| Bus Rapid Transit vs. Commuter Rail |
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| Friday, 07 July 2006 | |
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WHAT IS COMMUTER RAIL? Passenger rail is commonly referred as rapid transit. According to Wikipedia, in the late 1800s, the term rapid transit was put to use to describe modern forms of fast urban public transportation that had an exclusive right-of-way that separated it from street traffic, something that Bus Rapid Transit does not effectively do. Commuter Rail is one of several forms of passenger rail, considered to be rapid transit. In this article, we’ll attempt to break down the different types of urban public rail transportation systems and their construction costs compared to our current BRT plans. **UPDATE: The original JTA BRT map posted in Part I, is a scanned image from 2004. JTA now has an updated plan (downtown routes change a little) at: www.jtaflorida.org/rts/pdf/RTSbrochure.pdf Another issue with BRT not mentioned in the previous article would be pressure to convert them into toll lanes (aka Lexus Lanes), allowing regular drivers to bypass congestion for a fee, which would allow JTA to raise money for the system. That could be a good idea, but its not rapid transit.
TYPES OF URBAN PASSENGER RAIL SYSTEMS Source: URS Corp.Historic Trolley/Streetcar Operates in downtown environments, typically single units rather than trains
Tampa Streetcar Characteristics: Guidance 2 railroad rails Propulsion electric traction motor with overhead electricity Maximum Speed 30 to 40 mph Passengers/Car 31 to 100 Maximum Grade 4 to 6 % Vehicle Length 30 to 50 feet Cost per Mile $10 to $40 million Notes: Stations typically 1/4 to 1/2 mile apart, higher capital and maintenance $ than buses Light Rail Typically associated with urban and suburban areas
Houston’s new Metro light rail line (Built for the 2004 Super Bowl) Characteristics: Guidance 2 railroad rails Propulsion electric traction motor with overhead power collector Maximum Speed 35 to 60 mph Passengers/Car 72 to 200 Maximum Grade 4 - 8 % Vehicle Length 50 to 90 feet Cost per Mile $20 to $40 million Systems include: Metrolink (St. Louis); DART (Dallas); MAX (Portland); C-Train (Calgary) Notes: Stations spaced 1-2 miles apart
MonorailTypically associated with airports, activity centers, downtown areas, elevated right-of-way
Open since Summer 2004, the Las Vegas Monorail attracts over 18,000 riders a day Characteristics: Guidance center guide beam Propulsion electric traction motor with third rail power Maximum Speed 35 to 55 mph Passengers/Car 35 to 90 Maximum Grade 4 - 8 % Vehicle Length 24 to 40 feet Cost per Mile $40 to $80 million Systems include: Seattle’s Monorail, Las Vegas’ Monorail Notes: vehicle cost $1-2 million People Mover Systems Typically associated with airports, activity centers, downtown areas, travels faster than monorail
Propulsion electric traction motor with third rail power Maximum Speed 50 to 60 mph Passengers/Car 48 to 205 Maximum Grade 4 - 8 % Vehicle Length 11 to 58 feet Cost per Mile $40 to $100 million Systems include: Skyway Express (Jacksonville); People Mover (Detroit); Metromover (Miami) Notes: Limited length to 2 miles
Heavy Rail–Third Rail Typically associated with corridor lengths of 10 to 15 miles
Washington, DC’s Metro (Third Rail Subway) Characteristics: Guidance Standard railroad track Propulsion electric traction motor with third rail power Maximum Speed 70 mph Passengers/Car 70 - 130 Maximum Grade 4-7% Vehicle Length 70 to 90 feet Cost per Mile $100 - $250 million Systems include: MARTA (Atlanta); Metro (DC); Metrorail (Miami); “El” (Chicago) Notes: Frequency of service: 5 to 10 minutes (peak hours), 10 to 20 minutes (off-peak hours) Fare collection is typically done at stations, and boarding is from high-level platforms.
