Presentation to Community Advisory Committee April 14, 2011 CAC - - PowerPoint PPT Presentation
Presentation to Community Advisory Committee April 14, 2011 CAC Meeting #3 Outline Study Overview Study Overview Recap of Interim Reports Feasibility Analysis F ibilit A l i Short-Term Non-Streetcar Transit
Presentation to Community Advisory Committee April 14, 2011 – CAC Meeting #3
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Study Purpose y p
linking Red Hook with surrounding areas linking Red Hook with surrounding areas
Goals:
(e.g. construction, utilities, traffic)
y the Focus Area with connections to the larger Study Area
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Study Area y
Red Hook / Focus Area
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Schedule
Existing Conditions
October November December January February March April May
Existing Conditions & Case Study Report Identify Potential Potential Routes Cost Estimating, Construction Issues and Alignment and Alignment Evaluation Feasibility Evaluation
Work Completed
Final Report
To Date
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CAC Meeting CAC Meeting CAC Meeting Public Meeting
Existing Conditions -Focus Area Transit Service g
with no vehicle (81.5%)
B61 bus
11 013 Average Weekday 11,013 Average Weekday Riders 8 Minute AM Peak Headway
Nearby Subway station at Smith/9th Street (F G)
Red Hook
Smith/9th Street (F, G)
No subway service within
Smith/9th
Focus Area Long travel time to Downtown Brooklyn Perceived lack of bus
Subway Station (F,G)
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Perceived lack of bus reliability
Transit Demand Analysis y
Existing Study Area Transit Ridership % Increase Ridership Due to Streetcar Transit Ridership With Streetcar New Riders with Streetcar
14,809/day
12.3 %
16,631/day 1,822/day
Ridership with Future Development Additional Trips from Committed Development 18,223/day (23% increase) 1,592/day
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(23% increase)
Case Studies
SELECTED SYSTEMS SELECTED SYSTEMS
Philadelphia, PA Seattle, WA Portland, OR
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Case Studies–Key Findings y g
(Portland and Seattle); Streetcar alone will not result in additional development (Philadelphia)
all streetcar systems yield ridership increases (Philadelphia) a st eetca syste s y e d de s p c eases ( ade p a)
minimize impacts on bicycle lane network
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minimize impacts on bicycle lane network
Decision on
Pursuing Streetcar in the Study
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y Area
Alignment Options g p
Red Hook Inset
Travels mixed-use Van Brunt corridor, but width may require pair with Richards Meets major Downtown Brooklyn transit hub at Borough Hall, via loop or terminus, or continues to Atlantic Terminal Smith/9th Subway Station (F,G) Station (F,G) Atlantic Terminal Connects Smith/9th subway, Red Red Hook Various possible connections to Columbia Street and portions of Carroll Gardens not served by
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Hook Houses, IKEA, Fairway, and
subway
Selected Goals, Objectives, and Evaluation Criteria j Goal/Objective Evaluation Criteria Improve Transportation Mobility p p y Provide transit accessibility Population within 1/3-mile of alignment Provide Economic Opportunity and E h th C it Ch t Enhance the Community Character Serve propose/projected development Future development within 1/3-mile Maintain Traffic and Delivery Access y Maintain Curb Access Minimize changes in linear-feet of access Minimize Impacts on Built/Natural E i t Environment Minimize traffic impacts Minimizes negative impact on traffic flow Minimize Streetcar Capital and
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p Operating Costs Avoid or minimize utility relocation Maintain access to utilities
Optimal Route
Borough Hall Terminus
p
Van Brunt - President & Carroll Sts. Van Brunt North & South Centre Mall
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Optimal Route: Centre Mall and Lorraine Street p
Centre Mall fewer
Lorraine Street
T t’ A i ti Tenant’s Associations
Centre Mall alignment Centre Mall alignment
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Optimal Route: Van Brunt Street / Richards Street p
Two way Van Brunt Street route reduces total curb conflicts
idth i width concerns remain
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Optimal Route: Borough Hall p g
Borough Hall terminal station provides most streamlined connection to Downtown Brooklyn
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Key Issues y
Road a constraints
development p
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Roadway Constraints y
feet present challenges for streetcars
parked or improperly parked cars can cause service delays
travel between track and parking lanes
be required
Typical Cross Section: Van Brunt Street at Hamilton Avenue
reductions on Columbia and Van Brunt Streets
intersections to
Not to scale
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intersections to accommodate streetcar turns
Roadway Constraints y
streetcar standard; 50 foot streetcar standard; 50 foot radius possible with some vehicles
require parking removal and/or sidewalk reductions at certain constrained intersections
result in property impacts at certain locations
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Utilities
include 48 inch water include 48-inch water mains and various private utilities under Atlantic Avenue and Atlantic Avenue and Van Brunt Street
include sidewalk vaults and Hamilton Avenue subsurface conditions
Typical Cross Section: Atlantic Avenue at Clinton Street
relocation required l ti f t
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along portions of route
