by Leo Suarez

Multimodal Station Will Be Raleigh Union Station, Report Summarized

Last week, the city released a draft report about the multi-modal transit center planned for the intersecting tracks west of downtown known as the Boylan Wye. Giving a nod to what once was Raleigh’s Union Station on Dawson Street, the multi-modal transit center will eventually become the new Raleigh Union Station. If you want to dive right into the report yourself, jump over to the city’s website and download the pdf.

I combed through the 109 page document to look for some good information as to what we might expect over the next decade or so as transit services start traveling through the Boylan wye. I’d like to just remind readers that the city’s document and this information I pulled from it below are not final and still under review, intense review.

For a formal presentation and an opportunity to get questions answered, there’s this information from the city’s website

A public open house will be held on May 12 to present the report findings and answer questions. The Raleigh Urban Design Center (133 Fayetteville Street) will host two opportunities to attend:

12:00 to 1:30 p.m. – Informal information session with City staff available to answer questions

6:30 to 8:00 p.m. – Formal presentation followed by question & answer

After the open house, a 30 day comment period will be provided followed by the preparation of a final report. Comments must be submitted to Martin Stankus by June 11, 2010.

If you work downtown, make sure to get your questions answered during your lunch break. If not, I’ll see you in the afternoon. Let’s get to the details.

The Boylan Wye

The report describes the Wye as the most complicated section of rail crossings and junctions in the state. Current users of the Boylan Wye are CSX and Norfolk Southern carrying freight and Amtrak with passengers. The location was picked because of future transit services planning to come rolling through starting within the next decade or two. Studies for Triangle Transit regional and commuter rail, and Southeast High Speed Rail are currently underway and all will most likely run routes through the Wye with a downtown station right at this point. In response to these studies, Triangle Transit now owns some land in the Wye as well as the two warehouse buildings between the tracks and West Street; one between Morgan and Hargett and the other between Hargett and Martin Streets. This is the focal point of study for anything related to the future Union Station.

The Building

Planners for Union Station have been taking notes about the larger, successful train stations around the country and applying them to their vision for the Raleigh Union Station. Penn Station in New York (hopefully the old one, not the current one) and Union Station in Washington, DC are mentioned because of their large welcoming lobbies and grand architectural features. A quote from the report:

“Important guiding elements of the facility design include creating a landmark architectural statement with a dominant vista down Hargett Street visually linking the center to the heart of downtown Raleigh.”

With the previously mentioned transit services coming in the future, the recommended station size is about 45,000 square feet. Parking needs will also need to be addressed and a 1000 space deck is currently being explored for the center of the Wye.

Trains are not the only modes of travel going in and out of Union Station. Greyhound and Triangle Transit buses and downtown circulators will also be thrown into the equation. There is also a heavy focus on creating good connectivity to downtown and the surrounding districts, those being the Warehouse District and Glenwood South, with wide, attractive sidewalks. From the report:

“…some transit patrons will walk a half-mile to get to high qualilty transit service if the walk is along a pleasant path”

There is also a suggestion for accommodating cyclists, from as little as bicycle racks to as much as a full bike storage and repair shop with showers, similar to the shop outside DC’s Union Station.

Cost

We probably won’t get that much news coverage until real details start to come out about this piece. The report suggests that the city currently explore ways of funding the facility. Pretty vague right off the bat but the best suggestion given was to explore if any of the 1/2 cent sales tax for transit, if eventually passed, can be used for building Union Station.

Projected total costs as of today range from $151 to $212 million. The current plan to divide the tab is for an 80% federal, 10% state, and 10% city split. This means, assuming these projections are accurate that Raleigh would pay between $15 and $21 million. There are lots of factors that could affect these numbers so they are sure to fluctuate over the next decade.

Construction and What to do next

The report suggests a phased approach to improving the area and building the station. First off, it is recommended to get the environmental and engineering stamp of approval, referred to as phase 0. I thought this suggestion was interesting:

“the City of Raleigh should create a team whose sole responsibility would be to make the Union Station a reality”

If this team is created, we would have dedicated city employees living and breathing Union Station and taking it through each of the phases.

The next phase involves attacking a current need in our Amtrak services. They would be relocated with more parking available and a larger platform. Amtrak has grown out of its building on Cabarrus Street. This could not come any sooner, especially with more frequent service coming this summer and in the coming years.

