Capital Metro Downtown Multimodal Station

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1 Capital Metro Downtown Multimodal Station Stakeholder Briefing December 11, 2015

2 Agenda Project Summary Downtown Station Concept Evaluation 4 th Street Traffic Analysis 5 th Street Traffic Analysis Next Steps 2

3 Project Summary Downtown Multimodal Station 3

4 Project Goals & Objectives Address near- and long- term MetroRail operational needs Address existing safety issues and modal conflicts (pedestrian, bicycle, transit, auto) Accommodate future multimodal needs Improve aesthetics and compatibility with urban context 5-minute terminal arrival / departure headway Platforms to accommodate longer 2-vehicle consists Movements of various modes are not compatible in constrained space Additional rail and local circulator routes Great Streets principles PROJECT SUMMARY 4

5 Concept 1 3 platform positions that accommodate (future) 2-car consists Vacate auto access on 4 th St (between Red River and Trinity) Pedestrian and transit queuing Plaza (Neches to Trinity) Lance Armstrong Bikeway (modified for enhanced safety and awareness through platform/plaza area) PROJECT SUMMARY 5

6 Concept 2 3 platform positions that accommodate (future) 2-car consists Shared-use auto/bicycle access on 4 th St (Sabine to Neches) Pedestrian and transit queuing Plaza (Neches to Trinity) Lance Armstrong Bikeway (modified for enhanced safety and awareness through platform/plaza area) PROJECT SUMMARY 6

7 Project Context PROJECT SUMMARY 7

8 Downtown Station Concept Evaluation Downtown Multimodal Station 8

9 Concept Confirmation Process 1 2 Concept Confirmation Strategy Technical Evaluation Criteria Concept Confirmation Process Building Support Public Involvement Public & Stakeholder Input Safety Station Operations Traffic & Accessibility Context Sensitive Compatibility DOWNTOWN STATION CONCEPT EVALUATION 9

10 Concept Confirmation Process Stakeholder/Agency Input Public Input Technical Evaluation Criteria Concept Confirmation Preferred Concept DOWNTOWN STATION CONCEPT EVALUATION 10

11 Building Support Recent Stakeholder Coordination Austin Transportation Department Austin Fire Department, Police Department and EMS Austin Convention Center Austin Energy Hilton Hotel City of Austin Economic Development City of Austin Parks and Recreation City of Austin Public Works City of Austin ROW City of Austin Special Events City of Austin Urban Design / Great Streets City of Austin Watershed Protection Downtown Austin Alliance TxDOT Waller Creek Conservancy DOWNTOWN STATION CONCEPT EVALUATION 11

12 Public & Stakeholder Input Many recognize the benefits of a conflict-free pedestrian space Stakeholders and coordinating agencies in favor of safety improvements and supporting multimodal mobility improvements Some public input has expressed traffic concerns with removing autos from this segment 4 th street. I like the idea of having more pedestrian area. The vehicle lane isn t really that useful anyway. Citizen Feedback I lean more toward this concept to free more space for pedestrians and bikes. Seems like a better use of space but worried about flow of extra traffic displaced from lane of street. Good park space. Concept Preference No Preference 12% Concept 2 19% Concept 1 69% DOWNTOWN STATION CONCEPT EVALUATION 12

13 Concept Confirmation - Technical Evaluation Criteria 1. Safety Station Operations 3. Traffic & Accessibility 4. Context- Sensitive Compatibility a. Mitigation of Multimodal Conflicts b. Rail Crossing Protection Requirements a. MetroRail Station and Platform b. Multimodal Access to Project Area a. Pedestrian, Bicycle and Auto Circulation b. Lane Configurations and Utility a. Mitigate Impacts to Adjacent Projects and Stakeholders b. Great Streets Compatibility c. Stakeholder Accessibility c. Supportive of Future Development DOWNTOWN STATION CONCEPT EVALUATION 13

