Paseo Del Norte Bus Rapid Transit Corridor
2010 Summer Urban Design Studio School of Architecture and Planning University of New Mexico
Project
Paseo Del Norte Bus Rapid Transit Corridor
Instructors
Tim Imeokparia Ph. D Moises Gonzales
Students
Special Thanks To
Tony Sylvester (MRCOG) Vince Paul (CABQ) Liz Siletti (SA+P Admin) Steve Esterly (SA+P IT) Doug Bell (SA+P IT) Eric Webster (MRCOG) Mike Turner (Denver RTD) Tersea Cordova (Director-CRP) Kendra Watkins (MRCOG) Julie Luna (MRCOG)
Alexander Andrews Ryan Ayers Erin Chavez Jason Coffey Adrian Cortinas Malerie Gamboa Lee Gruen Todd Hager Jordan O. James Eugene Lopez Erin McCormick Megan McRobert Stephen Miller Jackson Morsey Ian Sanson Alexander Taft Bryce Townsend
Final Presentation Pin-Up
Table of Contents Existing Conditions Natural Systems........................................ p02
Appendix Case Studies Boards.................................... p
Land Use............................................... p03
Matrix................................................. p
Transportation......................................... p05
Pros and Cons Tables................................... p
Analysis Lane Configurations Options............................ p21
BRT Design Standards................................... p54
Station Locations...................................... p27 Land Use and Right-of-Way.............................. p99 Job Density and Housing Density........................ p99 Intermodal Connectivity................................ p99 Strategies All The Lane Configurations We Looked At............... p99 Methods/Types of Buses................................. p99 Light Rail............................................. p99 Station Location....................................... p99 Pros and Cons.......................................... p99
Introduction The 2010 Summer Urban Design Studio from the School of Architecture and Planning at the University of New Mexico created this document for the Mid-Region Council of Governments which is based in Albuquerque, NM. The scope of the project is a bus rapid transit facility along the Paseo Del Norte (PDN) corridor from Universe Ave. to the Journal Center business park at I-25 in northwest Albuquerque. Planning, visioning and branding work was done over an eight week period and included an inventory of existing conditions, analysis and recommendations for implementation of bus rapid transit (BRT) on the western portion of PDN.
The third phase of the project refined the planning and design recommendations and arrived at lane configurations, station location and designs, infrastructure changes, branding possibilities and implementation strategies. This final document shows the results of the third phase of the project and refers to the earlier phases to show the evolution and context for the recommendations.
In the first phase of this project studio team members inventoried the existing conditions of the corridor, examining natural system, land-use and transportation elements. The second phase of the project was analysis of the existing conditions to begin synthesizing ideas about possible configurations of a BRT facility. Opportunities and constraints were investigated for a wide range of route and station location options, leading to a single approach for planning and designing a BRT facility on PDN.
Corridor Base Image
1
Natural Systems The natural systems along the PDN corridor are identified as pedestrian paths, bike paths, equestrian trails, ditches, arroyos, open space, and agricultural land. Each system is particular to existing land use in residential, commercial, and industrial areas.
Chamisa Latteral
North Diversion Channel
Throughout the Bosque access is limited to bicycle, pedestrian, and equestrian uses and along designated ditches and Middle Rio Grande Conservancy District access roads. Arroyos and irrigation ditches with access roads provide pedestrian and bicycle uses and the irrigation ditches maintain active agricultural land. This agricultural land along the PDN corridor is concentrated between the river and 4th Street. From 4th street to I-25 open space exists under private ownership.
PDN Pedestrian Overpass
Bike Path @ El Pueblo Rd
Pedestrian and bicycle infrastructure along PDN includes a network of pedestrian trails through Petroglyph National Monument and a paved multi-use path that runs parallel to PDN for nearly the entire study area route. At the Coors and PDN interchange there is a lack of pedestrian connectivity from East to West. The Rio Grande River and the Bosque are the most prominent natural systems intersecting the PDN corridor.
Bike Path @ PDN and El Pueblo
Existing Conditions
2
Land Use Land Use along the PDN corridor was important for the examination of possible lane configurations that could or could not be integrated into a BRT system. Understanding the major streets that intersected PDN was important in understanding the connectivity of the urban fabric and how vehicles could enter and exit and how that would affect the implementation of BRT. Existing connectivity was examined through evaluation of the existing transit network (e.g. the RailRunner train) and the existing location of bus stops within the PDN area. Other non-motorized access paths were also important in the examination of BRT implementation. Bike access, pedestrian access and other routes were also examined to study their connectivity to the area and the BRT. To best examine the PDN corridor, the studio team used ArcGIS to map the study area and extract land use and demographic data from it. A buffer was created ½ mile to the north and a ½ mile to the south, based on the assumption that this is the furthest distance people would walk to access the BRT. To illustrate the purpose of a BRT system, the employment figures were examined and visually mapped to illustrate how a large proportion of jobs were located on the East side of the corridor and very little was located on the west end.
Job Density Along the PDN Corridor
Land Use Parcel Data Along the PDN Corridor
Existing Conditions
3
Land Use
Vacant Parcels of Land Along the PDN Corridor
To further illustrate this model another land use map was created to show population density of the study corridor, once mapped this also showed a large amount of people living on the west side of the corridor and very few on the east. This illustration of TOD showed how very few people lived near their places of employment. Vacant lots along the study corridor were also mapped to show land that was available for possible expansion of the road, and development of parking facilities that would be needed in the implementation of BRT. The Land value map showed that the land on the north side of the corridor was actually more expensive then the land on the south side. Building footprints were also digitally mapped to show the existing human activity around which a proposed BRT system would have to be designed.
Population Density Along the PDN Corridor
Existing Conditions
4
Transportation In developing a BRT system, an understanding of existing transportations components is crucial. The corridor under examination for this study extends from Universe to Jefferson. Issues to examine include: existing right of way along PDN, multiuse and pedestrian connectivity, complicated intersections, lane configurations, river connections, and existing traffic concerns. Traffic counts on the western side of PDN range from 60,000 – 77,800 for average weekday traffic flows (MRCOG), making it one of the most heavily utilized arterials in Albuquerque. A primary goal is to help make recommendations for a successful BRT system that does not compromise the efficiency of motor vehicle traffic. To that end, a number of possible lane configurations were examined for their viability, including HOV (High Occupancy Vehicle) lanes, a median-based system, reversible lanes, as well as dedicated lanes. A significant challenge proved to be negotiating the Coors and 2nd Street interchanges, as well as the river crossing. Construction of new bridges at these sensitive areas could be prohibitively expensive, though forcing a BRT to negotiate existing traffic conditions could prove detrimental for the speed of the system. At the same time, construction of new bridges could provide key opportunities for pedestrian and multi-use connectivity along PDN. Transportation systems are interconnected and efforts were made to make recommendations for the system to intersect with pre-existing transportation systems, including pedestrian and bike trails, bus lines, and the Rail Runner.
