Sources: East-West Feasibility Study (AECOM), Milwaukee County Transit System (2015) and Wisconsin Department of Transportation (2015) Assumptions

Transcription

1 Figure D.01. Time Savings Estimates Sources: East-West Feasibility Study (AECOM), Milwaukee County Transit System (2015) and Wisconsin Department of Transportation (2015) Assumptions total BRT distance: 7 miles total BRT savings: 15 minutes time savings / 1000 ft:.4 minutes value of time: $12/hr BRT will lead to 20% new riders average weekday bus distance (ft) time savings per segment (mins) average total weekday time savings (mins) projected average weekday BRT distance (ft) time savings per segment (mins) projected average total weekday time savings (mins) cass st water st plankinton -2nd nd -6th th th th th th hawley total (mins): total (mins): total (hours): total (hours): value per day: $ 9, value per day: $ 11, value per year: $ 3,564, value per year: $ 4,277, Figure D

2 Figure D.03. Fond Du Lac BRT Road Segment Distance in s s Per Hour in Minutes Median Lane Curb Lane Traffic Traffic Per Plankington - 6th th - 16th Wisconsin - State State - 64th Villard - Silver Spring Silver Spring - Florist Florist - Mill th - Fond Du Lac Mill - Park Place BRT Service Packages (mins) Travel Time Savings (mins) (mins/mile) Percentage Time A B Average Figure D.04. National Ave. BRT Road Segment Distance in s s Per Hour in Minutes Median Lane Curb Lane Traffic Traffic Per 69th - Greenfield th - 2nd nd - Wisconsin BRT Service Packages (mins) Travel Time Savings (mins) (mins/mile) Percentage A B Average

3 Figure D.05. MCW - UWM Road Segment Distance in s Speed in MPH in Minutes Median Curb Traffic Traffic Per Cass/Wisconsin - Prospect/North Ave Prospect/North Ave - Kenwood/Downer BRT Packages (mins) Time Savings (mins) Savings (mins/mile) Percentage A B Average Figure D th BRT Northern Road Segment Length in s Speed in MPH Non- stop (Minutes) Median Lane Curb Lane Traffic Traffic Per Wisconsin - State State - Lisbon Lisbon - Garfield Garfield - North North - Capitol Capitol - Teutonia Teutonia - Green Bay BRT Service Packages (mins) Travel Time Savings (mins) (mins/mile) Percentage A B Average

4 Figure D th St Southen Road Segment Length in s Speed in MPH Non- stop Travel Time Median Lane Curb Lane Traffic Traffic Per Sycamore - Holt Holt - Oklahoma Oklahoma - Lincoln Lincoln - National National - Wisconsin BRT Service Packages (In Minutes) Travel Time Savings (mins) Percentage (mins/mile) A B Average Figure D.08. Brookfield Square - Downtown Road Segment Length in s Speed in mph Travel time in Minutes Median Lane Curb Lane Traffic Traffic Per Executive Dr Mayfair rd Mayfair rd - 92nd nd - 6th and Wisconsin BRT Service Packages (In minutes) Travel Time Savings (mins) (mins/mile) Percentage A B Average

5 Figure D.09. Airport Road Segment Length in s Speed in mph Travel time in Minutes Median Lane Curb Lane Traffic Traffic Per Wisconsin - Virginia via 6th Virginia - Scott Scott via Baraga/5th - chase th & Chase - Rosedale Rosedale - Layton Layton - Airport BRT Service Packages (mins) Travel Time Savings (mins) Time (mins/mile Percentage A B Average

