blueprint for mobility - durham-chapel hill … · •review blueprint, ... •comprised of local...

NC-54/I-40 CORRIDOR

BLUEPRINT FOR MOBILITY

May 11, 2010

Public Workshop #3

What we’ll do tonight

• Study Overview and Goals

• Review Blueprint, Discuss & Comment

– Land Use Recommendations

– Transit, Bicycle & Pedestrian Networks

– Roadway Recommendations

• Project Phasing Concepts

Project Objectives• Clearly define a realistic “blueprint”

for an integrated growth and mobility strategy for the corridor

• Establish a development framework that strengthens travel options for all modes and reduces vehicle miles of travel (VMT)

• Improve operations and safety, and reduce delay

• Define project priorities and phasing linked to timing of growth

Who is involved?

STEERING COMMITTEE

• Comprised of local agency staff, NCDOT, UNC

• Meet monthly to guide study process

• Focal point for development of technical and policy recommendations to governing bodies

STUDY PARTNERS

• DCHC MPO*

• NC Department of Transportation

• Triangle Transit

• City of Durham*

• Durham County*

• Town of Chapel Hill*

• UNC

• Chapel Hill Transit

• DATA

* Funding Partners

Consulting Team

Study Steps

Tasks

• Project initiation and prepare corridor profile

• Develop scenarios

• Evaluate scenarios

• Prepare land use-transportation master plan (“corridor blueprint”)

• Present and document recommendations

Public Guidance Milestones

Nov ‘09

Feb ‘10

May ‘10

Local Agency Review (June - Sept)

What we’ve done so far

• Conducted focus group meetings with key stakeholders

• Completed Community Profile and analysis of existing conditions

• Gathered feedback from Public Workshops #1 and #2

• Projected future growth and traffic and evaluated results

• Refined the land use and transportation elements

• Identified and analyzed strategies for mobility (all modes)

Getting to the Corridor Blueprint

• A complex corridor

– Multiple travel “markets”

– Competition for limited space

• A dynamic corridor

• A vision with the right balance among

strategies and realistic steps to get there

Getting to the Corridor Blueprint

• Very helpful ideas and feedback from focus groups, stakeholders and the public– Adjusted the land use categories and designations

accordingly

– Modified the transportation strategies

• Evaluated the „final scenario‟

• Plan shows a doubling of transit mode share with recommendations in place

NC 54/I-40 Corridor

Master Plan Draft

Land Use Blueprint

Community Elements• Slides summarize Community Elements (types of

development) recommended for the NC 54 study corridor– within the first 1/4 mile of a proposed light rail station area

– between 1/4 mile and 1/2 mile of a proposed light rail station area

– outside of the immediate station area vicinity

• Each example shows densities, massing and parking specific to that example place, with photos of the types of development that might be implemented within that area

• FAR, or Floor Area Ratio, is the ratio between the total floor area to be built on a site and the size of a site

NC 54 Corridor Concept

Mixed-Use 1

Mixed-Use 2

Residential 1

Residential 2

Employment

Conceptual Land Use

Concept Land Uses

Five general land use types:

1. Mixed Use 1 – higher density station area mixed use with primarily retail and office

2. Mixed Use 2 – retail on bottom floor with residential above

3. Residential 1 – mostly multi-family with neighborhood uses as appropriate

4. Residential 2 – mostly single-family homes with neighborhood uses as appropriate

5. Employment – could include office, institutional or health care facilities. This includes some mix of land uses and will be transit oriented to the maximum extent possible

Concept Land Uses

Five general land use categories:

Mixed

Use 1

Mixed

Use 2

Residen-

tial 1

Residen-

tial 2

Employ-

ment

No. of stories 3 – 8 2 – 4 2 – 4 1 – 3 4 – 12

Floor-to-area

ratios (non-

residential)

