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7 Swift Bus Rapid Transit— Northern Terminal at Everett Station <br /> Everett Transit <br /> at the end of the route. Using real-time information and automatic vehicle locators <br /> (included on all BRT buses)will allow dispatchers to monitor vehicle locations and issue <br /> directions to operators to maintain proper spacing between vehicles, further minimizing <br /> passenger wait times. Finally, Swift will utilize BAT lanes that currently exist on 40% of <br /> the corridor. BAT lanes remove transit vehicles from general traffic lanes, helping to <br /> speed buses along and enabling transit vehicles to avoid traffic congestion in general <br /> traffic lanes. <br /> Transit Reliability. On-time performance will be improved with TSP and BAT lanes. TSP <br /> allows specially equipped buses to communicate with an approaching signal and ask for <br /> additional green light time for a bus in those cases where the vehicle is falling behind <br /> schedule. CT has recently completed installing TSP on about 60% of the corridor. All <br /> BRT buses will be equipped with this technology. BAT lanes also boost transit reliability <br /> by enabling buses to bypass possible general-purpose lane traffic congestion. <br /> Reduced wait time at transit stations. Waiting time at transit stops would be significantly <br /> reduced by the increased frequency of service. Headways on the new BRT will be every <br /> 10 minutes all day long during the week, compared with the 20-minute headways <br /> currently provided into downtown Everett(available only during peak periods). <br /> Increased Transit Ridership. Swift is expected to increase transit ridership in the SR99 <br /> corridor from about 1.5 million riders today to about 2.4 million riders by 2015—an <br /> increase of about 57%. Ridership increases such as these are made possible by a <br /> combination of high frequency service, significantly reduced transit travel times, rail-like <br /> buses, attractive stations, enhanced passenger information systems and added security <br /> measures. Service frequencies of 10 minute or less,for example, encourage transit <br /> ridership as passengers no longer feel they have to consult schedules because they only <br /> have a short time to wait. Real-time next bus information signs (included with Swift) help <br /> support the no-schedule approach. While riders would include some of those who would <br /> be riding an existing local route, the new BRT line would generate a significant number <br /> of new riders. Extended service hours (as opposed to peak hour only)also allow BRT to <br /> attract a wider market of passengers, rather than attracting just commuters who travel <br /> during peak periods. It should also be noted that throughout the country, when BRT <br /> services have been implemented, many transit operators have experienced significantly <br /> higher ridership numbers than those projected during the original planning phase. • <br /> Impact on Congested Corridor. Swift is expected to have a significant impact in shifting <br /> travel demand in the corridor from single-occupant vehicles to high capacity transit and <br /> by eliminating vehicle trips by serving the same person-trips with fewer transit vehicles. <br /> Transit ridership is predicted to increase from 4200 riders per day today to 6600 riders <br /> per day with Swift—for a total increase of 2400 riders per day. Vehicle trip reductions <br /> are estimated at 803,680/year(2400 increased trips/day x 365 days/year—72,320 yearly <br /> bus trips). The reduction in annual vehicle miles traveled is estimated at 8,036,800 <br /> (803,680 vehicle trips reduced annually x 10 miles average trip length). Further, <br /> reduction in vehicle dwell times will increase the corridor throughput for all vehicles, <br /> since cars will not be caught behind a stopped bus. <br /> Page 3 of 5 <br />