intermodal multimodal - umn cts · 2014-07-09 · multimodal multimodal and and intermodal...

Community Design:Community Design:Community Design: Multimodal Multimodal Multimodal and and and Intermodal Intermodal Intermodal Oberstar Oberstar Oberstar Forum Forum Forum

Integrating Intermodalism and Multimodalism

Working Definitions Multimodal means multiple modes

of transportation. Multimodalsystems enhance capacityacross modes.

Intermodal means that multiplemodes are connected. Intermodalsystems are access anddestination-oriented.

The current surface transportationnetwork in the Twin Cities hasevolved largely as a capacity-based system with a dominanceof highway-based modes:cars and trucks.

Forest Hills Gardens, NY, station area, c.1916

Linden Hills neighborhood, Mpls.

St. Paul street grid, Central Corridor

Categories of surface modes: In contemporary community design,

there are two major categories ofsurface modes of transport:

• Modes for the movement offreight:rail/truck shipping, bothcontainers and piggyback.Intermodal service is about 5% ofthe freight market for rail-proximate shippers in the TwinCities.

• Modes for the movement ofhumans/passengers:self-powered modes such aspedestrian and bicycles; andpassenger modes such as carsand transit.



Forest Hills Gardens station, c. 1916

Sounder Station parking, Seattle, 2002

Intermodalism requires thatconnectivity be maintainedwithin each category of modes,but not necessarily connectingthe categories. For example:

The mixing of truck traffic withneighborhood traffic isundesirable from theperspectives of efficiencyand the other issues to bediscussed here.

Yet, inevitably this mixing hasoccurred; is there another way todesign and build communities toaccommodate the differences inthese systems?



In physical terms, integration ofintermodalism and multimodalismacross the two categories often meansthat:

Human/passenger modes may beseparated networks, oftencomprising redundant corridors,distinct from freight networks.



Portland MAX/LRT

Multimodalism historically hasbeen both capacity andaccess/location-driven, andintermodal in its connectivity.

Boulevard & ParkwayPhysical Separation of Modes inHuman/passenger Systems

Trucks were and are excludedfrom boulevards and parkways.

The historical roots of multimodalismare based in the model of theboulevard and the parkway:separate lanes and grade-separatedroads were and are given to individualmodes.

The boulevard and the parkway aredesigned for capacity and safety aswell as access to mixed usedestinations.



There is a scale/locationdifference between the twosystems:

Freight SystemThe rail to truck freightsystem is supersized,horizontal, location- sensitivewith regard to distributionlogistics• global to 500 miles inbound-local distribution and,• relatively independent in formand location from residential andinstitutional land uses.



There is a scale/locationdifference between the twosystems:

Human/passenger systemThe human/passenger systemis human in scale and moredestination-dependent.

However, suburbanization hasenlarged the scale of the humanelements in the system - such asthe shopping center - to the pointwhere two modes, the car and thetruck - set the scale of thedesign, sometimes to theexclusion of other modes.



Southdale pavement/transitstudy

Design is an integrative,systemically-based beauty,not decoration or mitigation.

Design integrates social,economic, and politicalconditions and opportunities in aprocess that crosses disciplinaryboundaries, to make physicalforms of transportation andrelated uses efficient, productive,healthful, safe and secure.



Seattle Sounder station

What relationship mightdesign have toreauthorization of TEA-21?

A Working Premise:Design Integration forAccessibility:• Economic growth• Public health• Environmental health• Security and safety• Social cohesion• Recreational linkage



“ Each State shall carry out a transportation planning process thatprovides for consideration of projects and strategies that will--

(A) support the economic vitality of the United States,the States, and metropolitan areas, especially byenabling global competitiveness, productivity, andefficiency;

(B) increase the safety and security of thetransportation system for motorized andnonmotorized users;

(C) increase the accessibility and mobility optionsavailable to people and for freight;

(D) protect and enhance the environment, promoteenergy conservation, and improve quality of life;

(E) enhance the integration and connectivity of thetransportation system, across and between modesthroughout the State, for people and freight;

(F) promote efficient system management andoperation; and

(G) emphasize the preservation of the existingtransportation system.

