Reinventing the Urban Interstate: A New Paradigm for Multimodal Corridors (2011) / Chapter Skim
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Pages 17-25
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From page 17... ...
Perhaps the first is New York City's Brooklyn Bridge -- a structure built across the East River in the late nineteenth century -- and the Manhattan, Williamsburg and Queensbourough Bridges built in the early twentieth century. In the 1930s, rail transit was incorporated into the Delaware River Bridge between Philadelphia and Camden, and into the San FranciscoOakland Bay Bridges.
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From page 18... ...
In Chicago, however, a hint of things to come could be seen: efforts to make transit and freeways co-exist and thrive in the same rights-of-way, were beginning. 1955–1965: The Chicago Era Ironically, the first truly multimodal corridor -- Chicago's Eisenhower Expressway/Blue Line facility -- was built not as a 18 Source: Historic photo courtesy of San Francisco History Center, San Francisco Public Library.
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From page 19... ...
Passenger-loading surveys showed that the number of patrons served during peak hours exceeded those of the freeway.1 It quickly became clear that the Eisenhower/Blue Line offered a new model for providing grade-separated transit service into the heart of an established urban area using existing or proposed freeway rights-of-way. Although this corridor was built as a multimodal facility essentially by adding a freeway to an existing transit line, its success in operational terms was sufficient proof of concept to encourage other areas to consider their own combined freeway and transit line facilities.
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From page 20... ...
BART's Lafayette Station in the median of State Route 24. 2Webber, M., The BART Experience -- What Have We Learned?
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From page 21... ...
San Jose was next, and as in Chicago's Eisenhower corridor, this Silicon Valley hub decided to build its light rail line at the same time that they built the adjacent freeway. San Jose was quickly followed by Denver's Central/I-25 Corridor in 1994; Los Angeles' light rail Green Line/Century Freeway Corridor in 1995 and Harbor Transitway BRT line in 1996; BART's Dublin Heavy Rail line in San Francisco's east bay suburbs in 1997; Portland's MAX Airport/I-84 Red Line extension in 2001; Los Angeles' Gold LRT Line in the I-210 corridor in 2003; and Denver's LRT T-REX extension in 2006.
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From page 22... ...
But in the case of Chicago's Kennedy/Blue Line and Dan Ryan/ Red Line corridor projects, these developments were almost too late. For the first time, federal assistance for transit capital expenditures was available, but the freeways for these corridors had already been funded, built, and opened before the transit components had begun construction.
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From page 23... ...
During this period, multimodal corridor projects have been growing in number and changing in design and approach. Increasingly, project sponsors sought lower costs through light rail (Portland's Blue and Red Line MAX, San Jose's Guadalupe line, and Los Angeles's Green Line)
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From page 24... ...
States tend to delegate transit planning to the local and regional level and, because capital investments in transit are fewer and farther between, the base of experience in working through the federal process is potentially thinner. Nevertheless, thus far, requests for New Starts funds have outstripped supply, and while FTA is authorized to fund up to 80 percent of the capital costs of a transit project, most projects receive less than half.
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From page 25... ...
These improvements in multimodal financing and institutional collaboration have set the stage for a reassessment of multimodal corridor planning ideas, priorities, and techniques -- a new paradigm. The new paradigm is intended to take full advantage of these multimodal shifts in planning and financing and seeks to redefine the priorities of these facilities from a focus on direct competition between modes, to a focus on providing segregated travel markets tailored to the natural advantages of each mode of travel in a corridor.
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