Of late some in our city have been voicing concern about plans for the GRTC Pulse. They have been doing so out of very good intentions, and we applaud their passion for effective transit. Nevertheless, in responding to the concerns we've heard - listed below – we lay out why now is the time to press forward with a project that has been years in the making.

[NOTE: details drawn from wealth of information on GRTC's website, as well as wealth of information in recent studies - see "Articles & Studies" page at www.metrocrt.org]

1) It's a bus line from a shopping center (Willow Lawn) to a condo (Rockett's Landing) designed for commuters and "choice riders" (the GRTC's term) on essentially the same route as the existing #6 - - - for $54 million in tax payer money, $8 million of which comes from Richmond.

The short answer: The GRTC Pulse is neither a regular bus line, nor the same as the #6. It extends farther than the #6 and functions like a light rail line, stopping at less frequently than a bus route but still connecting many major areas along its route, including downtown and VCU. This route was chosen after much study because of its current density, further potential for growth, and capacity to connect everyone more fully to the commerce, employment, health care, higher education, government services, and recreation that lies along the corridor, and beyond via swifter transfers. Currently 33,000 people and 77,000 jobs lie within a half-mile of planned BRT stations, with more of each projected in the decades ahead. Clearly other activity centers and neighborhoods lie beyond this corridor, but this project is a starting point and catalyst for regional improvements and extensions toward metro-wide transit.

The details: Bus rapid transit (BRT) functions as light rail on wheels, not a bus line. While the BRT vehicle is a specific kind of bus, which runs at the given speed limit, has wifi, and bike racks, BRT is distinct from a bus line in that:

· It has spaced out station stops (i.e. not stopping every one or two blocks, but stations spaced as they would be with a metro or subway system. GRTC Pulse will have 14 such stations).

· It arrives at a station every 10-15 minutes.

· It has platform boarding, station bike racks, and pre-boarding fare vending machines.

· It runs in dedicated lanes in high density areas, in coordination with traffic lights.

As such, unlike a usual bus line, BRT allows people to move more swiftly and reliably through the city as though they were on light rail. It provides a competitive option to but at literally a fraction of the cost to constructing and running a light rail system.

Why was Rocketts Landing to Willow Lawn selected as the first step toward a larger metro-wide system?

· This route significantly links the City east to west, while partnering with Henrico to place a BRT station in the county at each end and open the door to further collaboration. The line serves many areas of the city, including downtown, VCU and Main Street Station, and successful lines have an anchor at each end that draws passengers, whether that is a destination or a connection to other transit routes.

· Through analysis of demographic, land use, and travel demand data, a 2008 Regional Mass Transit Study recommended improving transit via a BRT line running from Rocketts Landing to Willow Lawn, with future extension out to Short Pump, because (even just within city limits) this corridor has the highest existing and projected population and employment densities and the most transit supportive land use in the Richmond region. Currently 33,000 people and 77,000 jobs lie within a half-mile of the planned BRT stations, and if current trends continue population density will only increase along the 7.6 mile BRT corridor.

Clearly other activity centers and neighborhoods in the Richmond region are along this corridor, but this project is a starting point and catalyst for regional improvements and expansion to a metro-wide system.

2) In addition to the $54 million capital expenditures, the BRT will operate at a deficit that seems likely to cost the city millions every year - but we have reliable estimates because the GRTC keeps changing the projected ridership.

The short answer: Nearly all transportation services (roads, buses, etc.) tend to operate at a deficit. They generally are a public service. That said, the faster more reliable transit provided by BRT has also been shown in cities around the globe to be a spur to economic growth, ultimately offsetting any higher costs in GRTC budget.

The details: All bus routes in the US and the world operate at a deficit, as do all non-toll roads (gas taxes provide less than half of funding for highways, and less than 10% of funding for local roads). They are generally a public service. However, public transit does not exist in a vacuum: it spurs economic growth.

· With transit-oriented development, which the city and region are studying how to encourage, there will be more people and businesses along the corridor, which will increase transit use and the number of customers stopping near current businesses. We can already see the development planned across the corridor, including Libbie Mill Midtown, Sauer's Whole Foods, Stone Brewing Co., among others.

· It will also increase current property values; the city estimates $1.1-billion in additional investment, which, over time, will actually generate more property tax revenue than the cost of the new service, not to mention sales and meals taxes.