6 Figure D.10. The BRT Standard Calculator This calculator:1 - Determines if the corridor being evaluated is a true BRT corridor. Click here to access the full BRT Standard PDF Instructions: Unless otherwise noted, place an "X" or "x" in the catgeory that matches (or is expected to Alternative: Median-Based, E-W Corridor Length (km): Dedicated Right-of-Way Dedicated lanes and full enforcement or physical segregation Over 90% of busway corridor Over 75% of busway corridor x 7 Over 75% of busway corridor Delineators only or colorized pavement only without other Over 40% of busway corridor enforcement measures Over 20% of busway corridor Camera-enforcement with signs only Busway Alignment Two-way median-aligned busways that are in the central verge of a two-way road Bus-only corridors where there is a fully exclusive right-of-way and no parallel mixed traffic, such Busways that run adjacent to an edge condition like a waterfront or park where there are few Busways that run two-way on the side of a one-way street Busways that are split into two one-way pairs but are centrally aligned in the roadway Busways that are split into two one-way pairs but aligned to the curb Virtual busway that operates bi-directionally in a single median lane that alternates direction by Curb-aligned busway on a two-way road % of Each 80% 6 6% 0.3 2% % 0.1 Off-Board Fare Collection 100% of stations on corridor 80% of stations Turnstile-Controlled Fare Collection 60% of stations 40% of stations 20% of stations <20% of stations 100% of routes that touch corridor x 7 80% of routes Proof-of-Payment Fare Collection 60% of routes 40% of routes 20% of routes <20% of routes BRT Basics: This element of BRT is deemed essential to true BRT corridors. A minimum score of 4 must be achieved on this element for a corridor to be defined as BRT. Scoring Guidelines: The scoring systme is based on the amount of corridor that has dedicated right-of-way for BRT services and the quality of the segregation and enfrocement i l ti t b d k h ti E ti BRT Basics: This element of BRT is deemed essential to true BRT corridors. A minimum score of 4 must be achieved on this element for a corridor to be defined as BRT. Scoring Guidelines: This scoring is weighted using the percentage of the trunk corridor of each particular configuration multiplied by the points associated with that configuration and then adding those numbers together. BRT Basics: This is an element of BRT deemed essential to true BRT corridors. Scoring Guidelines: To be eligible for scoring, off-board fare collection needs to occur during all operating hours. Intersection Treatments All turns prohibited across the busway Most turns prohibited across the busway Approximately half of the turns prohibited across the busway and some signal priority Some turns prohibited across the busway and signal priority at most intersections Some turns prohibited across the busway and some signal priority No turns prohibited across the busway but signal priority at most intersections No turns prohibited across the busway but some intersections have signal priority No intersection treatments X 6 BRT Basics: This is an element of BRT deemed essential to true BRT corridors. Platform-Level Boarding 100% of buses platform-level X 7 80% of buses platform-level System-wide measure for reducing the platform-bus gap 60% of buses platform-level 40% of buses platform-level 20% of buses platform-level 10% of buses platform-level No measures for reducing the platform-bus gap 100% of buses platform-level 50% of buses are platform-level No platform level buses BRT Basics: This is an element of BRT deemed as essential to true BRT corridors. Scoring Guidelines: Station platforms should be at the same height as bus floors, regardless of the height chosen. Multiple Routes Two or more routes exist on the corridor, servicing at least two stations No multipel routes Express, Limited, and Local Services Local services and multiple types of limited and/or express services At least one local and one limited or express service option No limited or express services x 4 Full-service control center Control center with most services Control center with some services No control center Control Center x 3 Located in Top Ten Corridors Corridor is one of top ten demand corridors Corridor is outside top ten demand corridors Demand Profile Corridor includes highest demand segment, which has a Tier 1 Trunk Corridor configuration 3 Corridor includes highest demand segment, which has a Tier 2 Trunk Corridor configuration 2 Corridor includes highest demand segment, which has a Tier 3 Trunk Corridor configuration 1 Corridor does not include highest demand segment Scoring Guidelines: If all top ten demand corridors have already benefited from public transport infrastructure improvements and the corridor, thus, lies t id th t t ll i t d d Scoring Guidelines: The BRT corridor must include the road segment with the highest demand within a 2-kilometer distance of either end of the corridor. This segment should also have the highest quality of busway alignment in that section, and the score thus relates to that. The trunk corridor configurations defined in the Busway Alignment Section (see 37

