NC 2009 SSc4.1: Alternative Transportation—Public Transportation Access

Jason,
One way to get a sense of what kind of approach might be accepted, or what kind of documentation will be useful is to check the Interpretations database at:
https://www.usgbc.org/leedinterpretations/LILanding.aspx
If you search all rating systems and limit it to SS credit 4.1, you'll get about 24 interpretations. The ones that are probably most relevant to your situation are ID#s 563, 2266, 5179, 10003, 10005, 10104. You can also search by ID#.

The terms "lines," "stops" and "rides" have confused people, and these haven't been clearly defined. Interpretation Ruling #5020 comes close, and is integrated into to 2009 Reference Guide Option 2 for Exemplary PerformanceIn LEED, certain credits have established thresholds beyond basic credit achievement. Meeting these thresholds can earn additional points through Innovation in Design (ID) or Innovation in Operations (IO) points. As a general rule of thumb, ID credits for exemplary performance are awarded for doubling the credit requirements and/or achieving the next incremental percentage threshold. However, this rule varies on a case by case basis, so check the credit requirements.. Here's a long-winded attempt to clear up any confusion:
Our understanding has been: Rides = (number of times per day a bus on line #1 serves it's bus stop nearest the project) + (number of times per day a bus on line #2 serves its bus stop nearest the project) etc. Include all bus lines that serve bus stops that are within a .25 mile walk from the project entry or entries. The number of seats on the bus isn't taken into account.
Looking at the 2009 BD&C Reference Guide page 45, the diagram shows one bus stop for the #16 bus line on Cass Ave, and another bus stop for the #53 bus line on Woodward Ave. (The 2009 first edition has a .25 mile radius circle drawn, but an addenda removed the circle and adds a scale to require the .25 miles to be walking distance.)
This implies that a bus line serves a specific route or destination. But in the diagram is the #16 bus assumed to be heading in just in one direction or two? If buses travel in both directions, does that make it one line or two? We assume if it travels in both directions this still counts as one bus line, since you need both directions of travel to complete your trip. If a bus line only serves one direction, it would probably still count as one line, but contribute fewer number of rides per day.
Or put another way, for a person leaving a LEED project, how many routes do they have to choose from and how frequently do those buses or trains stop? Each time one person could board a bus from the LEED project site counts as a "ride."
For example, let's assume the #16 travels both northbound and southbound along Cass Ave. (Google Maps indicates it actually does). Let's assume it stops every 15 minutes in both directions from 6 am to midnight. That's 4 times per hour for 18 hours, or 72 rides going north, and another 72 rides going south, for a total of 144 rides.
Whew!

Ryan, per the long reply above, you probably wouldn't count multiple stops for a particular bus line within the .25 mile distance. We have seen projects occasionally achieve credits or ID points even when not meeting the precise credit requirements if they were able to demonstrate an equivalent level of performance. Use quantitative data when possible. In this case, you'd want to write a narrative describing all the transit options, # of lines, proximity, frequency, levels of service. It's worth mentioning the rail service and any studies or reports on transit ridership in this area. The additional bus stops you mention don't really increase the level of service, but it might be worth mentioning if they are along a busy commercial street and give riders more options to combine trips with other errands.

Jean,
Looking at the BD&C Reference guide pgs 41 - 45, my understanding is they're looking for a site plan drawing that highlights the path that pedestrians and bikes will use to get to the nearest transit stops.

If there was no sidewalk or dedicated bike lane, students might not have a route to the transit stops that is protected from car traffic. So, we'll want to show any sidewalks or other paths that provide protection. We could indicate the width to show it's wide enough for both walkers and bikers and indoctae how it provides protection, such as a marked bike lane or zone for parked cars that separates traffic lanes from pedestrian lanes.

Does that answer your question?

Ideally, these paths would go all the way to the transit stops, but it looks like the credit language recognizes the school may have difficulty influencing the public paths beyond their property boundary.

My google earth showes dedicated bicycle and foot path lanes to the local transit links (underground stations x2) from the school main entrance where the bike racks are in many directions...I've highlighted these and wrote a text explaining the situation. Hope this does the trick. Should I include arrows showing 2-way traffic for bikes?

