Category / Transit/Transportation

by Leo Suarez

Municipography, The 2040 Bus Transit Plan

Municipography is a summary of current issues going through the Raleigh City Council and other municipal departments in the city. The point is to try to deliver any video, photos, and text associated with the discussions happening at City Hall or elsewhere. Since this is a downtown Raleigh blog, the focus is on the center of the city.

People seem to love trains and feel that mass transit means having shiny trains rolling all over town. I wish there were more bus upgrade plans to share but perhaps that is because upgrades can be turned around quicker then a train so in depth plans haven’t been published yet. But today there is hope.

At the December 6, 2011 Raleigh City Council meeting, Transit Administrator David Eatman gave an overview of the 2040 Bus Transit plan. The video is below and you can read the Bus Transit Development Plan here. (pdf) We’ll save analysis on it for another time.

For anyone that is impatient hearing about trains running in a six to ten year timeframe should get behind the buses because upgrades will occur within 12 to 18 months after funding is secured. The buses seem to get little media coverage and in my opinion an upgraded bus system could make or break our investments in transit, regardless of how well the trains run.

For e-mail subscribers, watch or listen to the video on the blog here.


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by Leo Suarez

Transit, Commuter Rail, and More, We Dive Into The Docs

Tomorrow is an interesting day for transit fans as Durham County steps up to tax themselves in order to bring upgrades to our region’s transit. A one-half cent sales tax increase will be on the ballot in order to make these things happen. Readers should pay close attention because Raleigh’s close buddy may be bringing some goods to this symbiotic metropolitan partnership.

The informative website Our Transit Future (OTF) has documents aplenty to read up on but in case you haven’t gone through them, I’d like to attempt to summarize some of the things that may benefit Downtown Raleigh in the near future if Durham voters approve the tax increase. The documents there describe future stations, timetables, expected ridership, and other facts that could come into reality in the Triangle within the next decade.

Clearly, this blog supports the upgrade of transit in the Triangle and I hope that this tax is passed in Durham County. Let’s see what aspects of the plan may have an impact on downtown.

Durham’s Plan Links To Raleigh

The Durham County transit plan will go towards the following Raleigh related improvements, according to the fact sheets listed on the OTF site:

Step 2 – Rail from Durham to RTP and Raleigh

  • 2012 – Initial planning and engineering begins
  • 2018 – Opening year of peak hour rail connection to RTP and Raleigh
    – Length of corridor: 37 mi.
    – End to end travel time: 51 min.
    – 4 stations in Durham county
  • Later Saturday and Sunday connectivity between Downtown Durham and Downtown Chapel Hill; between Downtown Durham, RTP, and Raleigh; and, between Chapel Hill, southern Durham, RTP, and Raleigh.
  • More frequent express trips between Durham and Raleigh.

Here’s a map of the commuter rail line planned for the Triangle going from West Durham to Greenfield Parkway, Garner.


Click for larger

There are some explanations as to why commuter rail is being planned from Raleigh to Durham while light rail is being planned from Durham to Chapel Hill.

Why is light rail the technology for the Durham to Chapel Hill rail line and commuter rail the technology for the Durham to RTP and Raleigh rail line?

The different technology choices for the Durham to Chapel Hill and Durham to RTP and Raleigh rail systems were chosen to best respond to the characteristics of the travel markets in each corridor.

Durham to Chapel Hill Light Rail: This 17-mile corridor already has high traffic, a demand for transit and features three travel markets that include all-day trips and many short trips:

  • Work and student trips to Duke University/Hospital and Downtown Durham from the west
  • Work and student trips to UNC-Chapel Hill/Hospital from the east
  • Low-income work and shopping trips from East Durham to retail districts along 15-501

Additionally, the corridor features significant special event attractions such as DPAC, Brightleaf Square, Ninth Street, and UNC Dean Dome. Some of the most-densely populated census tracts in the Triangle including UNC’s main campus and Duke’s east campus are within a short walk to rail stations. This rail corridor is also well-positioned to capture the already-existing 3,000 to 4,000 daily bus transit riders from points east traveling to UNC via park and ride and Triangle Transit services such as bus 805 in Woodcroft in South Durham.