14 Technical Evaluation Safety Evaluation Metric Multimodal conflict mitigation Emergency access / egress Rail crossing protection Description Concept 1 (Vacate Auto Access on 4 th ) Concept 2 (Restricted Auto Access on 4 th ) Minimize pedestrian / bicycle conflicts through platform boarding area Minimize pedestrian / auto conflicts Minimize bicycle / auto conflicts Supports efficient access / egress to/from platform area Supports efficient access / egress to/from adjacent facilities Minimize train control / signalization needs Minimize intersection crossing protection needs Concept 1 is preferred: Reduces potential automobile conflicts with pedestrians and bicycles Allows wider boarding areas and pedestrian passage at platforms in front of Convention Center and Hilton Austin DOWNTOWN STATION CONCEPT EVALUATION 14

15 Technical Evaluation Station Operations Evaluation Metric MetroRail station platform Multimodal access in project area Description Concept 1 (Vacate Auto Access on 4 th ) Concept 2 (Restricted Auto Access on 4 th ) Number of boarding locations supports CMTA long-term needs Center platform width Minimize station platform access / egress conflicts Auxiliary passenger queuing / ticketing area Proximity of relocated bus stations Metro Bus Operations Car 2 Go access Transit gateway / information / wayfinding Concept 1 is preferred: Fewer multimodal conflicts in near boarding areas & widest possible boarding platform DOWNTOWN STATION CONCEPT EVALUATION 15

16 Technical Evaluation Traffic and Accessibility Evaluation Metric Pedestrian circulation Bicycle circulation Auto circulation Description Appropriate access to and circulation through platform Concept 1 (Vacate Auto Access on 4 th ) Concept 2 (Restricted Auto access on 4 th ) boarding area and plaza Appropriate access to and circulation through platform boarding area and plaza Maintains access to Hilton & Convention Center Austin Energy and Waller Creek (Public Works) access 4th St capacity Maintains auto capacity from Red River to Trinity Concept 1 is preferred: Better pedestrian & bicycle level-of-service in the plaza area with fewest conflicts and best accessibility However, stakeholders have expressed additional access concerns DOWNTOWN STATION CONCEPT EVALUATION 16

17 Technical Evaluation Context Sensitive Compatibility Evaluation Metric Description Concept 1 (Vacate Auto Access on 4 th ) Concept 2 (Restricted Auto access on 4 th ) Stakeholder needs Minimize Convention Center and Hilton Hotel emergency egress conflicts Maintains definition of Lance Armstrong Bikeway Convention Center expansion Supports future development Great Streets compatibility Future development parcel access needs (Perry Lorenz) Sabine St Promenade Dedicated spaces for pedestrian, transit, bicycle and auto uses Walkability, wayfinding, and ease of use Concept 1 is preferred: More consistent with a multimodal vision for bringing all modes together in one place harmoniously DOWNTOWN STATION CONCEPT EVALUATION 17

18 Technical Evaluation Overall Evaluation Metric Concept 1 (Vacate Auto Access on 4th) Concept 2 (Restricted Auto Access on 4 th ) Safety Best reduction of conflicts Auto and bikeway conflicts remain Transit Operations Meets requirements May compromise platform width to fit shared-use lane and emergency access Traffic and Accessibility Reduces auto accessibility Maintains accessibility; requires bikes & autos to share Context Sensitive Compatibility Consistent with multimodal vision & hierarchy Diminishes multimodal vision Concept 1 is the best solution for reducing safety conflicts, meeting transit operational requirements, improving multimodal accessibility, and is consistent with the urban context DOWNTOWN STATION CONCEPT EVALUATION 18

19 Technical Evaluation Overall Concept 1 is the best solution for reducing safety conflicts, meeting transit operational requirements, improving multimodal accessibility, and is consistent with the urban context DOWNTOWN STATION CONCEPT EVALUATION 19

20 4th Street Traffic Evaluation Downtown Multimodal Station 20

21 Traffic Data Collection Video camera set up at the corner of 4th Street and Neches 7-day, 24-hour counts (Thursday 9/3 to 9/10) Data for auto, pedestrian, and bike Historical counts on Cesar Chavez, 5 th, and 6 th Streets 4 TH STREET TRAFFIC ANALYSIS 21