1.25 – 2.25 1.0 – 1.5 - - 0.5 – 1.0

Dwelling

Units per

Acre

35 – 75 25 – 35 15 – 35 6 – 10 -

Employees

per Acre45 - 90 25 - 50 9 - 15 6 - 12 35 - 175

Station Area – ¼ Mile Radius

This is the most intense and walkable area of development. Parking

ratios are kept as low as possible in this zone with access primarily

directly from transit, walking trips from adjacent community and the

park and ride facility. This zone is rich in employment and amenities to

attract pedestrians. It includes restaurants and other retail businesses

Station Area – ¼ Mile Radius

ParkingIn the immediate vicinity of station areas we recommend that on-site parking

requirements are waived. To the extent possible parking should be accommodated

in shared structured facilities or on-street. Additionally parking caps should apply as

follows:

• Retail should be capped at 2.5 spaces / 1000 SF of usable shop area

• Office should be capped at 1.5 spaces / 1000 SF of usable office space

• Residential Parking should be capped at 1.25 spaces per unit

DETAILS

FAR 0.5-1

Employment 35-

175 /Ac

Primarily Office with

Ground Floor Retail

Shared Structured

Parking

Shared Surface

Parking

Station Area EmploymentOffice / Institutional

¼ Mile Radius

DETAILS

FAR 2.0

Office Emp 150/Ac

Retail Emp 25/Ac

Total 175/Ac

Private Structured

Parking

Station Area Mixed-UseRetail / Office

¼ Mile Radius

¼ Mile Radius

DETAILS

FAR 1.0

Office Emp 58/Ac

Retail Emp 24.5/Ac

Total 82.5/Ac

Shared Surface Parking

On-Street Parking



DETAILS

FAR 1.25

Office Emp 72/Ac

Retail Emp 25/Ac

Total 97/Ac


On-Street Parking

¼ Mile Radius

¼ Mile Radius

Station Area Mixed-UseRetail / Residential High

DETAILS

FAR 4

Residential 130/Ac

Retail Emp 25/Ac

No On-Site Parking

¼ Mile Radius

Station Area Mixed-UseRetail / Residential

FAR 2.167

Retail Emp 32/Ac

Units 50/Ac

Private Structured

Parking

¼ Mile Radius

Station Area Mixed-UseRetail / Office / Residential

FAR 3.55

Employment 100/Ac

Units 60/Ac

On-Street Parking

No On-Site Parking

¼ Mile Radius

Station Area Mixed-UseRetail / Residential

DETAILS

FAR 1.77

Employment 25/Ac

Units 45/Ac

Shared Structured

Parking

Station Area – ½ Mile Radius

ParkingIn the second ¼ mile we recommend that, except for residential uses, on-site

parking requirements are waived. To the extent possible parking should be

accommodated in shared surface facilities or on-street. This takes advantage

of different peaks in demand. Additionally parking caps should apply as

follows:

• Retail should be capped at 3 spaces / 1000 SF of usable shopping area

• Office should be capped at 2 spaces / 1000 SF of usable office space

• Residential should be capped at 1.5 spaces per unit

Station Area – ½ Mile Radius

The second ¼ mile from the stations has local-serving mixed-use and

relatively dense housing stock. These include townhouses,

apartment/condo and small lot single-family residences. The street

network is connected with relatively small blocks. This retains the ease

of walking through the district.

DETAILS

FAR 1.48

Employment 25/Ac

Units 23/Ac


On-Street Parking

Residential Mixed-UseRetail / Residential

1/2 Mile Radius

DETAILS

FAR 0.9

Employment 52/Ac

Units 12/Ac

Garage Parking

Shared Surface & On-Street

1/2 Mile Radius

Residential Mixed-UseLive / Work Units

ResidentialCondominium

DETAILS

FAR

1.75

Units

50/Ac

Shared Surface

Parking

On-Street Parking

(Visitors)

1/2 Mile Radius


DETAILS

FAR 1.0

Units 33/Ac


On-Street Parking

(Visitors)

1/2 Mile Radius


DETAILS

FAR 1.05

Units 25/Ac


On-Street Parking

(Visitors)

1/2 Mile Radius

ResidentialTownhouse

DETAILS

FAR 0.71

Units 18/Ac


On-Street Parking

(Visitors)

1/2 Mile Radius

ResidentialSmall Lot Single-Family

DETAILS

FAR 0.775

Units 10.8/Ac

Garage

Shared Surface

(Visitors)

1/2 Mile Radius

ResidentialSingle-Family

DETAILS

FAR 0.775

Units 4-8/Ac

Alley-Loaded Garage

On-Street

1/2 Mile Radius

Other Mixed-Use Areas

Other mixed-use areas provide services for residential areas beyond

the immediate vicinity of transit stations. While they are pedestrian-

oriented these retail and office developments also accommodate

automobile access. They must be scaled to the neighborhoods they

serve. The area for which the Community Element example is

appropriate is indicated by the red area on the land use map.

