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About

Milwaukee County and its partners have initiated a feasibility study to implement bus rapid transit (BRT) in the 7-mile East-West Corridor connecting downtown Milwaukee and the Milwaukee Regional Medical Center (MRMC) and Milwaukee County Research Park (MCRP).

Infographic:

The Basics of BRT

see brt operate

$What is BRT? Bus rapid transit, or BRT, is an increasingly popular approach to deliver enhanced public transportation services in communities seeking cost-effective ways to reduce traffic congestion, improve mobility and increase transit ridership. BRT features unique branding, specialized vehicles and improved transit stations to enhance the transit experience for riders. Technology improvements include real-time arrival signs at stations, and they may include road features such as traffic signal priority and queue-jumps at busy intersections to help buses increase reliability and maintain schedules. Buses may also operate in exclusive transit lanes. How fast do BRT buses travel? BRT buses never go faster than the legal speed limit. The "rapid" in "bus rapid transit" refers to how service compares to normal bus service. BRT generally travels over a route distance faster than regular service, but buses do not go faster than the posted speed limit. Many experts believe adding bus service actually makes neighborhoods safer by taking cars off the road; plus, BRT features such as exclusive transit lanes and boarding stations naturally slow down other traffic. I’d love to use transit more often but it takes too long, and I can’t be late for work. How will BRT change that? During morning and afternoon commutes BRT service would run every 8 to 12 minutes, meaning you would never have to wait long to catch a ride. Also, because BRT operates in transit-only lanes and would likely have traffic signal priority at some busy intersections, riding BRT can get you where are going faster than driving. One more plus, you won’t need to pay for parking! Where is BRT used? Hundreds of cities worldwide have successful BRT systems. Cities similar in size to Milwaukee that have BRT operations include Kansas City, Mo.; Jacksonville, Fla.; San Antonio and El Paso in Texas; and Cincinnati and Cleveland in Ohio. Dozens of BRT systems in both large and small metropolitan areas are in various stages of planning or construction in the United States. How does BRT work with existing transit services? BRT is almost always implemented in corridors that have viable transit services already in place. It is an enhancement of existing services and not just an overlay of bus service. How does BRT operate in residential neighborhoods? It is common for BRT service to travel through residential neighborhoods for part of its route. BRT is flexible and works well within established neighborhoods. System design and operations can help alleviate concerns about impacts to neighborhoods. For example, during planning for the 9-mile MAX BRT service in Kansas City, neighborhood residents supported BRT but did not want fast-running speeds. So MAX operates for about six miles as BRT service and for three miles through residential areas as a regular bus – without special stations, exclusive lanes or traffic signal priority at intersections. The route stops at all of the same bus stops as it did previously. This successful combination operation has been in place since 2005. The planned First Coast Flyer Southwest BRT in Jacksonville, Fla., is proposing a similar approach through a unique historic district with large trees, narrow streets and low speed limits. The proposed BRT operation through neighborhoods calls for minimal station construction, no traffic signal prioritization and slower operating speeds. How much does it cost to build BRT? BRT costs can vary significantly depending on the community. BRT is scalable: Depending on community desires, it can be robust with elaborate stations and significant roadway reconstruction, or it can have more limited amenities and infrastructure enhancements. The design can even change within a specific BRT corridor. Regardless of the level of investment, BRT has proven to deliver significant public transit enhancements at a fraction of the cost of rail technologies. How will this proposed BRT service affect quality of life issues such as traffic congestion, noise and safety? BRT service may actually reduce the number of buses in an urban corridor by providing more efficient service. The East-West BRT Feasibility Study will include traffic analyses to evaluate potential impacts and benefits for the motoring public. The study will assess how BRT service would integrate into existing streets – either operating in an exclusive transit lane or operating within existing traffic lanes. The study will also evaluate impacts to on-street parking. BRT bus operation would be consistent with MCTS safety procedures for existing bus service. If the study determines that BRT service is feasible, then the Federal Transit Administration would conduct an environmental review of the proposed service, which includes assessing impacts to the community setting, traffic operations, noise, safety and natural resources.$

Bus Rapid Transit faq

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Background

Multimodal solutions are needed to meet growing travel demand and traffic congestion in the corridor. In communities across the country, BRT has successfully been used to supplement or replace local transit service. BRT offers faster travel times than local service and appeals to a wide range of people, from daily riders to those who may normally avoid using the bus but find BRT as efficient, convenient and more cost effective than driving. Because BRT is more efficient and frequent than local service, it improves access to jobs, health care, education and other essentials of daily life for people across the community.