Bus Connectivity Along the PDN
El Pueblo Bus Crossing @ The Bike Path
Existing Conditions
5
Universe to Coors The Universe to Coors section of PDN contains the western terminus of the system at Universe Blvd. and the complex challenge of integration within the existing infrastructure of the Coors/PDN Interchange. The following options were evaluated:
Universe / PDN Intersection
The first option is to create two HOV lanes, one lane on each side of PDN, by replacing the existing outside driving lanes with the HOV lanes. Since this method requires taking away two lanes from the already congested traffic this is not an optimal choice for the project. This option poses a problem at the Coors/PDN interchange because of the 2 lanes in each direction going over the overpass. It was suggested that the bus travel for a short distance along the shoulder of the bridge until the first available opportunity to return to the outside edge. Two potential problems posed by this option are that buses and cars would be merging in opposite directions at the exit ramps; and that breakdowns or accidents might utilize the shoulder during peak travel hours. The existing road west of the Coors/PDN interchange is also two lanes and has a significant median with expansion potential.
Coors / PDN Intersection
Analysis
6
Universe to Coors The Universe to Coors section of PDN contains the western terminus of the system at Universe Blvd. and the complex challenge of integration within the existing infrastructure of the Coors/PDN Interchange. The following options were evaluated: The first option is to create two HOV lanes, one lane on each side of PDN, by replacing the existing outside driving lanes with the HOV lanes. Since this method requires taking away two lanes from the already congested traffic this is not an optimal choice for the project. This option poses a problem at the Coors/PDN interchange because of the 2 lanes in each direction going over the overpass. It was suggested that the bus travel for a short distance along the shoulder of the bridge until the first available opportunity to return to the outside edge. Two potential problems posed by this option are that buses and cars would be merging in opposite directions at the exit ramps; and that breakdowns or accidents might utilize the shoulder during peak travel hours. The existing road west of the Coors/PDN interchange is also two lanes and has a significant median with expansion potential.
Coors Lane Model
Coors Bridge Looking North West
Analysis
7
Universe to Coors The second option is to construct a dedicated center lane, with either one or two BRT lanes. This option is the most viable in the area from the pedestrian bridge at the Petroglyphs to the Eagle Ranch/PDN intersection. The large existing median there provides ample space to accommodate at least one BRT lane, and possible a second with more extensive reconfiguration. In developing a BRT system, an understanding of existing transportations components is crucial. The corridor under examination for this study extends from Universe to Jefferson. Issues to examine include: existing right of way along PDN, multiuse and pedestrian connectivity, complicated intersections, lane configurations, river connections, and existing traffic concerns. Traffic counts on the western side of PDN range from 60,000 – 77,800 for average weekday traffic flows (MRCOG), making it one of the most heavily utilized arterials in Albuquerque.
Universe Lane Model
Universe @ PDN Looking South East
Analysis
8
Universe to Coors A primary goal is to help make recommendations for a successful BRT system that does not compromise the efficiency of motor vehicle traffic. To that end, a number of possible lane configurations were examined for their viability, including HOV (High Occupancy Vehicle) lanes, a median-based system, reversible lanes, as well as dedicated lanes. A significant challenge proved to be negotiating the Coors and 2nd Street interchanges, as well as the river crossing. Construction of new bridges at these sensitive areas could be prohibitively expensive, though forcing a BRT to negotiate existing traffic conditions could prove detrimental for the speed of the system. At the same time, construction of new bridges could provide key opportunities for pedestrian and multi-use connectivity along PDN. Transportation systems are interconnected and efforts were made to make recommendations for the system to intersect with pre-existing transportation systems, including pedestrian and bike trails, bus lines, and the Rail Runner. The third option requires a single dedicated BRT lane on the south side of the roadway. It becomes clear early on that the south side is more desirable because the consistency of right-of-way space exists along the south side of PDN. The single lane configuration is an option that allows for easier expansion. In this configuration the buses would pass at station locations. Stations will be configured to accommodate two buses with two lanes and a central and right station platform to accommodate right hand boarding.
Reconfiguration of PDN and expansion into the right of way could allow for greater future BRT lane capacity. It also became clear that having a dedicated lane system, separate from the rest of traffic, was vital for efficiency. Also it allows for easier pedestrian access without requiring a pedestrian access bridge.
Pedestrian Connectivity @ Universe / PDN
Analysis
9
Pedestrian Connectivity and the PDN Corridor Paseo del Norte is currently a major transportation artery with heavy motor vehicle traffic. The introduction of a dedicated BRT lane is an important first step in creating alternative forms of transportation for residents of Albuquerque and Central New Mexico. Projections state that PDN will be increasing in traffic as development in the area continues. Therefore, offering multiple modes of transportation will help decrease the amount of car traffic overall. Since the BRT represents a challenge to the dominance of vehicular transport, it is important that the bus line integrate itself with alternative forms of transportation, including pedestrians, bicycles, and public transit.
Bike Path Connection To The Rail Runner Stop
Vista Del Norte Sub Division
PDN Pedestrian Overpass
Since new construction is required to create a dedicated lane on the south side of PDN, creating an uninterrupted pedestrian corridor as well as bus lane will not require that much more construction.
PDN Multiuse Path
Analysis
10
Pedestrian Connectivity and the PDN Corridor There are three critical breakages of a pre-existing PDN multi-use path. The first (1) occurs between Universe and the Petroglyph National Monument at approximately Calle Nortena NW. The next (2) large gap along the PDN corridor occurs between Rancho Serrano/Richmond Hills and then the path restarts at Riverfront Rd NW, just east of the Coors intersection. The third (3) significant break in the multiuse path extends from the Northern Diversion Channel, across I-25 and ends at Barstow NE. After Barstow, the PDN multiuse path continues uninterrupted until it reaches Tramway. In summation, it behooves the BRT to link itself to alternative forms of transportation. Therefore, dedicating resources to multiuse paths and pedestrian connectivity is a valuable investment.