Lifestyle CenterMixed-Use Retail

DETAILS

FAR 0.34

Retail 25

Emp/Ac

Office 17

Emp/Ac

Parking

Retail 4.5 /

1000 SF

Office 2.5/ 1000

SF

Shared Surface

Parking

* Mix of Uses distributes

peak demands for

parking over time


Neighborhood CenterMixed-Use Retail/Office

DETAILS

FAR 0.775

On-Site Parking

Retail 3/1000 SF

Office 2/1000 SF


On-Street Parking


Corner Shops and OfficesMixed-Use Retail/Office

DETAILS

FAR 0.775

On-Site Parking

Retail 3/1000 SF

Office 2/1000 SF

Shared Surface

On-Street Parking


Transit Oriented

Development

Potential Phasing at Leigh Village

Pre-Transit Development

Structured parking is provided to support the core Main Street and new park &

ride location. This mixed-use development anticipates Transit Oriented

Development and is built in phases as absorption allows.

Shared

Structured Parking

(Park and Ride)

Shared

Surface Parking

(Future

Development)

Shared

Surface Parking

Shared

Structured

Parking (Park

and Ride)


Shared

Surface Parking

Shared

Surface Parking

Additional Mixed-Use and Employment is added supported by the shared parking

structure and shared surface parking. Primary access is by auto although Bus Rapid

Transit could be phased in prior to light rail transit implementation.

Shared

Surface Parking

(Future

Development) Shared

Structured Parking

(Park and Ride)

Shared

Structured

Parking (Park

and Ride)


Shared

Surface Parking

Shared

Surface Parking

Housing is developed as the market demands. Densities anticipate the ultimate

development of transit in the corridor.

Shared

Surface Parking

(Future

Development) Shared

Structured Parking

(Park and Ride)

Shared

Structured

Parking (Park

and Ride)

Infill Following Rail Implementation

Once transit is fully implemented shared parking facilities can be replaced with

structured parking as surface lots are developed. Cost will be shared by existing

and new development. Additional commercial development will follow build-out of

housing in the corridor.

Shared Structured

Parking (Park and

Ride, retail and

housing)

Shared

Structured Parking

(Park and Ride)

Your turndiscuss & comment on

land use

Transit System

RecommendationsPhased Enhancements

Existing Bus Service

Chapel Hill Transit

Triangle Transit

Transit travel markets

Transfer Center

(Transit systems and

Park-n-Ride)

Transit Markets: Typical service

along corridor, connections to

regional routes, and Park-n-Ride

Chapel Hill Transit:

- Provides service to

destinations within

Chapel Hill only.

-Connects with TT for

regional connection.

Triangle Transit:

- Provides regional

connections and

express service

between major transit

generators.

Transit marketsTransit markets

Existing CHT Park-n-Ride

SHORT TERM - Expanded Bus Service

Chapel Hill Transit

Chapel Hill Transit

Future Bus Service

Triangle Transit


Park-n-Ride Location

Bus Transfer Location

Transit Markets: Expand local

service, and create better regional

bus connections


- Future plans indicate

the potential for new

bus service, which

help connect low

density to regional

transfer points.

Possible transfer location between CHT and TT

Transit supportive destinations

Future Park-n-Ride

SHORT TERM - Regional Express Bus Service

Chapel Hill Transit &

Triangle Transit

Regional Express Bus




Transit Markets: Serve park-n-ride

commuters before the enter

corridor

Express Bus:

An express bus

provides connections

with regional bus

service to Chapel Hill

destinations, with

limited stops along

corridor

New regional Park-n-Ride

Future Transit Supportive Development

Chapel Hill Transit,

Triangle Transit, &

Express Bus Service

Existing transit travel

markets



Transit Markets: New land

development is transit oriented

New corridor nodes

provide land use

support for greater

regional origins and

destinations. This

increases the need for

connectivity.