It sounds like your site meets the requirements. Yes, it is probably good to show that bikes can travel in both directions, since you've been asked for clarifications once already.

Mairead,

As long as the vehicle and schedule would accomodate your occupants needs I think this could work.

Emily,

The guidance requires that , if the transport node is a bus stop, at least 2 buses operate. I understand from your response above that one shuttle bus service would be sufficient (provided that time tables are suitable) and that the two bus minumum requirement is actually at the transport node. Am I understanding correctly?
Thank you very much

Regards

Alicia

Alicia,

You must demonstrate that the shuttle service you provide meets the needs of building occupants. So, depending on the project, one shuttle bus may be sufficient or it may not be. I am not aware of specific quantity guidelines for providing a shuttle. Consider that it is an alternative compliance path and still needs to meet the intent of the credit. 

It is my understanding that the public transportation requirment of two separate bus lines still needs to be met at the transport node. For example, providing one shuttle to one bus line would not meet the requirments.

Many thanks for your help Emily. The "shuttle car" will operate on a schedule and drop/pick-up employees at both the bus and train stations to continue their journey. We are hoping this will be sufficient.

Alicia,

I do not think that LEED is trying to penalize projects with open space, they are rather trying to encourage siting the project as close to public transportation as possible. 

To answer your question, I think it may be possible to submit alternative compliance to use the site enterance if the site is entirely closed off, say a military base. I have not seen this documented as successful, however, and if your site is not closed off it is unlikley you will be able to use anything but the building enterance.

We have seen projects earn this credit using an alternative compliance path when there were not 2 bus lines exactly within the .25 mi distance if the level of transit service provided to the site is seen by the reviewer as equivalent. See the comments below to Scott's question on April 5, 2011. Since there is some judgement in determining what's "equivalent" you'll want to provide as much quantitative data as possible about frequency/ total number of rides provided per day from the one stop, number of rides available at the connecting point, any data on the use of this bus line and the connecting bus lines, etc.

David,
we tried the approach you suggested, and got nixed. Our one bus line runs every 15 minutes, making a total of 84 trips on weekdays. This service connects to stops serving multiple bus routes, and 2 separate light rail stations. The interpretation said "the transit line as described, is considered a bus line, not a permanent private shuttle service that connect the buildings(s) and the bus routes per LEED Interpretations for Inquiry numbers 618 and 704." This seems to totally contradict the response in Inquiry #1005...

I would recommend looking at the recently published CIRs # 10003, 10004, 10005 they are available on the USGBC website (you must login to access it). https://www.usgbc.org/Login.aspx?REFERRER=/leedinterpretations/lilanding...

They are about private buses, shuttle service and such. Here is #10003
Inquiry: 1) Can a bus line be counted if there are no proper stops, but anyone can board by hailing the bus?2) Can private mini-buses count as a form of public transit?

LEED Interpretation:
1) Yes, document that the bus travels an established route at regular times, and that the hailing system is the established means for boarding the bus at the given location. 2) Yes, a private mini-bus may be counted towards credit compliance if it is available to the public, travels a regular route and observes a regular time schedule. If the mini-bus behaves more like a group taxi, in that the route and timetable is determined by the occupants, then it is not eligible to be counted towards credit compliance.

I hope that helps.

Thanks Susann, sure the information did help. The scenario is more like in the CIRCredit Interpretation Ruling. Used by design team members experiencing difficulties in the application of a LEED prerequisite or credit to a project. Typically, difficulties arise when specific issues are not directly addressed by LEED information/guide #1004 - where is the query is about "Can a shuttle line connecting an island community to the mainland public transport system meet the credit requirements?". Our situation is similar, where the Project Site is in a Huge Industrial Estate. The Company provides dedicated Shuttle Bus for Employees and ferry them to the Key points where they can board the Public Transport. This Shuttle Bus is not a Public Transport System. I wonder if this is acceptable to USGBC.

Regards,

Karthik.

Can anybody assist on this Shuttle Bus being use to ferry Employees to the Public Transport Points.

I'm not sure I understand the second posted question...it's ok if the shuttle is run by the company, if it runs frequently, runs on a regular schedule, and could be used by the public (such as a visitor to the project site). is that what you are asking?

