Help On the ridership benefits of implementing a Transit Center

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jabunch
Help On the ridership benefits of implementing a Transit Center

We are working on a Raise Grant for a local transit center implementation (10 routes coming together, shelters, sawtooth bus bays, typical amenities...).  The additional travel time due to diversions into/out of the facility are low and should be offset by the reduced perceived transfer times and other amenities.  

 
With all the traditional ridership modeling approaches I know of, re-routing routes in and out of a transit center that is independent of a priority guideway is likely to increase travel times and result in lower ridership (unless there are significant increases in transfer opportunities).  Therefore, I am building up impacts on perceived travel time due to individual amenities based upon a table in the grant guidance.  But I feel there should be a benefit of just providing the facility itself and can't find any rules of thumb or examples to use other than the difference in perceived wait times of an initial wait or transfer at a local bus stop versus one at a facility.   Does anyone know of any work that has been done on the increase in ridership due to the existence/non-existence of a transit or transfer center?   
 
The final BCA grant guidance is here:
 
It provides tables of values per user trip  for individual amenities (Table A-10, A-11) based upon the research here:
https://publictransportresearchgroup.info/portfolio-item/best-practice-approaches-to-public-transport-customer-amenity-valuation/
 
Any help would be appreciated.
 

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James (Jim) Allday Bunch, 
Senior Transportation Planner
Mead & Hunt, Columbia Maryland