Future transit supportive land development

Future transit supportive land developmentFuture transit

supportive land development

Future transit supportive land development

LONG TERM – Expanded Bus Service


Triangle Transit, &

Express Bus Service


markets

Transfer between

transit systems (Park-

n-Ride)


Triangle Transit, &

Express Bus

Bus Service Expansion

Future and existing

transit travel markets



Transit Markets: Expand local

service, and create better regional

bus connections


- With new transit

supportive land uses,

there would be a need

for more direct bus

routes exiting north of

the corridor

LONG TERM – Enhanced Bus Service


Triangle Transit, &

Express Bus Service


markets

Transfer between

transit systems (Park-

n-Ride)


Triangle Transit, &

Express Bus

Enhanced Bus

Phase 1

Enhanced Bus

Phase 2

Future and existing

transit travel markets

New Transfer Center


Park-n-Ride)


Transit Markets: BRT provides

faster, more direct service

between regional destinations

Enhanced Bus

connects to region

services, and

provides fast

connections to major

transit generators

faster (Park-n-Ride,

UNC, Hospital, etc.)

Local service serves

as a feeder to

regional and express

routes

Transit supportive land uses also serve as transfers between bus with signal priority, local bus, regional bus service and Park-n-Ride

LONG TERM – Create Flex-Route w/LRT


Triangle Transit, &

Express Bus

Enhanced Bus Service

Flex-Route Shuttle

Transit Markets: Flex-routes to

attract more local residents to

access regional service and LRT

New flex-route

shuttle service for

low density areas

Park-n-Ride

Recommendations

Light Rail Alignment

Light Rail stations

serving transit

supportive nodes

and regional

connections

LONG TERM – Light Rail Transit

Chapel Hill

Durham

Meadowmont

UNC

Duke

Medical

New Hope

Triangle Metro

Center

RTP North

Alston Ave

751

751

751

55

55

147

54

54

15

501

15

501

54

40

Downtown

Durham

¼ mile

½ mile

¼ mile

½ mile

¼ mile

½ mile



Triangle Transit

Enhanced Bus Service

Light Rail

Light Rail stations

serving transit

supportive nodes

and regional

connections

¼ mile

½ mile


Transit supportive land uses also serve as transfers between BRT, regional bus service and Park-n-Ride


Triangle Transit

Enhanced Bus

Light Rail

Transit Supportive

Land Uses

Transfer Center


Park-n-Ride)

LRT Stations


New regional connections service

regional Transit Markets

Light Rail connects

corridor with region,

as well as Express

Bus and TT

continues to serve

commuter markets

not along LRT

Enhanced Bus

provides fast

connections to major

transit generators

(Park-n-Ride, UNC,

Hospital, etc.)

Local service helps

feed to LRT and

express bus

Recommended Bicycle

and Pedestrian Blueprint

Bicycle & Pedestrian Network

• Fully connected bicycle and pedestrian network with range of

treatments and facility types

– Minimum five foot bike lane for Chapel Hill section of NC 54

– Off-road shared path for Durham section of NC 54

– Markings, lanes, paved shoulders, shared paths on other roadways

• Supports transit „customer delivery system‟

• Superstreet concept allows for safe at-grade crossing for

pedestrians

• Bridge crossing at Meadowmont & Friday Center LRT stations

• Improvements at 15-501 ramps

• Pedestrian infrastructure needed along I-40 overpass

At-grade

intersection

treatment to

accommodate trail

and increased

pedestrian

crossings

Improved

pedestrian

features and

bike lanes

Pedestrian

underpass

Shared use path

overpass connected to

elevated LRT stationPaved shoulder

connection to

the American

Tobacco Trail

Sidewalks at overpass

or median

enhancement for

modified interchange

You can find the high quality image of this in

the folder on the VA server:

\\10.0.3.12\virginiadata\Prjs\NC54\graphics\K

workingfiles\latestJPEGS

//10.0.3.12/virginiadata/Prjs/NC54/graphics/Kworkingfiles/latestJPEGS
















Street Connectivity

• Parallel routes provide alternative access for

local traffic

• Provides route choice for all modes to avoid NC

54 whenever possible

• Cross-access and inter-parcel connectivity

required as future development occurs

New Connections

New Connections

Complete Streets

• New connector and neighborhood street networks should

be „complete‟ – with sidewalks, bike lanes or trails,

transit stops, trees

Design guidelines

• Guidelines to help ensure vision is implemented


transit, bicycle and

pedestrian strategies

Recommended Roadway

Blueprint

Roadway Conditions• NC 54 traffic grew 30% in last

decade– 1997: 35,000 vehicles per day

– 2007: Increased to 47,000

• Similar rate of increase for I-40

• Highest traffic growth on Farrington and Barbee Chapel Roads– Traffic levels have doubled in 10

years

– Environmental and residential constraints limit corridor options

• Multiple local and express bus routes serving the corridor

Roadway Conditions• Today the NC 54 corridor is already plagued with congestion, primarily

westbound into Chapel Hill and UNC in the AM peak, and eastbound

onto I-40 in the PM peak

• In the future, traffic volumes will drastically increase. The corridor

serves both regional and local traffic, and both will grow substantially in

the future.

• In 2020, volumes will reach about70,000 vehicles per day (as

compared to 45,000 vehicles per day in 2009).

• If no improvements are made, conditions will rapidly deteriorate. Wait

times will increase significantly. For example, at East Barbee Chapel

Road, the westbound wait time will increase from about 40 seconds in

the AM peak hour to about 4 minutes. At Huntingridge Road, the

westbound wait time could reach above 9 minutes.

Roadway Conditions

• Widening the corridor to six lanes in the

Durham portion will not solve the problem

• Two major impediments to capacity of the

road:

– Traffic signals

– Close proximity of Farrington Road to the I-40

interchange

Traffic Signals

• Traditional traffic signals are not efficient.

• Within the NC 54 corridor, the mainline “through”

movements are very large.

• At a typical traffic signal, most of the green time is

taken away from the through movement and given

to the side streets and left turns.

• Reducing the number of phases at a signal gives

more green time back to the major through

movements.

More arrows =

More phases =

Less time for

Main Through

Movement

100%

"1" phase

100%

"1" phase

(no signal)

70%

30%

2 Phase

70%

30%

2 Phase

50%

30%

3 Phase

% Green

Time

Available

for Main

Through

Movement

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

30%

30%

20%

"8" Phase

20%

30%

30%

20%

"8" Phase

20% Time that

Main Through

Movement

sees red and

cannot go

Time that

Main Through

Movement

sees green

and can go

20%

Traffic Signals

Traffic Signals

• Unconventional intersections can greatly improve

roadway capacity.

• Improves the efficiency of traffic signals

– Optimizes signal coordination in both travel directions

– Allows traffic on NC 54 to “see more green”

– Reduces wait times for side street traffic

• Improves safety by eliminating many potential crash locations (conflict points)

• Relatively low-cost improvement (vs. grade separation)

• At East Barbee Chapel Road, average westbound wait times are reduced from 4 minutes to under 30 seconds in the AM peak hour. At Huntingridge Road, westbound wait times are reduced from 9+ minutes to just over one minute.

The “Superstreet” Intersection

• Side-street traffic can only turn right onto NC

54.

• To go straight or turn left, you must turn right

and make a u-turn.

• This treatment is recommended at several

locations within the NC 54 corridor.

• At other intersections, left turns from side-

streets are allowed.


How do bicyclists and

pedestrians cross the street?

Buses & Emergency Vehicles

Emergency vehicles and transit buses

can safely navigate the superstreet

intersections with minimal change in

transport time.

Improved traffic flow may improve

response time and safety for emergency

vehicles

Buses & Emergency Vehicles

U-turns and

left turns are

designed to

easily

accommodate

larger

vehicles.

I-40 Interchange Area

• The other major area of concern is the I-40

interchange and Farrington Road.

• Volumes in this area are expected to

approach 75,000 to 80,000 vehicles per

day, and 9,000 vehicles in the AM peak hour

alone.

• Constructing a partial cloverleaf will provide

the most benefit to the traffic.