Yes the Shuttle Bus runs on regular schedule. Yes the Shuttle Bus is catered for Visitors to the Project Site. But it is not for Public usePublic or public use applies to all buildings, structures, or uses that are not defined as private or private use. meaning, it is only catered for the Company Employees, Visitors, etc to the Project Site only.

What you've described matches the requirement "private bus lines usable by building occupants." Therefore, I believe that your situation meets the credit requirements. My conclusion does not replace the official GBCI project review, so be sure to respond to any feedback or questions the reviewer might have when you submit for review.

We are dealing with a similar issue on a military base, where there are several private buses and shuttle vans that bring commuting employees in from several (in one case 100+) miles away. The bus is only able to be used by those with badges for getting into the base, so a member of the general public could not board the bus, but anyone on the base (employees, contractors, etc) who is badged can use the service. The buses are on a fixed schedule, serving peak demand. It's a lot of points at stake, so I'm really wondering about the use of the word "public" in the definition of "campus or private bus"....

Ms Geithner wrote " If the mini-bus behaves more like a group taxi, in that the route and timetable is determined by the occupants, then it is not eligible to be counted towards credit compliance. "

Here in SOuth Africa we have public mini-bus taxis that are mostly owned and operated by independent individuals ( Taxi Drivers ).

The Taxi Drivers often adjust small sections of their route on the fly to suit passenger requirements ( if you live up a side road they will detour to drop you off at a small extra cost )

They also do not always follow a regular timetable.

My concern is that the LEED requirements for a formal published timetable and a precisely defined route is just not applicable to developing countries, where time is less of an issue.

The bus / min-bus services certainly comply with the LEED intent though, namely to reduce automobile miles by providing an alternative form of transport.

The LEED 2012 requirements also focus on a rigid timetable and route. Perhaps this needs to be debated for international projects ?

@ Tyler - the buses appear to met the requirements for route and schedule; I'm not sure if limitation of the buses to badged employees only would be a deal-breaker, but it might. If a visitor can only get to the base entrance by private car, I'd guess this credit might not be achievable. If there are other provisions for visitors who don't have cars, you'd want to submit a CIRCredit Interpretation Ruling. Used by design team members experiencing difficulties in the application of a LEED prerequisite or credit to a project. Typically, difficulties arise when specific issues are not directly addressed by LEED information/guide, since as you say there are a lot of points riding on this. If the facility does not admit public visitors who arrive un escorted, or if there are other special circumstances you'll need to describe those.

@ Mike - the mini-bus/ taxis you describe, like many in the world, serve a larger area and greater number of people than most transit systems in the US. I think you could make a strong case for credit equivalency, though it might require some creative ways to document it. My impression is these mini-buses travel typical, well-established routes you could trace on a map, even if they make detours for special drop-offs. And even though they are privately owned and operated, you could probably get a pretty good idea from talking to locals or drivers about the average number of runs or trips per day. Sure, this is well outside what many LEED reviewers have seen, but if you can provide a combination of photos, maps, statements of local officials or bus owners, and maybe your own survey, I think that should count as an "alternative compliance path." Any statistics on the local population and number or % of people who are car owners might help the case. if you want to know sooner than later, a CIR may be necessary - let us know how it goes!

David,

Thanks for the prompt reply. We are looking at Pilot Credit 12 too.

It may be of interest to international LEED project teams to take a look at the Indian Green Building Council who have just released their NC 2011 rating tool.

They have an Option 3 for SSc4.1 that recognises a "rideshare" approach that even includes rickshaws ( human powered conveyance )

I have a couple of questions regarding what qualifies as a bus related to the discussions above:

1) Is there a specified minimum capacity of the vehicle to qualify as a "bus"?

2) There are much smaller vehicles publicly accessible and for hire, plying fixed routes and have terminals. The vehicles wait at terminals and leave as soon as they are filled, so not exactly following a 'fixed time schedule'.

There are 2 types of vehicles. The first, is like a big jeep with a capacity of 8-10 (excluding driver). The second is a van with a capacity of up to 14 (also excluding driver).

Given this info, can these vehicles qualify?

