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Central Ohio Transit Authority

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COTA Northeast Corridor Alternatives Analysis Locally Preferred Alternative Report

Table of Contents

1.0 Introduction ..................................................................................................................... 1

2.0 Initial Proposed LPA for Public Review: Cleveland-SR-161 Alternative ........................... 3

2.1 Differences between Detailed Alternative and Initial LPA ............................................. 3

2.2 Local Service North of SR-161 ..................................................................................... 4

3.0 Revised LPA: Cleveland-Polaris Parkway Alternative ...................................................... 7

3.1 Alignment Description .................................................................................................10

3.2 Program Elements ......................................................................................................15

3.2.1 Unique Branding ..................................................................................................15

3.2.2 Transit Signal Priority ...........................................................................................16

3.2.3 Vehicles ...............................................................................................................16

3.2.4 Stations ................................................................................................................16

3.3 Operating Plan ............................................................................................................17

3.4 Capital Costs ..............................................................................................................23

3.4.1 SCC 20.0 Stations ...............................................................................................23

3.4.2 SCC 40.0 Sitework and Special Conditions .........................................................24

3.4.3 SCC 50.0 Systems...............................................................................................25

3.4.4 SCC 70.0 Vehicles ...............................................................................................25

3.4.5 SCC 80.0 Professional Services ..........................................................................26

3.4.6 Capital Cost Summary .........................................................................................27

3.5 Operation and Maintenance Costs ..............................................................................31

4.0 LPA Implementation Schedule .......................................................................................32


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Index of Figures Figure 1: Initial LPA Presented to Public .................................................................................... 5

Figure 2: Revised LPA for Submittal to FTA ..............................................................................11

Figure 3: Cleveland-Polaris Parkway Alternative Stations by Type............................................18

Figure 4: Existing and Proposed Weekday Service in the Cleveland Avenue Corridor ..............22

Index of Tables Table 1: Cleveland-Polaris Parkway Alternative VSS Criteria ..................................................... 2

Table 2: Cleveland-SR-161 Alternative Summary ...................................................................... 3

Table 3: Cleveland-SR-161 Alternative Capital Costs ................................................................ 6

Table 4: Cleveland-Polaris Parkway Alternative Summary ......................................................... 9

Table 5: Cleveland-Polaris Parkway Alternative Stations ..........................................................12

Table 6: Cleveland-Polaris Parkway Alternative Station Amenities............................................20

Table 7: Cleveland-Polaris Parkway Alternative Proposed Operating Plan ...............................21

Table 8: Cleveland-Polaris Parkway Alternative Station Count ..................................................24

Table 9: Cleveland-Polaris Parkway Alternative Vehicle Summary ...........................................26

Table 10: Cleveland-Polaris Parkway Alternative FY 2012 Capital Cost Summary ...................29

Table 11: Cleveland-Polaris Parkway Alternative YOE Capital Cost Summary .........................30

Table 12: Cleveland-Polaris Parkway Alternative O&M Cost Summary .....................................31

Table 13: Cleveland-Polaris Parkway Alternative Implementation Schedule .............................33


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1.0 Introduction

This report describes the Locally Preferred Alternative (LPA) selected for the Northeast Corridor Alternatives Analysis. Selection of an LPA is a step required by the Federal Transit Administration (FTA) for funding consideration through the Section 5309 New Starts grant program. The LPA will be submitted for consideration as a Very Small Starts (VSS) project. The LPA was selected based on the findings of the previously submitted Detailed Screening of Alternatives report, along with input from the general public, stakeholders, COTA Board of Trustees, and staff.

The Detailed Screening of Alternatives report recommended that the Cleveland-SR-161 alternative is the best choice based on the following findings:

• Would alleviate overcrowding on #1 Cleveland Avenue buses between Northern Lights and SR-161;

• Has the highest average number of boardings per mile (504) of the four alternatives;

• Has the lowest annual operating cost ($2.13 million in 2012 dollars) of the four alternatives;

• Has the second lowest total capital cost ($32.84 million in 2012 dollars) of the four alternatives;

• Has the highest percentage of zero car households (18.1%); and • Has the second highest population density (4,467 persons per square mile) of

the four alternatives.

Based on the findings in the Detailed Screening of Alternatives and consultation with FTA, a version of the Locally Preferred Alternative with Bus Rapid Transit (BRT) operating primarily in mixed traffic (with exclusive peak period bus lanes on High Street in downtown Columbus) was presented to the public in June 2012. This initial LPA included infrastructure improvements ending at Cleveland Avenue and SR-161 along with an open question about what service (#1 or BRT) would make local stops north of SR-161 to Polaris Parkway.

Members of the public, stakeholders, and members of the Working Group supported the concept of BRT buses continuing as local service north of SR-161 to Polaris Parkway. As a result, COTA revised the LPA to include a small amount of BRT infrastructure as an extension of BRT branding for this local segment of Cleveland Avenue ending at the OhioHealth Medical Center at Polaris Parkway and Africa Road.

The publically supported LPA to be submitted to the FTA for VSS consideration is the Cleveland-Polaris Parkway Alternative. This LPA meets or exceeds all VSS criteria and is expected to receive a favorable rating from the FTA. Table 1 details how the Cleveland-Polaris Parkway Alternative compares against VSS criteria. Details on the specific costs for Cleveland-Polaris Parkway Alternative are provided in Section 3 of this document.


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Table 1: Cleveland-Polaris Parkway Alternative VSS Criteria

VSS Criteria Cleveland-Polaris

Parkway Alternative

Comments

Transit stations ��

Signal priority �� Will coordinate with the City of Columbus

Level boarding ��

Special branding of service ��

Frequent service (10 minutes peak/15 minutes off-peak)

��

Service span 14 hours/day �� 16 hours M-Saturday, 14 hours on Sunday

Current ridership > 3,000 riders/weekday

�� 5,540

Total capital cost < $50 million �� $39.43 Million (YOE dollars)

Cost per mile < $3 million/mile, excluding vehicles

�� $1.95 Million (YOE dollars)

Operating cost less than 5% of total agency operating budget

�� 2.36% (YOE dollars)

The following sections describe the initial and revised LPA in greater detail. Section 2 details the initial LPA presented to the public in June 2012. Section 3 details the revised LPA. Section 4 includes the proposed implementation schedule for the BRT project.