7 Hours of Operation Both late-night and weekend service Late-night service, no weekends OR weekend service, no late nights No late-night or weekend service Multi-Corridor Network BRT corridor connects to an existing BRT corridor or to the next one planned in the network BRT corridor connects to a future planned corridor in the BRT network No connected BRT network planned or built Passing Lanes at Stations Physical, dedicated passing lanes Buses overtake in on-coming dedicated lanes No passing lanes Minimizing Bus Emissions Euro VI or US 2010 Euro IV or V with PM traps or US 2007 Euro IV or V or Euro III CNG or using verified PM trap retrofit Below Euro IV or V X 1 configurations defined in the Busway Alignment Section (see 20) d h t th d d fil Stations Set Back from Intersections 75% of stations on corridor are set back at least 40 m (130 ft.) from intersection or meet at least one 75% of stations on corridor are set back 26 m (85 ft.) from intersections or meet above exemptions x 2 25% of stations on corridor are set back 26 m (85 ft.) from intersections or meet above exemptions < 25% of stations on corridor are set back 26m (85 ft.) from intersections or meet above exemptions Center Stations 80% and above of stations on corridor have center platforms serving both directions of service 50% of stations on corridor < 20% of stations on corridor Pavement Quality Pavement structure designed for 30-year life over entire corridor Pavement structure designed for 30-year life only at stations Pavement design life less than 30 years Distances Between Stations Stations are spaced, on average, between 0.3 km (0.2 mi.) and 0.8 km (0.5 mi.) apart Safe and Comfortable Stations All stations on corridor are wide, attractive, weather-protected Most stations on corridor are wide, attractive, weather-protected Some stations on corridor are wide, attractive, weather-protected No stations on corridor are wide, attractive, weather-protected Number of Doors on Bus 100% of buses with 3+ doors or 2 wide doors on the station side and all-door boarding 65% of buses 35% of buses <35% of buses Docking Bays and Sub-Stops At least two sub-stops or docking bays at the highest-demand stations Less than two sub-stops or docking bays at the highest-demand stations Sliding Doors in BRT Stations All stations have sliding doors Otherwise Branding All buses, routes, and stations in corridor follow single unifying brand of entire BRT system All buses, routes, and stations in corridor follow single unifying brand, but different from rest of the Some buses, routes, and stations in corridor follow single unifying brand, regardless of rest of the No corridor branding Passenger Information Functioning real-time and up-to-date static passenger information corridor-wide Up-to-date static passenger information Very poor or no passenger information Universal Access Full accessibility at all stations and on all vehicles Partial accessibility at all stations and on all vehicles Full or partial accessibility at some stations and on some vehicles Corridor not universally accessible Integration with Other Public Transport Integration of both physical design and fare payment Integration of physical design or fare payment only No integration Pedestrian Access Good, safe pedestrian access at every station and for a 500-meter catchment area surrounding Good, safe pedestrian access at every station and many improvements along corridor Good, safe pedestrian access at every station and modest improvements along corridor Not every station has good, safe pedestrian access and little improvement along corridor X 0 X 0 X 0 x 2 Scoring Guidelines: The BRT corridor must include the road segment with the highest demand within a 2 kilometer distance from either end of the corridor. This segment should also have the highest quality of busway alignment in that section and the score thus relates to that. The trunk corridor configurations defined in the Busway Alignment Section are used here to score the demand profile. Scoring Guidelines: 2 points should be awarded if stations are spaced, on average, between 0.3 km (0.2 mi.) and 0.8 k (0 5 i ) t Scoring Guidelines: Stations should have at least 3 m (10 ft.) of internal width. This is the definition for wide in the scoring chart below. Scoring Guidelines: Stations should have at least 3 m (10 ft.) of internal width. This is the definition or wide in the scoring chart below. Scoring Guidelines: Full accessibility means that all stations, vehicles, and fare gates on the corridor are universally accessible for wheelchairs. The corridor must also include drop curbs at all immediate intersections, Braille readers at all stations, and Tactile G d S f I di t l di t ll t ti Scoring Guidelines: The BRT corridor should integrate physically with other public transport modes where lines cross. If no lines cross, points may still be awarded for physical integration. no other formal public transport modes i t i th it f ll i t b d d f ll t f Secure Bicycle Parking 38

