Southwest Bus Rapid Transit (SW BRT) Functional Planning Study - Executive Summary January 19 LPT ATTACHMENT 2.

Transcription

1 Southwest Bus Rapid Transit (SW BRT) Functional Planning Study - Executive Summary 2011 January 19 1 of 19

2 Introduction This executive summary presents the results of the Southwest Bus Rapid Transit (SW BRT) functional planning study. To conduct this study, The City of Calgary hired Delcan Corporation. Background Southwest Bus Rapid Transit (SW BRT) is proposed as a new transit service to improve transit travel between southwest communities, the downtown and major destinations, particularly Mount Royal University, Rockyview General Hospital, Heritage Park and Glenmore Landing. The SW BRT proposal goes beyond existing BRT service in Calgary since it will offer a way for buses to operate in their own right of way and build on the success of the Crowchild Trail bus only lanes. The proposed SW BRT route is shown in Figure 1 and can be described as having five distinct segments: 1. Downtown loop & Bow Trail 2. Crowchild Trail 3. Glenmore Trail Street W 5. Southland Drive & 24 Street W The SW BRT service is proposed to be frequent and be supported by transit priority measures, which would mean the service is fast and reliable. 2 of 19

3 Figure 1: Southwest Bus Rapid Transit 3 of 19

4 Study Purpose The SW BRT functional plan was initiated to respond to: A commitment (made in 2007) to provide bus rapid transit service along two corridors to Mount Royal University (MRU) including between MRU and the downtown as part of the West LRT approval Notice of Motion (NM ) by Council directing Transportation Department to conduct a functional study on Southwest BRT SW BRT & Plan It Calgary SW BRT is proposed as part of a network called the Primary Transit Network (PTN), shown in Figure 2. This network, which is approved as part Calgary Transportation Plan, represents a set of links or corridors which will one day be serviced by ten minute or better transit service 15 hours a day, seven days a week. The Primary Transit Network has been designed to link higher intensity land uses, as defined in Calgary s Municipal Development Plan, but has not been developed to the detail where mode or operating environment is described in detail. Instead, each corridor will be studied in detail to determine: Mode (i.e. bus, rail) Level of transit priority, or segregation (i.e. traffic signal priority, bus only lanes) Other facilities Staging of service introduction 4 of 19

5 Figure 2: Primary Transit Network Scope At the start of this study, a concept for the SW BRT route had already been developed to link distinct activity centres, communities and the downtown. The focus of the study then became to develop functional level plans for transit priority measures and to confirm stop locations. 5 of 19

6 Route Selection SW BRT is designed to connect largely established communities and existing major destinations. In additional to providing a direct, quick link between these areas, there are also known future opportunities for Transit Oriented Development (TOD) along the route: Redevelopment of Currie Barracks lands Intensification at Mount Royal University Development of the West Village plans The actual SW BRT route recommends changing one of the links in the Primary Transit Network, specifically to travel using Southland Drive instead of along 90 Avenue S. The two main reasons for this change are to benefit the service via a longer stretch of transit priority along 14 St W, and to allow the service to be more central to more communities. Stop Locations SW BRT is designed to connect southwest communities, the downtown and major destinations like Mount Royal University, Rockyview General Hospital, Heritage Park and Glenmore Landing. Stop determination along the route is based primarily on two conflicting goals: passenger access and travel speed. On the one hand, reducing the number of stops along SW BRT will mean faster travel times, however too few stops will mean communities or destinations are not served. To balance these goals, the following criteria guided stop selection: Existing ridership Future ridership and intensification opportunities Right of way availability Operational feasibility Ability to integrate other transit service (i.e. ability for passengers to transfer) In total, 16 pairs of stops have been recommended as well as six stops in the downtown. This represents approximately one stop per kilometre, which is an appropriate target for BRT service. The proposed stops are described by route segment below. Downtown loop & Bow Trail Seven stops are proposed in the downtown to provide coverage, and to connect with existing and future LRT stations and bus services. Six of the proposed stop locations exist today and are: 9 Avenue S at 9 Street W 9 Avenue S at 5 Street W 1 Street W at 8 Avenue S 6 Avenue S at 2 Street W 6 Avenue S at 6 Street W 6 Avenue S at 9 Street W 6 of 19