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2.0 Initial Proposed LPA for Public Review: Clevela nd-SR-161 Alternative

The Initial LPA presented to the public in June 2012 was virtually the same as the one described in the Detailed Screening of Alternatives report. Table 2 summarizes the proposed infrastructure improvements between downtown Columbus and SR-161. Figure 1 depicts this alternative.

Table 2: Cleveland-SR-161 Alternative Summary

Characteristic Value Comments

BRT Service Length 10.3 miles

Number of BRT stations 64

32 NB stations

30 SB stations

2 transit centers

One-way travel time 35 minutes

Travel Time Savings 8 minutes 20% improvement

Total Capital Costs (FY 2012 dollars)

$32.4 million VSS maximum: $50 million

Infrastructure $17.1 million Multi-agency coordination

Vehicles $6.1 million Unique branding

Right-of-way $4.1 million

Professional Services $5.1 million

Capital Cost per Mile (Excluding Vehicles in 2012 dollars)

$2.6 million VSS maximum: $3 million

New BRT Vehicles Required for Maximum Service

8 10 total vehicles (Eight in service and two spares)

Annual Operating & Maintenance Costs (in 2012 dollars)

$2.1 million 2.2% of COTA FY2012 operating budget (VSS maximum: 5%)

BRT Headway 10 minutes peak/

15 minutes off-peak

VSS criteria:

10 minutes peak/

15 minutes off-peak

Service Span 16 hours per day VSS minimum: 14 hours/day

2.1 Differences between Detailed Alternative and In itial LPA

The Cleveland-SR-161 Alternative had some small differences from the detailed alternative on which it was based. Those differences were mainly focused on capital costs and changes based on information from other governmental agencies provided to COTA during the planning process. The changes to capital costs included:

• The addition of costs for asphalt repaving of the curbside travel lane in both


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directions between Westerville Road (SR-3) and SR-161; and • The elimination of most of the costs for the fiber optic communications system

associated with certain station amenities along the corridor because the City of Columbus is implementing a similar system. The cost of communication cabinets remains.

These changes reduced the capital cost from $32.84 million to $32.36 million (both in 2012 dollars). Table 3 shows the capital cost estimate for the Cleveland-SR-161 Alternative.

2.2 Local Service North of SR-161

The alternative presented to the public included a map (Figure 1) showing service extending north from SR-161 to OhioHealth Medical Center at Polaris Parkway and Africa Road. This service was intentionally undefined during public outreach because COTA wanted input on how service should be extended north to serve the corridor, including whether to use local route #1 or the BRT service to operate to Polaris Parkway.

Based on feedback from stakeholders and the public, it was decided that the branded BRT service (including some infrastructure improvements) should be used to provide local service from SR-161 north to OhioHealth. Discussions were held with FTA staff to determine whether such an extension would qualify for federal funding under the VSS program. Among the reasons presented for the change were:

• Continues BRT branding further northward in the Cleveland Avenue corridor; • Eliminates confusion and reduces transfers for more riders by continuing BRT

trips northward (which will likely have more riders than the local #1); • Increases the possibility of attracting discretionary riders in the corridor; and • Echoes a similar Troost MAX extension in Kansas City that was completed with

much success

As a result, this extension of BRT trips was incorporated into the revised LPA for submittal to FTA. The rest of this document details the Cleveland-Polaris Parkway Alternative.


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Figure 1: Initial LPA Presented to Public


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Table 3: Cleveland-SR-161 Alternative Capital Costs