Our Research:Freight Systems and Human/passenger SystemsFive Design Principles:

• Efficiency of access and increased capacity acrossmodes to stabilize VMT: human modal connection atpoints of destination, investment; freight connectionsindependent of human location.

• Employment, service delivery and production as theprincipal determinants of destination planning andlocation.

• Multi-functional infrastructure including recreational.

• Spatial separation of human and freight intermodallocations for security and safety.

• Preservation of natural resources, especially groundand surface water as a lead indicator of environmentaland public health.



Our research issues

Freight Systems• What are the physical models for anintegrated systems? For example.can the rail freight/intermodal systembe integrated into Twin Cities/BNSFcentral corridor neighborhoods?

•Human/passenger Systems:• Using design to demonstratepotential scenarios, how could theTwin Cities build an intermodalhuman/passenger system as a wayof stabilizing Vehicle Miles Traveled(VMT) while preserving efficiency?

• What are the larger regionalimplications of such commitments,particularly for shared resourcessuch as water?



Intermodal Freight in conflictwith Inter/Multimodal humantraffic.

In the central corridor, the yardsare being used for intermodalstorage and re-distribution.

For security reasons, some ofthese yards are fenced.

Neighborhood residents crossthe central corridor on thearterial streets that bridge it.

Multimodal crossing isprecluded.


Intermodalism and Multimodalism in the Twin Cities Central Corridor, St. Paul

Freight System

In the Twin Cities,thehistoric central rail corridorserves as the cities’intermodal corridor.For security, safety reasons,some of these yards are fenced.

Intermodal freight in conflictwith Inter/multimodal humantraffic.Neighborhood residents crossthe central corridor on thearterial streets that bridge it,however, because of the designof these streetsMultimodal crossing bypedestrians or bicyclists islargely precluded.





Redevelopment of thesecorridors has been designedin suburban form:• Office warehouse style buildings• Parking in front• Water features, not systems• No multimodal crossings• Increased truck traffic inneighborhoods• Expanded scale of developmentincreases the barriers tomultimodal crossing


Intermodalism and Multimodalism in the Twin Cities Central Corridor



Design ResearchTo achieve integration in alreadybuilt-up areas, the multimodalhuman/pasenger system must beboth: separated from and hybridizedwith the horizontal physical form ofthe freight system.

Redevelopment in this corridor couldallow multimodalism andintermodalism to be adjacent, butwith separate right-of ways.

Head house/Back box

This design makes amultimodal parkwayedge between the neighborhoodand the redeveloped parcelsalong a new, separateintermodal corridor.

The design removestrucks and parking lotsfrom neighborhood streets &cleans stormwater runoff.

Central Corridor, St. Paul



Connectivity

The research team hasinvestigated a number ofsolutions to build key bridges onintermediate streets to preserveconnectivity across the corridor,bikeway routes along thecorridor, and to createbridgehead buildings to adaptexisting bridges bridges andallow connections between streetand railroad grades.



Headhouse/Backbox. Parkway/bikeway. and Residential re/development


Human/Passenger SystemRed RockMinneapolis and St. Paul toHastings

Cottage GroveJamaica AvenueStation Area Development StudyCommuter Rail Oriented Design

Highway 61 South/Red Rock Commuter Corridor

Hastings

Minneapolis St. Paul

Cottage Grove

Intermodal trips tocommuter rail stations areordinarily by car

Time is the critical limitingfactor.Most commuters will not drivemore than 15 minutes in largecities to get to stations.

The map shows that in CottageGrove, at the edge of the MUSAthe large crescent of land whichis both under- or undevelopedwithin 10-12 minutes of theproposed Jamaica Avenuestation site.