Greyhound is part of phase two and will be relocated to the area next. There are a few proposals to incorporate them into one of the warehouse buildings for easy transfer from one mode of travel to another.

The last phase, phase three, includes building out Union Station. There are lots of factors to take in here, especially since it has not been designed yet. Many of those design decisions will be based on the other rail transit methods as they come to design completion. One of the major obstacles mentioned was whether Triangle Transit’s regional rail would be Light Rail or DMU trains. The trains would run on the tracks but it’s possible that the light rail could run on the street and approach Union Station on Morgan Street. All scenarios seem to be considered and as the years go on, more details will be set.

Interesting Extras

The Raleigh Union Station is being described as a “gateway to the south” as visitors from up north travel to or through Raleigh.

There is a great picture of Raleigh’s Union Station in 1940 on page 23.

It is recommended to consider the possibility of connecting West street to South Saunders Street. They would be connected by going under the tracks and joining Cabarrus Street

Right now, it is suggested that Hargett Street be closed to vehicle traffic and Union Station be built on or around it. Pedestrian access will still be there but it looks like the easy solution here is to cut car access on Hargett.

by Leo Suarez

Failed Outdoor Seating Plans Re-visited

I’m not reporting any plans for outdoor seating currently but just bringing up plans that never came to be. Outdoor seating is probably a subject that I could talk about for hours and there are some great opportunities for more in downtown Raleigh.

On a gorgeous day this weekend, I walked up Glenwood South and was reminded of old plans that never came to be. Some of you may remember the news of the parking spaces in front of the building with Sushi Blues and Zely & Ritz that were to become outdoor seating areas. It has been almost two years now and if you look at the picture above, I think we can say that those plans were ditched.

All I heard is that the building’s fire code would not allow them to create the outdoor restaurant space without a hefty renovation. I have not verified this with anyone so take it with a grain of salt. But going with it, it is obvious that the building was never designed with intentions of outdoor seating in mind so it’s a shame we missed this opportunity. I’m all for less parking spaces and more people spaces.

The optimist in me says that one day it could happen. If this property, being on a prime location in Glenwood South, continues to be filled with people and lots of foot traffic then the owners are going to see those empty cars taking up space as a complete waste.

This is just one example where the city can act in favor of the comprehensive plan and do away with the parking requirements for a business in downtown. It was most likely, at one point, the city code that drove the kind of front door parking that is here now If owners in this building decide to do away with the spaces then the city should help make it happen.

by Leo Suarez

Lightner impasse may get a nudge – Wake County – NewsObserver.com

Building this thing and hoping that the economy turns around for additional sales tax revenue doesn’t sound like a great idea. The additional tax would be dropped however.

Outside consultants – architects, public safety experts or others – could help sort through the divide on the deadlocked, eight-member council and help bring forward some type of consensus, Raleigh Mayor Charles Meeker said.

via Lightner impasse may get a nudge – Wake County – NewsObserver.com. [update: broken link]

by Leo Suarez

Bigger, Bolder Signs In Downtown

I finally made it through the Downtown Raleigh Alliance’s analysis and strategy report on retail, read the whole thing here, and there are lots of topics to go over. I thought their recommendations on signage was something I hadn’t thought of since I can’t view downtown through a first-time visitors’ eyes. The report suggests:

If the Downtown core is to become a truly alluring and exciting visitor destination, one that, for example, beckons conventioneers to head northward on Fayetteville Street, the City Council will need to be willing to accept bolder, more dynamic signage appropriate to this goal, as recommend in the Comprehensive Plan. Indeed, this will be critical to the fate of Fayetteville Street as a retail location, which rests partly on its ability to lure conference attendees and daytime workers from its southern end.

The report mentions that the 100 block of Fayetteville Streeet is not as active as the higher ones and that signs could attract visitors from the convention center and hotels down towards it. I always thought the grand capitol building standing right at the end in plain sight was reason enough for people to walk all the way down but maybe not. On a walk yesterday I made a point to look out for the signage along Fayetteville Street to see what our current situation is like.

From a pedestrian view, Fayetteville Street does lack some signage. As you walk down the street, it is a mystery as to what the next shop may be. I think some may still like this approach, it would be like exploring the street to see what it can offer you. However, with signs coming out over the sidewalks, a pedestrian could view many options and possibly make a better decision on where to go.