ITEM DESCRIPTION UNITS QTY UNIT COST SUB-TOTAL CONTINGENCY % TOTAL COST

10 Guideway & Track Elements (route miles)

20 Stations, Stops, Terminals, Intermodal (number)

20.01 Station Type A LSUM 30 72,000$ 2,160,000$ 30% 2,808,000$

20.01 Station Type B LSUM 12 170,000$ 2,040,000$ 30% 2,652,000$

20.01 Northern Lights Transit Center/Park and Ride LSUM 1 2,500,000$ 2,500,000$ 30% 3,250,000$

20.01 Columbus Square Transit Center/Park and Ride LSUM 1 876,000$ 876,000$ 30% 1,138,800$

20.01 BRT Marker for Branding at Downtown Bus Stop LSUM 20 25,000$ 500,000$ 30% 650,000$

20.01 Concrete Bus Stop Pad EA 42 23,750$ 997,500$ 30% 1,296,750$

20.01 Public Art LSUM 1 194,127$ 194,127$ 30% 252,365$

30 Support Facilities: Yards, Shops, Admin. Bldgs

40 Sitework & Special Conditions

40.02 Util ity Work & Relocation PER STA 42 7,500$ 315,000$ 30% 409,500$

40.01 Maintenance of Traffic PER STA 42 4,400$ 184,800$ 30% 240,240$

40.01 Crosswalk Treatment LSUM 12 30,000$ 360,000$ 30% 468,000$

40.01 ADA Ramps EA 108 5,000$ 540,000$ 30% 702,000$

40.01 Roadway Work Adjacent to Station EA 20 5,000$ 100,000$ 30% 130,000$

40.01 Sidewalk Connection PER STA 42 7,500$ 315,000$ 30% 409,500$

40.01 Asphalt Pavement PER LANE MI 9.6 100,000$ 960,000$ 30% 1,248,000$

50 Systems

50.02 Transit Signal Priority - Wayside Equipment EA 28 10,000$ 280,000$ 30% 364,000$

50.02 Transit Signal Priority - Controller Upgrade EA 5 5,500$ 27,500$ 30% 35,750$

50.02 Transit Signal Priority - Controller/Cabinet Upgrade EA 6 11,000$ 66,000$ 30% 85,800$

50.02 Transit Signal Priority - Software & Training LSUM 1 20,000$ 20,000$ 30% 26,000$

50.02 Transit Signal Priority - Signal design/optimization EA 28 5,000$ 140,000$ 30% 182,000$

50.02 Transit Signal Priority - Jack Gibbs to Oakland Park Upgrade LSUM 1 480,000$ 480,000$ 30% 624,000$

50.06 TVM - Fiber Optic Communication Cabinets EA 4 20,000$ 80,000$ 30% 104,000$

SUBTOTAL - CONSTRUCTION COSTS 17,076,705$

60 ROW, Land, Existing Improvements

60.01 ROW Purchase at Northern Lights Transit Center/Park and Ride ACRE 2.6 400,000$ 1,040,000$ 40% 1,456,000$

60.01 ROW Purchase at Columbus Square Transit Center/Park and Ride ACRE 0.75 1,000,000$ 750,000$ 40% 1,050,000$

60.01 ROW Administrative Costs 20% 358,000$ 40% 501,200$

60.01 ROW/Relocation Administrative Costs 24% 429,600$ 40% 601,440$

60.02 Relocation Costs 20% 358,000$ 40% 501,200$

70 Vehicles

70.04 40 FT BRT Bus with CNG EA 10 550,000$ 5,500,000$ 10% 6,050,000$

80 Professional Services

80.01 Preliminary Engineering/Project Environmental 5% 853,835$ 853,835$

80.07 Surveys, Testing, Investigation 3% 512,301$ 512,301$

80.03 Project Management for Design 2% 341,534$ 341,534$

80.02 Final Design 7% 1,195,369$ 1,195,369$

80.05 Professional Liability and Non-Construction Insurance 0% -$ -$

80.06 Legal; Permits; Review Fees by other agencies, cities, etc. 3% 512,301$ 512,301$

80.04 Construction Administration & Management & Inspection 10% 1,707,671$ 1,707,671$

90 Unallocated Contingency

100 Finance Charges

PRELIMINARY CAPITAL COST ESTIMATE 32,359,557$ (2012 Dollars)

COTA Northeast Corridor

Cleveland-SR-161 LPA

Preliminary Order of Magnitude Costs

All Costs in 2012 Dollars


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3.0 Revised LPA: Cleveland-Polaris Parkway Alternat ive

The following section describes the specific elements of the selected LPA, referred to as the Cleveland-Polaris Parkway Alternative in the remainder of this report. This section is divided into three sub-sections that describe the alignment, program elements, and operating plan for the LPA. Many of these LPA elements are identical to the Cleveland-SR-161 alternative described in the Detailed Description of Alternatives report. Distinctions between the initial LPA and the revised LPA will be highlighted throughout this section.

Elements of the Cleveland-Polaris Parkway Alternative include:

• High-frequency, limited-stop BRT service operating in exclusive peak period bus lanes on High Street in downtown Columbus and in mixed traffic during all times between Downtown and SR-161, supplemented by less frequent local bus service (#1 Cleveland local route);

• Less frequent BRT trips extended north of SR-161 to Polaris Parkway/Africa Road (OhioHealth Medical Center) operating as the local bus service in order to establish BRT branding and minimize transfers in the far northern section of the Cleveland Avenue corridor;

• Distinctive, branded low-floor vehicles powered by compressed natural gas (CNG);

• Bus stations, including sign pylons, benches, shelters, sidewalk and ADA curb ramps, real-time arrival information, and other improvements at selected bus stops in downtown Columbus and along Cleveland Avenue between Columbus State and Polaris Parkway/Africa Road (OhioHealth Medical Center);

• A new transit center/park and ride facility in the area of the Northern Lights Shopping Center, COTA’s busiest bus stop outside downtown Columbus;

• A transit center/park and ride facility near the Columbus Square Shopping Center at Cleveland Avenue and SR-161; and

• Transit Signal Priority (TSP) to provide buses with priority treatment at traffic signals along Cleveland Avenue.

These proposed improvements are expected to increase travel speed between SR-161 and downtown Columbus by nearly 20%, increase transit capacity to relieve overcrowding in the congested Cleveland Avenue corridor, and ultimately increase ridership in the corridor by 15-30% within five years of implementation, based on outcomes in other cities where BRT service of this type has been implemented (e.g., Kansas City, etc.).

The estimated capital cost of the Cleveland-Polaris Parkway Alternative is $35.38 million in 2012 dollars ($39.43 million in year of expenditure dollars). The estimated annual operating cost for Cleveland-Polaris Parkway Alternative is $2.3 million in 2012 dollars


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($2.6 million annually in opening year 2016 dollars). Table 4 summarizes the Cleveland-Polaris Parkway Alternative.


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Table 4: Cleveland-Polaris Parkway Alternative Summary

Characteristic Segment 1:

Downtown Columbus to SR-161

Segment 2: SR-161 to Polaris Parkway

Total: Cleveland-Polaris Parkway

Alternative Segment Length 10.3 miles 5.3 miles 15.6 miles

Type of Service Limited Stop BRT in Mixed

Traffic Enhanced Local Service

BRT stations (NB / SB) 32 29 7 6 39 35

Local #1 Stops (NB / SB) 70 67 14 12 84 79

One-way travel time 35 minutes 21 minutes 56 minutes Travel Time Savings from existing #1 Cleveland

8 minutes (20% time savings)

same as #1 Cleveland 8 minutes

(12.5% time savings) Total Capital Costs (FY2012 / YOE dollars)

$32.3 million $35.9 million $3.1 million $3.5 million $35.4 million $39.4 million

Infrastructure (FY2012 / YOE dollars)

$17.0 million $19.1 million $1.0 million* $1.1 million* $18.0 million $20.2 million

Vehicles (FY2012 / YOE dollars)


Right-of-way (FY2012 / YOE dollars)


Professional Services (FY2012 / YOE dollars)


Capital Cost per Mile excluding vehicles (FY2012 / YOE dollars)

$2.5 million $2.8 million $1.8 million $2.0 million

BRT Vehicles (Max / Spares) 8 2 3* 0 11 2 Annual Operating & Maintenance Costs (2012 / 2016 dollars)


BRT Headway 10 minutes peak / 15 minutes offpeak

30 minutes all time periods

Service Span 16 hours per day 16 hours per day with BRT

4 hours per day with #1 Cleveland

16 hours per day

* Includes the incremental amount required to serve the segment between SR-161 and Polaris Parkway/Africa Road


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3.1 Alignment Description

The alignment for the Cleveland-Polaris Parkway Alternative begins at the southern end of downtown Columbus at Mound Street and South High Street. Traveling northbound, the BRT service will operate on High Street (the street on which most COTA routes, including the #1 Cleveland Avenue, currently operates1) through downtown to Nationwide Boulevard, a distance of approximately one mile. High Street in downtown Columbus has dedicated bus lanes during peak periods.

At Nationwide Boulevard, the BRT alignment will turn right and operate east-west between North High Street and Cleveland Avenue for a distance of 0.6 miles. On this segment, outbound service will use Nationwide Boulevard and East Naghten Street (a one-way eastbound street), and inbound service will use East Mount Vernon Avenue (a one-way westbound street) and Nationwide Boulevard.