Interchange Concept

Other Concepts Considered

• A short review of other intersection

alternatives the study team has considered

for both intersections along NC 54 and for

the I-40 interchange:

• The superstreet concepts with the partial

cloverleaf interchange at I-40 will provide

the most “bang for your buck”

Median U-turn

Bowtie

Quadrant Roadway

Continuous Flow Intersection

Echelon Interchange

Center Turn Overpass

Arterial

Arterial or collector

Two Level Signalized Interchange

Diverging Diamond

Roundabout Interchange

Single Point Urban Interchange

I-40 at Galimore Dairy Road

Tampa, FL

Jughandle

Long-Term Solutions• The recommendations here provide the most additional

roadway capacity for the interim volumes.

• The biggest problem is the close proximity of Farrington Road to the interstate.

• If we assume traffic volumes will continue to grow and the vehicular demand must be met, eventually the volumes will necessitate closing off the intersection to let the traffic flow, or constructing a flyover ramp for the eastbound traffic to access I-40 without interruption from the Farrington Road signal.

• It appears that this choice will have to be made as 2020 approaches.

Long Term Improvements – Minimal

I-40 Additional Ramps

Potential New

Connections

Grade Separate to

Eliminate NC-54

Signals

Grade Separation

(urban

interchange)

Enhanced Interchange

with flyover ramps

Additional Improvements – Higher Cost (as needed)

Enhanced Interchange

with flyover ramps

Elevated Regional Traffic

Additional Ramps

Raised Regional

Roadway

Long Term Improvements – More Extensive

Roadway Network

• The recommendations here provide the most additional roadway capacity for the interim year volumes.

• The biggest problem is the close proximity of Farrington Road to the interstate – future flyover needed??

• Longer term, grade separation (interchanges) will need to occur along NC 54 and the I-40 Interchange rebuilt.

• The multimodal strategy of creating an environment that encourages transit/walking/biking will be critically important towards managing congestion into the future.


roadway strategies

Project

Phasing

Phasing- Short term

Short Term (5 years or less)

• Restripe NC 54 between 15-501 and I-40 for narrower lanes (11‟ wide) to provide bike lane for on-road cyclists

• Implement high-visibility crosswalks at 15-501 ramp intersection with signage to alert drivers of the possible presence of cyclists in the bike lane and pedestrians in crosswalks, and modify the raised channelization islands as necessary

• Begin to provide park-and-ride locations at Gateway and Southpoint to intercept park-and-ride at Friday Center

Phasing: Short term

Short Term (5 years or less)

• Provide express bus service from new park-and-

ride locations into Chapel Hill and UNC

• Implement additional express bus/BRT along NC

54 corridor (this may be at the outer edge of 5 year

window…could move to next period)

• Promote TDM strategies like flexible work hours

and telework opportunities

• Begin construction of collector street network

Phasing: Mid-term

Mid-Term (5-10 years)

• Implement intersection recommendations

(superstreet designs and other access restrictions)

• Extend existing multi-use path east and west

• As Leigh Village starts to develop, construct park-and-ride structured garage

• Provide feeder on demand-response transit to

residents within corridor not within walking

distance of transit

• Continue construction of collector street network

Phasing: Mid-term

• Construct modified superstreet recommendations

on Chapel Hill portion to improve operations

• Modify I-40 interchange at NC 54

• Widen NC 54 to 6 lanes in Durham portion

• Extend multi-use path along both sides of corridor

• Change Farrington Road – either close it off to let

the eastbound traffic flow or construct a flyover to

get eastbound traffic onto eastbound I-40

Phasing: Long-term

• Invest in transit on all scales – more local routes to

serve more riders; more robust express service

to/from major centers (eventually served by LRT)

• Construct LRT and begin operations

• Long Term – Hard decisions and major investments

need to be made:

– either grade-separate intersections to provide more vehicle

capacity, or

– invest in a more robust transit system coupled with parking

restrictions and incentives for non-auto travel and peak

traffic volume reduction

Next Steps

• Finalize necessary plan revisions

• Present to MPO TAC on May 12

• Submit draft report end of May

– Available to public for review following steering committee review

• Ongoing review through City, Town & MPO

NC-54/I-40 CORRIDOR

BLUEPRINT FOR MOBILITY

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