A pedestrian looking down the street here can’t see much.

It’s kind of like the difference between ordering the buffet or ordering off the menu. At a buffet, most new people look around to see what is available then decide what to eat. A menu shows you everything available easily, then you decide what you want. Signs that can be easily seen by pedestrians can be the “menu” along Fayetteville Street.

But presenting this “menu” is probably the real touchy part of this conversation. They definitely don’t make signs like they used to (see the Mecca picture) and in my opinion, you’ll hear a big outcry against anything that’s too bright and bold. If left unchecked, a busy street would be overwhelmed with large, bright signs competing with each other to get your attention. So we need to reach a balance here. At the bottom of the Downtown Raleigh section of the comprehensive plan are some suggested guidelines for signage: (page 49)

Signage should be compatible in scale, style, and composition with the building or storefront design as a whole.

Diverse graphic solutions are encouraged to help create the sense of uniqueness and discovery found in an urban, mixed-use environment.

All mechanical and electrical mechanisms should be concealed.

Signs should not obscure a building’s important architectural features, particularly in the case of historic buildings.

Signs should be constructed with durable materials and quality manufacturing.

Sign bands above transom and on awnings are preferred signage locations.

Only the business name, street address, building name, and logo should be on an awning or canopy. The lettering should not exceed 40 percent of the awning area.

Illuminated signs should avoid the colors red, yellow, and green when adjacent to a signal controlled vehicular intersection.

Allowed sign types: channel letter signs, silhouette signs (reverse channel), individualized letter signs, projecting signs, canopy/marquee signs, logo signs, awning signs, and interior window signs.

Discouraged sign types: signs constructed of paper, cardboard, styrofoam-typematerials, formed plastic, injected molded plastic, or other such materials that do not provide a sense of permanence or quality; signs attached with suction cups or tape; signs constructed of luminous vacuum-formed plastic letters; signs with smoke-emitting components. Changeable copy signs are prohibited.

I’m sure these guidelines can be interpreted in many ways. Too restrictive? You be the judge.

I believe that word of mouth is still more powerful then an attractive sign that lures someone in but thinking about new visitors to downtown, proper signage is important for Fayetteville Street. New visitors may feel more comfortable knowing about all the options in downtown and it only helps to land repeat visits in the future.

by Leo Suarez

NCDOT Announces Mid-Day Service Between Raleigh and Charlotte, June 5th

From my inbox to yours.

Raleigh— State Transportation Secretary Gene Conti today announced that two additional trains providing mid-day service between Raleigh and Charlotte will begin on Saturday, June 5, increasing the state-sponsored passenger rail service to six trains operating daily between the state’s two largest cities.

“As our population continues to grow, we must provide people with travel alternatives,” said Conti. “Train travel also provides environmental and energy benefits through reduced congestion and improved air quality.”

Currently, the state sponsors four trains daily, the Piedmont and Carolinian, as North Carolina’s Amtrak. Each train makes a morning and evening run between Raleigh and Charlotte, a trip that is auto competitive at 3 hours and 7 minutes, including intermediate stops at Cary, Durham, Burlington, Greensboro, High Point, Salisbury and Kannapolis.

The new service will add two additional trains in the mid-day giving business travelers, families and college students more options to travel via rail. (See attached schedule.)

The Carolinian also provides daily service to Selma, Wilson, Rocky Mount, to Richmond, Virginia and to the northeast including Washington D.C. and New York City.

Federal Rail Administration Deputy Administrator Karen Rae will address the N.C. Board of Transportation at its meeting Wednesday, March 31 regarding the Obama Administration’s policy on transportation choices as a part of building more livable communities and sustainability.

Rae, Conti and Rail Director Patrick Simmons will be available for media interviews regarding the North Carolina’s new mid-day train service between Raleigh and Charlotte; the $545 million in American Recovery and Reinvestment Act funds awarded to the state in February; and the FRA inspection of NCDOT rail equipment, facilities and capabilities from 2:45 p.m.- 3:15 p.m. via telephone by dialing 1-877-531-0014 and then access room# *8569289* and onsite in room 117 in the Transportation Building at 1 S. Wilmington St. To view the live Board of Transportation Web feed, visit http://wms.its.state.nc.us/dotlive.


Click for larger.