WakotaBridge

JamaicaStation

Hastings

I-94


This site provides anopportunity to examine theseparate spatial relationship ofhuman/passengerintermodalism for commuter railoriented development tofreight intermodalism.

Highway 61 South/Red Rock Commuter Corrido

Industrial uses and zoningA large-scale automatedintermodal distribution andwarehouse facility isplanned for this site.


Inter/Multimodal Access to Station AreaCommuter Rail Oriented Development & Stationarea at Langdon• Multimodal hydro/collector streets and bikeways


Units Acres DensitySingle Family 215 31.82 6.76Town Homes 784 59.2 13.24High Density 120 2.27 52.89Mixed Use 152 3.49 43.61

Net Density 12 d.u./acreGross Density 5.1 d.u./acre

Densities in commuter rail communities canbe as low as 2 - 3 dwelling units per acre.

This density is common in Woodbury and islower than the average density of CottageGrove.

• Mixed use hydro/collector streetsMixed use is necessary in such places toreduce vehicle miles traveled by makinglinked trips shorter and more likely to betaken in the pedestrian mode.


Density for Commuter Rail Transit


Cty Highway 19 Entrance to 3M

Highway 61/Red Rock Corridor

RegionalPark

90th Street - Access to Jamaica Station

Water and Park and Parkway Systems


Applying the vision of the designers and developers of Highland Park the design for the Cottage Grove subdivision site was based on:• connectivity/multimodality/intermodality in the street system - new types of hydro/collectors streets• open space systems that serve multiple purposes including connection of drainage to street system.

• No superblock type enclosed parks with fenced ponds




Runoff characteristicspre- and post development

Storm drainage was calculated for baseline scenariosand compared with new patterns of development.

Urbanization and WaterQuality Protection:Regional Policy vs. LocalControl

• The areas where suburbangrowth is occurring take theirdrinking water from theground. Over 110 separatewater utilities govern thisresource.

• The Twin Cities’ drinkingwater comes from surfacewater.

Community Design:Community Design:Community Design: Multimodal Multimodal Multimodal and and and Intermodal Intermodal Intermodal Oberstar Oberstar OberstarForumForumForum Highway 61 South/Red Rock Commuter Corridor

Upper third - non-urbanized Middle third - suburban and exurban - mixed infrastructure

Lower third - urbanized, piped infrastructure



In the lower and most of the middle thirdof the many Minnesota watersheds,stormwater runoff is piped directly tosurface waters.

In the upper third of watersheds whereurbanization is occurring, the design ofthe street and highway system and openspaces will determine whether stormwatercan be infiltrated or treated (cleaned)before it reaches either surface orgroundwater receiving zones.



Moving from the baseline to a newmodel in the Twin Cities:

Baseline Model: Dispersed patterns ofsuburban growth, largely disconnected,focused technological fixes. Most of theTwin Cities passenger network is notintermodal by design.

points of freight connectivity adjacent tohabitation or investment in point-of-purchase type centers (container-based;highly centralized)

points of human connectivity and goodsand service production/consumption willbe dispersed on roadway network -provides opportunity for maximumindependence.

Retrofitted intermodal production and freight facility, St. Paul

Moving from the baseline to a newmodel in the Twin Cities:

New Model: Dispersed, but concentrated,patterns of suburban growth –connected by redundancy of modes andmultiple points of connectivity; newintegrative technologies.

points of freight connectivity may not bepoints of habitation or investment inpoint-of-purchase type centers(container-based; highly secured,camouflaged or underground?)

points of human connectivity and goodsand service production/consumption willbe clustered or connected to provideopportunity for investment-vulnerability,but offer intrinsic high human values offace-to-face communication.



Seattle Sounder station pedestrian bridge

Some problems with the model:

• Twin Cities have intrinsically hada weak central place pattern withtwo cities, virtually independent ofeach other; bus service and recentpatterns in development of countytransit authorities, mirror thissituation.