Pablo, the vehicle types you mention represent a large share of the public transportation available around the world. The USGBC recently released draft guidance for projects outside the US:
http://www.usgbc.org/DisplayPage.aspx?CMSPageID=220

Look for the document "ACP Documentation Guidance for Projects outside the U.S.pdf" which describes the Alternative Compliance Paths for several credits, including SSc4.1. This page also has a link to download the ACP forms.

Since this guidance was just realeased and is still in draft form, any examples or case studies will probably help clarify the guidelines. For now, you'll need to provide:
- the Type of Transit. This would be bus, van, truck, shared taxi or 4 wheel drive wagon;
- Passenger capacity;
- Operates on a regular basis - Yes or No; As you describe, these vehicles often wait to leave until they are full. This could still be considered a regular basis, even if the schedule is not fixed, since there are probably an average number of times a vehicle departs from that location on for that route a typical day.
- Local Transit Authority Authorizing Rideshare; In some cases, this may be harder to define since transit is often part of the "Informal Economy" that is not regulated ot taxed. In some countries, informal transit may have some regulation by a local government, so list that governing agency or ministry. In other situations, there may not be an official transit authority, so it might be appropriate to get a report from a Non-Governmental Organization (NGO) or government official that describes the transit services that are provided.

Jill,
You might look at the intent of the exemplary performanceIn LEED, certain credits have established thresholds beyond basic credit achievement. Meeting these thresholds can earn additional points through Innovation in Design (ID) or Innovation in Operations (IO) points. As a general rule of thumb, ID credits for exemplary performance are awarded for doubling the credit requirements and/or achieving the next incremental percentage threshold. However, this rule varies on a case by case basis, so check the credit requirements. requirements as twofold: provide more frequent service, and serve a greater area.
I'm not sure the A and B variants would count as two separate lines if the buses follow exactly the same geographic route. It could be argued that although the stop skipping reduces the travel time, it doesn't seem to serve a greater area. I think the intent of requiring 4 or more routes for exemplary performance is to serve a greater geographic area than would be served by two or three routes. If the A and B route stops are sufficiently far apart or serve different streets during part of their route, you might be able to demonstrate that they serve different riders, and thus a greater area. Does that make sense?

Scott,
It might comply - although it can be difficult to predict how an individual reviewer will view this. We've seen examples of the alternative compliance path being accepted when the project team can demonstrate an equivalent level of service based on a narrative that describes all the nearby transit stops, their distance, number of trips, and connections to other transit routes or hubs. You may want to reference the CIRCredit Interpretation Ruling. Used by design team members experiencing difficulties in the application of a LEED prerequisite or credit to a project. Typically, difficulties arise when specific issues are not directly addressed by LEED information/guide mentioned below that establish the 50 rides baseline.

It may also help to include a description and distance to nearby amenities, the project's Walkscore, and any other transit services such as para-transit, bike racks on buses, car share programs, or any data on ridership that helps justify the argument that the location provides significant and quantifiable options to reduce use of a car by using transit.

Hope that helps!

Correct - two different routes from the same carrier is acceptable, and the most common.

Mara has a helpful response to a similar question near the bottom of this page - dated May 24 2010. There's no clear policy or precedent for a BRT system being accepted as equivalent to rail. So, you would either need to submit a CIRCredit Interpretation Ruling. Used by design team members experiencing difficulties in the application of a LEED prerequisite or credit to a project. Typically, difficulties arise when specific issues are not directly addressed by LEED information/guide to get a ruling on your situation, or submit your credit form for certification review and write a narrative explaining your "alternative compliance" approach. A CIR it would take a bit longer, but you might get a better answer.

In either case, you would need to show how the BRT is equal to a rail line in terms of environmental benefits and increases in number of passengers. I've heard the reason the radius for rail is larger than for a bus because 1) travel by rail has a lower environmental impact from emissions, 2) people are willing to walk further to a rail stop because the trip is typically quicker than by bus, and 3) rail lines tend to get higher numbers of passengers because the routes are more predictable and more permanently established than bus lines.

If you can find research on the BRT that can show these kinds of improvements over a bus line, you may have a good chance. If other people have seen additional statistics or had experience getting a BRT line accepted for Option 1, please reply!