Why Study BRT?

BRT service provides an attractive and reliable alternative to driving.

BRT service decreases travel times to improve access to jobs, education, health care and other services, and activities.

BRT service can mitigate traffic congestion across the study corridor, including heavy congestion expected during the I-94 reconstruction.

BRT service reduces the need for local government to launch expensive and inconvenient construction projects to rebuild and expand existing local roads.

BRT projects can support economic development. While dependent on local conditions, communities have experienced transit-oriented development ranging from $100 million to $5.8 billion following public investment in BRT projects.

BRT service can be easily expanded into new routes or new communities to meet demand.

BRT service supports more efficient use of limited land within downtown Milwaukee, MRMC and MCRP by reducing the demand for parking at these major employment centers.

Ridership

With over 125 businesses in the study corridor, each with more than 250 employees, new BRT service presents significant potential to attract new riders and increase overall ridership. New BRT service in other cities has seen ridership increase in the range of 25-50 percent. Typical BRT service would include stops spaced between one-quarter to one-half mile apart, and it would provide a vehicle every 10 minutes during peak travel times.

Key Study Milestones

February 2016

Begin planning and preliminary engineering

Mid-April, late May/early June 2016

Public meetings

June 2016

Select locally preferred alternative

August 2016

Submit application to Federal Transit Administration for Section 5309 Small Starts Grant

Artist's renderings of side-running (left) and center-running (right) BRT created for the North-South Corridor Study in Chapel Hill, NC. Renderings used with permission.

Locally Preferred Alternative

The map below shows the locally preferred alternative for the East-West BRT routes and station locations. The cities of Milwaukee and Wauwatosa and Milwaukee County are studying this alternative based on technical analyses and input from stakeholders and the general public.

Study Library

The following documents have been published as part of the East-West BRT Feasibility Study.

Project Management Plan

Public Engagement Plan

Study Purpose and Need Statement

Tech Report: Existing Conditions

Evaluation and Screening Framework

Tier 1 Evaluation

Tier 2: Detailed Definition of Alternatives

Tier 2: Conceptual Plans

Tier 2: Detailed Evaluation of Alternatives

including

Station Area Analysis

Transportation

Environmental Impacts

Capital Costs

Maintenance Costs

Ridership Forecasts

Locally Preferred Alternative Report

Public Engagement Summary

Financial Plan

Implementation Plan

NEPA Class of Action Request

CONTACT

To:

contact@eastwestbrt.com

$What is BRT? Bus rapid transit, or BRT, is an increasingly popular approach to deliver enhanced public transportation services in communities seeking cost-effective ways to reduce traffic congestion, improve mobility and increase transit ridership. BRT features unique branding, specialized vehicles and improved transit stations to enhance the transit experience for riders. Technology improvements include real-time arrival signs at stations, and they may include road features such as traffic signal priority and queue-jumps at busy intersections to help buses increase reliability and maintain schedules. Buses may also operate in exclusive transit lanes. How fast do BRT buses travel? BRT buses never go faster than the legal speed limit. The "rapid" in "bus rapid transit" refers to how service compares to normal bus service. BRT generally travels over a route distance faster than regular service, but buses do not go faster than the posted speed limit. Many experts believe adding bus service actually makes neighborhoods safer by taking cars off the road; plus, BRT features such as exclusive transit lanes and boarding stations naturally slow down other traffic. I’d love to use transit more often but it takes too long, and I can’t be late for work. How will BRT change that? During morning and afternoon commutes BRT service would run every 8 to 12 minutes, meaning you would never have to wait long to catch a ride. Also, because BRT operates in transit-only lanes and would likely have traffic signal priority at some busy intersections, riding BRT can get you where are going faster than driving. One more plus, you won’t need to pay for parking! Where is BRT used? Hundreds of cities worldwide have successful BRT systems. Cities similar in size to Milwaukee that have BRT operations include Kansas City, Mo.; Jacksonville, Fla.; San Antonio and El Paso in Texas; and Cincinnati and Cleveland in Ohio. Dozens of BRT systems in both large and small metropolitan areas are in various stages of planning or construction in the United States. How does BRT work with existing transit services? BRT is almost always implemented in corridors that have viable transit services already in place. It is an enhancement of existing services and not just an overlay of bus service. How does BRT operate in residential neighborhoods? It is common for BRT service to travel through residential neighborhoods for part of its route. BRT is flexible and works well within established neighborhoods. System design and operations can help alleviate concerns about impacts to neighborhoods. For example, during planning for the 9-mile MAX BRT service in Kansas City, neighborhood residents supported BRT but did not want fast-running speeds. So MAX operates for about six miles as BRT service and for three miles through residential areas as a regular bus – without special stations, exclusive lanes or traffic signal priority at intersections. The route stops at all of the same bus stops as it did previously. This successful combination operation has been in place since 2005. The planned First Coast Flyer Southwest BRT in Jacksonville, Fla., is proposing a similar approach through a unique historic district with large trees, narrow streets and low speed limits. The proposed BRT operation through neighborhoods calls for minimal station construction, no traffic signal prioritization and slower operating speeds. How much does it cost to build BRT? BRT costs can vary significantly depending on the community. BRT is scalable: Depending on community desires, it can be robust with elaborate stations and significant roadway reconstruction, or it can have more limited amenities and infrastructure enhancements. The design can even change within a specific BRT corridor. Regardless of the level of investment, BRT has proven to deliver significant public transit enhancements at a fraction of the cost of rail technologies. How will this proposed BRT service affect quality of life issues such as traffic congestion, noise and safety? BRT service may actually reduce the number of buses in an urban corridor by providing more efficient service. The East-West BRT Feasibility Study will include traffic analyses to evaluate potential impacts and benefits for the motoring public. The study will assess how BRT service would integrate into existing streets – either operating in an exclusive transit lane or operating within existing traffic lanes. The study will also evaluate impacts to on-street parking. BRT bus operation would be consistent with MCTS safety procedures for existing bus service. If the study determines that BRT service is feasible, then the Federal Transit Administration would conduct an environmental review of the proposed service, which includes assessing impacts to the community setting, traffic operations, noise, safety and natural resources.$

The map below shows the locally preferred alternative for the East-West BRT routes and station locations. The cities of Milwaukee and Wauwatosa and Milwaukee County are studying this alternative based on technical analyses and input from stakeholders and the general public.