8 Secure bicycle parking at least in terminal stations and standard bicycle racks elsewhere Standard bicycle racks in most stations Little or no bicycle parking Bicycle Lanes Bicycle lanes on or parallel to entire corridor Bicycle lanes do not span entire corridor No bicycle infrastructure Bicycle-Sharing Integration Bicycle-sharing at minimum of 50% of stations on corridor Bicycle-sharing at less than 50% of stations on corridor x 1 X 1 Point Deductions Commercial Speeds Minimum average commercial speed is 20 kph (12 mph) and above Minimum average commercial speed is 16 kph 19 kph (10 12 mph) Minimum average commercial speed is 13 kph 16 kph (8 10 mph) Minimum average commercial speed is 13 kph (8 mph) and below Minimum Peak Passengers per Hour per Direction PPHPD below 1,000 Lack of Enforcement of Right-of-Way Regular encroachment on BRT right-of-way Some encroachment on BRT right-of-way Occasional encroachment on BRT right-of-way Commercial Speeds Large gaps everywhere or kneeling buses required to minimize gaps Slight gap remaining at some stations, large gap at remaining stations Slight gap at most stations No gap at some stations, slight gap at remaining stations No gap at most stations, slight gap at remaining stations X -3 X -1 x -1 Scoring Guidelines: The minimum average commercial speed refers to the system-wide average speed and not the average speed at the slowest link. Where commercial speed is not readily available, the full penalty should be imposed if buses are backing up at BRT t ti j ti Scoring Guidelines: All five points should be deducted if the ridership on the link in the corridor with maximum peak-hour ridership is under 1,000 pphpd in th k h Oth i d d ti Overcrowding Passenger density during peak hour on more than 25% of buses in peak direction is > 5 m2 Passenger density during the peak hour at one or more stations is > 3 m2 Passengers unable to board buses or enter stations Poor Maintenance Busway has significant wear, including potholes or warping, or debris, such as trash or snow Buses have graffiti, litter, seats in disrepair Stations have graffiti, litter, occupancy by vagrants or vendors, or structural damage Technology systems, including fare collection machines, are not functional Select If Any Apply Select All That Apply Scoring Guidelines: The full penalty should be imposed if the average passenger density during the peak hour is greater than five passengers per square meter (0.46 per square ft.) on more than 25% of buses in the predominant direction, or the average passenger density during the peak hour is greater than three passengers per square meter (0.28 per square ft.) at stations. If this metric is not easily calculated, then clearly visible signs Low Peak Frequency 100% have at least 8 buses per hour 75% have at least 8 buses per hour 50% have at least 8 buses per hour < 50% have at least 8 buses per hour Low Off-Peak Frequency 100% of all routes have at least 4 buses per hour 60% of all routes have at least 4 buses per hour < 60% have at least 8 buses per hour x -2 X -2 Scoring Guidelines: Peak frequency is measured by the number of buses observed per hour for each route that passes the highest-demand segment on the corridor during the peak period. The peak frequency deduction is then allocated based on the percentage of routes that have a frequency of at least eight buses per hour in the peak period. Scoring Guidelines: Off-peak frequency is measured by the buses per hour of each route passing through the highestdemand segment on the corridor during the off-peak (midday) period. The off-peak frequency score is then determined based on the percentage of all routes that have a frequency Minimum BRT Standards Met? BRT Standard : BRT Standard Rating: Yes 77 Silver 39