Durham to RTP and Raleigh: This 37-mile corridor features multiple travel markets with long trip lengths:

  • Work and student trips to NCSU/Downtown Raleigh
  • Work trips to Duke Medical Center
  • Work trips to Research Triangle Park

The corridor features considerable work trips but comparatively less non-work trips than the Durham-Chapel Hill corridor. There is existing heavy transit demand for NCSU, and considerable transit demand for employment trips to downtown Raleigh. These long transit trips remove large amounts of vehicle miles traveled from regional highways, and
the higher average speed of commuter rail over great distances makes it the ideal technology to attract motorists out of their cars with speeds that will most likely be unachievable by car during rush hour in the future.

The documents also predict a daily ridership of 7,000 boardings per day between Raleigh and Durham.

Corridor Studies, The Gritty Details

Outside of the documents that revolve around the tax increase and transit investment plan are others that focus on the three transit corridors with much more details. (up to date as of July 2011) Those three are:

  • Durham-Orange Corridor
  • Durham-Wake Corridor
  • Wake Corridor

While the Wake Corridor information impacts downtown Raleigh more, tomorrow’s vote in Durham will most likely help some of the plans documented at the Durham-Wake Corridor link more. Having said that, I’ll focus only on the documents at that link and save the Wake Corridor for another time. (maybe when Wake votes for transit improvements next year?)

Commuter Rail

  • The commuter rail line between Durham and Garner will run in the North Carolina Railroad Corridor.
  • NCDOT will double track certain section in order to separate other rail traffic. (freight and high-speed)
  • Proposed Downtown Raleigh station location:
    – Location in existing railroad right-of-way neat the intersection of West and Davie Streets.
    – Station would have walk-up features, at-grade, side platform and pedestrian access to future Union Station.

This table shows the Commuter Rail Station-to-Station Operating Characteristics.


Click for Larger

This table breaks down the 51 minute end-to-end trip time so with it we can predict how long it will take to get to and from popular locations.

  • Downtown Raleigh and Downtown Cary: 11.7 minutes
  • Downtown Raleigh and North RTP: 25.2 minutes
  • Downtown Raleigh and Downtown Durham: 33.3 minutes

FYI, the North RTP station is approximately located near the intersection of Miami Boulevard and Cornwallis Road.

While weekend service is not planned, weekday service hours of commuter rail could look like what is described in this table.


Click for larger

If you are a map person and would like to view each and every section of the commuter rail line from end-to-end, jump into this 14 MB pdf here. There are also more detailed topography maps available for the entire line at the corridor link.

Below is a proposed platform layout for the downtown Raleigh station followed by an example of how other stations might look. The downtown platform would sit between the two tracks rather than having two side platforms.

Last, I’ve posted what I think is the most interesting table in all of the documents. Here are the projected ridership numbers from station to station. The table is packed so make sure and click the image to view it larger.

According to the table above, the most trafficked stations will be Downtown Cary, Downtown Raleigh, and NCSU, in that order. You can see that most of the traffic comes between Downtown Cary and to either NCSU or Downtown Raleigh. I feel this is predicting a future scenario where commuters park and ride into Raleigh.

To dissect the downtown Raleigh numbers even further, we’ll start with the 825 arrivals and 1,140 departures figures in the table. There are assumptions that about 15% of trips will be ones that do not involve a person’s home. Thinking about these numbers, this has to explain the difference of 315 between arrivals and departures. (do the math) So an educated guess as to a person’s non-home based trip would be something like leaving downtown to go to the airport for example.

So how can we have more people leave then show up each day? This is what I need to explore more as the numbers suggest that in some cases people will be arriving in downtown using some other method but leaving on the commuter rail lines. If anyone has any information on this I would most appreciate an insight to this.

by Leo Suarez

High Speed Rail Adds NC5 Alternative, More Massive Maps No Monitor Can Handle

High speed rail talk is back! It has been just over a year since the last major update on the plans to run high speed rail from Raleigh to Richmond, Va. This time, a new alternative has been released, called the NC5 alternative, and SEHSR.org has a massive map that you can download to see this proposal.

First, let me plug the meeting about this update.

The public is invited to attend a Project Update Meeting to learn about a new rail alternative developed for the SEHSR [Southeast High Speed Rail] corridor in downtown Raleigh, NC. The meeting will be held Tuesday, Sept. 27, 2011, from 4 to 7 p.m. at the Raleigh Convention Center.