You can pursue SSc4.1 and 4.2 based on the bike racks and public transit that will be available to the tenants, whether it those items are in your renovation scope of work or not. You'll want to verify the number of bike racks meets the credit requirements based on your occupancy numbers, and that you meet the requirements for two bus lines within the 1/4 mi radius.

Hi Caroline,
I've seen a threshold of 50 rides per day at the particular stop as what LEED considers adequate service. There was a CIRCredit Interpretation Ruling. Used by design team members experiencing difficulties in the application of a LEED prerequisite or credit to a project. Typically, difficulties arise when specific issues are not directly addressed by LEED information/guide from pre 2009 that set the threshold for exemplary performanceIn LEED, certain credits have established thresholds beyond basic credit achievement. Meeting these thresholds can earn additional points through Innovation in Design (ID) or Innovation in Operations (IO) points. As a general rule of thumb, ID credits for exemplary performance are awarded for doubling the credit requirements and/or achieving the next incremental percentage threshold. However, this rule varies on a case by case basis, so check the credit requirements. at 4 times that, 200 rides per day, based on a transit research survey that found it was necessary to quadruple the level of service to double the ridership. Does that answer your question?

Hey David,
The 50 rides per day I believe would answer my question. Our problem is that the project is in a small city in the state with a population of approximately 12,000 people. Due to budget cuts, the one busline that now serves the project within the 1/4 mile radius only stops in the area one time per day. We're considering ways we may be able to increase public transportation access to the site but I'm not sure we can hit the 50 rides per day regardless of how many times the line runs through the area.
If anyone has successfully worked with the USGBC on this or something similar it would be great to hear the experience. Due to the nature of the project, losing these 6 points has dropped us down to the level of Certification and the funding agency requires Silver. If the project doesn't meet Silver they lose their funding. We're looking at other ways to make up for this loss but as it sits, the other options are way out of the budget range it seems.

Caroline,
That's a difficult situation given the population and density. If you search the new Interpretations database for NC2009 SSc4.1 you can find a few past rulings that can be applied here.

Inquiry # 1596 gives the 50 rides guidance ("Rides" confuses people; it's the number of times a bus stops at that stop). Inquiries 615, 618, and 476 may help if you're considering a shuttle service to count as a bus line, where it connects your site with other transit lines/ hub. A shuttle would have to run pretty frequently to count.

It might be difficult to get a high enough level of public transit service for your project given the local infrastructure, so you may also want to consider a multi-pronged Transit Management Plan to provide measureable reductions in single occupant vehicle use (shuttles, car pools, zip cars, fleet vehicles, web-based tools, magic carpets, etc.) It's important to provide alternative transit not just for employees, but also for visitors to the building.

This may not be relevant to your situation, but I've seen the ruling on inquiry #1596 used to establish an alternative compliance path for SSc4.1 when a project only had one bus line within the 1/4 mile radius, but it had very frequent service - just over 200 rides per day. (There were several other bus lines just outside the radius.) Since 200 rides had earned exemplary performanceIn LEED, certain credits have established thresholds beyond basic credit achievement. Meeting these thresholds can earn additional points through Innovation in Design (ID) or Innovation in Operations (IO) points. As a general rule of thumb, ID credits for exemplary performance are awarded for doubling the credit requirements and/or achieving the next incremental percentage threshold. However, this rule varies on a case by case basis, so check the credit requirements. for an ID credit, the reviewers accepted that as a way to demonstrate alternative compliance for the basic credit level.

It would be great to hear from others on any other alternative strategies or Transit Management Plans they've used for this!

Transit Ride definition: I'm looking for the inquiry you mentioned at the usgbc website LEED interpretations database and I'm not finding it. Where is the definition of "transit ride"?

Michelle -
Funny, I can't find inquiry number 1596 either, but find what I recall as being that ruling now numbered #5020, a CIRCredit Interpretation Ruling. Used by design team members experiencing difficulties in the application of a LEED prerequisite or credit to a project. Typically, difficulties arise when specific issues are not directly addressed by LEED information/guide Ruling posted on 9/11/2006. The specific wording is:
"This strategy is based on the assumption that the threshold of the base credit would provide, in most cases, at least 50 transit rides per day (half-hourly service 24 hours per day or more frequent service for less than 24 hours per day."
Hope that makes sense.