22 Evaluation Findings Part 1 Heavy pedestrian & bicycle volumes Combined more than auto traffic Pedestrian counts only include the intersection of 4th and Neches E-W pedestrian movements along Convention Center sidewalk not included Doesn t take into account the people passing through on MetroRail Restricted vehicular access on 4th Street will provide a better environment for the many pedestrians already using this area Auto & Pedestrian Daily Volumes on 4 th Street Auto, Pedestrian & Bicycle Peak Hourly Volumes on 4 th Street 4 TH STREET TRAFFIC ANALYSIS 22

23 Data Summary Hourly Volumes on Typical Weekday* 1, , Vehicles / Pedestrians per Hour 1, Auto Capacity of 4th Bicycles per Hour 0 0 Time of Day 4th St, E of Neches (WB Auto) 4th Neches (Pedestrian) Cesar Chavez, W of S 1st St (WB Auto) 6th St, W of IH 35 (WB Auto) 4 TH STREET TRAFFIC ANALYSIS 4th Neches (Bicycles) * - Cesar Chavez and 6 th St traffic volumes from City of Austin historical data 23

24 Data Summary Hourly Volumes on Typical Weekday* 1, , Vehicles / Pedestrians per Hour 1, Auto Capacity of 4th Bicycles per Hour 0 0 Time of Day 4th St, E of Neches (WB Auto) 4th Neches (Pedestrian) Cesar Chavez, W of S 1st St (WB Auto) 6th St, W of IH 35 (WB Auto) 4 TH STREET TRAFFIC ANALYSIS 4th Neches (Bicycles) * - Cesar Chavez and 6 th St traffic volumes from City of Austin historical data 24

25 Data Summary Hourly Volumes on Typical Weekend* (Saturday) 1, , Vehicles / Pedestrians per Hour 1,200 1, Auto Capacity of 4th Bicycles per Hour 0 0 Time of Day 4th St, E of Neches (WB Auto) 4th Neches (Pedestrian) Cesar Chavez, W of S 1st St (WB Auto) 6th Red River (WB Auto) 4th Neches (Bicycles) * - Cesar Chavez and 6 th St traffic volumes from City of Austin historical data 4 TH STREET TRAFFIC ANALYSIS 25

26 Data Summary Hourly Volumes on Typical Weekend* (Saturday) 1,600 6 th Street entertainment period lane closure 160 1, Vehicles / Pedestrians per Hour 1,200 1, Auto Capacity of 4th Bicycles per Hour 0 0 Time of Day 4th St, E of Neches (WB Auto) 4th Neches (Pedestrian) Cesar Chavez, W of S 1st St (WB Auto) 6th Red River (WB Auto) 4th Neches (Bicycles) * - Cesar Chavez and 6 th St traffic volumes from City of Austin historical data 4 TH STREET TRAFFIC ANALYSIS 26

27 Evaluation Findings Part 3 Impact on Alternate Routes Traffic time distribution on 4th Street is very different from the rest of the downtown network 4th Street is not a major commuter route Weekday peak period volumes: Street Control Lanes (WB) WB Lane Capacity Late night volumes (entertainment period): WB Total Capacity AM Peak: 8-9a V/C PM Peak: 5-6p 6th Street signal 4 900* ** ** 0.1 4th Street stop sign 1 400* Cesar Chavez signal 2 900* ** ** 0.7 Street Control Lanes (WB) WB Lane Capacity WB Total Capacity Entertainment Peak: 11p-12a 6th Street signal 4 900* th Street stop sign 1 400* Cesar Chavez signal 2 900* ** 0.4 V/C V/C * Based on CAMPO s roadway capacity look-up table ** COA Traffic Data Report 4 TH STREET TRAFFIC ANALYSIS 27

28 5 th Street Traffic Analysis Downtown Multimodal Station 28

29 Data Summary Hourly Volumes on Typical Weekday* 1,600 2-lane, CBD Principal Arterial capacity 1,400 1,200 Vehicles per Hour 1, lane, CBD Local Street capacity th St, E of Neches (WB Auto) Wed '15 Cesar Chavez, W of S 1st St (WB Auto) Wed '13 6th St, W of IH 35 (WB Auto) Mon '11 5th St, W of IH 35 (EB Auto) Thur '09 5th St, E of Red River (EB Auto) Tue '09 * - Cesar Chavez, 5 th St. and 6 th St. traffic volumes from City of Austin historical data 5 TH STREET TRAFFIC ANALYSIS Time of Day 29