For some history on the project, you can dive into the older RalCon posts here. The short of the story is that in the summer of 2010, three plans were on the table for the portion of the rail line running from Whitaker Mill Road to the future station in Downtown Raleigh’s Boylan Wye. Comments from all three plans were taken in and now a fourth alternative is on the table. By the way for the mathematically gifted, an NC4 alternative was a real idea last year but didn’t gain much ground, hence the NC5 naming of this recent one.

The SEHSR site introduces this new alternative nicely:

Alternative NC5 was developed in response to strong public opposition to Alternative NC3, as well as to the City of Raleigh’s opposition to the disruption of traffic and pedestrian patterns in the area around Jones Street and Glenwood South presented by Alternatives NC1 and NC2. It was also developed to minimize impacts to the freight operations within the Norfolk Southern and CSX rail yards. Last, Alternative NC5 was developed to avoid impacts to historic resources listed in or eligible for the National Register of Historic Places. Along with the development of Alternative NC5, revisions have been made to Alternatives NC1, NC2, and NC3 based on comments on the DEIS. All alternatives have removed the bridge on Hargett Street over the railroad, and would instead close the Hargett Street railroad crossing. In addition, a pedestrian bridge along Jones Street over the railroad corridor was added to Alternative NC3 (as well as the new Alternative NC5) to mitigate the effects of the road closure.

If you want, you can download the pdf in its original form at this link, taken right off the SEHSR site.

However, if you happen to like maps that have north pointing straight up, like I do, I have cut, copied and rotated the same version with north pointing towards the top of your monitor. For smaller viewing, I’ve also included key sections of the map that show the major changes.

Rotated NC5 map full map (3605×4274)
Whitaker Mill elevated bridge (600×500)
Wade Avenue and bridge over Capital and West (600×500)
Jones Street pedestrian bridge (600×500)

UPDATE: 09-18-11

Steven Waters has made a mash up of the NC5 alternative and Google Maps. See the overlay at this link.

Walking Riding through NC5

Let me attempt to talk you through this route. Place yourself on Whitaker Mill road where it crosses the tracks between Wake Forest Road and Atlantic Avenue. This fictional train I’m putting you on is facing south and will be heading into downtown Raleigh.

The first change is that Whitaker Mill Road will go over the tracks. Not such a shocking change as all the alternatives propose this. It’s a requirement that high speed rail operate on dedicated tracks and not share with street traffic.

Next, starts the controversy that we went through last year. As the tracks move south to Capital Boulevard, there is a crossing between tracks owned by CSX and others owned by Norfolk-Southern. Should the high speed trains follow the CSX corridor or the Norfolk-Southern?

Under NC5, the high speed train continues south and will stay on the CSX train corridor, which are the set of tracks east of Capital Boulevard. This avoids the Norfolk-Southern railyard on the west side of Capital, something that they greatly opposed.

As the train moves southward, the next interesting piece comes around the Wade Avenue flyover. A bridge will be built over Capital and West Street allowing the trains to come out of the CSX corridor and then enter the Norfolk-Southern corridor on the west side of Capital.

The train then continues on into downtown to the future Union Station.

Now I mentioned earlier that streets must be closed for high speed rail and in Glenwood South, Jones Street is the only street where the train crosses at the same level of the tracks so by this rule, Jones would have to be closed at this point. That is the case here. Under NC5, Jones Street will be closed to vehicular traffic. However, the alternative includes a pedestrian bridge over the tracks where the other alternatives did not include that before.

A very interesting plan for sure. The pedestrian bridge over the tracks on Jones Street is a huge plus for downtown and I’m glad the idea of the elevated bridge for vehicles was essentially thrown out. With an ongoing Capital Boulevard corridor study going on, I wonder if this bridge over it will mesh well with a new corridor vision.

Enjoy the maps and provide your comments before October 27th.

by Leo Suarez

Municipography, Light Rail Moving Forward in Downtown Raleigh

Municipography is a summary of current issues going through the Raleigh City Council and other municipal departments in the city. The point is to try to deliver any video, photos, and text associated with the discussions happening at City Hall or elsewhere. Since this is a downtown Raleigh blog, the focus is on the center of the city.

Light Rail Alternative Discussion


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The video above is not the entire Monday night public hearing but just the thoughts of each member of the council on the different light rail alternatives said at the end of the meeting. This was then followed by the council decision. Go here for the link to watch the meeting in its entirety.

