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<br />b. Bus Rapid Transit <br /> <br />. <br /> <br />Bus Rapid Transit, or Busway, provides the speed and guideway advantages typically attributed <br />to a rail line with the added advantage of circulation within neighborhoods or other areas. This <br />technology has been implemented at various levels of exclusive right-of-way in only a few <br />cities. The right-of-way width required is wider than that for a rail line and may result in <br />significant impacts unless existing underutilized right-of-way is used. <br /> <br />A busway would require continuous additional right-of-way within or along TH 10/47. This <br />would be similar to upgrading TH 10/47 with an additional travel lane and grade separated <br />access points, or converting an existing travel lane. Deteriorating levels of service on TH 10/47 <br />make lane conversion infeasible. Substandard lane widths and right-of-way conditions in the <br />south end of the corridor make acquiring sufficient right-of-way in the City of Minneapolis not <br />feasible. A busway could not be implemented in the BNSF railroad tracks because of existing <br />freight use. Due to theseconditions, the Busway technology is not recommended for further <br />study. <br /> <br />Whereas Bus Rapid Transit comprises a guideway and standard buses; the Guided Bus <br />technology also requires specially adapted buses. Guided Bus has the same disadvantages <br />as a busway, as described above and is not recommended for further study. <br /> <br />c. Light Rail Transit <br /> <br />. <br /> <br />Light rail transit operates in a fixed guideway and requires overhead electrification. The <br />primary advantage of light rail is its adaptability. Light rail can be adapted to a variety of <br />operating environments and passenger capacities. Its design can range from a high speed, high <br />capacity system comparable to heavy rail or other completely grade separated technologies, to <br />low speed, medium capacity streetcar or shuttle service. Train length is limited by block <br />lengths. A train typically consists of up to three vehicles, thereby accommodating three times <br />the number of passengers with one operator. <br /> <br />Light rail can penetrate downtown areas and can be extended at-grade in many corridors. These <br />extensions can be quite cost-effective, particularly in areas such as central business districts <br />where grade separation is neither desired nor appropriate. Station spacing can be close enough <br />to provide convenient walk access. Stations can be simple, sidewalk stops with a shelter. <br /> <br />Light rail at-grade operation can be affected by traffic in areas of shared right-of-way. This can <br />be mitigated by provision of exclusive right-of-way and traffic control that favors light rail. <br />Improvements to benefit transit may impact traffic flow and pedestrian movements. <br /> <br />Capital cost per mile for at-grade LRT is within the lower range for rail systems and is <br />comparable to that for busways or guided bus technology. Light rail is a higher cost alternative <br />than standard bus service, requiring a more costly investment in tracks, electrification, and <br />necessary modifications to streets and traffic control. . <br /> <br />Northstar Corridor Major Investment Study <br />Conceptual Definition of Alternatives <br />February 1999 <br /> <br />III-lO <br />