Bicyclist Along The Multi Use Path
Main Diversion Channel
Analysis
11
Universe and Paseo del Norte The Ventana Ranch subdivision is fairly unique in that a number of cul de sacs connect to a walking trail adjacent to the north side of PDN. The trail ends west of the Universe and PDN intersection. Currently, the intersection is undeveloped at the northeast, southwest, and southeast corners. Operating under the assumption of future development, connecting the bus station to multi-use paths and also ensuring that the paths connect to one and other can help shape future development as transit-oriented and pedestrian-friendly. Currently, there is a multi-use path that ends at Universe, another multi-use path picks up further east down PDN at Calle Nortena NW. A connecting path could be constructed along the south side bus lane to link the pre-existing multi-use paths. There are significant opportunities in the future to create pedestrian and bicycle linkages to the BRT terminus station at Universe. There are also a number of paths that appear to have been created by organically through pedestrian use. An analysis of these paths could provide insight into how people are already interacting with the space.
Source: Mid-Region Council of Governments 29-July-2010
Time Interval (3mph walking speed) 5 Minutes
Number of Acres included in Time Interval
Total 2008 Population Living within Time Interval
Total 2008 Occupied Dwelling Units within Time Interval
Total Number of 2008 People Employed in Time Interval
16.73
79
30
6
10 Minutes
82.38
449
169
29
15 Minutes
236.46
1,122
424
82
Primary recommendation: Construct a multi-use path inside of the BRT lane, located in the southeast quadrant of the PDN and Universe intersection. Construction of a path at this location will ensure the primacy of pedestrian access to the station and the BRT system.
TRAM Model Legend
Analysis
12
Rancho Serrano/Eagle Ranch/Coors and Paseo del Norte The following chart provides information about walking time to Paseo del Norte and Eagle Ranch, based on the Transportation Accessibility Model (TRAM), courtesy of Mid-Region Council of Governments. The multi-use path that starts at Calle Nortena NW continues along the north side of PDN until Rancho Serrano/Richland Hills. Despite the existence of the trail, this area of the PDN corridor is markedly less pedestrian and bike friendly than developments around Universe. In order to create linkages to a multi-use path and improve access to the bus station, a few select cul de sacs could be cut to create links to residential areas and the trail networks. This may be met with some resistance regarding private land boundaries, concerns about safety and privacy, and resistance to construction. A south side multi-use path begins at Riverfront Rd NW, east of Coors. It is possible to connect the north side multi-use path with the south side bus stations utilizing pedestrian bridges. Or, a south side multi-use path could be constructed alongside the dedicated bus lane.
In sum, the options at this section of the corridor are: • Link pre-existing north side and south side paths • Create continuous multi-use paths on both the south and north sides of PDN • Construct multi-use paths on Irving and Paradise to service residential area In either possibility, the Coors/PDN intersection presents significant challenges for pedestrians and cyclists to cross safely. Two possible solutions may be utilized in distinct phases: •Send paths north (to Irving) and south (to Eagle Ranch connection) to utilize pre-existing crosswalks and signal intersections •A BRT bridge could be extended to include a pedestrian and cyclist walkway, though this may be more appropriate for a second phase of construction
Analysis
13
Rancho Serrano/Eagle Ranch/Coors and Paseo del Norte Looping the multi-use path north on Coors to Irving also offers new possibilities for connectivity. There is a shopping mall on the west side of Coors, just north of PDN. The trail could deviate north in order to provide bicycle and pedestrian access to the shopping mall. This deviation north would also allow the trail to cross at Irving and Coors, rather than at the hazardous intersection of PDN and Coors. In a later phase, a pedestrian bridge could be included in the bus lane bridge proposed as a phase 2. The BRT bridge could include linkages with the north side, though the lane would be located on the south side. Primary recommendation: Constructing paths on Irving and Paradise would create access for a populated residential area located north of Irving and potentially increase BRT ridership.
TRAM Model @ Eagle Ranch
The following chart provides information about walking time to Paseo del Norte and Eagle Ranch, based on the Transportation Accessibility Model (TRAM), courtesy of Mid-Region Council of Governments.
Time Interval (3 mph walking speed) 5 Minutes
Number of Acres included in Time Interval 10.93
Total 2008 Population Living within Time Interval
Total 2008 Occupied Dwelling Units within Time Interval
Total Number of 2008 People Employed in Time Interval
70
25
28
10 Minutes
97.47
686
236
184
15 Minutes
222.50
1,533
540
344
Legend
PDN @ Eagle Ranch Looking West
Analysis
14
Edith and El Pueblo The BRT station at the intersection of Edith and El Pueblo is located close to the Rail Runner station, thus providing significant incentives for strong multi-use connectivity to support ridership of both systems. Strong linkages could set the stage for this intersection to be a multimodal hub of alternatives to car-based transportation. At this location, multi-use path runs north-south path at
the pre-existing east-west PDN uninterrupted and connects to a the Northern Diversion Channel.
A separate north-south multi-use path picks up on Vista Del Norte and runs through a populated subdivision. Here is a wonderful opportunity to link a pre-existing path with both the BRT and Rail Runner. It could provide an added incentive for residents in the subdivision to utilize public transportation options on PDN. In a later phase, constructing multi-use paths along 2nd that link to the PDN multi-use could also provide routes for riders to access both the Rail Runner and the BRT station. Primary Recommendation: Construct a linkage between the PDN multi-use path and the Vista Del Norte multi-use path.
TRAM Model of Rain Runner Stop
The following chart provides information about walking time to Edith and El Pueblo, based on the Transportation Accessibility Model (TRAM), courtesy of Mid-Region Council of Governments.
Time Interval (3 mph walking speed)
Number of Acres included in Time Interval
Total 2008 Population Living within Time Interval
Total 2008 Occupied Dwelling Units within Time Interval
Total Number of 2008 People Employed in Time Interval
5 Minutes
12.21
14
6
36
10 Minutes
78.41
97
36
210
15 Minutes
204.88
488
186
426
Source: Mid-Region Council of Governments 29-July-2010
Analysis
15
River west to 4th Street The bridge crossing the Rio Grande River and the Bosque provides real challenges to reconfiguring PDN. There are three options we explored for getting the bus across the bridge without expanding the bridge to add lanes. The first option is to put a High Occupancy Vehicle only lane on the far right hand lane going in both East and West. The BRT vehicle would travel in the lane with only carpool traffic. This lane configuration requires removing one of the regular travel lanes both East and West and therefore was not favored. The next option for the Rio Grande Bridge current shoulder as a bus only lane. The be primarily a commuter system and run morning and afternoon, thus limiting the bridge’s breakdown lane only during
Rio Grande River and Rio Grande Street Area
is to use the PDN bus would mostly in the disruption of those times.