7 The final downtown stop will be in the future community of West Village and will provide a connection to the future Sunalta station along West LRT. This will mean convenient transfers from Calgary s CTrain network, and particularly for passengers from northeast Calgary, to SW BRT. Crowchild Trail The seven pairs of stops recommended along the Crowchild Trail segment of SW BRT, including near Mount Royal University, are described here: 17 Avenue S There is an existing stop along Crowchild Trail at 17 Ave SW that would be used by SW BRT. As shown in Figure 4, this study recommends shifting the stop north of 17 Avenue, which would mean simpler access by pedestrians. Today, passengers cross ramps used by vehicles to access Crowchild Trail. Figure 4: 17 Avenue S Stop 7 of 19

8 26 Avenue S Two options exist for a stop near 26 Avenue S, as shown in Figure 5. The existing stops are currently used by Calgary Transit, although stopping 250 m north, instead may mean better connections for the community and other transit service. These options should be further discussed with the adjacent communities. Figure 5: 26 Avenue S Stop 33 Avenue S To reach the stop at 33 Avenue S it is recommended that SW BRT exit Crowchild Trail, and that the existing refuge islands located on the ramps act as the stop locations. These locations, shown in Figure 6, offer transit priority opportunities and will mean easier pedestrian access than the existing stop on Crowchild Trail. Further, this location will speed up bus operations as buses will not have to weave across the ramps to access the stops. It is recommended that the signal timings at this interchange be reviewed to better accommodate these stops. 8 of 19

9 Figure 6: 33 Avenue S Stop Dieppe Avenue Pedestrian Bridge It is recommended SW BRT stop near the pedestrian overpass at Dieppe Avenue. This location connects the nearby communities and commercial development today, and will one day connect with development at the Currie Barracks site. Flanders Avenue A stop south of Flanders Avenue would mean access to what is anticipated as the commercial centre of redevelopment at Currie Barracks. Review and design of a stop at this location should be coordinated with future development plans. Mount Royal University Mount Royal University (MRU) represents a major destination along SW BRT. An on site terminal, or transit node, is recommended at MRU to reduce walking distances for students and staff and to improve passenger s ability to transfer to other bus routes. The MRU transit node should be located near Richard Road to reduce bus travel time through the campus. It is also recommended (by Calgary Transit and by MRU) that the transit node be designed to be integrated with their future library and concert hall. 50 Avenue S A stop is proposed along 50 Avenue near Richard Road to connect with the growing employment and residential development in this area. 9 of 19

10 Glenmore Trail No stops are planned along Glenmore Trail. 14 Street W Unlike other parts of the proposed SW BRT route, currently few bus routes travel along 14 Street W. However, implementing the proposed 14 Street W bus only lanes and the BRT network plan would mean as many as ten routes stopping along 14 Street W In the future. To support these routes, and give access to the adjacent communities and activity centres, three pairs of stops are recommended along 14 Street W. These would be located at: Rockyview General Hospital Glenmore Landing Heritage Park Southland Drive & 24 Street E Four pairs of stops are recommended along Southland Drive and 24 Street E, these provide community and commercial access and are: Southland Leisure Centre (19 Street W) Southland Drive at 24 Street W Oakfield Drive / Braeside Drive Woodview Drive Stop Design Stops along SW BRT will be designed as part of a future project design phase. Similar to LRT projects, stop design should be guided by residents and stakeholders and consider: Access by all modes Integration with existing communities and redevelopment opportunities In terms of amenities, BRT stops should be designed to accommodate some or all of the following: Next bus display signs Large, heated shelters Bicycle storage Lighting (over and above street lighting) Future electronic fare payment options Route Terminus Ending the route in Woodbine requires having a way to turn buses around. Four options, shown in Figure 7, have been identified and should be discussed further with the community. Three options would impact corners of the parks along 24 Street W, and the fourth involves travelling on community 10 of 19