Lisa,
The phrase "existing or planned and funded" appears in the Option 1 language for rail stations, but does not appear in any of the options for buses. If you can get documentation from the public transit agency that shows that two bus routes are planned and funded, and can confirm the future bus stop locations, you'd probably be in good shape.

Note that two stops for the same bus line don't meet the credit requirements, though, there would need to be two different bus lines serving your location.

Maura,
In a past CIRs I recall seeing a ruling that bus lines had to be available to anyone in order to count toward the credit - there was a case where private tour buses weren't accepted - since they wouldn't help reduce car use by the general public.

It's unclear to me whether the reviewers would take a similar view in your case since school buses aren't available to the public. You might argue for following the LEED Schools language for one of two bus lines in your case given who is traveling to your campus on a typical day. But if faculty, staff, or visitors can't arrive by any public transit, that might mean the credit is out of reach. To be sure, you'd probably need to submit a CIR.

David,
I have a similar situation. The Community Center we are working on has submitted to me a document showing the agreement to pay for bussing kids from a local public school to their facility for after-school programs. This would be our 2nd bus route, since the local bus route already complies.

Since the Center is paying to get kids to their programs at no cost, I assume "anyone" else would be able to use it too. Would this require submitting a CIRCredit Interpretation Ruling. Used by design team members experiencing difficulties in the application of a LEED prerequisite or credit to a project. Typically, difficulties arise when specific issues are not directly addressed by LEED information/guide?

Denise -
See Susann's comment above posted on 5-31 regarding private shuttles - I think the key wording is "available to the public, travels a regular route and observes a regular time schedule." If the Community Center is open and provides other services throughout the day besides the after school programs, but the buses are only used for the after school time period, it may be hard to say that is equivalent to a second bus line. A CIRCredit Interpretation Ruling. Used by design team members experiencing difficulties in the application of a LEED prerequisite or credit to a project. Typically, difficulties arise when specific issues are not directly addressed by LEED information/guide would certainly get you more clarity - my hunch is they would want you to show how the school buses are providing a level of service equivalent to a public bus running when the center is open.

Kevin, you have convinced me. Without double-checking your work in checking the reference guide, etc., I would say yes. Is there anything you feel doubtful about?

Is there any guidence for how to document this alternative?

Kevin, this probably means filling out the "special circumstances" part of the LEED Online documentation. This is your opportunity to provide a narrative explaining the situation and any documentation that supports your argument.

We have a similar situation and the question is will the distance between the rail and bus stop be an issue. The rail station is 4.5 miles from the site and the bus stop is .5 mi down a road with out sidewalks (not a highway or road with high density travel). The shuttle will be on-demand service and because it is a 3 shift operation, the schedule will only be limited by hours of operation of the rail and bus.

Aliesa,
If the bus stop to access to rail line is no closer than .5 miles I suspect the review team would not accept it as a shuttle. A shuttle would typically provide a connection directly from the project site to the rail station.

I should clarify. The shuttle will provide service from the project to the light rail. My concern is with the distance the shuttle would be traveling and that there would no service to the the bus stop which is .5 miles away.

If the shuttle connects directly from the project to the rail station, the distance it travels is not an issue. The reviewers may question the frequency and availability if it's just an "on call" shuttle- it probably needs to run on a frequent, predictable schedule around the time of shift changes so people can depend on it consistently.

I'm not sure how the bus stop that is .5 miles away fits in - is that different from the shuttle? If it's farther than .25 miles, then it can't be counted for this credit.

We met the credit using this approach under LEED NC v2.1. Our project was located about 1 mile from a commuter rail station. The city operated a free municipal shuttle service, which ran on a regular schedule, and would drop off rail passengers at a stop just outside our project building. We argued that this brought the rail stop within a 1/2 mile of the project entrance without any adding any costs to the rail users.

I would check the Reference Guide for the exact EP wording. You would be well on your way but I don't think you'd be all the way there.

Eric, I have asked around before and not come up with an example of a comprehenive transportation management plan. It seems as though most projects find it easier to pursue the credits individually. Although, I did hear that Harvard has an example on its LEED website. Have you had any luck answering these questions? Please keep us posted.