CH. 1 - REINVESTING IN THE GREEN LINE CORRIDOR
REINVESTING IN THE GREEN LINE CORRIDOR - CH. 1
TOD for the Green Line corridor means doing all the above while also being intentional about the preservation and production of attainable and affordable housing, reducing risks of displacement for existing businesses and people, and creating opportunities for wealth creation, attracting new
growth and investments in station areas that will directly benefit those people living and working near transit today and those who might locate there tomorrow. It also means developing TOD plans collaboratively with community members near each station.
THE BRT GOLD STANDARD
BETTER SERVICE, FEWER TRANSFERS With smart, Gold Standard-level planning, BRT is much faster than conventional bus and more versatile than rail. Multiple routes can be pulled together to run on a single BRT corridor. Vehicles can then leave that corridor to reach different destinations, reducing the need for transfers. A central control station orchestrates vehicles to keep them on schedule and avoid irritating bunch-ups. ENCLOSED, SECURE STATIONS What if bus stations no longer felt uncomfortable and vulnerable? One of the most important aspects of Gold Standard BRT is well-designed, enclosed stations. Cities around the world have built beautiful, modern BRT stations that act as landmarks and provide comfort, security, and protection from the elements. BETTER ACCESS FOR ALL Gold Standard BRT uses design approaches that ease use for people with needs of all kinds, including people with disabilities, but also across age, demographic, and group or family size. Reaching Gold Standard also means seamless integration with other ways to get around, including bikeshare systems, safe bicycle and pedestrian paths, and existing bus and rail. WHY GOLD STANDARD? There are several systems globally that have been rated as Bronze or Silver that have made major strides for their cities. In fact, the Gold Standard has only been achieved in a relatively small list of cities, and does not yet exist in the United States. But as Boston’s communities pursue Bus Rapid Transit, the BRT Study Group believes it should aim for the Gold Standard. For one, the benefits are superior, including faster travel times, a higher quality of service, and higher ridership. Gold Standard BRT also demands courageous, imaginative decisions about how to create a better transit experience. The cost-effectiveness and performance of BRT present an opportunity to provide a level of experience that is undeniably competitive with other modes, reinvigorating the public transit system serving Greater Boston. Pursuing the Gold Standard provides clear goals and criteria for doing so, guarding against backsliding on expectations, and delivering on the promise of better rapid transit.
Because the quality of BRT can vary in execution, and most cities have not experienced it at a high level, it can be difficult to clearly define. To address this, a committee of international experts developed the BRT Standard, a set of scored criteria to rate BRT corridors and celebrate the best as Bronze, Silver, or Gold. Under the BRT Standard, there are five key criteria necessary for a corridor to achieve a high rating. The 5 Essential Elements of BRT 1. Dedicated Right of Way: The core of Bus Rapid Transit is lanes fully dedicated to rapid transit vehicles, off-limits to other traffic to allow BRT to travel unimpeded much like rail lines. 2. Busway Alignment: The goal is to have busways that avoid conflict with other traffic and curb activity, minimizing delays. High-scoring configurations include median-aligned busways that sit in the center of a two-way road. 3. Off-board Fare Collection: Paying fares in advance using turnstiles slashes boarding time and eliminates the aggravation and anxiety of grappling with payment methods. 4. Intersection Treatments: Intersection wait times are the other main source of delay in conventional bus travel. There are several ways to reduce this, including prohibiting turns across the BRT lane. 5. Platform-level Boarding: Increasing comfort and ease, BRT vehicle doors glide open, flush with elevated platforms so all riders, including those with strollers, wheelchairs, or limited mobility can board quickly. BRT AT ITS BEST Gold Standard is the highest level this mode of transit can achieve, delivering transformative results in speed, capacity, and passenger experience. There are several traits that collectively elevate BRT to the Gold Standard (see the full list of criteria at the BRT Standard). A few of the crucial qualities high-ranking corridors offer are:
KEY DESIGN PRINCIPLES OF TOD Mixed Land Uses – creating both vertical (mixing of uses in the same building) and horizontal (mixing of uses on the same site) mixed-use the brings a concentration of both jobs and housing to a station area. Creating different types of TOD along corridors that enable a range of TOD placetypes from jobs-rich to more neighborhood scaled housing rich TODs. Multimodal Transportation Emphasis and Infrastructure – designing buildings and streets oriented towards the pedestrian, transit users, bicyclists, and slower speed cars. This includes grided street patterns with walkable block sizes (200’ to 500’) and low design speeds (35 mph or less). It also includes wide sidewalks (6' to 12’), crosswalks and longer pedestrian signaled cross times; bikeways (on-street and off road) and bike parking. People-oriented Building Frontages – locating building front doors and access points that are convenient for people on foot. This means minimal building setbacks, inviting sidewalks that encourage activity, and eyes on the streets (first floor windows, outdoor eating, streetlights, signage, etc.).
Efficient Parking – designing station areas with the goal of using less land to accommodate parked cars. This includes strategies that allow for shared parking, on-street parking, structured parking, and reducing parking minimums and creating parking maximums . Efficient Development – enabling higher densities in station areas that result in more development per acre. Includes locating the highest level of densities adjacent to station areas within the first 1/8 to 1/4 mile of unobstructed walk access and tapering off the further the distance from transit. Efficient Stormwater Management and Green Infrastructure – approaching stormwater management at a district (or station area) scale in lieu of site by site approaches. Also includes incorporating green infrastructure techniques that strengthen resiliency and provide people with more access to natural areas. Diversity of Housing Options – creating a wide range of higher density housing that includes smaller lot single-family, duplexes, four-plexes, eight-plexes, and multifamily buildings. Includes mixed-income options for both home ownership and rental options. Includes minimum of 20% dedicated affordable housing within the station area, but limits concentrations of permanently subsidized housing .
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Northwest Jacksonville Connects: Green Line TOD Study Final Report | Jacksonville Transit Authority
Northwest Jacksonville Connects: Green Line TOD Study Final Report | Jacksonville Transit Authority
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