Reinventing the Urban Interstate: A New Paradigm for Multimodal Corridors (2011) / Chapter Skim
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Pages 10-16
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From page 10... ...
New paradigm transit facilities are built with the following goals: • Enhancing corridor transportation capacity and performance without adding freeway capacity, by building and operating transit lines (including bus rapid transit, light rail, heavy rail, and commuter rail) in existing freeway corridors • Building and operating successful transit systems in freeway corridors that attract high transit ridership levels and encourage corridor livability and environmental sustainability • Transforming a corridor's land uses and activities to a more transit-oriented pattern.
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From page 11... ...
Although multimodal corridors with coordinated access will never compete with the best-performing transit-only corridors in terms of transit ridership or land use benefits, they may offer an important tool to address the diminishing returns of single-mode freeway corridors -- a condition that describes most suburban travel corridors in the United States today. In this sense, coordinated, high-capacity, multimodal transportation systems would represent a new paradigm in corridor planning.
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From page 12... ...
Transit facilities can be built as an elevated, at-grade, underground, or otherwise below-grade facility with any of the following alignments in relation to the freeway: In-median: transit line runs down the median of an existing freeway Adjacent: transit line runs to the side of, and immediately adjacent to, the freeway Offset: transit line runs parallel to, but up to a half-mile distant from, the freeway – High-capacity transit facilities: Heavy rail, light rail, commuter rail, or bus rapid transit. – Transit built in available right-of-way (if possible)
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From page 13... ...
• Build to serve a large central business district (CBD) : Transit line should directly serve a large CBD, the larger the better.
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From page 14... ...
Market Segmentation through Constrained Freeway Capacity Although sometimes controversial, some multimodal corridors have developed divided travel markets by constraining the capacity of the freeway. Washington DC's Orange Line/ I-66 corridor is a prime example of this, where the transit line is given a speed/travel time advantage by limiting the capacity of the freeway to between two and three lanes in each direction.
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From page 15... ...
• Limited Intermodal Stations: With the possible exception of end-of-the-line or terminal stations, stations have few if any park-and-ride spaces, bus bays or other bus connection facilities that can disrupt pedestrian and bicycle access to stations. Park-and-Ride Access Multimodal Corridors Park-and-ride-access multimodal corridors are designed to provide high levels of automobile access within, and high transit speeds through, the corridor.
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From page 16... ...
Over time, the new paradigm process can lead to the conversion from a purely automobile-oriented, freeway-dominated corridor to a park-and-ride access multimodal corridor to a transit-oriented corridor. Therefore, our conception of the new paradigm does not discriminate against corridors with automobile-oriented urban form, but sees them as opportunities to build cost-effective, park-and-ride access transit lines that can be slowly transformed into transit-oriented corridors, if and when real estate market and political conditions support it.
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