At Cleveland Avenue, the BRT service will turn and operate north-south for the next 8.7 miles to the intersection of SR-161. Some of the BRT trips will terminate at a proposed Columbus Square Transit Center/Park and Ride in the northeast quadrant of Cleveland Avenue and SR-161. All #1 Cleveland trips will terminate at the transit center/park and ride during the period that the BRT system is in operation; during late evening periods and other times when the BRT is not operating, #1 Cleveland trips will continue to terminate at OhioHealth Medical Center.

Two BRT trips per hour, or one every 30 minutes, will continue north from SR-161 operating as local bus service to OhioHealth Medical Center at Polaris Parkway and Africa Road. Thus, every third BRT trip during peak periods, and every other trip during off-peak periods, will continue north from SR-161 to Polaris Parkway. Figure 2 depicts both the alignment and station locations of Cleveland-Polaris Parkway Alternative as well as stations served with local service only. Downtown station locations, which will include only a BRT marker for service branding, are also shown in Figure 2.

The Cleveland-Polaris Parkway Alternative service will include 74 stations in the 15.6 miles from S. High and Mound streets in downtown Columbus to Polaris Parkway and Africa Road. The alternative includes 39 NB stations and 35 SB stations within the alignment, summarized in Table 4. Some of these stations will include only a BRT marker for service branding in downtown Columbus, while those on Cleveland Avenue between Columbus State and SR-161 will include more significant infrastructure improvements. Stations north of SR-161 will include a concrete waiting area and BRT pylon in order to extend the branding of the BRT service northward beyond SR-161. Station locations and type designation are summarized in Table 5. A further explanation of station type can be found in Section 3.2.4.

1Ongoing discussions between COTA and the City of Columbus could result in an alternate

routing of some COTA buses currently operating on High Street, including the #1 Cleveland local route and the proposed Cleveland-SR-161 BRT service.


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Figure 2: Revised LPA for Submittal to FTA


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Table 5: Cleveland-Polaris Parkway Alternative Stations

Station Name

Spacing Existing Stop

Intersection Transit Connections Justification Station Type

(Miles)

Next SB Next NB Signal

Location Street

Mound/High (NB only) 0.16 miles Y High Near many BRT branding in downtown Columbus BRT Marker only High/Main 0.19 miles Y Main Far many BRT branding in downtown Columbus BRT Marker only High/Town 0.09 miles Y Town Mid many BRT branding in downtown Columbus BRT Marker only High/State 0.15 miles 0.15 miles Y State Near many BRT branding in downtown Columbus BRT Marker only

High/Broad 0.18 miles 0.16 miles Y Broad Mid (SB) Near (NB)

many BRT branding in downtown Columbus BRT Marker only

High/Gay 0.36 miles Y Gay Mid many BRT branding in downtown Columbus BRT Marker only High/Long 0.19 miles Y Long Mid many BRT branding in downtown Columbus BRT Marker only

High/Nationwide 0.18 miles 0.29 miles Y Nationwide Far (SB) Near (NB) many

BRT branding in downtown Columbus BRT Marker only

Mt Vernon/N 4th (SB only) 0.32 miles Y N 4th Near 12, 34, 39, 41 BRT branding in downtown Columbus BRT Marker only Naghten/N 5th (NB only) 0.13 miles Y N 5th Mid 11 BRT branding in downtown Columbus BRT Marker only Naghten/N 6th (NB only) 0.13 miles Y N 6th Mid 11 BRT branding in downtown Columbus BRT Marker only Mt Vernon/N Grant (SB only)

0.25 miles Y N Grant Mid 11 BRT branding in downtown Columbus BRT Marker only

Naghten/Cleveland (NB only) 0.08 miles Y Cleveland Near 11 BRT branding in downtown Columbus BRT Marker only

Columbus State n/a 0.37 miles N (SB) – 450’ N Y (NB)

Mt. Vernon

Midblock (SB) Farside (NB)

11 Columbus State Community College B

Fort Hayes / Abbott 0.37 miles 0.49 miles Y None Midblock none Abbott Laboratories Fort Hayes Career Center

A

E 2nd Avenue 0.43 miles 0.33 miles Y (SB) N (NB) – 267’ N

E 2nd Farside 9 Signalized intersection Spacing A

E 5th Avenue 0.30 miles 0.57 miles N (SB) – 685’ N Y (NB)

E 5th Farside 961 Signalized intersection Transfer with 96

B

E 11th Avenue / Linden TC

0.72 miles 0.31 miles Y E 11th Nearside 8, 271, 291, 351, 371, 401, 741

Linden Transit Center B

Windsor 0.28 miles 0.24 miles N (SB) – 215’ S Y (NB)

Windsor

Farside (SB) Nearside (NB)

8, 741,4 Signalized intersection Neighborhood access A

E 17th Avenue 0.29 miles 0.44 miles Y E 17th Nearside 8, 741,4 Signalized intersection Transfer with 8 (turns west) A

E 24th Avenue 0.44 miles 0.54 miles Y E 24th


741,4 Signalized intersection Spacing A


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Table 5: Cleveland-Polaris Parkway Alternative Stations (cont.)

Station Name


Intersection Transit Connections

Justification Station Type (Miles)

Next SB Next NB Signal

Location Street

Hudson Street 0.54 miles 0.36 miles Y Hudson Farside 741,4 Signalized intersection Spacing Transfer with 74 (turns west)

A

Genessee Avenue 0.43 miles 0.33 miles Y Genessee Nearside none Signalized intersection Spacing A

Weber Road 0.26 miles 0.61 miles Y Weber Farside 832 Signalized intersection Transfer with 83 (turns west alternating trips)

B

Oakland Park Avenue 0.63 miles 0.22 miles Y Oakland Park

Nearside (SB) Farside (NB)

832 Signalized intersection Transfer with 83 (turns west alternating trips)

B

Northern Lights South 0.26 miles 0.42 miles Y Huy Nearside 832 Connection to southern half of Northern Lights shopping area Connection to neighborhood to west

A

Northern Lights Transit Center/Park and Ride

0.41 miles 0.30 miles N – Enter facility

N/A – Enter facility 9, 271, 351, 371, 872

Proposed Northern Lights Park and Ride

Transit Center/Park and Ride

Cooke Road 0.33 miles 0.52 miles Y Cooke Nearside 93, 271, 332,351, 371, 832, 872

