Post by Steven Dale
(Today’s is a guest post by planner Michael D. Setty. Big thanks to Michael for taking the time to prepare this column for The Gondola Project’s readers – SD.)
EIGHT MILLION ANNUAL VISITORS CLOG MISSOURI TOWN OF 7,000.
Branson, Missouri is the “Country Music Capitol” of the U.S. Midwest, catering to more than eight million annual visitors with 50+ live performance theaters with 60,000+ seats, 18,800 hotel rooms, and 34,000+ restaurant seats. Missouri State Highway 76–only two lanes over most of its length–is the main connection between most venues in this community of 7,000. Not surprisingly, Branson is one huge traffic mess.
In 2006, a 6.5–7.5 mile automated, elevated guideway system paralleling State Highway 76 was studied by the City, along with bus alternatives. For bus options, Year 2030 patronage estimates ranged from about 3,500 daily passengers with no fares, to about 1,300 daily passengers with a $2.00 fare. Estimated guideway/connecting bus patronage ranged from a high of 20,300 daily riders with freefares, to about 8,100 daily riders with a $2.00 fare.
Branson simply cannot afford a $1.0 billion+ conventional automated, elevated guideway. Annual operating costs of $15-$20 million are likely based on the experience of similar lines. A “top to bottom” rethink of Branson’s growing traffic dilemma is clearly needed.
On November 19, 2007, the Branson City Council was visited by Personal Rapid Transit (PRT) advocates. To date, there has been no action on the PRT concept. The developers of a 1.1 mile prototype PRT system at Heathrow International Airport in London, England, claim they will begin regular service this month (June 2010).
However, even if the Heathrow PRT system works and proves reliable, several years of additional development are needed before PRT systems at the scale required by Branson may become available.
In 2009, I developed a transit concept for Branson based on a mix of “old” and “new” technology, built around a “Park Once” strategy – that is, visitors should be able to conveniently access their destinations without driving, once they’ve parked the vehicle they arrived in at their lodging.
A Transit Center near the geographic center of Branson focus intercity travel modes such as passenger trains and intercity buses. This facility would also function as the central connection point for all local transit in the area. As proposed, the transit system would consist of the following services:
- A 5.2 mile “rapid streetcar” line connecting downtown Branson, the Branson Landing development, the proposed Transit Center and Northwest Branson. Travel times of 15-17 minutes end-to-end were estimated. Replicas of “new old” New Orleans streetcars would be used, operating in 2-car trains at speed up to 45 mph.
- Three Cable-Propelled Transit (CPT) lines fanning out from the Transit Center.
- CPT Line No. 1 would operate westward along Highway 76 for 2.8 miles.
- CPT Line No. 2 (2.9 miles+/-) would connect the Transit Center with downtown Branson eastward along Highway 76.
- CPT Line No. 3 would run 2.1 miles north from the Transit Center to newer music, lodging, restaurant, and shopping venues towards State Highway 248.
- Later on, a fourth CPT line (4.0 miles) could connect the Northwest Branson CPT/streetcar terminal with the Silver Dollar City Theme Park and Shepherd of the Hills.
Originally, I envisioned the CPT lines using guided cable car technology, such as those operated by several Las Vegas casinos. Yet, while bottom-supported cable cars appear suited for some markets, likely travel volumes within Branson strongly suggest that urban gondola technology is most suitable–and considerably cheaper to install. Assuming $20-$25 million per mile for modern urban gondolas, construction of Branson CPT lines 1, 2, and 3 should cost around $160-$200 million.
The 5.2 mile, double-track rapid streetcar line would cost another $150-$180 million, assuming mostly surface construction along available railroad and power line right-of-way.
CPT lines of similar length to those proposed in Branson each are estimated to cost around $2-$2.5 million annually to operate, e.g., atotal of $6-$8 million annually.
The proposed Branson rapid streetcar line is likely to cost around $4-$5 million annually to operate, based on typical streetcar operating expenses adjusted for lower labor costs in Branson compared to large cities.
This proposed rapid streetcar/CPT network would total 13+ miles, providing far more coverage of Branson area than the elevated guideway line studied in 2006.
Assuming free fares–perhaps financed by assessments on lodging, eateries and theater tickets–total patronage is likely to exceed 30,000 daily trips. That is, at least 50% higher than the most optimistic projections for 2030 included in the 2006 Branson Transit Study.
Michael D. Setty is the Principal-In-Charge at TransportationInnovators.com. He has more than 30 years of success in transit planning, operations, finance and management. He is also a dedicated transit advocate. Mr. Setty believes that effective, successful transit requires wise and creative application of proven methods and techniques, as well as proven “hardware.” In his view, while many new hardware ideas bring a “high tech” aura, in reality such ideas typically fall far short of their original hype. Mr. Setty’s transit advocacy website is http://www.publictransit.us. His consulting website is http://www.transportationinnovators.com.
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