· This was an important point in the federal government's TIGER review (it's in the name: Transportation Investment Generating Economic Recovery), and has been shown in other cases across the US. Lastly, there are other benefits, such as reduced travel time for users (estimated at $1.5-million per year) and reduced motor vehicle crashes.

3) The Richmond BRT is the only such bus route in the country that does not include parking (park and ride) for the suburban and "choice" riders it proposed to attract.

The short answer: Conversations continue to be underway with regards to park-and-ride lots, but it’s key to note the goal is a comprehensive system where park-and-rides along this current stretch are generally not a key to success – park-and-ride need is enormously reduced if the line runs out to Short Pump and also connects with corridors down routes 360, 1, and 60.

The details: For present purposes, conversations continue to be underway with regards to park-and-ride lots with Anthem at Staples Mill, and the Science Museum of Virginia has verbally agreed to a park-and-ride lot at the Robinson St station. Henrico County is also engaged in discussions on this front as well at the two end points, Willow Lawn and Rocketts Landing. Nevertheless, it is critical to note two things.

· First, the goal of this system is not limited to Willow Lawn west and Rocketts Landing east, but rather this will be the 7.6-mile inner portion of a much larger system. The next logical step is Short Pump west and Richmond International Airport east. If anything, the importance of park-and-rides at the specific current end points would be an intermediary step en route to a fuller metro-wide system.

· Second, park-and-ride lots are not a panacea. Studies have shown that once people get in their cars, they are more likely to stay in them to their destination than to switch modes to public transit partway through; this is because once you've bought a car, the marginal cost of operating it that last bit, into downtown, is very small.

The way to get people onto transit is to provide service in a way that people don't need a car for any part of that trip. That is why GRTC and the city are undertaking a connectivity study to ensure connecting routes are better placed to draw people into the rapid service, which includes taking some of the 20 buses already on Broad off it and providing better connecting service. Further, a regional transit vision plan will increase the number of people who can access transit within a short walk or bike of their home, work or pleasure destination. This study will be complete long before construction is finished, and it is not necessary to have it in hand prior to construction commencing.

4) The plan will reduce Broad Street from 3 lanes to 2 in each direction.

The short answer: According to recent traffic studies, at present two travel lanes in each direction on Broad Street provide more capacity than current traffic at any point along the route. BRT plans also include adding left-hand turn lanes at certain intersections, thereby helping ease the flow of traffic. Ultimately, with the BRT in conjunction with a growing population, Broad Street will probably feel neither no more nor no less trafficked, but absent this reliable, efficient transit alternative that can compete with car use, Broad Street will undoubtedly be far more congested in the decades ahead.

The details: With the current bus lane/parking lane in the downtown section from 14th to 4th St, there are only two remaining travel lanes on Broad today, so this will just even out the capacity along the corridor. Further, as people switch from their cars to the BRT, there will be even fewer people driving on Broad, and given that vehicle miles traveled in both the US and Virginia have been holding steady or dropping for most of the last decade, we can expect this excess capacity not to be needed. Ultimately, with the BRT in conjunction with a growing population, Broad St will feel neither no more nor no less trafficked, but absent this reliable, efficient transit alternative that can compete with car use, Broad St will undoubtedly be far more congested in the decades ahead.

Bonus questions & details: How will pedestrians and those on bikes navigate across Broad St?

This project will improve north-south access across Broad St over its existing conditions today. There will be six new dedicated pedestrian crosswalks across Broad St controlled crossings (Strawberry, Goshen, Pine, Henry, Madison, and Jefferson) and at 37 signalized intersections. Three of the new signals are Tilden, Monroe, Byrd (Willow Lawn), and Orleans (Rocketts Landing). These all have a 6-foot pedestrian refuge, which is considered national standards to be a safe width to hold in and be protected from traffic. All are ADA-accessible.

How will events, like Broad Appetit, continue to function? Will BRT be rerouted like regular buses are currently?

The application process is as follows. The decision to grant access to any event causing a road closure (on which local fixed route or GRTC Pulse service will operate) is up to the City of Richmond’s Special Events procedures. That includes involvement from the Richmond Police Department, the CAO Office, the Director of City Parks & Rec, Chief of Fire, and Chief of Police. GRTC Pulse will be capable of moving lots of people quickly, conveniently and in a multi-modal-friendly capacity to and from special events. For example, some cities with a form of rapid transit (rail or bus) choose to run service up to a point to get people to the event area, then temporarily suspend service if there is a road closure (like for a Christmas Parade), and then resume service at the conclusion of the event to mobilize people afterward. Regardless, any road closure request is subject to the City of Richmond’s Special Events procedures.