Monday night’s public hearing about light rail in downtown Raleigh was short and sweet. Opening up the discussion was Triangle Transit with their pitch about light rail and the process they have been going through over the last few years. Next, the Passenger Rail Task Force (PRTF) presented their thoughts about their recommended light rail plan, the D6A plan, to the council and took their questions. Finally, members from the city staff presented their recommendations to the council, that being the D6 plan.

For some background reading, jump back to this post that talks about the two alternatives along with some good discussion afterwards from readers.

Very few citizens spoke after the presentations and afterwards each council member voiced their support for a light rail alternative, shown in the video above.

By a 6-2 vote, the D6 plan is now the city’s locally preferred alternative. The video ends with a nice quote from Mayor Meeker.

Let’s go ahead and get this system built as soon as we can.

by Leo Suarez

Petition For R-Line to Cameron Village Circulates

I saw this link on Twitter of a petition by some Raleigh residents that want the R-Line to be extended to Cameron Village. The petition states:

Lets bring the bus closer to us and bring new crowds over to Cameron Village at the same time.  This petition is to help bring the R-line to Cameron Village for a closer and less hassle way to get downtown and back so you don’t have to worry about finding downtown parking spaces and/or of walking long distances.  Together lets bring the bus to us so that we have a faster connection to downtown Raleigh.

As of this writing, there are over 110 signatures, probably more since I’ve now helped spread the word by blogging about it.

The twitterverse was quick to point out the already running bus routes to Cameron Village, the #12 and #16, and how this is really not needed. I kind of agree with this thinking as having a transit network with redundant services competing for riders is a waste of money and just plain inefficient.

Take a look at the RaleighRides site and check #12 and #16 so you can see the route maps overlaid with each other. The coverage is perfectly adequate to get people from downtown Raleigh to Cameron Village. Here are the hours of each route.

Route 12 Operates:
Monday – Friday from 5:45 AM – 11:00 PM
Saturday from 6:45 AM – 11:00 PM
Sunday from 8:00 AM – 8:00 PM

Route 16 Operates:
5:45 AM – 7:45 PM Monday – Friday
6:45 AM – 7:00 PM Saturday

The bus frequency is where the R-Line wins out over the CAT routes. Most of the time, the R-Line has two buses running resulting in 15 minute frequencies. That’s an average wait time of 7.5 minutes. At peak hours, the two CAT routes operate at a 30 minute frequency, off peak 1 hour frequency, that’s a 15 and 30 minute average wait time respectively.

Now what we have to consider is an added wait time to the R-Line if it was extended to Cameron Village. The city owns three R-Line buses, two for operation and one as a backup when one goes down. Running three is most likely not a good idea so the extended route would be run with two unless a new hybrid-electric bus is bought to up the R-Line fleet to four.

Using my Google Map skills, I calculated that the current R-Line route is 3.9 miles (the after 6:30pm) route. Let’s assume two buses can handle a 15 minute frequency with a 3.9 mile loop.

If the R-Line were to be extended to Cameron Village, the most logical route would be what the CAT #12 does today. I extended the Peace Street piece of the R-Line up to Bellwood Drive and Cameron Street. A left on Oberlin and some roundabout action could shoot the bus back down Hillsborough or Morgan into downtown. This fictional route creates a 5.6 mile loop.

So for a review, the current system has 2 buses serving a 15 minute frequency over 3.9 miles. The fictional route to Cameron Village will have 2 buses running a loop that is 5.6 miles. What frequency will this route be?

Math people check me on this one but I calculate a 21.5 minute frequency and therefore an average wait time of 10.8 minutes. Again, this is assuming a lot but interpret the numbers however you like.

Now according to it’s schedule, the #12 and #16 CAT bus both take 10 minutes to get from Cameron Village to the Moore Square station in downtown Raleigh.

So with all that laid on the table, extending the R-Line would create a redundant service in the city transit network. But what do I know, I’m not a transit expert.

In my opinion, the petition just shows this area’s readiness for an upgrade in transit and Wake County officials should perhaps reconsider delaying the referendum on the 1/2 cent sales tax for transit. The changes this tax will fund in the short term are bus upgrades so it’s possible the #12 will operate in 15 minute intervals in the near future with this new revenue source and that would be the better solution.

by Leo Suarez

Suds and Speculation: Light Rail Alternatives and Hybrids

Suds and Speculation posts are ideas I came up with usually while drinking and socializing with friends or people I meet. It is usually paired with real data leading to some idea, or dream, that we can speculate on for downtown Raleigh.

