entire page →

From page 22...

... 22 This chapter describes an effective practice for developing and implementing a transit-supportive roadway strategy (or package of strategies) by drawing on the experiences of transit and roadway agencies that have successfully worked together to implement projects.