Signalized intersection Transfer with 87 / 9 (turns west)

A

Lehner Road 0.49 miles 0.31 miles N (SB) – 350’ N

None Midblock 271, 371 Spacing Existing Stop

A

Belcher Drive 0.25 miles 0.23 miles Y None Midblock 271, 371 Spacing Existing Stop A

Morse Road 0.31 miles 0.54 miles Y Morse Farside (SB) Nearside (NB)

271, 371, 95 Major intersection Transfer with 95 B

Taymouth Road 0.50 miles 0.42 miles Y Taymouth Farside (SB) Nearside (NB)

271, 371 Existing stop Neighborhood connectivity Spacing

A

Wallcrest Blvd 0.40 miles 0.43 miles Y Wallcrest Farside 271, 371 Existing stop Neighborhood connectivity Spacing

A

Wildwood Road 0.45 miles 0.20 miles Y None Midblock 271, 371 Existing stop Neighborhood connectivity Major apartment complex

A

161 South/Meijer 0.19 miles 0.29 miles Y Northland Plaza


271, 371 Connection to shopping complexes south of SR 161 A

Columbus Square Transit Center/Park and Ride

0.32 miles 0.41 miles N – Enter Facility

N/A – Enter Facility none Development of a terminal facility at Columbus Square Shopping complex

Transit Center/Park and Ride


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Table 5: Cleveland-Polaris Parkway Alternative Stations (cont.)

Station Name


Intersection Transit Connections Justification Station Type

(Miles)

Next IB Next OB Signal

Location Street

Blendon Woods 0.41 miles 0.52 miles Y Blendon Woods

Nearside (OB) Farside (IB)

BRT Branding North of SR-161; Existing Stop D

Corporate Exchange 0.47 miles 1.04 miles Y Community Park Farside

BRT Branding North of SR-161; Existing Stop D

Cooper Road 1.10 miles 0.38 miles Y Schrock 271 BRT Branding North of SR-161; Existing Stop E

St Ann's Hospital 0.31 miles 0.76 miles Y N/A – Enter facility

BRT Branding North of SR-161; Existing Stop E

Main Street (Westerville) 0.83 miles 1.62 miles Y Main Street 271, 371 BRT Branding North of SR-161; Existing Stop E

Polaris Parkway 1.49 miles 0.56 miles Y Polaris Pkwy

BRT Branding North of SR-161; Existing Stop E

OhioHealth Medical Center 0.69 miles Y Africa Road BRT Branding North of SR-161;

Existing Stop E

Notes: 1 Weekday only 2 Weekday & Saturday only 3 Sunday only

Station Type Summary:

• BRT Marker Only – installed at Downtown locations for BRT branding

• Type A – basic station improvement, including BRT marker, shelter, and concrete waiting area

• Type B – larger station improvement, including all Type A improvements along with a larger shelter, bike loops, landscaping, real time arrival information, and ticket vending machine

• Transit Center – an off-site station with all Type B amenities along with room for connecting bus services

• Type D – station north of SR-161 that includes BRT marker, bench, sidewalk, and concrete waiting area improvements

• Type E - station north of SR-161 that includes BRT marker, sidewalk, and concrete waiting area improvements


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3.2 Program Elements

The Cleveland-Polaris Parkway Alternative includes program elements that will make it distinctive from COTA’s other local and express bus services. These elements have been recognized for their importance by FTA and are included as requirements for a VSS project because they provide transit performance enhancement and an improved customer experience.

Elements discussed in this section include:

• Unique Branding: Provides an identifiable, marketable, and common theme that generates a clear and positive recognition of the service;

• Transit Signal Priority: Provides the ability for a bus that is behind schedule to trigger a slightly extended green or a shortened red signal to give the bus priority in the corridor traffic;

• Vehicles: Specially designed door and interior configuration elements that allow for higher capacities and faster boarding; and

• Transit Stations: Provides real-time information, improved pedestrian access, and security features, creating a waiting environment similar to that found at a rail transit station.

3.2.1 Unique Branding

The FTA has recognized the significant impacts on ridership and public perception associated with branding of BRT services. Funding for Section 5309 New Starts projects, including projects in the VSS program, require that a branding program be established for new services. General elements of branding proposed for the Cleveland-Polaris Parkway Alternative include:

• An identifiable brand name, similar to the “HealthLine” in Cleveland or the “MAX” in Kansas City;

• A logo and color scheme to distinguish it from COTA’s local, express, crosstown, and LINK services. This logo and color scheme will be utilized on the buses used for the service, on stations and stop markers, and on schedules and other public information used to promote the service;

• A comprehensive marketing and branding strategy to provide customer information through various media outlets to educate and inform the public of the benefits of the service. As typical with marketing efforts, follow up research on the effectiveness of the message is recommended; and

• Physical infrastructure featuring a unified branding for the Cleveland-Polaris Parkway Alternative service. Shelters and other infrastructure used for the service will include the color scheme and logos, as well as distinct architectural elements to further underscore to the public that the BRT service is a distinct service. These


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architectural details will become part of branding. Station details are covered in more detail in Section 3.2.4.

3.2.2 Transit Signal Priority

The Cleveland-Polaris Parkway Alternative will have faster travel time and increased reliability through implementation of a Transit Signal Priority (TSP) system. The TSP system will achieve this reliability by extending the green or shortening the red when the bus is behind schedule (beyond a pre-defined threshold amount). Infrastructure for the TSP will include improvements to traffic signals, equipment on board buses, and a software upgrade at COTA offices.

The City of Columbus is currently implementing a traffic signal improvement program which will upgrade infrastructure in the Cleveland Avenue corridor south of SR-161, allowing signals to accept TSP communication from COTA buses. Most of this infrastructure will be upgraded between 2013 and 2015, with the exception of the segment of Cleveland Avenue between Jack Gibbs Boulevard and Oakland Park Avenue. COTA will fund the signal upgrade in this segment in order to fully implement TSP by the expected 2016 opening date of service. Signals in downtown Columbus (from High Street/Mound Street to Cleveland Avenue/Nationwide Boulevard) and north of SR-161 on Cleveland Avenue will not include TSP improvements.

Further details, including the rules of how TSP will function, will be established in the Project Development phase.

3.2.3 Vehicles

A fleet of thirteen 40-ft compressed natural gas (CNG) powered low-floor BRT vehicles (11 operating in maximum service during weekday peak periods, plus two spares) is proposed for the BRT service. COTA will fuel the BRT vehicles with CNG at the McKinley bus garage, which will be upgraded for CNG fueling in 2013.