$What is BRT? Bus rapid transit, or BRT, is an increasingly popular approach to deliver enhanced public transportation services in communities seeking cost-effective ways to reduce traffic congestion, improve mobility and increase transit ridership. BRT features unique branding, specialized vehicles and improved transit stations to enhance the transit experience for riders. Technology improvements include real-time arrival signs at stations, and they may include road features such as traffic signal priority and queue-jumps at busy intersections to help buses increase reliability and maintain schedules. Buses may also operate in exclusive transit lanes. How fast do BRT buses travel? BRT buses never go faster than the legal speed limit. The "rapid" in "bus rapid transit" refers to how service compares to normal bus service. BRT generally travels over a route distance faster than regular service, but buses do not go faster than the posted speed limit. Many experts believe adding bus service actually makes neighborhoods safer by taking cars off the road; plus, BRT features such as exclusive transit lanes and boarding stations naturally slow down other traffic. I’d love to use transit more often but it takes too long, and I can’t be late for work. How will BRT change that? During morning and afternoon commutes BRT service would run every 8 to 12 minutes, meaning you would never have to wait long to catch a ride. Also, because BRT operates in transit-only lanes and would likely have traffic signal priority at some busy intersections, riding BRT can get you where are going faster than driving. One more plus, you won’t need to pay for parking! Where is BRT used? Hundreds of cities worldwide have successful BRT systems. Cities similar in size to Milwaukee that have BRT operations include Kansas City, Mo.; Jacksonville, Fla.; San Antonio and El Paso in Texas; and Cincinnati and Cleveland in Ohio. Dozens of BRT systems in both large and small metropolitan areas are in various stages of planning or construction in the United States. How does BRT work with existing transit services? BRT is almost always implemented in corridors that have viable transit services already in place. It is an enhancement of existing services and not just an overlay of bus service. How does BRT operate in residential neighborhoods? It is common for BRT service to travel through residential neighborhoods for part of its route. BRT is flexible and works well within established neighborhoods. System design and operations can help alleviate concerns about impacts to neighborhoods. For example, during planning for the 9-mile MAX BRT service in Kansas City, neighborhood residents supported BRT but did not want fast-running speeds. So MAX operates for about six miles as BRT service and for three miles through residential areas as a regular bus – without special stations, exclusive lanes or traffic signal priority at intersections. The route stops at all of the same bus stops as it did previously. This successful combination operation has been in place since 2005. The planned First Coast Flyer Southwest BRT in Jacksonville, Fla., is proposing a similar approach through a unique historic district with large trees, narrow streets and low speed limits. The proposed BRT operation through neighborhoods calls for minimal station construction, no traffic signal prioritization and slower operating speeds. How much does it cost to build BRT? BRT costs can vary significantly depending on the community. BRT is scalable: Depending on community desires, it can be robust with elaborate stations and significant roadway reconstruction, or it can have more limited amenities and infrastructure enhancements. The design can even change within a specific BRT corridor. Regardless of the level of investment, BRT has proven to deliver significant public transit enhancements at a fraction of the cost of rail technologies. How will this proposed BRT service affect quality of life issues such as traffic congestion, noise and safety? BRT service may actually reduce the number of buses in an urban corridor by providing more efficient service. The East-West BRT Feasibility Study will include traffic analyses to evaluate potential impacts and benefits for the motoring public. The study will assess how BRT service would integrate into existing streets – either operating in an exclusive transit lane or operating within existing traffic lanes. The study will also evaluate impacts to on-street parking. BRT bus operation would be consistent with MCTS safety procedures for existing bus service. If the study determines that BRT service is feasible, then the Federal Transit Administration would conduct an environmental review of the proposed service, which includes assessing impacts to the community setting, traffic operations, noise, safety and natural resources.$

Background

Multimodal solutions are needed to meet growing travel demand and traffic congestion in the corridor. In communities across the country, BRT has successfully been used to supplement or replace local transit service. BRT offers faster travel times than local service and appeals to a wide range of people, from daily riders to those who may normally avoid using the bus but find BRT as efficient, convenient and more cost effective than driving. Because BRT is more efficient and frequent than local service, it improves access to jobs, health care, education and other essentials of daily life for people across the community.

Why Study BRT?

BRT service provides an attractive and reliable alternative to driving.

BRT service decreases travel times to improve access to jobs, education, health care and other services, and activities.

BRT service can mitigate traffic congestion across the study corridor, including heavy congestion expected during the I-94 reconstruction.

BRT service reduces the need for local government to launch expensive and inconvenient construction projects to rebuild and expand existing local roads.

BRT projects can support economic development. While dependent on local conditions, communities have experienced transit-oriented development ranging from $100 million to $5.8 billion following public investment in BRT projects.

BRT service can be easily expanded into new routes or new communities to meet demand.

BRT service supports more efficient use of limited land within downtown Milwaukee, MRMC and MCRP by reducing the demand for parking at these major employment centers.

Ridership

With over 125 businesses in the study corridor, each with more than 250 employees, new BRT service presents significant potential to attract new riders and increase overall ridership. New BRT service in other cities has seen ridership increase in the range of 25-50 percent. Typical BRT service would include stops spaced between one-quarter to one-half mile apart, and it would provide a vehicle every 10 minutes during peak travel times.

Key Study Milestones

February 2016

Begin planning and preliminary engineering

Mid-April, late May/early June 2016

Public meetings

June 2016

Select locally preferred alternative

August 2016

Submit application to Federal Transit Administration for Section 5309 Small Starts Grant

Artist's renderings of side-running (top) and center-running (bottom) BRT created for the North-South Corridor Study in Chapel Hill, NC. Renderings used with permission.