I attended this month’s Downtown Living Advocates meeting and trains were a hot topic. The timing was nice cause it came after the city’s passenger rail task force (PRTF) made their recommendation to the Raleigh City Council on which light rail alternative they prefer for the downtown Raleigh section. To watch the presentation, jump back to this Municipography post on July 6th, 2011.

To continue my intro on this, take another step back to March 2011 where many alternatives for the downtown Raleigh light rail route were on the table. At this point, planners and citizens could weigh in on each plan. Around that time, there were four alternatives that were being seriously considered and have moved on to the next round. Those four alternatives, D2, D3, D5 and D6, are shown on this map. (click for larger)

It has been a couple of months now and decision time is coming up. The city, Triangle Transit and the PRTF all have opinions on this and the city council will narrow things down to a final winner with their approval. So far, of the four plans that moved forward earlier this year, we seem to have support behind just two plans. The alternative called “D6” looks tempting because it involves no elevated flyovers, a stop for the government district a short walk away and is projected to be the cheapest alternative. The second alternative with some backing is the PRTF recommended “D6A”, called that because it is a hybrid of two routes. Let’s add D6A to the map of alternatives.

If you can’t already tell, D6A was not on the list and now makes it five possible alternatives to choose from at this point. After some initial study, if deemed feasible then D6A gets a chance in the ring and we’ll go through a process of analyzing it against the other recommended alternatives.

Now here’s where you come in. There will be a public workshop and lecture about this plan and the others. Don’t comment on this blog post about your thoughts until after you have sent them in to the city for or against D6A. You can attend this lecture to hear more about the plan and drop some comments about it. Details are:

Monday August 1st, 2011
5:30pm – Workshop
7:00pm – Public hearing
Council chamber, Upchurch Government Complex
222 W. Hargett St.

Now that the info is in front of you and I’ve passed along the details for the meeting, we can move on to some thoughts and discussion. It’s D6 versus D6A at this point. The D5, D2 and D3 alternatives are more expensive than D6, most likely because of the flyovers that need to be built. I also want to remind readers that the vehicles of choice here are three vehicle, 90 foot train cars for a 270 foot long train set. A typical city block is about 400 feet so the trains would take up half the length when rolling on downtown streets. Here’s a map of just the two alternatives for a more direct comparison.

I added the D6A route line on those maps so please feel free to send me a pat on the back for my talent with Paint.NET. Kidding, it’s horrible but hopefully it helps.

Light Rail in Raleigh, think of the big picture

To pick which route you like best, I think one has to start by looking at the whole system and the people on it. If you zoom out and look at this light rail line going from Cary through downtown and up to North Raleigh, you’ll see that the proposed stops are miles apart. This is how a light rail system works, moving people from one area of town to another. Larger than a light rail line, a high-speed train moves people between cities and going smaller, streetcars drop people off as often as every 400 feet. Now the tricky part of the downtown Raleigh light rail section is that it will cruise down the streets like a streetcar. Does this mean that it should behave like a streetcar when in downtown?

If your answer is yes, then I think D6A is your route of choice. This route offers more opportunities for bunched up stops and pedestrians can jump on and off more freely. The route penetrates downtown more than the D6 alternative, bringing a rider to the head of Fayetteville Street at the Capitol and right alongside the state government district. The rider catchment area is also greater, giving east Raleigh easier access to light rail.

On the flip side, if you believe that the light rail should drop people off in downtown and continue on it’s merry way down the streets then the D6 alternative is for you. Union Station should be a grand entrance to downtown and therefore riders can transfer to other modes of transit to get to where they are going. Looking at the big picture of the Raleigh light rail, this alternative also gets people in and out of downtown faster.

So each has its strengths but not without some weaknesses.

The weakness of D6, from my perspective, is that it doesn’t bring people into the core of downtown Raleigh. Riders from Cary and North Raleigh don’t have access to the middle of town and have a little more of an obstacle or another transfer to get to their final destination.

I’m not letting D6A off the hook though. The D6A route makes a 270 foot train act like a streetcar in a city grid where 30 foot streetcars roamed nicely over a hundred years ago. The streets haven’t changed much so fitting this behemoth onto downtown streets could be a bit tight. For reference, the modern streetcars in the city of Portland are 66 feet long, their MAX cars are 92 feet long and only operate as single vehicles.

So which one should Raleigh build?