Land Use/Economic Development p
A successful Red Hook streetcar project would require changes in City development policy p p y
comprehensive development plan = No streetcar-induced development
to industrial zones in Red Hook or up zoning of
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Hook or up-zoning of residential areas
Street Operations p
Several intersections would require
Portland Streetcar Station Stop and Signage
an additional phase to accommodate exclusive streetcar movements
routes would require parking removal (e.g. Columbia Street) (e g Co u b a St eet)
Narrow tires can get caught in track gap g g g p Station bulb-outs present obstacles
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Benefits
current conditions; greater increase expected if paired with future development t utu e de e op e t
capacity and smoother ride could increase passenger capacity and smoother ride could increase passenger comfort
policy were to change in the future
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Costs: Capital (in Millions) p ( )
Total Capital Cost: $176 million ($26 million x 6.8 miles)
Vehicles - $36.1 Stations - $3 15% Contingency - $22.7 ROW/Land - $10 Design- Engineering - $21.1 Facilities - $13.3 Track/Guideway - $19 2 Road/Sidewalks - $16.4
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$19.2 Signals/Power - $17.4 Utilities - $16.8
Costs: Operating Costs p g
City O&M Costs per Vehicle Revenue Mile Annual O&M Costs Tampa $31.95 $2.4 Million New Orleans $24.00 $10 Million Seattle $39 35 $2 4 Million Seattle $39.35 $2.4 Million New York (projected) $41.66 $6.2 Million - $7.2 Million
Source: National Transit Database (2009)
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( )
Summary of Findings y g
Streetcar could be engineered along chosen alignment
i l t ti d ti l h ll implementation and operational challenges
12% increase in transit ridership
Current City development/land use policy in Red Hook is not complementary to streetcar as an economic development driver
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Decision on
Pursuing Streetcar in the Study
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y Area
T k R lt I li ti Task Result Implication Routing Options Optimal route identified Streetcar could be engineered in Study Area Issue Identification Significant issues include roadway Even optimal route raises community constraints, utility relocations, compatibility with d l t impact, safety, and
development approach, and bicycle safety
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T k R lt I li ti Task Result Implication Benefits 12% projected gain in transit utilization, hi h it Streetcar will attract some new riders, but t l ti d higher capacity vehicles, more comfortable ride travel time and reliability gains over existing bus service not expected not expected Cost Calculation Capital: $176 million; Operation: $6.2-$7.2 illi Will be difficult to fund in constrained fiscal i t C t million per year environment; Cost effectiveness questionable
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Policy Decision y
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Future Considerations
The following neighborhood factors would improve The following neighborhood factors would improve attractiveness of streetcar in New York City: Wider streets that better accommodate streetcar side by side with other street users Zoning and development policies (higher density mixed-use) that can work in concert with density, mixed use) that can work in concert with streetcar to facilitate growth and create new riders
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DOT staff, in coordination with MTA-NYCT, has begun to investigate short-term alternatives to Streetcar that could provide enhanced transit access to Red Hook:
New intersection at Mill Street New intersection at Mill Street and Hamilton Avenue Changes to NYCT B61 Bus Route Route Enhanced pedestrian environment connecting Red Hook to Smith/9th Street
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Hook to Smith/9th Street subway station
Mill Street Intersection
A traffic evaluation of the full i t ti d hi l intersection and vehicular- pedestrian crossing at Mill Street and Hamilton Avenue will Street and Hamilton Avenue will study the following:
Mill/Garnet Streets become Eastbound connection (between Clinton Street / Smith Street) to subway station y Reverse Mill Street between Hamilton Avenue and Court Street Signalize where necessary/warranted
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Signalize where necessary/warranted
Mill Street Intersection
BENEFITS: BENEFITS:
paired with westbound W. 9th Street
Hook Houses and Smith/9th Streets Subway
Simplifies bike lane network
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Mill Street Intersection
Re-route EB via Mill/Garnet Streets to provide more direct connection to subway station connection to subway station
Red Hook Houses
(8,000 residents)
Smith/9th Subway Station (F,G)
Discontinue Circuitous EB routing through non-residential areas
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Serve Red Hook Houses East in both directions via Clinton Street
B61 Bus Changes g
Street / Hamilton Avenue and Columbia Street / Warren Street
Street / Hicks Street and Lorraine S / S Street / Henry Street
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Enhanced Pedestrian Environment
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Urban Art Project j Lower East Side, Manhattan West Farms Square Bronx West Farms Square, Bronx
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Post Operations Memo and Feasibility Report
t comments
Hold public meeting in early May
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