9 Figure D.11. The BRT Standard Calculator This calculator:1 - Determines if the corridor being evaluated is a true BRT corridor. Click here to access the full BRT Standard PDF Instructions: Unless otherwise noted, place an "X" or "x" in the catgeory that matches (or is expected to Alternative: Curbside, E-W Corridor Length (km): Dedicated Right-of-Way Dedicated lanes and full enforcement or physical segregation Over 90% of busway corridor Over 75% of busway corridor Over 75% of busway corridor X 5 Delineators only or colorized pavement only without other Over 40% of busway corridor enforcement measures Over 20% of busway corridor Camera-enforcement with signs only Busway Alignment Two-way median-aligned busways that are in the central verge of a two-way road Bus-only corridors where there is a fully exclusive right-of-way and no parallel mixed traffic, such Busways that run adjacent to an edge condition like a waterfront or park where there are few Busways that run two-way on the side of a one-way street Busways that are split into two one-way pairs but are centrally aligned in the roadway Busways that are split into two one-way pairs but aligned to the curb Virtual busway that operates bi-directionally in a single median lane that alternates direction by Curb-aligned busway on a two-way road % of Each 100% 1 Off-Board Fare Collection 100% of stations on corridor x 8 80% of stations Turnstile-Controlled Fare Collection 60% of stations 40% of stations 20% of stations <20% of stations 100% of routes that touch corridor 80% of routes Proof-of-Payment Fare Collection 60% of routes 40% of routes 20% of routes <20% of routes BRT Basics: This element of BRT is deemed essential to true BRT corridors. A minimum score of 4 must be achieved on this element for a corridor to be defined as BRT. Scoring Guidelines: The scoring systme is based on the amount of corridor that has dedicated right-of-way for BRT services and the quality of the segregation and enfrocement i l ti t b d k h ti E ti BRT Basics: This element of BRT is deemed essential to true BRT corridors. A minimum score of 4 must be achieved on this element for a corridor to be defined as BRT. Scoring Guidelines: This scoring is weighted using the percentage of the trunk corridor of each particular configuration multiplied by the points associated with that configuration and then adding those numbers together. BRT Basics: This is an element of BRT deemed essential to true BRT corridors. Scoring Guidelines: To be eligible for scoring, off-board fare collection needs to occur during all operating hours. Intersection Treatments All turns prohibited across the busway Most turns prohibited across the busway Approximately half of the turns prohibited across the busway and some signal priority Some turns prohibited across the busway and signal priority at most intersections Some turns prohibited across the busway and some signal priority No turns prohibited across the busway but signal priority at most intersections No turns prohibited across the busway but some intersections have signal priority No intersection treatments BRT Basics: This is an element of BRT deemed essential to true BRT corridors. Platform-level Boarding 100% of buses platform-level X 7 80% of buses platform-level System-wide measure for reducing the platform-bus gap 60% of buses platform-level 40% of buses platform-level 20% of buses platform-level 10% of buses platform-level No measures for reducing the platform-bus gap 100% of buses platform-level 50% of buses are platform-level No platform level buses BRT Basics: This is an element of BRT deemed as essential to true BRT corridors. Scoring Guidelines: Station platforms should be at the same height as bus floors, regardless of the height chosen. Multiple Routes Two or more routes exist on the corridor, servicing at least two stations No multipel routes Express, Limited, and Local Services Local services and multiple types of limited an/or express services At least one local and one limited or express service option No limited or express services X 4 Full-service control center Control center with most services Contro center with some services No control center Control Center x 2 Located in Top Ten Corridors Corridor is one of top ten demand corridors Corridor is outside top ten demand corridors Demand Profile Corridor includes highest demand segment, which has a Tier 1 Trunk Corridor configuration 3 Corridor includes highest demand segment, which has a Tier 2 Trunk Corridor configuration 2 Corridor includes highest demand segment, which has a Tier 3 Trunk Corridor configuration 1 Corridor does not include highest demand segment Scoring Guidelines: If all top ten demand corridors have already benefited from public transport infrastructure improvements and the corridor, thus, lies t id th t t ll i t d d Scoring Guidelines: The BRT corridor must include the road segment with the highest demand within a 2-kilometer distance of either end of the corridor. This segment should also have the highest quality of busway alignment in that section, and the score thus relates to that. The trunk corridor configurations defined in the Busway Alignment Section (see 40