In my opinion, the D6 route serves the entire city best if it makes a stop or two in downtown and does not try to act like a streetcar. The light rail is part of a multimodal transit network, one that has to compliment the other modes of travel. Downtown streets are best served by true streetcars, a network that should come much later in Raleigh’s transit planning future. To force the light rail line to act like one is risky and may not set a good foundation for future transit growth.

Building a Multimodal Network

So this is where I start to pitch my support for D6 over D6A. I had to think about it for awhile but I’m pretty set at this point.

I think those that are looking for that streetcar experience in D6A are losing sight of what a full transit network should be for Raleigh. The light rail line alone is not the answer to getting people to using transit. Along with the light rail, we’ll have upgraded bus routes, circulators and better accommodations for cyclists and pedestrians to get to and from transit stops and final destinations.

Transit, by nature, is multimodal so that is how everyone must think when imagining using a transit network that doesn’t exist yet. Riding will always involve, for 99.9% of people, a walk or bike ride to the nearest bus or rail stop, travel to another stop, then get off and ride or walk to their final destination. There may be one or two transfers, or connections as it’s called outside of this country, to ultimately get you to where you are going.

I feel D6 sets this possible network up in the future. Imagine a spiderweb of streetcar lines coming off the D6 line to move people around downtown and the surrounding neighborhoods. That would be possible, and the natural next step for Raleigh, if the light rail is successful in helping spur development around her stations.

How does D6A set up this future multimodal network when it tries to do it partly on its own? Think of the new obstacles in creating connections around a light rail line that has multiple stops in a congested downtown with narrow streets. You don’t get that natural ease of mode change with D6A and we may be setting ourselves up for future lines to run on top of each other, which isn’t an efficient way to run a transit network.

If you look at the 2030 Comprehensive Plan, the light rail line is for moving people between the planned growth nodes and to spur transit oriented development in those areas. I feel the best use of the light rail line is to move people between these nodes according to the plan, not within the nodes as D6A tries to do in the downtown piece.

One More That May Seal It For You

This one kind of hit me when I was riding the bus home and stared out at the NC State Capitol as we drove past it. Aesthetics are very important to some so let me remind you that the light rail cars will be electrified with overhead catenary wires, like the first picture in this post. D6A wants to run the trains right down Hillsborough Street from Salisbury to Harrington Street, a street with a nice view of the Capitol building. Now it’s no Fayetteville Street but long time readers or anyone following downtown may remember the Plensa fiasco of 2006. For a recap, jump to:

Collision of complex forces defeated plaza via newsobserver.com

Back then there were great concerns with the design of the plaza and how it would block the view down Fayetteville Street. If I recall correctly, the city even paid $10,000 to set up a mock up of the design so that they could see how it looked first. We ultimately couldn’t make a decision on it, making the process take so long that the $2.5 million gift was retracted and the project eventually died.

Anyway, that is in the past and may not be an issue this time but I swear people get really upset about overhead wires so maybe this is important to you.

by Leo Suarez

Municipography, Light Rail Through Downtown Raleigh

Recommendation from the Passenger Rail Task Force (PRTF)


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From the agenda:

Triangle Transit Light Rail System

At their June 20, 2011 meeting, the Passenger Rail Task Force deliberated on alternatives for the proposed light rail system relative to downtown Raleigh. After discussing the item and reviewing data provided by City staff and by Triangle Transit, the Task Force voted 6-1 to recommend endorsing Alternate D6a, a hybrid alternative proposed by the Task Force during their deliberations. A complete explanation of the Task Force’s deliberations is included in the agenda packet.

Recommendation:
The City Council may wish to schedule a workshop to discuss the recommendations of the Passenger Rail Task Force in detail.

At the meeting yesterday, Will Allen of the Raleigh PRTF went through a brief presentation on the transit mode and route through downtown that they recommend. They agree with Triangle Transit’s preferred vehicle, that being “rail cars electrically powered by overhead wires”. Their route recommendation for the downtown Raleigh portion of the light rail piece is what they refer to as plan D6A.

Before we dive in, let’s be clear. This is a recommendation on Light Rail Transit, not high speed rail, whose drama series seems to be on hold for now. For a refresher on the latest light rail plans and where we last left this discussion, go ahead and jump back to March 2011’s “Light Rail in or over downtown Raleigh?”