** Heavy Rail – Commuter Rail ** Typically associated with corridor lengths of 20 to 50 miles
Open since 2000, Sound Transit operates the Sounder between Seattle and Tacoma, WA Characteristics: Guidance Standard railroad track Propulsion diesel-electric or electric trains Maximum Speed 50 mph Passengers/Car 70 - 130 Maximum Grade 4-7% Vehicle Length 70 to 90 feet Station Spacing 2 to 5 miles apart Cost per Mile $2 - $10 million Systems include: Trinity Express (Dallas); Music City Star (Nashville); Tri-Rail (South Florida) Notes: Frequency of service: every 30 minutes (peak hours), 1 to 2 hours (off-peak hours) Fare collection is typically on board the train by cash or ticket, and boarding is normally from low platforms
**JTA Bus Rapid Transit **29 Mile Express Bus System Characteristics: Power Source diesel-hybrid buses Maximum Speed 55+ mph (stops every mile or so) Passengers (Seated) 55 Vehicle Length 60 Station Spacing 1.07 miles (27 spaces/29 mile long system) Cost per Mile $21 million ($611 million - 2004 estimate) Systems include: Miami Busway, Pittsburgh Busways, Ottawa Transitways Notes: Significant parts of system travels along with vehicular traffic. System doesn’t provide access to suburbs, airport or rapidly growing areas of town. For more info: www.jtaflorida.org/rts/pdf/RTSbrochure.pdf
EXAMPLES OF COMMUTER RAIL JTA’s initial study concluded that Bus Rapid Transit was a more viable and affordable option, after being compared to light rail. This is true for several reasons. Jacksonville is a spread out town, with low overall population density. Those are negative factors for light rail and the cost per mile to construct can be double the cost of BRT. However, for regional commuter rail, those perceived negative factors become positives. Stations are typically spaced 2 to 5 miles apart and they are designed to connect central city cores with suburban areas. Add in the fact that they cover more ground, BRT cost twice as much to construct, and they do mix with vehicular traffic and this competition starts to get ugly pretty quick. Due to the inexpensive price (compared to BRT, light and heavy rail) to get up and running, many cities have turned their sights onto commuter rail. Today there are several examples of commuter rail systems that act as effective urban rapid transit systems. Here are a few:
MUSIC CITY STAR Nashville, TN
Characteristics: Propulsion Ex-Amtrak EMD F40PH diesel-electric locomotives Maximum Speed 103 mph (locomotive speed) Passengers/Car 155 seated Estimated Ridership 1,350 riders System length 32 miles Number of stations Six Cost per Mile $1.25 million ($40 million project) Completion Date July 2006 Notes: By far the most bargain-priced aspect of Nashville's rail starter line project has been the rolling stock – 11 bi-level coaches obtained from Chicago's Metra regional passenger rail agency for $1.00 (yes, that's one dollar) apiece. For more info: http://www.musiccitystar.org/
CENTRAIL Orlando, FL
Characteristics: Propulsion Diesel Multiple Unit (DMU) Maximum Speed 70 mph Passengers/Car 218 seated Estimated Ridership 3,500 daily (first year) System length 54 miles Number of stations 15 Cost per Mile $7.76 million ($473.5 million project) Completion Date Groundbreaking 2007; estimated completion 2009 Notes: Along with the state, 4 Central Florida counties will split the cost to run the system down CSX’s main line. Plan also involves re-routing CSX freight trains away from the core of the city. Service is expected to run every 30 minutes during peak hours and 2 hours, during off peak hours. For more info: http://www.metroplanorlando.com/site/upload/documents/commuter_rail_update_july05.pdf
CAPITOL METRO Austin, TX
Characteristics: Propulsion diesel-electric (urban model selected because its quiet & neighborhood friendly) Maximum Speed -- Passengers/Car 225 standing Estimated daily ridership 17,000 daily by 2025 System length 32 miles Number of stations Nine Cost per Mile $2.8 million/mile ($90 million project) Completion Date 2008 Notes: $39 million would be used for constructing nine commuter rail stations, $19 million for improving rail tracks and $2 million to build maintenance facilities, $5 million annual operation costs and $30 million for modern state-of-the-art rail cars. For more info: http://allsystemsgo.capmetro.org/proposed_long_range.asp