10 Hours of Operation Both late-night and weekend service Late-night service, no weekends OR weekend service, no late nights No late-night or weekend service Multi-Corridor Network BRT corridor connects to an existing BRT corridor or to the next one planned in the network BRT corridor connects to a future planned corridor in the BRT network No connected BRT network planned or built Passing Lanes at Stations Physical, dedicated passing lanes Buses overtake in on-coming dedicated lanes No passing lanes Minimizing Bus Emissions Euro VI or US 2010 Euro IV or V with PM traps or US 2007 Euro IV or V or Euro III CNG or using verified PM trap retrofit Below Euro IV or V x 1 X 0 configurations defined in the Busway Alignment Section (see 20) d h t th d d fil Stations Set Back from Intersections 75% of stations on corridor are set back at least 40 m (130 ft.) from intersection or meet at least one 75% of stations on corridor are set back 26 m (85 ft.) from intersections or meet above exemptions 25% of stations on corridor are set back 26 m (85 ft.) from intersections or meet above exemptions < 25% of stations on corridor are set back 26m (85 ft.) from intersections or meet above exemptions x 0 Center Stations 80% and above of stations on corridor have center platforms serving both directions of service 50% of stations on corridor < 20% of stations on corridor Pavement Quality Pavement structure designed for 30-year life over entire corridor Pavement structure designed for 30-year life only at stations Pavement design life less than 30 years Distances Between Stations Stations are spaced, on average, between 0.3 km (0.2 mi.) and 0.8 km (0.5 mi.) apart Safe and Comfortable Stations All stations on corridor are wide, attractive, weather-protected Most stations on corridor are wide, attractive, weather-protected Some stations on corridor are wide, attractive, weather-protected No stations on corridor are wide, attractive, weather-protected Number of Doors on Bus 100% of buses with 3+ doors or 2 wide doors on the station side and all-door boarding 65% of buses 35% of buses <35% of buses Docking Bays and Sub-Stops At least two sub-stops or docking bays at the highest-demand stations Less than two sub-stops or docking bays at the highest-demand stations Sliding Doors in BRT Stations All stations have sliding doors Otherwise Branding All buses, routes, and stations in corridor follow single unifying brand of entire BRT system All buses, routes, and stations in corridor follow single unifying brand, but different from rest of the Some buses, routes, and stations in corridor follow single unifying brand, regardless of rest of the No corridor branding Passenger Information Functioning real-time and up-to-date static passenger information corridor-wide Up-to-date static passenger information Very poor or no passenger information Universal Access Full accessibility at all stations and on all vehicles Partial accessibility at all stations and on all vehicles Full or partial accessibility at some stations and on some vehicles Corridor not universally accessible Integration with Other Public Transport Integration of both physical design and fare payment Integration of physical design or fare payment only No integration Pedestrian Access Good, safe pedestrian access at every station and for a 500-meter catchment area surrounding Good, safe pedestrian access at every station and many improvements along corridor Good, safe pedestrian access at every station and modest improvements along corridor Not every station has good, safe pedestrian access and little improvement along corridor X 0 x 3 x 0 x 0 x 3 x 2 x 3 x 3 x 0 Scoring Guidelines: The BRT corridor must include the road segment with the highest demand within a 2 kilometer distance from either end of the corridor. This segment should also have the highest quality of busway alignment in that section and the score thus relates to that. The trunk corridor configurations defined in the Busway Alignment Section are used here to score the demand profile. Scoring Guidelines: 2 points should be awarded if stations are spaced, on average, between 0.3 km (0.2 mi.) and 0.8 k (0 5 i ) t Scoring Guidelines: Stations should have at least 3 m (10 ft.) of internal width. This is the definition for wide in the scoring chart below. Scoring Guidelines: Stations should have at least 3 m (10 ft.) of internal width. This is the definition or wide in the scoring chart below. Scoring Guidelines: Full accessibility means that all stations, vehicles, and fare gates on the corridor are universally accessible for wheelchairs. The corridor must also include drop curbs at all immediate intersections, Braille readers at all stations, and Tactile G d S f I di t l di t ll t ti Scoring Guidelines: The BRT corridor should integrate physically with other public transport modes where lines cross. If no lines cross, points may still be awarded for physical integration. no other formal public transport modes i t i th it f ll i t b d d f ll t f Secure Bicycle Parking 41

11 Secure bicycle parking at least in terminal stations and standard bicycle racks elsewhere Standard bicycle racks in most stations Little or no bicycle parking Bicycle Lanes Bicycle lanes on or parallel to entire corridor Bicycle lanes do not span entire corridor No bicycle infrastructure Bicycle-Sharing Integration Bicycle-sharing at minimum of 50% of stations on corridor Bicycle-sharing at less than 50% of stations on corridor x 2 X 0 X 1 Point Deductions Commercial Speeds Minimum average commercial speed is 20 kph (12 mph) and above Minimum average commercial speed is 16 kph 19 kph (10 12 mph) Minimum average commercial speed is 13 kph 16 kph (8 10 mph) Minimum average commercial speed is 13 kph (8 mph) and below Minimum Peak Passengers per Hour per Direction PPHPD below 1,000 Lack of Enforcement of Right-of-Way Regular encroachment on BRT right-of-way Some encroachment on BRT right-of-way Occasional encroachment on BRT right-of-way Commercial Speeds Large gaps everywhere or kneeling buses required to minimize gaps Slight gap remaining at some stations, large gap at remaining stations Slight gap at most stations No gap at some stations, slight gap at remaining stations No gap at most stations, slight gap at remaining stations X 0 X -3 x -3 Scoring Guidelines: The minimum average commercial speed refers to the system-wide average speed and not the average speed at the slowest link. Where commercial speed is not readily available, the full penalty should be imposed if buses are backing up at BRT t ti j ti Scoring Guidelines: All five points should be deducted if the ridership on the link in the corridor with maximum peak-hour ridership is under 1,000 pphpd in th k h Oth i d d ti Overcrowding Passenger density during peak hour on more than 25% of buses in peak direction is > 5 m2 Passenger density during the peak hour at one or more stations is > 3 m2 Passengers unable to board buses or enter stations Poor Maintenance Busway has significant wear, including potholes or warping, or debris, such as trash or snow Buses have graffiti, litter, seats in disrepair Stations have graffiti, litter, occupancy by vagrants or vendors, or structural damage Technology systems, including fare collection machines, are not functional Select If Any Apply Select All That Apply Scoring Guidelines: The full penalty should be imposed if the average passenger density during the peak hour is greater than five passengers per square meter (0.46 per square ft.) on more than 25% of buses in the predominant direction, or the average passenger density during the peak hour is greater than three passengers per square meter (0.28 per square ft.) at stations. If this metric is not easily calculated, then clearly visible signs Low Peak Frequency 100% have at least 8 buses per hour 75% have at least 8 buses per hour 50% have at least 8 buses per hour < 50% have at least 8 buses per hour Low Off-Peak Frequency 100% of all routes have at least 4 buses per hour 60% of all routes have at least 4 buses per hour < 60% have at least 8 buses per hour X -3 X -2 Minimum BRT Standards Met? No BRT Standard : N/A BRT Standard Rating: N/A Note: This route does not meet the minimum qualificaitons to be Scoring Guidelines: Peak frequency is measured by the number of buses observed per hour for each route that passes the highest-demand segment on the corridor during the peak period. The peak frequency deduction is then allocated based on the percentage of routes that have a f f t l t i ht b h i th k i d Scoring Guidelines: Off-peak frequency is measured by the buses per hour of each route passing through the highestdemand segment on the corridor during the off-peak (midday) period. The off-peak frequency score is then determined b d th t f ll t th t h f 42