FTA VSS program criteria require either low-floor vehicles or level boarding for the new service. The paint scheme will include the COTA logo, but will otherwise be distinct from COTA’s other services to establish the BRT brand in the corridor.

At the time of the writing of this document, no vendor has been selected for the vehicle procurement. COTA currently has a five year contract with Gillig (2012-2017) to provide up to 150 buses over the life of the contract. While this averages to 30 buses each year, there is no stipulation as to how many buses must be ordered in any one year. This contract could be used to order BRT buses, meaning COTA would not need to bid out the buses.

3.2.4 Stations

Stations are integral to establishing the BRT as a permanent, high-frequency service in the Cleveland Avenue corridor. There are six station types in the 15.6 miles of BRT service as shown in Table 6. Transit centers are site specific and shown separately in the table. These stations include:


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• Stops in downtown Columbus will include a BRT marker, or pylon, to denote service branding;

• Type A stations will be the most common and will be implemented at neighborhood stations;

• Type B stations will be located at major boarding locations and at locations with connecting COTA routes;

• The Northern Lights and Columbus Square transit center/park and rides; and • Type D and Type E stations are for extending the BRT branding to the portion of

the corridor north of SR-161.

Figure 3 shows the BRT station locations and type for the Cleveland-Polaris Parkway Alternative.

3.3 Operating Plan

The Cleveland-Polaris Parkway Alternative proposed operating plan is very similar to the proposed operating plan for the Cleveland-SR-161 alternative, but also includes the extension of some BRT trips as local service north of SR-161 to OhioHealth Medical Center. The service plan meets or exceeds the FTA VSS criteria of 10-minute peak and 15-minute off-peak headways for a minimum 14 hour span of service on weekdays within the portion of the alignment located between downtown Columbus and SR-161, with a reduced level of service in the portion of the corridor north of SR-161.

The current #1 Cleveland/Livingston is through-routed with service operating on Cleveland Avenue and Livingston Avenue. Inbound service on #1 Livingston continues through downtown Columbus to the north as the #1 Cleveland. Conversely, inbound #1 Cleveland service continues through downtown Columbus to the east as the #1 Livingston.

The addition of the Cleveland-Polaris Parkway Alternative will result in the operation of five distinct bus services within the Cleveland and Livingston corridors:

• All BRT trips will operate on the proposed alignment between High and Mound streets and Columbus Square Transit Center/Park and Ride. The BRT frequency in this segment includes 10-minute peak/15-minute off-peak frequencies for 16 hours Monday-Sunday, every 30 minutes for 16 hours on Saturdays, and every 30 minutes for 14 hours on Sundays;

• Service north of SR-161 to OhioHealth Medical Center will be provided by BRT-branded buses, serving all local stops with a frequency of every 30 minutes and service during all hours of BRT operation;

• All other local service on Cleveland Avenue between downtown Columbus and SR-161 will be provided by the #1 Cleveland/Livingston through-route. Local bus service on Cleveland Avenue will be reduced to 30 minute frequency during all time periods Monday-Sunday, while service on Livingston will maintain its current service frequencies;


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Figure 3: Cleveland-Polaris Parkway Alternative Stations by Type


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• When the BRT is not in service (approximately 4 hours during early morning and late night Monday-Saturday), the #1 Cleveland-Livingston through-route will provide service on Cleveland Avenue between SR-161 and OhioHealth Medical Center; and

• In order to maintain the same frequency on Livingston as is currently operated, a supplemental service, the #1 Livingston local, will be implemented to maintain frequencies on Livingston Avenue. The #1 Livingston local will be extended through downtown Columbus to Columbus State Community College in order to provide the connectivity through downtown Columbus previously provided by the #1 Cleveland/Livingston through-route.

Table 7 summarizes service modifications described above.

Five routes provide crosstown connections across the BRT corridor. These include:

• #81 Hudson/Ohio • #83 Oakland/Weber • #87 Cassady • #95 Morse/Henderson • #96 5th Avenue

Routes that operate parallel to the BRT alignment include:

• #8 Hamilton Avenue • #9 Leonard / Brentnell • #27 Brooksedge (reverse commute) • #29 Polaris (reverse commute) • #35 Tamarack • #37 Westerville • #40 New Albany Business Park (reverse commute) • #74 Linden LINK

No changes are proposed for other COTA routes that operate on or across the Cleveland Avenue corridor.


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Table 6: Cleveland-Polaris Parkway Alternative Station Amenities

Amenity Downtown Stop Type A Type B

Northern Lights Transit

Center/Park and Ride

Columbus Square Transit

Center/Park and Ride

Type D Type E

Boarding Area and Connections

Concrete boarding and waiting surface ^ � � � � � �

Raised boarding area with tactile strip

� � �

Sidewalk connection ^ � � � �

Distinctive pavement and crosswalks

�

Customer Information

BRT Marker � � � � � � �

Real time arrival information ^ � � � � �

COTA system map/Paper Schedule ^ � � � �

Security Call Box

� � �

Ticket Vending Machines

� � �

Shelter and Waiting Area

Indoor Waiting Area

�

Shelter with Bench & Lighting ^ � � � � #

Trash can ^ � � � � �

Surrounding Amenities

Bicycle parking

� � �

Public art

� � �

Landscaping

� � �

Park and Ride Spaces

�

^ These amenities are already in place at most or all of COTA’s downtown Columbus stops. Other amenities, such as distinctive pavement and crosswalks, ticket vending machines, public art, and landscaping, are in place at some of COTA’s downtown Columbus stops, or will be at the time of BRT implementation.

# Bench amenity only


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Table 7: Cleveland-Polaris Parkway Alternative Proposed Operating Plan

Weekday Frequency

Weekday Service Span

Weekend Frequency Weekend Service Span

BRT Service Downtown to SR-161

10 minutes peak

15 minutes off-peak

30 minutes night

16 hours 30 minutes 16 hours Saturday

14 hours Sunday

BRT Service SR-161 to OhioHealth

30 minutes peak

30 minutes off-peak

30 minutes night


14 hours Sunday

#1 Cleveland+ Livingston Through-Route Downtown to SR-161

30 minutes peak

30 minutes off-peak

60 minutes night


14 hours Sunday

#1 Cleveland+ Livingston Through-Route Downtown to OhioHealth

30 minutes early AM

60 minutes night 4 hours

30 minutes early AM

60 minutes night 4 hours Saturday

#1 Livingston Local 15 minutes peak

30 minutes off-peak

60 minutes night

17 hours No weekend service – served by #1 through-route

No weekend service – served by #1 through-route


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Figure 4: Existing and Proposed Weekday Service in the Cleveland Avenue Corridor


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3.4 Capital Costs

Capital costs for the Cleveland-Polaris Parkway Alternative were developed using the same methodology as was employed for the detailed screening of capital costs, as described in Appendix C of the Detailed Screening of Alternatives report.

