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Transit Speed and Reliability Program

CapMetro’s Transit Speed & Reliability Program partners with the City of Austin’s Transit Enhancement Program, to improve transit speed and reliability and deliver high-quality, safe and accessible public transportation for the Central Texas region.

Overview

Launched in 2018, the program represents a long-term partnership in which CapMetro invests up to $1 million annually for the City of Austin to design and construct transit projects that improve transit speed, reliability and safe access within the City’s right of way (public street and sidewalk areas). Between 2018 and 2024, CapMetro and the City of Austin delivered more than 60 infrastructure projects, typically falling into three categories: 

  • Spot Improvements: Low-cost, targeted improvements at specific locations where buses regularly experience delays along their routes.
  • Bus Stop Improvements: Collaborative projects to improve conditions at existing stops or design new stops optimized for safe operations and multimodal access
  • Corridor Improvements: Series of coordinated improvements along multiple blocks of a street or bus route.

Explore the projects in the Streets for Transit reports and videos below. Common Transit Speed and Reliability treatments are explained in the FAQ section.

Read the Latest Report

Project Benefits

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Improved over 14 miles of streets

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Impacted over 75% of CapMetro riders

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Reduced bus crashes by up to 72%

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Reduced general car crashes involving injuries by up to 65%

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Cut travel time on select routes by up to 43%

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Improved reliability of service for select routes by up to 68%

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Include 34 active transportation improvements

Frequent Questions

What is a transit priority lane (TPL) and how do they work?

Transit priority lanes are bus-only lanes that help move more people through busy streets faster and more efficiently. Transportation agencies can save 700,000 hours waiting at bus stops and $73 million in operating costs annually with transit priority lanes! (Source)

TPLs in Austin will often have bright red pavement markings to let you know that buses are the only vehicles permitted in that space. Often times, at intersection approaches or at driveways, the red pavement markings or solid white line on the outside of the lane will become dashed to indicate that right-turning vehicles are permitted to share the bus lane. TPLs may also share space with bicycles. Wherever possible, buses and bikes have their own space, but in some areas they share a single lane when space is limited. Watch an example video.

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TPLs improve bus speed and reliability by:

  • Reducing bus travel times by 10–25%, and up to 50% during rush hour 
  • Improving on-time performance by up to 68%
  • Cutting crashes involving buses by up to 72%

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How many miles of transit priority lanes (TPLs) are there and how many are planned?

There are approximately 6.5 miles of transit priority lanes in Austin, with another quarter mile of lanes planned in the near future. You can find them:

  • Guadalupe/Lavaca: MLK to 3rd Street
  • San Jacinto/Trinity: MLK to 7th/8th Streets
  • Riverside: Summit to Grove (Watch Video)
  • West 5th Street: West Lynn to Baylor

 

 

 

Why red paint?

Red paint helps visually emphasize the TPLs and deter drivers from unauthorized driving and parking in the lanes. TPLs can also better define and allocate roadway space. This decreases crashes over time and leads to better, more reliable transit service.

Areas where general-purpose vehicles are allowed to enter TPLs are marked with hashed red markings.

 

 

What is a transit only signal?

"Transit only signal" is a dedicated signal that communicates with buses at intersections, allowing them to make movements through the intersection separate from general-purpose traffic. This signal is typically on a separate signal head with white, geometric symbols. The signal can allow buses to move through an intersection before the rest of traffic.

Transit Priority Signals with Visual aid

 

How does Transit Signal Priority (TSP) work?

TSP is a tool that aids in giving the bus some level of priority moving through intersections. TSP is implemented by modifying or altering traffic signal timing using communication technology between a traffic signal and an approaching bus. TSP implemented in Austin includes extension of green time for a signal or turning on the green signal early when a bus is approaching.

 

What is bus stop optimization?

Bus stop optimization relocates or combines bus stops to achieve ideal bus stop spacing, per CapMetro’s Service Standards and Guidelines. Buses spend approximately 20% of their time at bus stops, so matching stop spacing with the appropriate service levels, especially for those stops that may experience low ridership, can dramatically speed up trips for all transit riders.

Here are two examples of recent bus stop optimization projects: Guadalupe at 26th street and St. John's at Blessing Ave. 

CapMetro’s service is designed to serve areas with high ridership potential as well as provide coverage in areas where people need transit most. Ultimately, routes provide access to where people live, work, and access services, goods, and opportunities.

CapMetro’s standard is to place stops in pairs to facilitate travel in both directions for round trips, at/near pedestrian crossings to facilitate safe access to/from a stop, and when relevant, near other stops for intersecting routes to facilitate transfers.

CapMetro balances convenience and route speed when determining how far to place stops along a route. Providing fewer, safer, and accessible stops enhances rider experience, while increasing trip speed by having to stop less frequently.

Transit stops and station positions at the intersection impact the reliability of transit service and convenience for the customer getting to the stop. When placing a stop, it can be located near-side, far-side or mid-block in relation to the intersection. Far-side stops are the preferred placement in most situations to keep the bus moving, for the safety of pedestrians exiting the bus and for the drivers to be able to effectively merge back into traffic. However, each location needs careful consideration for stop placement based on the amount of right-of-way and set up of that particular intersection.

In-lane stops allow vehicles to stop in the travel lane. These stops do not require them to move into parking or bike lanes, reducing conflicts between pedestrians, cyclists and transit users. They help increase reliability and speed because buses do not have to wait to merge back into traffic and also provide more space to furnish amenities at the curb. Out-of-lane stops require transit vehicles to pull out of travel lanes to stop at the curb. These allow for continued traffic flow for other drivers but are generally less desirable for all the customers on the bus. Pulling out of traffic may increase delays because buses need to merge back into traffic when departing the stop.

CapMetro also coordinates closely local jurisdictions to integrate bike facilities with bus stops. Floating stops route bike facilities behind the waiting area of the bus stop, reducing conflict with bikes, riders waiting at a stop, and the bus as it serves the stop. In areas with limited available right-of-way, bike facilities may share some of the waiting area at bus stops.

What is all door boarding?

All door boarding allows riders to board at the front or rear door of the bus, speeding up the process of getting passengers on the bus and continuing the trip. With fare readers at both the front and back doors, riders are able to validate their ride in two lines rather than one longer queue at the front the bus. Currently, the rear door scanners accept digital and reloadable fare cards.

Why do you need a bus queue jump? Where can I find one in Austin?

Queue jumps utilize a short segment of a transit priority lane (TPL) in tandem with a dedicated transit-only signal. The TPL segment routes buses past traffic congestion approaching an intersection, and the transit-only signal triggers before the general-purpose traffic signal, allowing the bus to move through the intersection before the rest of traffic.

Queue jumps help move buses faster when stops are located at the near-side of an intersection. They can also enable the bus to make unconventional movements, such as a left turn from the outer right lane. Queue jumps are being utilized at several locations throughout Austin, including:

  • E 12th St at Airport Blvd (both directions)
  • W 5th St at Baylor (eastbound)
  • Guadalupe St at W 4th St (southbound)
  • N Lamar Blvd at Airport Blvd (southbound)
  • E 38th St at Duval St (westbound)
  • Lakeline Blvd at H-E-B shopping center (southbound)

 

Get in Touch

We want to hear your questions, concerns and feedback. Contact us below:

Nadia Barrera-Ramirez, AICP, PMP
Manager, Cross Agency Programs - Transit and Mobility
Email Nadia

Rhys Rea-Tucker, AICP
Transit Speed and Reliability Planner
Email Rhys