The third option is the option we felt would best address the needs of the project and move the bus most rapidly along PDN. This is a dedicated separated bus way on the South side of the PDN right of way. This single lane will serve both East bound and West bound travel and utilize the shoulder. The bus way will be separated from traffic with jersey barriers and the buses will pass at the stations. Might also add this information about passing to the Coors section recommending a single BRT lane This option is the best for efficiency and speed of the Bus Rapid Transit facility. This will also insure minimal disruption for drivers although the break down lane for East bound traffic will be closed crossing the Rio Grande Bridge.
Lane Configuration Diagram of the Rio Grande River Bridge
Analysis
16
4th Street Bridge Crossing and Station Placement The bridge at 4th Street and PDN was analyzed for how it will be crossed by the BRT system, and for the possibility of a station there. There are three potential scenarios to effectively cross the 4th Street overpass on PDN. First, the bus could come up and over 4th, necessitating stoppage of North and Southbound traffic on 4th Street. This is the least desirable solution because of the disruption of traffic and the scale of construction it would entail. The second option for the bus lane could be routed through the existing tunnel under 4th that is currently utilized by the multi-use path. The multi-use path would need to be altered to run further south, and a new method of ped/bike crossing at 4th Street created. Lastly, the westbound acceleration lane coming off of 2nd onto PDN could potentially be shortened and lanes on PDN adjusted northward to accommodate passage of the BRT under the 4th Street bridge. These last two options seem to be equally feasible, although the ultimate decision must take into account such factors as traffic counts on 2nd Street, construction costs for a new ped/bike path and crossing, and willingness of stakeholders to cede ground.
The overpass at 4th Street was also analyzed as a potential station location. Ultimately, the decision was made to recommend not placing a station at 4th. There are two primary factors for this decision. First, a station at 4th Street would be less than a mile from the station at the Rail Runner stop. This proximity limits the speed of the system through a portion of the corridor that is otherwise unencumbered with traffic signals or stops. Second, the land use makeup of the area does not mesh with the scope of the planned BRT service. There is dense residential development and a burgeoning commercial corridor to the south. However, rural residential and active agricultural land comprises the area to the north of the intersection, and these uses could be negatively impacted by station development. The recommendations are a series of infrastructure improvements at the intersection to facilitate movement and connections between existing and future transit modes. Specifically, bike and pedestrian linkage is needed from 4th Street down to the existing multi-use path. This linkage would be used by residents but also by riders of the ABQ Ride North 4th bus route. Similarly, there is no sidewalk leading from the intersection at El Pueblo and 4th Street northward and over the PDN bridge. This linkage is key to creating a multimodal transportation environment that truly links all uses, particularly considering the proximity to the Rail Runner station.
Analysis
17
4th Street Bridge Crossing and Station Placement 4th Street Station Selection Considerations Pros: • Bus route (#10) runs every 20 minutes – good connectivity • Commercial corridor • Some high-density housing nearby Cons: • Distance to Rail Runner would require shuttle • Poor bike accessibility and pedestrian access between existing bike path and 4th street • Nearest bus stops (for #10) currently are at Griegos and Alameda 4th Street Bridge and Rail Runner Area
4th & 2nd St Lane Model
Early 4th Street Station Proposal
Analysis
18
4th street to Edith The Fourth Street to Edith section of PDN will provide some interesting challenges at both Fourth and Second Street. When exploring the possible lane configurations for this span of the roadway, the following options were discussed. The first option is to create two HOV lanes, one lane on each side of PDN, buy replacing the existing outside driving lanes with the HOV lanes. Since this method requires taking away two lanes from the already congested traffic configuration it is not an optimal choice for this project. The second option is to construct a dedicated center lane, with either one or two BRT lanes. Although this option is viable for other sections of PDN, because of the center lane exits at Second Street, this option would require massive reconstruction. The exit lanes would either need to be moved to the exterior, or the center BRT lanes would need to be built up to overcome the obstacles created from the center off ramps. This option seems less desirable than the previous option. The third option seems to be the most viable option for this section of PDN. This option would require the construction of a single BRT lane on the Southside of the roadway. In the early stages of the BRT system this could allow for one-way AM/PM access for the BRT line. The right of way at times is significantly greater on the south side versus the north side. Although the ROW is not wide enough for two dedicated BRT lanes, this configuration would allow for future expansion on the system. This expansion can be achieved by using the allowable ROW on the south side and reconfiguring the driving lanes to accommodate a second BRT lane if future demands indicate the need for it.
Existing Rail Runner Parking Lot Facing East
Lane Cross Section @ Rail Runner Station
Analysis
19
Journal Center The Journal Center is a high density business park located at the southwest of the intersection of Interstate 25 and PDN. In the north eastern corner of Journal Center lies a large area of vacant land that could become the site of the eastern terminus of the PDN BRT system. The BRT station would initially serve commuters from Albuquerque’s Westside. Access to the site could be made directly off PDN using a bus only lane into the terminus station. Automobile traffic would use the Pan American Frontage Road for entry to the park and ride facility. The Journal Center BRT terminus will accommodate multiple buses at one time. This allows for multiple routes and a prime station location to serve a greater area. Commuters will experience a more individualized service to their work place, with shorter wait times and optimized walking distances to their destinations. Service could easily be extended to serve the business district north of PDN, east of I-25 and Downtown Albuquerque.
Journal Center Area
Analysis
20
All Lane Configurations Beginning at the terminus point located at Universe and PDN, the bus lane configuration headed East out of the terminus will be located on the South side of PDN. This is because there are only two lanes, one going both directions on PDN for mixed traffic. Having it located on the South side will allow buses to pull in and out of the terminus without disrupting traffic. Also there is plenty of room in the existing right of way for this to occur. Another possibility would be to build two bus lanes, one going East and one going West because there is so much room following the same idea as the single bus lane.
Possible Lane Configurations Examined For Study
This will continue until PDN widens to four lanes, two going each direction, around two hundred yards West of the Petroglyph Pedestrian Bridge. At this location the bus lane will have a priority signal, which will allow the bus to cross the Eastbound traffic and enter the middle or median area of PDN. Westbound traffic will have no interruption due to the bus lane at this area. The road is wide enough to accommodate this bus lane while still having 7 feet of median on each side. As mentioned previously, it is possible to extend this one bus lane to two bus lanes at this area using the existing median.
