The MTA is taking a fresh look at current and future travel operations and demands to understand how different modes of transit, such as Light Rail Transit (LRT), Hybrid Rail (YR), Bus Rapid Transit (BRT), and Arterial Rapid Transit (ART) could be implemented to improve the corridor and support surrounding areas.
Each of the alternatives being considered will incorporate enhancements for walking, biking, and local transit use within the corridor, to support future development plans and to link to Metrorail. All findings in this study will be supported by:
- engineering and environmental analyses;
- ridership forecasts;
- cost estimates;
- economic analysis;
- stakeholder coordination;
- public engagement; and
- other technical studies and coordination efforts.
The PEL Study Team has developed five preliminary alternatives. These “Mainline Alternatives,” primarily go end to end on the corridor from the Branch Avenue Metro Station down to White Plains.
Alternative 1
Alternative 1 is Arterial Rapid Transit. Under this alternative, the existing commuter bus service would be expanded to include more frequent throughout the day service and bus priority treatments at intersections.
Alternative 2
Alternative 2 is BRT in roadway. A bus rapid transit alignment would run along or within the roadway of the existing MD 5 and US 301 corridors.
BRT Alternative 2A would include a dedicated bus lane within the existing roadway. This would widen the road to add a bus lane without removing any of the existing travel lanes.
BRT Alternative 2B would be an in-roadway dedicated lane. The dedicated bus lane would be for transit vehicles and located on the inside of the roadway.
For Alternative 2C, the transit vehicle would operate in a dedicated lane on the existing shoulder. This may require some slight widening of the shoulder, but the existing shoulder would primarily be used.
Alternative 3
Alternative 3 is BRT on a separated guideway, primarily along the east side of the MD 5/US 301 corridor.
Alternative 4
Alternative 4 is LRT and would be very similar to the layout of BRT on a separated guideway except with light rail as the mode. In this alternative, there would be two tracks to the east of the MD 5/US 301 corridor.
Alternative 5
Alternative 5, Hybrid Rail, would be similar to Alternatives 3 and 4 but differ because it would use existing CSX track (Pope’s Creek Railroad) at the southern end of the alignment. Hybrid rail vehicles may require less overhead contact wires and structures compared to Alternative 4 LRT.
Alternatives Screening Results Summary
ALIGNMENT AND STATION LOCATIONS
The alternative modes Arterial Rapid Transit (ART), Bus Rapid Transit (BRT), Light Rail Transit (LRT), and Hybrid Rail (YR) being developed in this study will be considered along the alignments as described in the alternatives section above.
Stations will be developed at approximately 13 locations to support the existing and proposed land use, including transit-oriented development; have multi-modal accessibility; and promote higher ridership, while maintaining the travel time objectives of a rapid transit system. See below for the list and mapping for the potential station locations.
MODES
Variations of ART, BRT, LRT and YR are being considered that may deviate from individual characteristics shown below, including options on dedicated guideway and, in the case of BRT, options within existing right-of-way.
Arterial Rapid Transit (ART)
Arterial Rapid Transit (ART) includes additional investments in the existing commuter bus service to improve bus service in the corridor, providing all-day, bi-directional and reverse commute connectivity. ART bus routes operate in mixed traffic along the existing roadway with some spot bus priority treatments (e.g., Transit Signal Priority (TSP) and queue jumps) to reduce delays. ART can be implemented in the shortest time at the lowest cost.
Bus Rapid Transit (BRT)
Bus Rapid Transit (BRT) is a high-quality bus system that aims to provide faster, more reliable, and more convenient transportation than traditional bus service. BRT systems often include elements of light rail, such as stations, dedicated bus lanes, and priority at intersections. Since BRT utilizes rubber tire vehicles along existing corridors, BRT provides a wide range of options for implementation. Like LRT, BRT can be constructed in a dedicated right-of-way; but BRT can also be applied within or immediately adjacent to existing corridors, enhancing roadway function with a mix of dedicated bus lanes, managed lanes, transit signal priority, and queue jump treatments that can provide improved operating capabilities at a significantly reduced cost and implementation time frame.
Light Rail Transit (LRT)/Hybrid Rail (YR)
Light rail transit (LRT) uses electric-powered cars or short trains on fixed rails to provide quick, cost-effective transportation in metropolitan areas. LRT systems are designed to link major trip generators, regional centers, and county cores, and are intended to fill the gap between local buses and heavy rail, such as subway systems.
Hybrid Rail (YR) operates primarily on the National system of railroads, but not with the characteristics of commuter rail. This service typically operates light rail-type vehicles as diesel or battery-electric multiple-unit trains that do not require overhead wire. To share the track with freight and other rail traffic, these trains must meet Federal Railroad Administration standards or obtain waivers in coordination with FRA.
LRT, YR & BRT Amenity and Design Elements
Amenities for LRT, YR and BRT stations may include seating, lighting, canopies, trash/recycling, real-time information signs, stations signage, fare machines, video surveillance, bike/scooter storage, emergency call boxes, wayfinding signage, and interactive kiosks. Other design elements may include level boarding, enhanced crosswalks, landscaping and greenery, fencing, and existing bus stops for parallel routes.