5) The plan will eliminate many left turns on Broad Street, will eliminate about half the parking spaces, and most of the loading zones.

The short answer: Many left-turns are already restricted along the corridor today, yet even after any and all changes with the BRT in which some left-hand turns will be restricted, left-turns will still be available about every three blocks.

Ultimately, while roughly 300 on-street parking spots on Broad will be restricted along the corridor, there will only be an overall 4% reduction in parking spots (public and private, on-street and off-street) within one block of the corridor from N Thompson St (just east of 195) to 14th St (see link to details below). This reduction in parking comes in exchange for far more free flowing access for employees and customers via transit.

The City’s Department of Planning & Development Review is currently in consultation with business owners about how best to reconfigure loading zones.

The details for left-turns

· Many left-turns are already restricted along the corridor today, such as at Boulevard (both ways), Allen (westbound), Lombardy (eastbound), Harrison (eastbound) and Adams (both ways). In fact through working with residents and the city traffic engineer, a left-turn has actually been added at Boulevard westbound off-peak.

· Even after changes with the BRT, left-turns will still be available about every three blocks (Westbound: Monroe, Belvidere, Harrison, Meadow, Robinson, Boulevard, Sheppard, Tilden; Eastbound: Sheppard, Terminal, DMV Dr, Allison, Meadow, Allen, Bowe, Belvidere).

The details for parking

· From N Thompson St (just east of 195) to 14th St downtown, a 3.4-mile stretch with 7,955 parking spaces available within a block, only 316 parking spaces are scheduled to be removed, a reduction of less than 4% along the corridor. Of the 7,955 spaces within one block, 6,434 comprise short-term and long-term public and private off-street parking facilities. Implementation of BRT will neither change nor affect these off-street parking spaces.

· Between 4th Street and 14th Street, the spaces removed will accommodate curb-running exclusive bus lanes 24 hours a day. Currently, parking is already prohibited in this section of the corridor between 4th Street and 14th Street during peak hours (7‐9AM and 4‐6PM).

· In a detailed review of parking along the corridor, the city found that in most areas the highest number of spaces occupied at any given time was smaller than the proposed number to be retained on Broad Street itself. For example, from Sheppard to Lombardy there were never more than 118 spaces occupied, while 149 spaces will be retained on that section of Broad. Further, the 149 spaces do not count parking within one block of Broad or off-street spots; over the whole corridor, there are 11 times as many off-street spaces as on-street ones, and all off-street spaces will be retained.

· In the locations where parking spaces will be lost, the project partners are working with City staff from Parking, Planning and Development Review, Public Works, and Economic and Community Development to develop options for mitigating the loss of on-street parking. Additionally, Virginia Commonwealth University is also selecting paid parking spaces that will be open for public use in the Harrison through Pine Streets area of Broad Street.

The details for loading zones

· To ensure that the BRT is as effective as possible in spurring growth, the City’s Department of Planning & Development Review, along with the Department of Rail and Public Transportation, is currently undertaking a Transit-Oriented Development Plan for the corridor to pair preparation for economic growth with the BRT. Included in that study will not only be reconfiguring loading zones in direct consultation with business owners along the corridor, but also plans for possible opportunity sites, proposed rezonings, design guidelines, and incentives to spur growth. While there has been solid redevelopment along the corridor, there are significant opportunities to create additional economic and neighborhood flourishing.

6) The construction will take about a year and a half. It seems likely that many of the businesses that have generated the renaissance on Broad over past eight years or so will not survive the construction nor the long-term consequences of the project.

The short answer: Construction (which will be primarily focused at station sites and where the BRT will be median running, from Thompson Street to Foushee Street) will be done in phases guided by VDOT, which has an excellent record managing projects while minimizing the effect on local residents and businesses. The City is also currently undertaking not only a study on ways to mitigate effects on businesses during nearby construction, but also a study on how to best encourage future growth along the corridor.

It is critical not to let the long term of decades/the coming century of quality development-spurring transit be crowded out by concern for three to four months of carefully planned construction at a given section along the route. As soon as reliable efficient transit is up and running, it will enormously ease the flow of customers and employees to businesses along the corridor.

The details: Construction will be done in phases guided by VDOT, which has an excellent record managing projects while minimizing the affect on local residents and businesses. The City is also currently undertaking a study on ways to mitigate effects on businesses during nearby construction, as well as a study on how to further encourage future growth along the corridor.