Differences between the capital costs prepared for the Cleveland-SR-161 alternative in the Detailed Screening of Alternatives report and those developed for the Cleveland-Polaris Parkway LPA include:

• A reduction in the number of BRT markers at stops in downtown Columbus due to recent stop adjustments by COTA;

• The addition of 13 type D and E stations for the extension of the modified BRT service north of SR-161;

• The addition of three BRT vehicles in order to extend the BRT as local service north of SR-161;

• The addition of a network server for document control during the project development phase of the BRT project;

• The inclusion of asphalt paving for repaving the curb lane in both directions for the segment of Cleveland Avenue between Westerville Road (SR-3) and SR-161 (ODOT and the City of Columbus will repave between Downtown and SR-3); and

• The elimination of most fiber optic costs due to the City of Columbus planning to install a new fiber optic network that COTA will be able to use to support amenities at each station.

The following sections are organized by FTA’s standard cost categories (SCC) and highlight the changes in capital cost in more detail.

3.4.1 SCC 20.0 Stations

As noted in Section 3.1 Alignment Description, there are 74 station locations within the 15.6 miles of service between S. High and Mound streets in downtown Columbus and OhioHealth Medical Center at Polaris Parkway and Africa Road. This count, shown in Table 8, includes stations in the inbound and outbound directions.


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Table 8: Cleveland-Polaris Parkway Alternative Station Count

BRT Stations with High Frequency Service from

Downtown to SR-161

BRT Stations with Lower Frequency Service north of

SR-161

BRT Marker at Existing Downtown Stop 17

A Stations 30

B Stations 12

Northern Lights Transit Center/

Park and Ride 1

Columbus Square Transit Center/Park and Ride

1

D Stations

3

E Stations

10

Station improvements at the southern and northern ends of the corridor will be used to extend the BRT branding beyond the main BRT improvement area (Cleveland Avenue from Columbus State to SR-161). The main improvement at these stations will be the installation of a BRT marker that will indicate the location is a BRT station and served by a branded BRT bus. A total of 17 BRT markers are required to cover COTA local stops to be served by the BRT in downtown Columbus.

North of SR-161, the BRT will serve all local stops. Station improvements will be limited to places with important destinations or where transfers from other COTA services may occur. Proposed station types north of SR-161 include:

• Station Type D – Capital cost of $45,000, includes: • BRT marker - $25,000 • Real time arrival information - $2,000 • Concrete waiting area (50'x8'x6") - $5,600 • Trash can - $400 • Electrical connection - $6,800 • Bench - $5,000

• Station Type E – Capital cost of $38,000, includes: • BRT marker - $25,000 • Concrete waiting area (50'x8'x6") - $5,600 • Electrical connection - $6,800

3.4.2 SCC 40.0 Sitework and Special Conditions

This section includes all improvements to the corridor and station areas that are not specifically related to the stations themselves. It includes asphalt paving, utility work, ADA curb ramps, and sidewalk connections.


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Extension of the BRT brand north from SR-161 resulted in an increase in the quantity (by 13) for the following items:

• Utility work and relocation • Maintenance of traffic • Sidewalk connection

Another difference between the Cleveland-SR-161 and the Cleveland-Polaris Parkway alternatives cost is the inclusion of asphalt paving for the curbside lanes in both directions on Cleveland Avenue (also included in the initial LPA presented to the public). The paving, at a unit cost of $100,000 per lane mile, was assumed for 9.6 lane miles between Westerville Road (SR-3) and SR-161. In the southern part of the corridor, another unit cost for roadway work adjacent to stations was used for the 20 A- and B-type stations that are proposed to be installed along Cleveland Avenue. ODOT and the City of Columbus will be replacing the pavement in this section of the corridor. As a result, this BRT capital costs in the section with ODOT repaving will include replacement of bus pads and some asphalt work in this section where repaving will occur.

3.4.3 SCC 50.0 Systems

Systems include costs for both transit signal priority and fiber optic communications.

3.4.3.1 Transit Signal Priority (TSP)

No transit signal priority improvements are proposed north of SR-161.

3.4.3.2 Fiber Optic Communications Trunk

A key capital cost change between the Cleveland-SR-161 Alternative and the Cleveland-Polaris Parkway Alternative is the reduction in cost for the fiber optic communications trunk. The reason for this reduction is that the City of Columbus is installing a fiber optic system that COTA will be able to use to communicate between the main office and each station.

Fiber optic costs directly related to the BRT project include four communication cabinets (one located every two-to-three miles along the corridor), which will be used to direct the fiber optic signals to and from each station along the corridor.

3.4.3.3 Network Server

An additional cost was programmed into the capital cost estimate for a server for document control during the project development phase of the BRT project. The estimated cost of the service is $12,000 in year 2012 dollars.

3.4.4 SCC 70.0 Vehicles

The extension of some BRT trips north of SR-161 will result in the need for 11 vehicles in operation during peak periods (as opposed to 8 required for BRT service ending at


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SR-161). Thus, with two spares, a total of 13 vehicles are proposed for the Cleveland-Polaris Parkway Alternative. The vehicle requirement is summarized in Table 9.

Table 9: Cleveland-Polaris Parkway Alternative Vehicle Summary

Peak Vehicles

Spare Vehicles

Total Vehicles

Cleveland-Polaris Parkway Alternative 11 2 13

3.4.5 SCC 80.0 Professional Services

Professional services are costs related to completing the remaining planning and environmental tasks, designing the project, securing necessary permits and managing the construction phase of the projects. These costs are typically estimated as a percentage of total construction costs, based on past experience on construction projects of similar magnitude and complexity. This phase of the project is described in greater detail in the project management plan (PMP) document.