12 Expansion Route Analysis Data Current Ridership Figure D.12. Estimated Costs Estimated cost data were projected based on route length using the estimated costs for the East-West Corridor as a baseline. Figure D

13 44 Figure D.14.

14 Savings Development Potential Population and Job Density (All data measured 1/4 mile from potential BRT route) Population data source: 2014 American Community Survey: 5-Year Data [ , Block Groups & Larger Areas] Employment data source: 2010 Southeastern Wisconsin Regional Planning Commission employer survey Figure D

15 DATA SOURCE: SEWRPC 2010 EMPLOYMENT SURVEY Figure D.16. DATA SOURCE: SEWRPC 2010 EMPLOYMENT SURVEY Figure D

16 Equity (All data measured 1/4 mile from potential BRT route) Data Source: 2014 American Community Survey: 5-Year Data [ , Block Groups & Larger Areas] Figure D

17 Figure D.19. Figure D

18 Figure D.21. Figure D

19 Figure D.23. Equity Measure Comparison of U.S. Census Bureau Data for Potential BRT Routes in Milwaukee (All data measured 1/4 mile from potential BRT route) Data Source: 2014 American Community Survey: 5-Year Data [ , Block Groups & Larger Areas] Corridor East-West 27th Street- North 27th Street- South Airport Brookfield Square Fon du Lac Avenue National Avenue UWM Total Population 56,705 40,835 71,442 51,107 64,549 84,295 48,147 38,870 Working-age Male Population (15-64) 22,659 12,302 24,021 19,015 25,118 25,104 18,731 17,318 Working-age Male Population (15-64) 40.0% 30.1% 33.6% 37.2% 38.9% 29.8% 38.9% 44.6% Working-age Female Population (15-64) 21,567 14,901 22,952 17,337 24,129 31,522 15,845 15,850 Working-age Female Population (15-64) 38.0% 36.5% 32.1% 33.9% 37.4% 37.4% 32.9% 40.8% Total Working-age Population (15-64) 44,226 27,203 46,973 36,352 49,247 56,626 34,576 33,168 Total Working-age Population (15-64) 78.0% 66.6% 65.8% 71.1% 76.3% 67.2% 71.8% 85.3% Race White Alone 63.6% 8.6% 39.2% 49.7% 67.5% 16.8% 42.9% 83.5% Total Not White 36.4% 91.4% 60.8% 50.3% 32.5% 83.2% 57.1% 16.5% Black or African American Alone 20.0% 76.7% 11.5% 8.7% 17.3% 69.6% 10.7% 5.7% Asian Alone 5.0% 6.2% 5.1% 2.9% 4.8% 6.2% 4.2% 4.1% Hispanic Alone 8.9% 4.6% 41.0% 36.1% 7.9% 3.4% 39.0% 3.9% Other 2.6% 3.9% 3.2% 2.6% 2.4% 4.0% 3.3% 2.8% Means of Transportation Car, Truck, or Van (Drove Alone) 64.3% 56.2% 69.2% 69.4% 67.5% 66.8% 66.1% 64.0% Car, Truck, or Van (Carpool) 7.9% 8.9% 16.0% 12.4% 7.5% 10.0% 15.4% 7.5% Public Transportation 6.1% 21.8% 7.2% 7.0% 5.5% 10.8% 6.0% 7.6% Bicycle 1.1% 0.1% 0.3% 0.9% 1.0% 0.4% 0.7% 2.6% Walked 16.2% 8.4% 5.1% 6.2% 14.0% 8.1% 7.9% 13.6% Worked from Home 3.7% 3.6% 1.5% 3.0% 3.9% 3.0% 3.0% 4.1% Other 0.7% 1.0% 0.7% 1.1% 0.7% 1.0% 0.8% 0.6% Commute Time Less than 5 minutes 3.6% 1.5% 1.6% 2.7% 3.8% 2.5% 2.6% 2.7% 5 to 9 minutes 14.7% 6.1% 7.6% 11.5% 14.2% 9.6% 8.6% 12.8% 10 to 14 minutes 19.8% 14.5% 15.5% 15.3% 19.3% 16.0% 17.0% 19.5% 15 to 19 minutes 19.9% 18.9% 17.9% 18.5% 19.5% 20.3% 18.4% 17.6% 20 to 24 minutes 16.5% 19.5% 18.8% 15.9% 16.9% 18.4% 20.2% 15.9% 25 to 29 minutes 6.0% 4.8% 8.5% 6.5% 6.2% 6.2% 7.9% 7.0% 30 to 34 minutes 9.0% 16.4% 14.7% 14.5% 9.7% 13.1% 14.2% 13.2% 35 to 39 minutes 1.5% 1.0% 2.9% 2.2% 1.4% 1.3% 1.6% 2.4% 40 to 44 minutes 2.2% 2.3% 3.5% 2.6% 2.1% 2.0% 2.5% 2.4% 45 to 59 minutes 3.2% 7.1% 5.1% 6.0% 3.1% 4.6% 3.9% 3.6% 1 hour or more 3.6% 7.9% 3.8% 4.2% 3.7% 6.0% 3.2% 3.0% Figure D