The post back in March talks about a few plans that were on the table for light rail through downtown. The D6A plan, the one recommended by the PRTF, was only mentioned lightly at the transit meetings that took place earlier this year. If you watch the video, the presentation recommends this plan:

The PRTF belives the D6a route through downtown Raleigh will best serve Raleigh citizens for the present and future by providing the best oppurtunities for ridership and economic development while ensuring safe transportation and minimizing impacts to traffic, urban design, noise, contextual planning, historic resources, and long term options for roadway and to connectivity improvements, all at a reasonable cost compared to other alternatives.


View D6A in a larger map

I threw together this Google map to show the proposed D6A route. In addition to recommending D6A, the PRTF also recommended the already talked about D6 plan but only if D6A was seen as too impractical.

Triangle Transit likes D6. The City of Raleigh likes D6 as well.

I did some searching and found this little gem of a pdf. “Memorandum: Issues Regarding Proposed Light Rail Alternatives in Downtown Raleigh” dated June 30, 2011. Eric Lamb, Manager of the Office of Transportation Planning sent this to our city manager, Russell Allen, and other interested peoples.

You can read as much or as little as you like but here are some highlights which I’ll quote.

Overview & Alternatives
….
There are several alternatives that TTA has presented to the task force and to the public with multiple options for traversing downtown. As a result of their deliberations, the task force chose to develop a hybrid alternative called D6A that was not previously considered or studied by TTA.”

D6A is introduced and described in text and hard to read black and white maps.

Value Capture & Redevelopment
….
The majority of land along the Salisbury/Wilmington corridor north of Union Square is owned and controlled by the State of North Carolina. It is unknown as to whether or not consideration of Alternatives D5 or D6A would induce the State to divest itself of these properties for the purposes of re-development.

An issue seen with running light rail through the government district is that it won’t encourage redevelopment because it is state owned land. Development from light rail is needed, to an extent, to help pay for the system.

Dawson/McDowell Corridor Conflicts
….
Triangle Transit anticipates operating train sets composed of up to three 90-foot vehicles, making each train set a maximum of 270 feet in length. An Average city block in downtown Raleigh is approximately 400 feet long. It is also anticipated that operating this system streetcar-style will occur in mixed traffic, i.e. it will not be within a dedicated lane exclusively for transit use. If queues or more than four to five passenger cars already exist for eastbound or westbound traffic at either Dawson or McDowell Streets, an approaching train would queue across the previous intersection while waiting for the traffic signal.

Basically, NCDOT is worried that the back end of a train will stretch into it’s US 70/401 corridors and block traffic. At peak hours, almost every 10 minutes you’ll have a train cross a road that sees between 40,000 and 50,000 vehicles.

Impacts to On Street Parking
….
Please note that another major obstacle to removing on-street parking may occur adjacent to the North Carolina General Assembly (NCGA). In 1998 the NCGA took control of these streets for the purpose of establishing exclusive use of on street parking for legislators and their staffs (see NCGS 120-32.1). Operating a light rail system along Salisbury and Wilmington may require the removal of this reserved parking and will ultimately require the permission of the Legislature as an encroachment on the legislative grounds.

Pretty self explanatory here. I’d love to sit it on this meeting if the city goes this route.

Cost Estimates

A summary of the system costs for each alternative is included below. Please note that TTA has not conducted any analysis of Alternate D6A and the cost estimates for this alternate have been extrapolated from costs for D5 and D6.

Table 2

I’m unable to properly copy Table 2 so I’l put it in list form below. Costs are in M, for Millions, B for Billions:

  • D2, Downtown segment cost $270M, total system cost $1.425B
  • D5, Downtown segment cost $435M, total system cost $1.590B
  • D6, Downtown segment cost $265M, total system cost $1.420B
  • D6A, Downtown segment cost $330-350M, total system cost $1.485-1.505B

Summary
….
The staff’s perspective is that this position does not appear to be directly supported by the data. Our analysis of existing and extrapolated data concludes that the hybrid Alternate D6A will likely cost more, will operate less efficiently, has potentially greater historic property impacts, and may not generate sufficiently higher ridership to warrant further consideration.

Well there it is. Lamb does recognize that the D2 and D6 alternates also have their own problems but claims they “appear to have fewer hurdles than Alternate D6A.”

As stated in the summary, the PRTF looked more at the “what” during their analysis where the city focused on the “how”. Any readers that are focused on the “when” may have to cheer on our neighbors in Durham County this fall.