RAIL RUNNER EXPRESS Albuquerque, NM
Characteristics: Rolling stock diesel-electric locomotives & Bombardier Bi-level Coaches Maximum Speed 79 mph Passengers/Car 140 seated Estimated ridership n/a System length 51 miles (phase 1) Number of stations Nine (including downtown & airport) Cost per Mile $2.65 million/mile ($135 million project) Completion Date Groundbreaking 2005, 2008 estimated completion date Notes: New Mexico DOT reached a deal with BNSF to purchase nearly 300 miles of rail line for $75 million For more info: www.nmrailrunner.com or www.mrcog-nm.gov/Rail_Runner.htm
NORTHSTAR CORRIDOR Minneapolis, MN
Characteristics: Rolling stock diesel-electric locomotives & Bombardier Bi-level Coaches Maximum Speed 79 mph Passengers/Car 150-162 seated Estimated daily ridership 5,600 trips (10,000 daily capacity) System length 40 miles Number of stations Nine Cost per Mile $7.68 million/mile ($307 million project) Completion Date Groundbreaking 2007, service estimated to begin 2009 Notes: State of Minneasota and Burlington Northern Santa Fe worked a deal for a one time payment of $108 million, to allow Northstar to run passenger trains on BNSF rail lines. This deal was instrumental because BNSF runs over 50 freight trains per day on the profitable rail line. The costs will be split between the state and 30 counties that are partners in the project. Tickets projected to cost between $4 and $6. 16 trains scheduled per day. For more info: http://www.northstartrain.org/
SAN DIEGO SPRINTER San Diego, CA
Characteristics: Rolling stock Diesel multiple units (Will be operated as a hybrid light rail system) Maximum Speed 55 mph Passengers/Car 226 Estimated daily ridership 10,300 daily during first year (36,200 by 2030) System length 22 miles Number of stations 15 Cost per Mile $17 million ($375 million project) Completion Date December 2007 Notes: 64 train trips/day from 5am to 9pm (every 30 minutes). Flat fee of $1.75 for a single trip; $3.75 for day pass. Expensive costs are a result of rebuilding existing freight line 8 feet higher to keep it out of a flood plain. However, even at $17 million/mile, this state-of-the-art system is still $4 million cheaper/mile than our planned BRT system. For more info: www.gonctd.com/oerail/oerail.html Quote of the day: "The reality is if we expect public transportation to be a reality, we can not wait 20 years." Ed Gallo, Escondido Councilman (regarding planning of Sprinter system)
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October 12, 2006, 4:16 pm
Cost? Speed?
Several "Historic Trolley" systems have come together for less then $5 million dollars, TOTAL COST (Ft.Smith AR., Ft.Collins CO, El Reno OK.) Others have cost similar small amounts (Memphis, Detroit, Dallas) Since the old Trolley Cars are just Light Rail Vehicles under the skin their maintence costs neednīt be any more then any other LRV. In fact many of the Historic Trolleys (Tampa, Galveston TX, Portland) are really brand new LRVīs built with the body and seating of a historic car. Check out Tampaīs wheel chair lift, 1920 this is not!
On the subject of speed, that is subject to the track and right-of-way. Way back in the 1920īs, the "Cincinnati and Lake Erie Ry," a massive, historic interurban style trolley line, raced a Ford Tri Motor airplane and WON! The little Trolley that everyone wants to hold to 20 miles per hour, broke 100mph without much effort. This Interurban Trolley line not only provided local streetcar service, but also linked many of the towns and cities with what today is hailed as "HIGH SPEED RAIL". Under the skin, a historic trolley, modern LRV, Heavy Rail or any other electric powered train are all about the same. So is the Historic Trolley able to keep up with a bullet train? Well it hasnīt been done but as the C&LE proved in the 1920īs, it could happen.
Simply put, Trolley cars, historic or modern LRVīs DO NOT have to operate in the street, they are simply another type of train. The LRVīs can and DO mix with freight railroads daily (Portland, San Diego).
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