The following documents have been published as part of the East-West BRT Feasibility Study.

Project Management Plan

Public Engagement Plan

Study Purpose and Need Statement

Tech Report: Existing Conditions

Tier 1 Evaluation

Tier 2: Detailed Definition of Alternatives

Tier 2: Conceptual Plans

Evaluation and Screening Framework

Tier 2: Detailed Evaluation of Alternatives

including

Station Area Analysis

Transportation

Environmental Impacts

Capital Costs

Maintenance Costs

Ridership Forecasts

Locally Preferred Alternative Report

Public Engagement Summary

Financial Plan

Implementation Plan

NEPA Class of Action Request

$What is BRT? Bus rapid transit, or BRT, is an increasingly popular approach to deliver enhanced public transportation services in communities seeking cost-effective ways to reduce traffic congestion, improve mobility and increase transit ridership. BRT features unique branding, specialized vehicles and improved transit stations to enhance the transit experience for riders. Technology improvements include real-time arrival signs at stations, and they may include road features such as traffic signal priority and queue-jumps at busy intersections to help buses increase reliability and maintain schedules. Buses may also operate in exclusive transit lanes. How fast do BRT buses travel? BRT buses never go faster than the legal speed limit. The "rapid" in "bus rapid transit" refers to how service compares to normal bus service. BRT generally travels over a route distance faster than regular service, but buses do not go faster than the posted speed limit. Many experts believe adding bus service actually makes neighborhoods safer by taking cars off the road; plus, BRT features such as exclusive transit lanes and boarding stations naturally slow down other traffic. I’d love to use transit more often but it takes too long, and I can’t be late for work. How will BRT change that? During morning and afternoon commutes BRT service would run every 8 to 12 minutes, meaning you would never have to wait long to catch a ride. Also, because BRT operates in transit-only lanes and would likely have traffic signal priority at some busy intersections, riding BRT can get you where are going faster than driving. One more plus, you won’t need to pay for parking! Where is BRT used? Hundreds of cities worldwide have successful BRT systems. Cities similar in size to Milwaukee that have BRT operations include Kansas City, Mo.; Jacksonville, Fla.; San Antonio and El Paso in Texas; and Cincinnati and Cleveland in Ohio. Dozens of BRT systems in both large and small metropolitan areas are in various stages of planning or construction in the United States. How does BRT work with existing transit services? BRT is almost always implemented in corridors that have viable transit services already in place. It is an enhancement of existing services and not just an overlay of bus service. How does BRT operate in residential neighborhoods? It is common for BRT service to travel through residential neighborhoods for part of its route. BRT is flexible and works well within established neighborhoods. System design and operations can help alleviate concerns about impacts to neighborhoods. For example, during planning for the 9-mile MAX BRT service in Kansas City, neighborhood residents supported BRT but did not want fast-running speeds. So MAX operates for about six miles as BRT service and for three miles through residential areas as a regular bus – without special stations, exclusive lanes or traffic signal priority at intersections. The route stops at all of the same bus stops as it did previously. This successful combination operation has been in place since 2005. The planned First Coast Flyer Southwest BRT in Jacksonville, Fla., is proposing a similar approach through a unique historic district with large trees, narrow streets and low speed limits. The proposed BRT operation through neighborhoods calls for minimal station construction, no traffic signal prioritization and slower operating speeds. How much does it cost to build BRT? BRT costs can vary significantly depending on the community. BRT is scalable: Depending on community desires, it can be robust with elaborate stations and significant roadway reconstruction, or it can have more limited amenities and infrastructure enhancements. The design can even change within a specific BRT corridor. Regardless of the level of investment, BRT has proven to deliver significant public transit enhancements at a fraction of the cost of rail technologies. How will this proposed BRT service affect quality of life issues such as traffic congestion, noise and safety? BRT service may actually reduce the number of buses in an urban corridor by providing more efficient service. The East-West BRT Feasibility Study will include traffic analyses to evaluate potential impacts and benefits for the motoring public. The study will assess how BRT service would integrate into existing streets – either operating in an exclusive transit lane or operating within existing traffic lanes. The study will also evaluate impacts to on-street parking. BRT bus operation would be consistent with MCTS safety procedures for existing bus service. If the study determines that BRT service is feasible, then the Federal Transit Administration would conduct an environmental review of the proposed service, which includes assessing impacts to the community setting, traffic operations, noise, safety and natural resources.$

