By Jeff McMahon, September 15, 2013
A Greater Cleveland RTA HealthLine BRT vehicle at Public Square in downtown Cleveland, Ohio
Bus rapid transit, in which buses in dedicated lanes perform like
rail lines, can not only spur development, but can do so far more
efficiently than light rail and streetcars, according to a study due out
later this month from the Institute for Transportation and Development
“Both BRT and LRT can leverage many times more development investment
than they cost. Now we can say that for sure,” according to the
institute’s director for the U.S. and Africa, Annie Weinstock, who
previewed the findings at a Metropolitan Planning Council Roundtable in
Chicago last week.
“Per dollar of transit investment, and under similar conditions, BRT
can leverage more (development) investment than LRT or streetcars.”
For example, Cleveland’s Healthline, a BRT project completed on
Cleveland’s Euclid Avenue in 2008, has generated $5.8 billion in
development —$114 for each transit dollar invested. Portland’s Blue
Line, a light rail project completed in 1986, generated $3.74 per dollar
BRT’s efficiency makes sense—bus rapid transit lines are generally
cheaper to develop than rail lines (though some transportation experts balk at the comparison)—but the difference has never before been documented, Weinstock said.
“The first conclusion we’re able to
draw here is that actually BRT is
able to leverage development. This is the first time we have an
analysis to say that definitively,” she said.
“And it can leverage a lot of development. Three of the corridors
(studied) leveraged more than a billion dollars in development.”
BRT buses run in dedicated lanes, and stop at stations where riders
pay before boarding the bus. Buses running on BRT lines may also receive
traffic signal priority
to speed them along. Though many projects in the United States have
been described as BRT, many have only one or two features of BRT, and
really are only enhanced bus lines, Weinstock said.
The U.S. has seven authentic BRT lines in Cleveland, Las Vegas, Los
Angeles, Eugene Ore., and several in Pittsburgh. None achieve the
internationally recognized “gold standard” of BRT like Bogota’s TransMilenio line. But one planned for Chicago’s Ashland Avenue might.
“There’s no gold standard BRT in the U.S. yet,” Weinstock said, “but
if we continue with the Ashland project on the current
trajectory, Ashland could be the first gold in the U.S.”
Jeff Schreiber from the Chicago Department of Transportation asked
Schreiber what share of the development documented in the report can be
said to have occurred because of BRT or LRT.
“I don’t think we are attributing the development 100 percent to the
transit investment,” she said. “It’s part of the package of all of the
importance given to the corridor. It’s possible that in a really strong
corridor with a lot of goverment support and no transit you might get a
lot of development. Probably if you add in transit you would do even
better. But importantly in those situations you still need transit in
order to create that kind of dense urban environment.”
The institute’s report is scheduled to be available Sept. 27 here.