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From page 165... ... 9-1 CHAPTER 9 FINANCING AND IMPLEMENTING BRT SYSTEMS Implementing BRT calls for a clear understanding of its benefits and costs, the availability of funding, and the different mechanisms that can be used to finance, develop, and operate a BRT project. The planning and development process for BRT should be similar to that of other transit modes. Read the entire page →
From page 166... ... 9-2 9-2.1. Benefits The benefits of BRT systems -- largely a result of faster journey times, higher frequency, and better reliability -- translate into increased ridership, lower operating costs, less fuel consumption, greater safety, and better land development benefits. Read the entire page →
From page 167... ... 9-3 in other areas in the corridor, an increase largely attributed to the busway construction. Read the entire page →
From page 168... ... being equal) because they are simpler. Read the entire page →
From page 169... ... At the demand volumes found in most U.S. corridors, BRT can be the least expensive rapid-transit mode to operate and maintain. Read the entire page →
From page 170... ... justification criteria, shown in Table 9-5. Project justification criteria are initially developed as part of the alternatives analysis and are refined throughout the preliminary engineering and final design phases of project development. Read the entire page →
From page 171... ... dispense funds for projects in designated transportation management areas. Activities that are eligible for Section 5307 funding include the following: • Planning, engineering design, and evaluation of transit projects and other technical transportation-related studies. Read the entire page →
From page 172... ... • Construction and rehabilitation of rail stations, • Maintenance facility construction and renovations, • Alternatively fueled bus purchases, • Bus transfer facilities, • Multimodal transportation centers, and • Advanced technology fare collection systems. These funds have been used for a variety of transit capital projects, but for only one BRT project. Read the entire page →
From page 173... ... lished for a set number of years and can involve residential, commercial, or industrial uses. At the beginning of the district's existence, the value of the property is assessed, and property taxes are collected on that amount. Read the entire page →
From page 174... ... 9-3.2. Financing Options 9-3.2.1. Read the entire page →
From page 175... ... 9-3.3.1. Traditional Procurement Traditional design-bid-build procurement involves issuing separate requests for proposals and selecting independent contractors for each stage of the project. Read the entire page →
From page 177... ... cost, appropriate in a low- to medium-demand operating environment. Such a system would likely include mixed types of bus service; super stops; standard vehicles in special livery (paint scheme) Read the entire page →
From page 178... ... characteristics, and the availability of capital and operating funds. Figure 9-3 illustrates how a BRT system can be developed by (1) Read the entire page →
From page 179... ... • Locations where the BRT was built as a "first stage" operation during the construction period for rail transit. • Locations where rail transit is built in another corridor, and the conversion of BRT to rail would provide integrated and through rail service. Read the entire page →
From page 180... ... Intergovernmental agreements may be needed for agencies to reach agreement on the roles and responsibilities associated with a BRT project, including operation of the BRT system, traffic operations and signalization, zoning and land use planning, parking policies, fare policy, enforcement, finance, and construction of BRT facilities. These may also require an agreement for the shared use of funds for the development and operation of a BRT system. Read the entire page →
From page 181... ... might evolve into the backbone of the regional transit system, with all the elements described above in place. Read the entire page →
From page 182... ... Number of Spaces per Unit by Distance from Transit Stop 0–500 Feet 500–1,000 Feet 1,000–1,500 Feet Land-Use Activity Criterion Unit Minimum Required Maximum Allowable Minimum Required Maximum Allowable Minimum Required Maximum Allowable Residential Single family Housing unit 0.5 1.0 0.7 1.0 0.8 1.3 Multi-family Housing unit 0.4 1.0 0.6 1.0 0.8 1.3 Commercial General office Gross floor area (GFA) , 1,000 sq ft – 2.0 1.0 2.0 1.7 2.9 Medical/Dental office GFA, 1,000 sq ft – 3.3 1.7 3.3 2.5 4.0 Retail GFA, 1,000 sq ft 2.0 3.3 2.5 3.3 3.3 5.0 Restaurant Seats – 0.17 0.17 0.25 0.17 0.25 Hotel/Motel Rental units 0.7 1.0 0.7 1.0 0.7 1.0 Industrial Manufacturing, warehouse, wholesale Employees 0.2 0.33 0.25 0.33 0.33 0.5 Institutionala Auditorium Seats 0.13 0.2 0.13 0.2 0.14 0.25 Hospital Beds 0.80 1.0 0.80 1.0 1.0 1.4 Church Seats 0.14 0.2 0.14 0.2 0.14 0.25 Educational Elementary and junior high school Classroom and office 0.7 1.0 0.8 1.0 0.8 1.0 Senior high school Classroom and office 0.7b 1.0d 0.8b 1.0d 0.8c 1.0e College and university Classroom and office 0.7b 1.0d 0.8b 1.0d 0.8c 1.0e a Where public use of auditoria is likely, specific auditorium standards should apply. Read the entire page →
From page 183... ... 9-7. CHAPTER 9 REFERENCES "Advancing Major Transit Investments Through Planning Project Development" (Version 1.1) Read the entire page →

From page 165...

... 9-1 CHAPTER 9 FINANCING AND IMPLEMENTING BRT SYSTEMS Implementing BRT calls for a clear understanding of its benefits and costs, the availability of funding, and the different mechanisms that can be used to finance, develop, and operate a BRT project. The planning and development process for BRT should be similar to that of other transit modes.