See the Map

$What is BRT? Bus rapid transit, or BRT, is an increasingly popular approach to deliver enhanced public transportation services in communities seeking cost-effective ways to reduce traffic congestion, improve mobility and increase transit ridership. BRT features unique branding, specialized vehicles and improved transit stations to enhance the transit experience for riders. Technology improvements include real-time arrival signs at stations, and they may include road features such as traffic signal priority and queue-jumps at busy intersections to help buses increase reliability and maintain schedules. Buses may also operate in exclusive transit lanes. How fast do BRT buses travel? BRT buses never go faster than the legal speed limit. The "rapid" in "bus rapid transit" refers to how service compares to normal bus service. BRT generally travels over a route distance faster than regular service, but buses do not go faster than the posted speed limit. Many experts believe adding bus service actually makes neighborhoods safer by taking cars off the road; plus, BRT features such as exclusive transit lanes and boarding stations naturally slow down other traffic. I’d love to use transit more often but it takes too long, and I can’t be late for work. How will BRT change that? During morning and afternoon commutes BRT service would run every 8 to 12 minutes, meaning you would never have to wait long to catch a ride. Also, because BRT operates in transit-only lanes and would likely have traffic signal priority at some busy intersections, riding BRT can get you where are going faster than driving. One more plus, you won’t need to pay for parking! Where is BRT used? Hundreds of cities worldwide have successful BRT systems. Cities similar in size to Milwaukee that have BRT operations include Kansas City, Mo.; Jacksonville, Fla.; San Antonio and El Paso in Texas; and Cincinnati and Cleveland in Ohio. Dozens of BRT systems in both large and small metropolitan areas are in various stages of planning or construction in the United States. How does BRT work with existing transit services? BRT is almost always implemented in corridors that have viable transit services already in place. It is an enhancement of existing services and not just an overlay of bus service. How does BRT operate in residential neighborhoods? It is common for BRT service to travel through residential neighborhoods for part of its route. BRT is flexible and works well within established neighborhoods. System design and operations can help alleviate concerns about impacts to neighborhoods. For example, during planning for the 9-mile MAX BRT service in Kansas City, neighborhood residents supported BRT but did not want fast-running speeds. So MAX operates for about six miles as BRT service and for three miles through residential areas as a regular bus – without special stations, exclusive lanes or traffic signal priority at intersections. The route stops at all of the same bus stops as it did previously. This successful combination operation has been in place since 2005. The planned First Coast Flyer Southwest BRT in Jacksonville, Fla., is proposing a similar approach through a unique historic district with large trees, narrow streets and low speed limits. The proposed BRT operation through neighborhoods calls for minimal station construction, no traffic signal prioritization and slower operating speeds. How much does it cost to build BRT? BRT costs can vary significantly depending on the community. BRT is scalable: Depending on community desires, it can be robust with elaborate stations and significant roadway reconstruction, or it can have more limited amenities and infrastructure enhancements. The design can even change within a specific BRT corridor. Regardless of the level of investment, BRT has proven to deliver significant public transit enhancements at a fraction of the cost of rail technologies. How will this proposed BRT service affect quality of life issues such as traffic congestion, noise and safety? BRT service may actually reduce the number of buses in an urban corridor by providing more efficient service. The East-West BRT Feasibility Study will include traffic analyses to evaluate potential impacts and benefits for the motoring public. The study will assess how BRT service would integrate into existing streets – either operating in an exclusive transit lane or operating within existing traffic lanes. The study will also evaluate impacts to on-street parking. BRT bus operation would be consistent with MCTS safety procedures for existing bus service. If the study determines that BRT service is feasible, then the Federal Transit Administration would conduct an environmental review of the proposed service, which includes assessing impacts to the community setting, traffic operations, noise, safety and natural resources.$