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BRT 101: Design, Operations and Economic Impact by Andrew Guthrie

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Bus rapid transit (BRT) adds an intermediate mode to your transit portfolio. By combining good design, efficient operations and appropriate policies, BRT can support good urban development. How does BRT create better value than fixed-route service? How can you use BRT in existing and planned transit systems? Learn about different types of BRT, including design, operations and economic impact. Which will create the most value for your community? How can you build the right BRT to create a corridor of communities? How can you best leverage your BRT investment?. Go deep with experienced BRT experts.

Moderator: Vicky Smith, Transit Engineering Manager, Oregon Region, David Evans and Associates, Inc, Portland, Oregon
James McGrath, AIA, ASLA, LEED AP, Urban Designer, CH2M, Portland, Oregon
Christina Morrison, Senior Planner, BRT/Small Starts Project Office, Metro Transit, Saint Paul, Minnesota
Andrew Guthrie, Research Fellow, Regional Planning and Policy Area, Humphrey School of Public Affairs, University of Minnesota, Minneapolis, Minnesota

Published in: Design
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BRT 101: Design, Operations and Economic Impact by Andrew Guthrie

  1. 1. Economic Development Impacts of Bus Rapid Transit Initial Findings – Rail~Volution 2015
  2. 2. Research Need BRT to play growing role Aim to increase job accessibility Need station area job growth LRT known in TC, BRT not
  3. 3. Research Question What determines job growth prospects in BRT station areas? How and in what circumstances do those prospects differ from LRT?
  4. 4. Study Regions & Modes
  5. 5. Data Sources Data   Source   GTFS (Stops, routes & modes)   Transit providers   Built environment   EPA Smart Location Database   Transportation system   Job growth/loss LEHD Workplace Area Characteristics Socioeconomics   American Community Survey  
  6. 6. Approach Before/after yearly job change Sector and wage By station areas LRT reference point
  7. 7. Poisson (count of jobs gained/lost) “Collar Color” (status measure) Model
  8. 8. Variables Response variable: "After" station area change in job category/year Explanatory variables: "Before" station area change in job category/year "After" metro change in job category/year Station area jobs in category at implementation Station area population density Station area job density Metro population density Metro job density Arterial BRT station Full-featured BRT station Years since implementation Total street mileage in station area Distance from CBD Distance from next station Poverty rate % minority residents Jobs Density Transitway Built Environment Social
  9. 9. Strength of Effects: Blue collar jobs Response variable: "After" station area change in blue collar jobs/year Explanatory variables: Metro population density+ + + "After" metro change in blue collar jobs/year+ + Total street mileage in station area+ "Before" station area change in blue collar jobs/year- Station area blue collar jobs at implementation- - Metro job density- - -
  10. 10. Strength of Effects: Pink collar jobs Response variable: "After" station area change in pink collar jobs/year Explanatory variables: Station area population density- Distance from next station Arterial BRT station - - Full-featured BRT station "Before" station area change in pink collar jobs/year Station area pink collar jobs at implementation- - -
  11. 11. Strength of Effects: White collar jobs Response variable: "After" station area change in white collar jobs/year Explanatory variables: Total street mileage in station area + + % minority residents + Arterial BRT station - Distance from CBD - -
  12. 12. Strength of Effects: Low wage jobs Response variable: "After" station area change in low wage jobs/year Explanatory variables: Station area low wage jobs at implementation+ + + Total street mileage in station area+ + "After" metro change in low wage jobs/year+ Arterial BRT station-
  13. 13. Strength of Effects: High wage jobs Response variable: "After" station area change in high wage jobs/year Explanatory variables: Total street mileage in station area+ + + % minority residents+ + "After" metro change in high wage jobs/year+ Distance from CBD- Arterial BRT station - - Poverty rate Metro job density- - -
  14. 14. Conclusions Mix of regional & local determinants Fixed infrastructure matters. BRT needs pro-active job growth promotion efforts.
  15. 15. Recommendations Stress corridor identity for ABRT. Focus on dense, connected street network. Consider equity, spatial mismatch.
  16. 16. Contacts: Andrew Guthrie (612) 625-4534 guth0064@umn.edu Yingling Fan (612) 626-2930 yingling@umn.edu Thank you!

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