Strategies
21
All Lane Configurations Possible Lane Configurations Examined For Study
Continuing East the bus lane will approach Golf Course and will have enough room to keep all existing lane configurations as it is now. This intersection will also have a priority signal to allow the bus to cross Golf Course while still positioned in the center lane. The two-bus lane configuration mentioned before would have to be merged at some point West of this intersection and begin sharing the single bus lane. The next intersection, Rancho Sereno, would mirror the Golf Course intersection and would also use priority signaling to move it across the intersection. The first bus stop location is West of the Eagle Ranch intersection. The existing median is big enough to accommodate two 12-foot bus lanes with a bus station between them measuring 20 feet. It would merge back into a single bus lane when stopped at the intersection. After the priority signal allows the bus to move through the intersection the bus lane shifts over to the South side of PDN and continues until it crosses the PDN off ramp onto Coors, which would keep to bus moving on PDN.
Strategies
22
All Lane Configurations The first bridge is the one that goes over Coors and the bus lane will use the existing shoulder as the bus lane until more room is available, this will happen East of the bridge. The bus will then need another priority signal that moves it across the on ramp off of Coors onto PDN. Another proposed idea for PDN involving the bridge is to keep it on the South side prior to the bridge and build an additional bridge T In developing a BRT system, an understanding of existing transportations components is crucial. The corridor under examination for this study extends from Universe to Jefferson. Issues to examine include: existing right of way along PDN, multiuse and pedestrian connectivity, complicated intersections, lane configurations, river connections, and existing traffic concerns. Traffic counts on the western side of PDN range from 60,000 – 77,800 for average weekday traffic flows (MRCOG), making it one of the most heavily utilized arterials in Albuquerque. A primary goal is to help make recommendations for a successful BRT system that does not compromise the efficiency of motor vehicle traffic. To that end, a number of possible lane configurations were examined for their viability, including HOV (High Occupancy Vehicle) lanes, a medianbased system, reversible lanes, as well as dedicated lanes.
Possible Lane Configurations Examined For Study
Strategies
23
All Lane Configurations Possible Lane Configurations Examined For Study
A significant challenge proved to be negotiating the Coors and 2nd Street interchanges, as well as the river crossing. Construction of new bridges at these sensitive areas could be prohibitively expensive, though forcing a BRT to negotiate existing traffic conditions could prove detrimental for the speed of the system. At the same time, construction of new bridges could provide key opportunities for pedestrian and multi-use connectivity along PDN. Transportation systems are interconnected and efforts were made to make recommendations for the system to intersect with pre-existing transportation systems, including pedestrian and bike trails, bus lines, and the Rail Runner. The bus will remain in the South lane through the Rio Grande River Bridge using the shoulder just as it did on the bridge over Coors. After it is East of the river it will be pushed further South, which will allow for the existing shoulder to remain. This will require building a new extension of roadway for the bus lane because one does not currently exist. This will continue until the Rio Grand Blvd overpass which it will then take over the shoulder for a short portion of PDN due to the existing bridge width. This will also be the case for the pedestrian bridge East of Rio Grand Blvd.
Strategies
24
All Lane Configurations While approaching 4th street the bus lane will still be on the South side, but will either use the existing multiuse tunnel or go over the bridge itself using priority signaling for the North/ South traffic on 4th street. Once it approaches the 2nd street intersection it will continue on the South side taking up the shoulder until it reaches the next bus stop, which is located near the Rail Runner parking lot. This area will need some earthwork and infrastructure development to accommodate a BRT station. From here, the BRT will continue on the South side and reach Jefferson where it will move through that intersection using priority signaling and continue until it pulls off before the on ramp for Interstate 25. The East terminus location is the Southwest corner of PDN and I-25.
Strategies
25
Lane Configurations: Pros and Cons Pros and Cons of BRT Table
1. HOV lane on right side? Issues: Still have to contend with on-ramp traffic at second, but would make easier transition to right-side oriented bus stops (could have on-ramp stop lights when buses are coming, painted lanes to distinguish 2. HOV lane in Center? Issues: Would be faster than an HOV (non-separated) on the right side, but would still likely have to cross traffic to get to center lane from bus stops 3. Center lane both directions (with barrier separation)? Issues: Only possible by taking away 2-3 lanes of traffic for bus thoroughfare (unless roadway is being widened as part of project) Right-of-way is small in areas such as 4th street How to negotiate the 2nd street interchange, where exit traffic takes center lane?? significant infrastructure would need to be built
Bus Rapid Transit vs. Light Rail Transit: A Side-by-Side Comparison of Competing Mass Transit Options. Accessed 7/19/2010. http://raisingkaine.com/Images/BRTvsLRT. pdf *TCRP Bus Rapid Transit Volume 1: Case Studies in bus Rapid Transit FTA Fact Sheets on US BRT programs, http://www.gobrt.org/resources.html
4. Separated side lane/shoulder (both directions on opposite ends)? Issues: Possible, but would have to contend with onramps from 2nd street, so barriers would not be possible in those locations
Strategies
26
Journal Center Station locations Journal Center Proposed Route and stops 1 Pros • 9 drops offs (gets riders closer to destination) • Covers Journal Center between PDN and the Jefferson, I-25 intersection • About half mile between each drop off (covers majority or Journal Center) • Avoids Jefferson, PDN intersection • Crosses through larger terminus area • Drop offs on East side of street with sidewalk access • Connects with numerous pedestrian connections Cons • Immediate left hand turn shortly after 6th drop off • Section after 6th drop off does not pass a heavily populated employment area • Route runs almost too close together leaving West side of Journal Center without access • Very little employment around Jefferson and I-25 intersection
Proposed Route and stops 2 Pros • 6 drops offs (less frequent stops) • Avoids Jefferson, PDN intersection • Crosses through larger terminus • Connects with numerous pedestrian connections • Fewer turns Cons • Route goes around the Journal Center, no access through center • No existing drop offs (pre-existing bus stops) Proposed Route and Stops 3 Pros • Route runs down center of Journal Center • Fewer turns • Less construction needed for drop off locations Cons • Drop offs only on West side of street where sidewalk is not continuous • Smaller, less accessible terminus In the appendix is a matrix designed to evaluate potential site locations for stops based on selected criteria.