20 Equity Measure Comparison of U.S. Census Bureau Data for Potential BRT Routes in Milwaukee (All data measured 1/4 mile from potential BRT route) Data Source: 2014 American Community Survey: 5-Year Data [ , Block Groups & Larger Areas] Corridor East-West 27th Street- North 27th Street- South Airport Brookfield Square Fon du Lac Avenue National Avenue UWM Educational Attainment Less than high school diploma 10.0% 26.5% 25.3% 21.2% 8.9% 18.8% 23.6% 3.9% High school diploma or equivalent 39.6% 57.6% 53.2% 47.9% 38.3% 59.2% 46.8% 25.2% Associate's degree 6.0% 4.8% 5.7% 5.6% 6.5% 7.2% 6.1% 3.5% Bachelor's degree 26.6% 7.6% 10.8% 16.6% 27.4% 9.3% 15.5% 40.0% Graduate degree 17.8% 3.5% 4.9% 8.6% 18.8% 5.5% 7.9% 27.4% Poverty Status Income below poverty 23.7% 43.6% 28.4% 25.1% 21.8% 33.8% 25.0% 20.8% Employment HIDE Employment Total 49,172 29,452 53,822 39,571 54,973 62,012 37,606 37,001 Total in labor force 31,054 16,043 32,516 27,532 35,352 36,907 24,722 28,345 Total in labor force 63.2% 54.5% 60.4% 69.6% 64.3% 59.5% 65.7% 76.6% Total not in labor force 18,118 13,409 21,306 12,039 19,621 25,105 12,884 8,656 Total not in labor force 36.8% 45.5% 39.6% 30.4% 35.7% 40.5% 34.3% 23.4% Total unemployed 2,392 3,763 4,119 2,748 2,659 6,097 2,688 1,353 Total unemployed 7.7% 23.5% 12.7% 10.0% 7.5% 16.5% 10.9% 4.8% Housing Median household income $43,870 $21,740 $35,346 $44,039 $49,911 $32,264 $40,015 $50,760 Total housing units 27,980 19,532 29,152 23,579 30,714 33,060 20,862 23,013 Total vacant housing units 3,455 4,523 3,194 2,529 3,572 4,134 2,130 2,318 Total vacant housing units 12.3% 23.2% 11.0% 10.7% 11.6% 12.5% 10.2% 10.1% Figure D