11 roads. Because some of these community roads do not currently have buses travelling on them, this option will likely not be supported. Figure 7: Route Terminus Options Glenmore Trail Routing Option A slight adjustment to the routing for SW BRT should be considered if improvements were one day planned along Glenmore Trail. As shown in Figure 3, if Glenmore Trail were shifted north, a flyover could be considered for southbound travel from Richard Road to Glenmore Trail. This enhancement would mean the route would be more direct. 11 of 19

12 Figure 3: Alternate Routing to Glenmore Trail via Richard Road Transit priority measures Transit Priority Criteria Transit priority measures can be described as infrastructure that enables faster and more reliable transit service. Priority measures examined for application on this project included: Traffic signal priority Bus only lanes Transit priority measures have been recommended for each of the five route segments and were determined using the following criteria: Bus travel speed advantage Need for land acquisition Impacts to general purpose traffic Visibility / marketing Locations of greatest delay Locations with highest potential ridership Recommended Priority Measures The recommended priority measures by segment are: Downtown / Bow Trail: transit priority will be implemented as part of the West Village Area Redevelopment Plan as required 12 of 19

13 Crowchild Trail: bus only lanes have been established on Crowchild Trail in the northbound direction starting at 26 Avenue S. The Transportation Department will continue to extend these bus only lanes and introduce lanes for the southbound direction. Glenmore Trail: The City of Calgary will investigate implementing bus only lanes, particularly in the eastbound direction, as opportunities (typically with future line painting or other rehabilitation) occur. 14 Street W: bus only lanes along the west side of 14 Street W are recommended and discussed in detail in the following section. Southland Drive / 24 Street W: traffic signal priority is recommended along Southland Drive and 24 Street W. 14 Street W Bus Only Lanes 14 Street W, today, is built to a different standard than Crowchild Trail or Glenmore Trail, meaning buslanes in the shoulders is not possible. Construction of new lanes for buses would be required and these were considered within the median of 14 Street W, as well as on the east and west edges. After evaluating the three options, bus lanes along the west edge of 14 Street W are recommended for the following reasons: Pedestrian access & passenger comfort Ridership potential Integration with possible future development (i.e. transit oriented development) Transit priority and ability for buses to exit / enter the bus lanes Ability for other bus routes to benefit Minimize impact to existing roadway, utilities and traffic Stakeholder involvement The Highlights The bus only lanes proposed for 14 Street W are shown in Figures 8 and 9 and extend effectively between Rockyview Hospital and Southland Drive. The cross section shown in Figure 8 demonstrates that the added bus lanes can be constructed within the existing roadway and without affecting any existing travel lanes. 13 of 19

14 Figure 8: 14 Street W Cross Sections The overall plan shown in Figure 9 shows the stop locations and how buses enter / leave the bus lanes. Bus travel along the lanes involves: Entering and leaving the north end of the bus lanes using Rockyview General Hospital s internal road network Stopping at off street terminals at Rockyview General Hospital, Heritage Park and Glenmore Landing Travelling below 90 Avenue S in a short underpass Entering and leaving the south end of the bus lanes on southland Drive opposite Bradbury Drive (just west of 14 Street W) 14 of 19

15 Southbound buses enter Rockyview General Hospital s Road Network from the Glenmore Ramp Rockyview General Hospital BRT Stop Northbound buses return to regular traffic lanes via the hospital exit Bus only lanes along the west edge of 14 Street W Figure 9A: 14 Street W Bus Lanes Near Rockyview Hospital 15 of 19