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Journal Center Station locations
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Methods and types of buses Bus selection can have dramatic impacts on the way in which the public perceives the BRT system, an appealing and accommodating bus is desirable because of this. The Irisbus Civis meets these standards while also offering other benefits such as an optically guided parking system. Specifically the Civis is a 60 foot specialized rapid transit single articulated bus. The capacity of the Civis is 117 total, 27 seated and 90 standing. Automated passenger counting is also available which can be utilized with an off board fare collection system to effectively lower docking times especially with the guided parking system. This system utilizes road surface paint recognition which can be applied to the entire corridor to create more predictable passenger pickup stop by eliminating gaps or steps, making boarding times similar to light rail systems. Overall the Irisbus Civis offers distinctive styling as well as BRT focused features which make it an excellent choice.
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Branding The branding of a BRT system is a crucial step in taking full advantage of the potential services and amenities being provided by the BRT system. Proper branding serves to maximize the awareness and visibility of BRT programming being offered which acts to maximize ridership. Elements of branding that were considered within the scope of the project were color selection and naming/logo design. Station design as well as route planning can be considered elements of branding but are more thoroughly explained in their respective sections. The naming of the BRT system contributes to determining the perception and popularity of the system before riders engage with the system and continuing into the system’s lifetime. Two names that were considered but eventually rejected for the BRT system were “Coyote Trax” (CTX) and “Volcano Express” (VEX). VEX was eliminated because it overly regionalized the BRT system to the west side of Albuquerque and the Petroglyphs. The VEX brand does have potential for a collector system based on the west side connecting to the main PDN line, however.
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Branding Ultimately, the studio team chose the name “Sun Chaser” to brand the BRT system. The Sun Chaser brand helps to describe the region the BRT system is located in; Albuquerque is nationally recognized as the sunniest city in the United States, as well as the main route of the BRT system. The traffic flow pattern of PDN works in such a manner that the majority of commuters are driving towards the sun at both morning peak hours, travelling from west to east towards the rising sun, and evening peak hours, travelling from east to west towards the setting sun. The Sun Chaser brand symbolizes this commuting pattern. The sun logo arose from the naming decision and is intended to resemble a Petroglyph carving as a reference to the region’s historic culture. Turquoise blue, orange and bright green were selected for the branding color palette. Other proposed color schemes, such as red and yellow, were ultimately eliminated to help set apart the Sun Chaser brand from other brands such as the Rail Runner. Another palette considered was blue, green and brown; however, it was decided that these colors would not provide the visibility that the BRT system could substantially benefit from. Our final color palette selection is intended to reflect New Mexico’s historic artistic heritage with the selection of turquoise blue, offer the enhanced visibility provided by the orange and represents the efficiency offered by an effective BRT system.
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Lane Configurations Universe and Eagle Ranch Universe Blvd A dedicated bus lane running along the south side of PDN was determined most appropriate to begin the system at Universe. In this configuration, BRT service does not interfere with existing road conditions; wide right-of-way widths and a lack of existing structures near the road make this expansion possible. At Golf Course Rd., existing building footprints become a constraint, and to reconcile the system within these conditions, the dedicated bus lane switches to the center of PDN west of Golf Course in the Petroglyph National Monument. Oncoming eastbound traffic is stopped with a BRT priority signal to allow for this change. Eagle Ranch Center lane service continues through Eagle Ranch. A station is located in the center of PDN west of Eagle Ranch; this station has two bus bays which allow for the buses to pass in the bidirectional single lane service. East of Eagle Ranch, the service reverts back to a south side only lane, and a BRT signal priority allows for the bus to switch sides in the intersection.
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Station Locations Universe Blvd: Universe is the western terminus of the PDN BRT system. This station is located in the southeast quadrant of the PDN/Universe intersection, which allows for a southside dedicated bus lane to enter and exit the station without disrupting the intersection. Because this station will also be a drop-off point for localized bus routes bringing passengers to the BRT system, a separate entrance to the station for local buses is located on Universe, and up to 8 buses can be accommodated by the bus bays. This station is designed as a park-and-ride, with separate entrances to the parking lot apart from bus lanes. Small offices and storefronts bordering the road deflect attention from the parking lot, and a pedestrian/bicycle path circulates the entire station for accessibility by all modes of travel. Eagle Ranch: The proposed station at Eagle Ranch is roughly equidistant to Golf Course Rd. and Coors Blvd., which allows for reasonable accessibility to both of these important roads. The platform is located in the center of two bus bays, and bidirectional buses will be able to pass each other at this point. This location is a park-and-ride as well, with a parking lot in the northwest quadrant of the PDN/Eagle Ranch system. Storefronts and landscaping will deflect attention from the parking lot. Rider safety is an issue when planning a center station, and crosswalks at the intersection will need to be widened to accommodate the number of riders the BRT service may experience. A 6� raised crosswalk is further recommended as a traffic calming measure to ensure safety.
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Station Locations
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Journal Center Our initial study of the corridor revealed to us that the Journal Center is the destination for this route on day one of operation. The section between Edith and Jefferson is a key player in finishing the final miles of this trip. Even though Edith travels under PDN it is important that at this point in the route the bus is in front of all the traffic because at the Jefferson intersection it will need to be able to jump in front of traffic on last time if terminus option 1 is used. If terminus option 2 is used then this is not as crucial but still an important piece because every second counts. The Journal Center is “THE” destination for this BRT system. There are a number of possibilities for the terminus, routes, other drop offs, and pedestrian connections. Many transportation systems are criticized for not taking passengers the crucial “last mile” to their destinations, thereby discouraging use. However, this system is designed to make the last mile more of a city bus route that gets you within a half mile of your job. It is important to limit the number of transfers made which is why the idea of having a shuttle running through the Journal Center at peak hours was eliminated from the possibilities. The following section outlines the Journal Center terminus options, routes options, and drop off locations for each route.
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Journal Center Journal Center Terminus Option 1 Terminus option 1 is the empty lot on the south west corner of the intersection of PDN and I-25. This is an excellent location for the terminus because it has amble room for the station, parking, and use from other existing routes. It also has an existing entry/exit point for cars on the east side. The location of the lot allows easy access from possible riders as well with the connection to I-25, PDN, and Frontage Road South. Since this location is not an ideal location for park and ride because this is the end of the line, and there really is not a destination heading west the proposed parking lot has only 100 spaces. The remaining area in the lot would need to be landscaped to create a more pleasing experience while waiting for the bus. Another advantage of this terminus location is the many directions the route can go from here. Even though only one route from this lot was really investigated in detail it is possible to get to Jefferson from here and head South.