• The ring road has also weakenedcentral place: the radii are no longeras dominant in ring configuration asthe pull of the historical central placeweakens.

• Highly developed sense of valueof autonomy in the residentialmarketplace

• Lack of investment by railroadsin consolidated freightintermodalism



Financial problems with the model?:

Relative Costs of Intermodalism vs. theCurrent Trend: Commuter Rail

The costs of current trendprimarily road construction: increasinglane miles and maintaining the system inplace are pulling away from revenues(Stinson and Ryan, TRG)

The costs of commuter rail/Northstar$302 million/state share $123 million:With a ridership of 5000 per day, theNorthstar line could leverage $1.15 to eachpublic dollar to construct withoutconsidering value of spinoff developmentto local communities

- Star Tribune article on Anton, Anton,Lubov study of economic impact ofNorthstar, February 20, 2003



Seattle SoundTransit The chair of the transit board is also the county executive:

“While ridership numbers forother transit agencies are flatin a sluggish economy, moreand more people arechoosing SoundTransit’salternatives to gridlock.”

Sound Transit’s Sounder commuterrail service and STExpress regionalbus system combined for more thanseven million passenger boardings in2002.

The principal problem?:Federal policy integration withLocal and State policy in Minnesota.

Fragmentation of transportation design,implementation planning andtaxing authority: a regional policyproblem with control by state authorityRegional policy making bodies and agenciessuch as Met Council have limited capacities tomake integrative decisions that can succeedon a regional scale:• land use is decided locally• transportation systems are largely a matterof state planning and construction;• taxation requires complex multiple agencyagreements with no comprehensive regionalauthority in charge from start to finish.

What is the role of the Federalgovernment to create an intermodallandscape?



Denver FasTracks

Regional Transportation District proposalcalls for a multibillion-dollar, 10-yearexpansion of mass transit, including 110miles of new light-rail lines, dieselcommuter trains and special lanes forbuses and car-poolers. Building highwaysto accommodate the mass-transit lines,stations and park-n-rides likely would costas much as $4.7 billion, doubling theestimated $4.7 billion cost of FasTracks,CDOT said.

TEA-21/Federal Policythe Objective:Create and administer policy such thatenhancement is seen as integrativeenvironmental design that increases efficiencyacross modes and is systemically-based, notjust a decorative add-on or mitigation.

1. Additional research is needed.

Case Studies on Systems-Integrated Design/Policy SettingsRegional Authority/Financial models

• Dallas Intermodal Freight/Union Pacific• Alameda (CA) Intermodal Corridor/ UP/BNSF• Seattle SoundTransit• Denver FasTracks



Seattle Sounder garage and ped overpass

MIRTS, 1996Minnesota Intermodal RailroadTerminal: RosemountThe feasibility of a private terminal facilityin Rosemount was deemed high,particularlygiven neighborhood opposition toexpansion by BNSF in the central corridor;however,CP had adequate capacity at Shorehamand UP had no demonstrated market

Environmental Review:Process Informed by Design:

An integrated approach could use GIS todevelop place/environment-specificevaluations that add value.

But the level of detail and the ‘coverages’ ofmany GIS systems will not be detailed enoughto ensure the best comprehensive solutions:

2. Model Demonstration Project:

Expand design process to review identifycomposite values and costs (air, water,public health) for a large scale multi- andintermodal project:

Costs/benefits• composite costs over time• composite benefits over time



EnvironmentalStreamlining Priority

“….introduction and useof new technologiessuch as GeographicInformation Systems tostudy regionalenvironmental issues insupport of programmaticapprovals, or closercoordination oftransportation planningwith other planningefforts such as land useplanning, air qualityplanning, or watershedmanagement andassociated mitigationbanking.”

-from the TEA 21 website

intermodal multimodal - umn cts · 2014-07-09 · multimodal multimodal and and intermodal...

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