30 Data Summary Hourly Volumes on Typical Weekday* 1,600 2-lane, CBD Principal Arterial capacity 1,400 1,200 Vehicles per Hour 1, lane, CBD Local Street capacity th St, E of Neches (WB Auto) Wed '15 Cesar Chavez, W of S 1st St (WB Auto) Wed '13 6th St, W of IH 35 (WB Auto) Mon '11 5th St, W of IH 35 (EB Auto) Thur '09 5th St, E of Red River (EB Auto) Tue '09 * - Cesar Chavez, 5 th St. and 6 th St. traffic volumes from City of Austin historical data 5 TH STREET TRAFFIC ANALYSIS Time of Day 30

31 Data Summary Hourly Volumes on Typical Weekend* (Saturday) 1,600 2-lane, CBD Principal Arterial capacity 1,400 1,200 Vehicles per Hour 1, lane, CBD Local Street capacity TH STREET TRAFFIC ANALYSIS Time of Day 4th St, E of Neches (WB Auto) Sat '15 Cesar Chavez, W of S 1st St (WB Auto) Sat '13 6th Red River (WB Auto) Sat '09 5th St, E of San Jacinto (EB Auto) Sat '03 * - Cesar Chavez, 5 th St. and 6 th St. traffic volumes from City of Austin historical data 31

32 Data Summary Hourly Volumes on Typical Weekend* (Saturday) 1,600 6 th Street entertainment period lane closure 2-lane, CBD Principal Arterial capacity 1,400 1,200 Vehicles per Hour 1, lane, CBD Local Street capacity TH STREET TRAFFIC ANALYSIS Time of Day 4th St, E of Neches (WB Auto) Sat '15 Cesar Chavez, W of S 1st St (WB Auto) Sat '13 6th Red River (WB Auto) Sat '09 5th St, E of San Jacinto (EB Auto) Sat '03 * - Cesar Chavez, 5 th St. and 6 th St. traffic volumes from City of Austin historical data 32

33 Proposed 5 th Street 2-way Conversion Minimum Lane Configuration 2 EB auto lanes, 1 WB auto lane Limits of 2-way conversion (TBD): Trinity to Red River Short Term Solution o Resolves local circulation for Hilton Hotel and Convention Center Congress to IH-35 Long-Term Vision o Opportunity for multimodal repurposing of Downtown arterial; connection to E Austin 5 TH STREET TRAFFIC ANALYSIS 33

34 5 th Street 2-way Conversion Lane Configuration Options - Limits of 2-way conversion - Protected bicycle lanes 5 TH STREET TRAFFIC ANALYSIS 34

35 5 th Street 2-Way Conversion Traffic and Accessibility Concept 1 5 th St. Trinity St. Neches St. Red River St. Sabine St. 4 th St. Elimination of auto/ped. conflict points and reduction of bike conflicts Conversion of Trinity and 5 th St. to two-way has additional accessibility benefits 5 TH STREET TRAFFIC ANALYSIS 35

36 5 th Street 2-Way Conversion Additional Considerations Dedicated LT lanes and signal phases Center turning lane at intersections with high turning movements Additional study needed Repurposing 5 th Street to multimodal priority (pedestrian, bicycle, transit, auto) Bike lane installation in place of parallel parking Convert angled to parallel parking where possible Reduction in parking encourages alternate modes Existing garage/surface parking capacity at Brazos and Red River 5 TH STREET TRAFFIC ANALYSIS 36

37 Next Steps Downtown Multimodal Station 37

38 Concept to Reality 2015 Complete Concept Confirmation Public and Stakeholder Vetting 2016 Final Design Execution of Agreements 2016 CMTA Board Adoption Construction Procurement 2016 City Council Adoption Preliminary Design and Environmental Approval Project Construction 38 NEXT STEPS 38

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