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Journal Center Journal Center Terminus Option
2
Terminus option 1 is the empty lot across from the American Gypsum plant. This is a good location because it allows users to avoid the intersection of PDN and Jefferson completely. Even though this lot is smaller it is still possible to fit the needed parking and bus station. Using option 2 may allow for easier integration or use by existing transportation routes. However, the connection for potential park-and-riders is more difficult then option 1. This is because the only exit from the lot is to Jefferson. From this lot the best route to take would be option 3 which heads south on Jefferson. Route option 1 leaves from terminus option 1 and heads south on the frontage road using the existing exit point. About a half mile from here is an existing arroyo that is nicely landscaped on both sides which can have drop off built which will get many potential rider within a half mile of their jobs. This option would probably be a cheaper route to build and have in place on day 1 of operation.
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Journal Center Journal Center Terminus Option
2 (continued)
Route option 02 leaves from terminus option 01 and utilizes what would be roads constructed solely for BRT. This is important because it would speed up the travel through the Journal Center. Also the distribution of the stops and a half mile radius from the stops covers the area of the Journal Center. Route option 03 leaves from terminus option 02 and would travel south on Jefferson to the southern arroyo and then would turn right and head towards the proposed road near the North Diversion Channel. This option allows for the bus to avoid most of the traffic delays that occur on Jefferson.
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Rail Runner Station The Rail Runner station will be located approximately 50 feet east of the bridge over the Rail Runner tracks over PDN. The station will sit on the south side of PDN, in the space between the Los Ranchos/Journal Center parking lot and the current southern border (jersey barrier) of PDN. In order to accommodate the station (see specs below), a retaining wall with raised dirt will need to be built in the area where the PDN bike path currently sits, and the path will need to be slightly rerouted to the south. The station can accommodate both an east bound and west bound bus at the same time, and has space for two buses to load/unload passengers. A new traffic signal will be implemented at the 2nd street on-ramp to prohibit cars from merging when buses are approaching. Features of the station include: • A completely covered station platform, with benches. • Improved xeriscaping for more attractive landscaping. • Covered bicycle parking for bike commuters using the PDN trail. • Digital bus arrival times. • A signature marquee for the “Sun Chaser” that shows the bus schedule. • Easy pedestrian access (ADA compliant) to the Rail Runner station via stairs and elevator. • Murals by local artists covering the south-facing retaining wall (that faces the current parking lot). • Electronic ticketing off-bus to improve boarding speed. • 6-inch raised platforms for easy boarding, accessibility.
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Rail Runner Station Bus station specs: Full platform length 114’ Full platform width (bus lane to retaining wall, including 6ft wide bike path) 32’ Height of retaining wall, stairs, elevator 22’2” Width of bus loading lane 10’ Width of bus only lane (on south side shoulder of PDN) 12’ Height of platform awning/covering 25’ Height of marquee sign 15’
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Phoenix, AZ The Phoenix transit system is a good case study because they have an extensive BRT system that works efficiently within a sprawling suburban environment. A unique feature of the Phoenix system is the integration of route changes within the city fabric. The bus line runs on alternate routes morning and evening to avoid problem traffic areas. HOV lanes are incorporated into the freeways and highway system with timed dedicated lanes, dedicated central exits and camera enforcement. This is effective because of the way it was implemented with high fines and extreme amounts of patrolling. Lane configurations in and out of the park and rides were also a key aspect to look at because they have extensive lane networks. The Phoenix system is designed for commuter use with park and ride integration and Monday-Friday limited hours of operation.
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• 28 stations
FACTS
BRT
Street Geometry
CORRIDOR
Case Study: Phoenix Bus Rapid Transit
• 50 million Dollars • Buses use liquified natural gas • The system includes HOV lanes, “queue-jumper” intersections, and traffic signal priority. • Offboard fare collection • All routes are the same both morning and evening, however the bus travels on a different lane when in residental areas.
PASEO DEL NORTE
• 6 park and ride facilities all have covered parking
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Las Vegas, NV The Las Vegas BRT system serves the Las Vegas Strip and downtown area, drawing in from the outer lying areas: North Las Vegas, Winchester and Paradise. The BRT system serves as a commuter route from high density residential areas to high density employment centers. It is comprised of two entities; the Regional Transportation Commission of Southern Nevada (RTC) and Veolia Transportation. The ACE line, which is operated by the RTC, provides service to North Las Vegas. The MAX line, operated by Veolia Transportation, provides service to Nellis Air Force Base. Although they are operated separately, they both utilize the same transportation hub in downtown Las Vegas. This study focused primarily on the MAX line. The MAX line operates along North Las Vegas Boulevard between downtown and Nellis Air Force Base. The BRT line runs along a 7.5 mile corridor, in which 4.5 miles is a dedicated bus lane. The dedicated bus lane begins at Craig Road on the north end, and transitions into a mixed-use lane from Carey Avenue to the Downtown Transportation Center. The corridor features 22 stops; 11 in each direction. In analyzing the location of these stops, many were placed adjacent to vacant land areas, allowing the potential of future development along the corridor.
The station designs are uniform throughout and are composed of these key elements: off-board ticket vending machine, drink vending machine, land-line communication, advertising, and a customer information panel. The station canopy is a tubular aluminum structure and has a platform measuring 65 feet by 10 feet. The entire station length is approximately 220 feet in length. In order to reduce dwell times, the curb height measures 17 inches to provide level entry into the bus. Indirect ground lighting and panel lighting also add to the safety of passengers and pedestrians. The MAX line is a fairly new system, beginning its operation in the summer of 2004. As a precedent study, it provides a useful template for station design and placement along a corridor. The most interesting aspect of the line is the future development around the BRT line. How will the urban setting along the corridor and its surroundings reform, conform, deform or transform by its implementation? This will be an underlying question as the planning, development and implementation of a BRT system for the PDN corridor takes its course.
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MAX (future ACE-Blue line) 7.5 mile limited stop rapid transit line serving Las Vegas Blvd. North between DTC (Downtown Transportation Center) and Nellis Air Force Base. There is also a 4.5 mile dedicated transit lane between Carey Ave. and Craig Rd.. MAX is an advanced rubber-tire rapid transit system that integrates some design and operational characteristics associated with Light Rail Transit.
Each station is approximately 220 feet long. Dimensions of the station platform are 65 feet by 10 feet, with 17-inch curbs to allow for level platform boarding. Ticket vending machines are housed inside an enclosure between the station platform and the 5-foot wide bypass sidewalk. The sidewalk location to the rear of the station keeps vehicle boarding and alighting access area clear of through pedestrians. The enclosure sits underneath an aluminum-paneled canopy designed to protect passengers from the elements. Each station also has indirect ground and panel lighting to illuminate the boarding area at night.