16 Heritage Park BRT Stop Buses from South LRT can enter / exit the bus lanes Glenmore Landing BRT Stop A bus underpass at 90 Avenue S is proposed to enhance transit priority The underpass allows local buses to enter / exit the bus lanes Figure 9B: 14 Street W Bus Lanes Near Heritage Park & Glenmore Landing 16 of 19

17 Glenmore Landing BRT Stop Southland Leisure Centre BRT Stop Buses travel in curb lanes along Southland Drive & enter / exit the bus lanes at Bradbury Dr SW Figure 9C: 14 Street W Bus Lanes Near Southland Drive The proposed stop locations along 14 Street W are designed to allow passenger transfers and use of the bus lanes by other routes; for example, locating the Heritage Park stop to the north of Heritage Drive means other bus routes travelling from South LRT will be able to travel on the bus only lanes to Rockyview Hospital. Other users It is anticipated that Emergency Services (Fire, Police and Ambulance) could also benefit from bus only lanes along 14 Street W. Pathway A pathway along the east edge of 14 Street W is proposed between Heritage Drive and the pedestrian overpass south of Southland Drive. This pathway connects with existing communities, transit stops, as well as existing pathways that connect with Heritage Park. Traffic Analysis Preliminary traffic analysis analysed seven intersections to test the possible impacts associated with busonly lanes along 14 Street W. The following intersections were examined: 17 of 19

18 14 Street W and 75 Avenue S / Rockyview Hospital Access Rockyview Hospital Access and Eagle Ridge Drive 14 Street W and Heritage Drive 14 Street W and Glenmore Landing Access 14 Street W and 90 Avenue S (Note that the busway is actually grade separated with 90 Avenue, but the impact that this intersection has with the adjacent intersections along the corridor required it to be included in the analysis) 14 Street W and Southland Drive Southland Drive and Bradbury Drive The results of the analysis confirm that locating bus only lanes along the west edge of 14 Street W has negligible impacts on existing traffic. Further, this study confirmed it would be possible to add a second southbound left turn lane from 14 Street W to Heritage Drive, meaning traffic would be improved. This study further recommends additional analysis of three intersections to assist with implementation of SW BRT. Complementary Projects SW BRT would also be supported by other plans: Bus Rapid Transit Network Plan West Village Area Redevelopment Plan: involves changes to the existing road network west of the downtown and north of 9 Avenue S, which includes transit priority measures along Bow Trail and access to Sunalta LRT station along West LRT. Crowchild Trail / Flanders Avenue Interchange: this interchange plan includes a transit only access from future development at the Currie Barracks site, which would provide further priority for SW BRT. Service Planning Implementation of SW BRT will require reviewing and possible realignment of existing bus routes to allow passengers to easily transfer between complementary routes, and that many routes benefit from the transit priority measures. The SW BRT service plan will involve public engagement and should consider: Scheduling review Route review Connections to communities south of Fish Creek Provincial Park 18 of 19

19 Costs The following capital and operating expenses have been estimated for implementation of SW BRT. These costs, including contingency, are shown in Table 1. These costs will vary depending on bus stop and passenger access design elements. Table 1: Southwest Bus Rapid Transit Capital and Operating Costs Project Element Estimated Cost Operating costs (Ten minute peak period service, 30 minute off peak and weekend service) Total Capital Costs $4.1 Million / Annum $43.6 Million Articulated bus fleet (12 buses) 14 Street W Improvements (bus only lanes) Stations and priority measures (not included 14 Street W improvements) $8.4 Million $17.6 Million $10.6 Million Preliminary & Detailed Design $4.2 Million Construction Engineering & Mgmt $2.8 Million The total capital costs involve improvements along the entire SW BRT route. Service between the downtown and Mount Royal University was approved as part of West LRT, to be introduced with the opening of West LRT. This first phase requires approximately $2 Million in capital costs, $1.8 Million in operating costs and $3.5 Million in fleet costs. 19 of 19