Construction Itself

· Construction will be sequenced and localized to minimize impacts on businesses and properties. Road closures will be limited to temporary lane closures during non-peak hours during construction, and the Contractor will be required to maintain pedestrian access and have a traffic flow plan to access businesses at all times.

· Duration of work for stations will be typically three to four months per station. Most of the construction will be in the median area with the exception of curbside stations, ramp improvements, and signal upgrades at intersections.

· In order to provide parking accommodations during construction, the contractor will be required to maintain temporary parking spaces on Broad St, except directly in front of proposed curb-side stations.

· Construction work will be performed in compliance with daytime and nighttime noise ordinances. A 24-hour hotline will be established for businesses and the public to contact the Construction Manager.

· Signs will be posted to inform the public that businesses are open during construction, and work will be monitored to make sure safe pedestrian access is provided at all times. During non-working times, the contractor will accommodate roadway and pedestrian access in construction areas with safety being the primary objective. Staging for median construction work will be in the median.

Construction & Business Access

· VDOT also has decades of experience managing projects while minimizing the affect on local residents and businesses during construction. The Design-Builder and any subcontractors will work closely with businesses to both preserve and encourage access to businesses.

· This will include relevant signage guiding customers both pedestrian and in vehicles to the businesses. The estimated average construction time per station is three to four months. While BRT construction is expected to produce some noise impacts and marginal traffic delays, the impacts are not expected to substantially affect the local economy. Regardless, the City of Richmond is exploring opportunities to stimulate business along the route during construction.

Businesses & BRT

· A huge reason for Bus Rapid Transit, as has been shown along routes around the country and across the globe, is its service as a catalyst for investment. BRT draws investment due the demonstrated reality that reliable, efficient public transit significantly eases access to employment and commerce, attracts and retains young talent, and raises neighboring property values. Broad Street was selected precisely because it is a centerpiece of commercial activity and further revitalization potential within the City, as well as a core corridor for government (city and state), health care, and higher education.

7) The plan does nothing for those who really need better transit service: the regular bus riders who sorely need better service. The GRTC's own $1.2 million study states that 47% of Richmonders have no bus service where they live, and the proposed bus route does nothing to alter that disturbing fact.

The short answer: Addressing the needs of those who are dependent upon transit to navigate the metro area is critically important to this service and its extension into the counties. The BRT will provide reliable, efficient service, and GRTC bus lines will be reconfigured to maximize connectivity with the BRT (the contract for this study, which will entail lots of civic input, is imminent and will be completed before the phased construction ends). The Richmond Regional Transit Vision Plan, which the Virginia Department of Rail and Public Transportation is currently undertaking, will engage how best to expand to a full metro-wide system, with this 7.6-mile stretch serving as the crucial first step.

The details: There are two studies currently being conducted on how to most effectively enhance connectivity in conjunction with existing bus lines so that everyone within GRTC lines present reach can access or swiftly transfer along this predominate, central corridor of employment, commerce, higher education, health care, government offices, and recreation.

· The first smaller study focuses on enhancing the connectivity of the East End to the GRTC Pulse through feeder bus lines (such as a line going down 25th St from Church Hill to connect near the 24th St BRT Station, or a circulator bus in Fulton connection to the Rocketts Landing BRT Station). It should be coming out in the next few months.

· The second more comprehensive study is examining the entire GRTC System at present and how it can be reconfigured to best integrate and enhance service in connection with The Pulse. This study should be out by the end of 2016.

· The GRTC Pulse will also allow convenient connections to other routes, which can be focused to connect to the BRT. Given that today about 20 routes are on Broad for some portion, having those routes connect with the BRT instead will allow those buses to spend more time on the core of their routes and less time on Broad, allowing more frequent and expansive service.

There is also currently a Richmond Regional Transit Vision Plan study being undertaken by VDOT in regards to creating a comprehensive transit plan for the entire region. Dedicated funding for transit and a rapid transit system throughout the region will be much harder to achieve without this first step of a rapid transit system on the main east-west road in the city.

The metro-wide system and the ways in which it would enhance equality of access, quality of life, environmental care, and economic development is precisely the effort that RVA Rapid Transit, The Partnership for Smarter Growth, and The Clergy Committee for Rapid Transit are diligently working. We are doing so in consultation and collaboration with planners, public servants, non-profits, institutions, businesses, and citizens across the metropolitan area, and we can absolutely use and need your support!