• Dedicated transit only lane • Optical guidance system (OGS) • 100% low floor vehicles • In-vehicle bicycle racks • Enhanced passenger stations, with elevated platforms for level boarding • Multiple entry boarding • Traffic signal priority (TSP) • Automated Passenger Counters (APC’s) • Off-board fare collection • CAD/ AVL system
CORRIDOR
ACE Gold Line
BRT
MAX Line
PASEO DEL NORTE
Case Study: Las Vegas Bus Rapid Transit
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Denver, CO Bus Rapid Transit has not yet taken off in Denver – only one route has been established (Denver to Boulder) – they nonetheless provide a model for using transit systems (light rail and bus) on highway corridors similar to PDN. As part of their “FasTracks” program, the planned BRT route in Denver operates on 18 miles of center-lane, protected HOV freeway lanes along US 36. Stops are spaced at about one stop every two miles. Central to Denver’s success in establishing high ridership numbers and public support is the emphasis on Transit Oriented Development (TOD), whereby shopping center, housing, offices, and public spaces are created at major transit stations. The TOD model is important for the success of the PDN BRT, and recommendations for including TOD within many of the vacant corridors surrounding our stations at Universe, Eagle Ranch, Rail Runner, and Journal Center.
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Buses
Stations/Right of Way Current BRT Corridor -Part of Denver’s “FasTracks”
program -Operates on freeway HOV lanes -18 miles of Bus Rapid Transit, runs between downtown Denver and Boulder, Co on US 36
System Map
Current RTD Bus
BRT stops in relation to highway interchange Possible style of future BRT model
Park and Ride Facilities
T.O.D. Renderings of TOD around Union Station
TOD rendering for a typical tranist stop
BRT
Bus stop/ Multi-use Trail Intersection
PASEO DEL NORTE
The Corridor
CORRIDOR
Case Study: Denver Bus Rapid Transit
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Salt Lake City, UT Salt Lake City opened their first dedicated-lane BRT system in April, 2010. The Salt Lake City BRT corridor utilizes 13 stops (vs. 70 for normal buses) along a 12 mile stretch of South 3500 Street. While the bus and station designs utilized by Salt Lake City are not a model for our system along PDN, their center-lane protected structure closely mimics what we are looking at implementing along the Western section of the PDN corridor (between Coors and Universe). However, the SLC Bus route runs along a section of road that is a bit more urban than PDN, with more frequent intersections. Therefore, it does not present a model for the PDN east of Coors, which functions more like a highway than a major city road – although the SLC BRT does make a connection with the extensive light rail system. Additionally, the SLC system uses ticket vending at the stations versus on the buses, which speeds boarding times.
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Stations
The Corridor
Bus Profile • Length: 39’10” • Height: 131” • Width: 102”
CORRIDOR
Case Study: Salt Lake City Bus Rapid Transit • Seated passenger capacity: 34 + Driver
35M - MAX
• Three-door, low floors; board and exit at any of the three doors, with ADA boarding through larger center door
Plan View of Intersection
BRT
• Total passenger capacity: 70 + Driver
• Dedicated lane began operation April 5, 2010 • 13 Stops vs. 70 stops for normal buses on 12 mile stretch
• Connects Magna town center to Millcreek TRAX (Light Rail) • All day service (approx. 4 a.m. to Midnight) with 15-minute frequency coordinated with TRAX Light Rail • Ticket vending machines at each station; pay your fare at the station
INTERMODAL LINKAGES
Center Lane View
PASEO DEL NORTE
• Traffic signal priority: like the Rapid Ride in ABQ
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Eugene, OR Eugene, Oregon has a simple BRT system that utilizes a dedicated lane down the center of the route. The route is approximately 10 miles long and extends from downtown Eugene to downtown Springfield, Oregon. Stops are spaced approximately 1 mile apart and vary from very urban areas to suburban housing and commercial areas. The system utilizes articulated buses with loading from both sides and station platforms that change sides depending on the location. Stations were raised to allow ADA and easy bicycle access when boarding buses. Initial setup was $24 million and an extension further into Springfield is in the planning stages for $41 million. The extension would utilize several different lane configurations for easy implementation into the existing roadways.
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•Double-length articulated busses •Low floor •2 wheelchair bays •On-board bicycle holding area •Branded in distinct ‘emerald’ green colors
•Existing corridor utilizes dedicated center lanes •Stations located in middle of corridor with access from driver side •Stations incorporate canopies and lean bars •Signal priority gives busses an advantage over regular traffic.
Funding •Expansion will extend north to connect more of Springfield, OR to Eugene •Will incorporate several different lane configurations
•$24 million for intitial line •$41 million for extension •80% of intial line was federally funded, 92% federal funding for extension
PASEO DEL NORTE
Future Expansion
Buses
CORRIDOR
Stations
Existing Corridor
BRT
Case Study: Eugene, OR Bus Rapid Transit
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Station Evaluation Matrix Station Location evaluation matrix
Development Opportunities
Accessibility
Service Area
Account
Measure Current Population Served (Total number of current population (occupied housing units multiplied by area’s average household size per unit type) Current Employees Served (Total number of employees) (Total square feet of commercial, industrial, and institutional)(/1,000sf*ITE) Visitors Served Attendance with x event Attendance without x event Total Yearly Attendance Pedestrian Access Total acres of land within 10-minute walk Sidewalk Conditions and Total Linear feet of sidewalk within 10-minute walk In the Venue entrance visible from the platform Is the venue building visible from the platform Is the station visible and accessible from adjacent pedestrian connections Vehicular Access Total acres of land within a 10-minutes drive Is the station visible and accessible from adjacent roads Bicycle Access Total acres of land within a 10-minute bike ride Total number of roads with designated bike facilities and number of local road segments Venue Access-Journal Center locations Actual walking distance from station to venue entrance Community Access Actual walking distance from station to potential neighborhood commercial core What needs to occur to improve connections with the community TOD Opportunities (within station area) Total acres of vacant land Total acres of parking Quality of Walk Market Timing Prominence Barriers (within station area)
Station
Station
ADT Exposure Market readiness of identified TOD parcels (immediate, short-term, long-term) Will this station be a focal point for the community if redevelopment occurs Potential to change superblock What are the additional constraints (Rail, Freeway, etc) Environmental Issues
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Station Evaluation Matrix
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Station Evaluation Matrix
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