Arterial Bus Rapid Transit Corridors

Roads - Rails - Sidewalks - Bikeways
Silophant
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Re: Arterial Bus Rapid Transit Corridors

Postby Silophant » November 18th, 2020, 5:07 pm

There's a TAB Update on the engagement process thus far. The only real piece of news (that won't surprise anyone here), is that the 11 corridors marked for further engagement in August have been shaved down to 10, with the W. 7th / Rt. 54 corridor disappearing without explanation.

Bakken2016
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Re: Arterial Bus Rapid Transit Corridors

Postby Bakken2016 » November 18th, 2020, 5:10 pm

There's a TAB Update on the engagement process thus far. The only real piece of news (that won't surprise anyone here), is that the 11 corridors marked for further engagement in August have been shaved down to 10, with the W. 7th / Rt. 54 corridor disappearing without explanation.
I was told it was only there as a possible backup if Riverview would fall through. So I guess they are pretty confident about rail on West 7th.


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alexschief
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Re: Arterial Bus Rapid Transit Corridors

Postby alexschief » November 19th, 2020, 8:11 am

Nothing in the data that jumps out as surprising. The top rated corridors were:

1. Lyndale-Johnson (Yes, should definitely be aBRT)
2. Nicollet (Yes, obviously)
3. Central (Yes, obviously, should be paired with Nicollet as one route)
4. West 7th-WBA (Partially will be covered with Riverview Rail)
5. Como-Maryland (I think this is a key corridor, but because the ridership is so unbalanced, I'm not sure it should be an aBRT priority)
6. Broadway-Cedar (Hopefully will be partially covered by the Blue Line Extension)
7. Rice-Robert (Yes, obviously)

Then there was a big, and unsurprising drop-off.

I don't think anyone will change their mind too much, but I think I'd pretty clearly support the F, G, and H Lines being Rice-Robert, Nicollet-Central, and Lyndale-Johnson, and all three being advanced more or less simultaneously in time.

DanPatchToget
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Re: Arterial Bus Rapid Transit Corridors

Postby DanPatchToget » November 19th, 2020, 9:19 am

And then there's 63rd/Zane, which still baffles me. Though I don't live in the area the current bus route serves so perhaps I'm underestimating its potential.

intercomnut
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Re: Arterial Bus Rapid Transit Corridors

Postby intercomnut » November 19th, 2020, 6:27 pm

And then there's 63rd/Zane, which still baffles me. Though I don't live in the area the current bus route serves so perhaps I'm underestimating its potential.
I remember looking at the stats for Route 724 when I used to work for MT, and it was one of the most productive routes they had (in terms of passengers per in-service hour).

Trademark
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Re: Arterial Bus Rapid Transit Corridors

Postby Trademark » November 20th, 2020, 9:29 am

There are so many apartment buildings within the catchment area of the route. The ability to have a high quality route to connect to Brooklyn Center and Minneapolis would be amazing.

Honestly I think it would be a logical extension of the C line

Silophant
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Re: Arterial Bus Rapid Transit Corridors

Postby Silophant » November 24th, 2020, 8:56 pm

Looking at the map, the Lyndale-Johnson corridor follows the Penn branch of the 4. That's probably the right choice ridership-wise, but it means that the Lyndale-Johnson BRT won't be on Lyndale for even two full miles, which is kinda funny.

alexschief
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Re: Arterial Bus Rapid Transit Corridors

Postby alexschief » November 25th, 2020, 7:41 am

I wouldn't take that as gospel. I know Minneapolis' study of Bryant Ave is looking at moving buses back to Lyndale to focus on other modes. I certainly hope they decide to do that, it makes the most sense to me to run transit down Lyndale at least to 50th (3.58 mi), while Bryant becomes a dedicated bicycle corridor.

MNdible
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Re: Arterial Bus Rapid Transit Corridors

Postby MNdible » November 25th, 2020, 9:52 am

I hadn't heard about shifting the buses to Lyndale, although that probably makes sense. Would this also pull the 18 buses off of Grand? Both of these routings are vestiges of the old streetcar routes, and probably no longer make a lot of sense. Both Grand and Bryant have some modest commercial nodes along these stretches, but probably not enough to justify maintaining service.

The reconstruction of Lyndale with the medians and parking bumpouts probably wasn't done with bus stops in mind, so that might be one complication.

In general, I'm all for the strategy that (given our constrained right of ways on major arterials) not all roads can be all things for all people. Dedicating Bryant to be an upgraded and top-notch bicycle facility and Lyndale an upgraded transit facility seems like a good strategy -- and one that we ought to keep in mind for the stretch north of Lake Street.


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