3.4.5.1 Preliminary Engineering/Project Environmental

The project’s next step is to complete the preliminary engineering and environmental documentation of the project. This will include preliminary design of the two transit centers, development of five typical station concepts for stations and then the application of these concepts at more than 100 sites in downtown Columbus, and along Cleveland Avenue both north and south of SR-161. The project assumes that this phase of the project will last about one year, with the environmental and design work occurring concurrently. Environmental documentation would presumably be limited to the preparation of a Categorical Exclusion (CE) document.

3.4.5.2 Surveys, Testing, Investigation

Surveying, testing and other investigation also will occur primarily during the first year of the project. This would include surveying, physical condition investigations, and environmental and geotechnical testing of the sites where improvements would be required at station sites and at the two transit center locations.

3.4.5.3 Project Management for Design

Project management during the design phase includes COTA’s management and oversight of the consultant team completing the final design phase of the project, as well as the procurement of any project management consulting services, if desired, to supplement COTA’s project management team.

3.4.5.4 Final Design

Final design, which begins immediately upon the completion of the preliminary engineering and approval of environmental documents, includes the resolution of all outstanding design and constructability issues and preparation of final plan documents


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for delivery to the construction team. Final design on a project of this magnitude can be completed within one year and will occur during the second year of the project.

3.4.5.5 Professional Liability and Non-Construction Insurance

No costs were provided for professional liability and non-construction insurance. Professional liability and insurance elements are assumed to be included within the costs of professional services for the preliminary engineering, environmental documentation, final design and construction management phases of the project, or to be provided under COTA’s existing insurance arrangements.

3.4.5.6 Legal; Permits; Review Fees by other Agencies, Cities, etc.

Costs associated with securing legal permits, review fees by other agencies and cities, and similar costs are based on past experience with other projects where city, county, DOT and environmental agencies assessed fees for permits and services. These services could include reviewing plans and environmental documents, providing background information such as utility data, and processing applications for changes to zoning, in addition to any building and construction permits necessary to complete construction of the project. This element generally occurs early in the process, within the first two years of the project.

3.4.5.7 Construction Administration and Management

Construction management includes field oversight, project documentation, surveying, material testing and other cost elements not covered in the general construction costs of the project.

3.4.6 Capital Cost Summary

FTA requires capital costs be reported in year of expenditure (YOE) dollars. Total estimated capital cost (in FY2012 dollars) for the Cleveland-Polaris Parkway Alternative is $35.38 million, as shown in Table 10. Two assumptions were used to calculate YOE dollars:

• A basic inflation rate of 3.5% a year was applied for years 2013 to 2016. • An implementation schedule was developed, which is described in more detail in

Section 4.0 of this document.

The schedule allows the capital costs to be placed into the correct year, with professional services mostly occurring in 2013 and 2014, right-of-way acquisition occurring in 2013 and 2014, and construction occurring in 2014-2016. Based on these assumptions, the Cleveland-Polaris Parkway Alternative is expected to cost $39.43 million in YOE dollars, detailed in Table 11. The breakdown by year includes:

• $2.16 million in 2013 • $6.70 million in 2014 • $13.25 million in 2015


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• $17.31 million in 2016

The cost per mile (excluding vehicle costs) in YOE dollars is $2.81 million per mile for the Downtown to SR-161 segment and $1.95 million per mile for the full Cleveland-Polaris Parkway Alternative.


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Table 10: Cleveland-Polaris Parkway Alternative FY 2012 Capital Cost Summary


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Table 11: Cleveland-Polaris Parkway Alternative YOE Capital Cost Summary


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3.5 Operation and Maintenance Costs

The Operation and Maintenance (O&M) cost methodology is the same as described in Appendix B of the “COTA Northeast Corridor Alternatives Analysis: Detailed Screening of Alternatives” report.

The main differences in O&M cost are related to the extension of service north of SR-161 to Polaris Parkway. BRT service was modeled as two separate lines – LPA A is for trips extended to Polaris Parkway while LPA B is for trips that turn around at SR-161. In order to maintain balance in the schedule, LPA A trips were required to layover for 23 minutes at OhioHealth in order to fit into the schedule at the correct times to serve the area south of SR-161.

In addition, maintenance costs for stations types D and E, to be implemented in the area between SR-161 and OhioHealth, were also factored into the operating cost estimates. The cost of operating and maintaining D-and E-type stations are estimated to be approximately $4,000, similar to A-type stations, but without the shelter cleaning.

The O&M cost summary is shown in Table 12 below.

Table 12: Cleveland-Polaris Parkway Alternative O&M Cost Summary

Cleveland-Polaris Parkway Alternative Quantity Unit Cost Total Cost

Additional Revenue Hours from Service Changes 23,453 $71.89 $1.686 Existing #1-Cleveland-Livingston (through-routed) (77,535) Proposed #1-Cleveland-Livingston (through-routed) 38,386 Proposed #1-Livingston Local (not through-routed) 21,944 Proposed Cleveland Avenue LPA A to OhioHealth 26,199 Proposed Cleveland Avenue LPA B to SR-161 14,460 A Stations 30 $7,000 $0.210 B Stations 12 $28,000 $0.336 Northern Lights Transit Center/Park and Ride 1 $22,000 $0.022 Columbus Square Transit Center/Park and Ride 1 $28,000 $0.028 D Stations 3 $4,000 $0.012 E Stations 10 $4,000 $0.040 Total $2.334 million


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4.0 LPA Implementation Schedule

An implementation schedule is required for the LPA in order to proceed to the next step in FTA’s VSS funding process. This schedule, shown in Table 13, details the steps COTA will take to fully implement the project.

The schedule is divided into three main phases.

• Phase 1 Project Development, April 2013-June 2014 – includes design, environmental clearance, and right-of-way acquisition. Phase 1 ends with the signing of the Project Construction Grant Agreement (PCGA) between COTA and the FTA.

• Phase 2 Construction, July 2014-August 2016 – once the PCGA is received, COTA will begin the construction phase, including the construction of infrastructure and procurement of vehicles. Right-of-way acquisition will continue if not finalized in Phase 1.

• Phase 3 Revenue Operations / Project Closeout – the BRT service is expected to begin operations in September 2016, while project closeout will continue through the rest of the year.

COTA is confident and able to execute this Locally Preferred Alternative within the scheduled timeframe. Further, the agency is capable of funding the local share of the project assuming an 80% Federal / 20% Local split for the project.


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Table 13: Cleveland-Polaris Parkway Alternative Implementation Schedule

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