DOWNTOWN AUSTIN PLAN:

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DOWNTOWN AUSTIN PLAN Downtown Urban Rail
Connections
September 21, 2008 SUMMARY FINAL REPORT
ROMA DESIGN GROUP LTK KIMLEY-HORN
HDR/WHM STUDIO 8 CMR HRA GROUP
SOLUTIONS
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Political Context of Major Transit Project
Planning
1990s Any fixed guideway system owned or
operated by Capital Metro must be approved
through public referendum. 2000 Capital
Metros 800 million plan for central city light
system rail failed to gain approval. (costs too
much, does too little took away auto capacity
on key city streets) 2000s Transit funding
getting more and more difficult to secure many
communities working on alternative funding
sources, including TIFs, bonds, private property
owner sponsorship, etc. Streetcar projects begin
to emerge in downtowns as more affordable,
circulator-type transit. 2004 Capital Metro
wins vote for a 32-mile Commuter Rail Line
terminating in east end of Downtown. Metrorail
opens late this year. 2006 City of Austin
hires ROMA to do Downtown Austin Plan, initial
finding comprehensive transportation system
esp. transit -- sorely lacking.
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Political Context of Major Transit Project
Planning
Late 2007 Mayor Wynn announces initiative to
move forward on circulator rail to serve
Downtown. Early 2008 CAMPO establishes the
Transit Working Group (TWG) to assess the merits
of potential transit projects through a more
accountable, decision tree process. Feb 2008
ROMA hired to study central city rail circulator
to connect key destinations to Downtown. July
2008 ROMAs Urban Rail Connections report
delivered to Council, recommending a 15-mile
initial phase streetcar-type of system. November
2008 City of Austin and Capital Metro will
submit proposed urban rail project to CAMPOs
TWG. May 2009 Potential public referendum for
recommended urban rail project.
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Key Findings from DAP Phase One
The most significant issue facing Downtown and
the region is the lack of a comprehensive
transportation systemone that includes transit
as a significant component

• In 2000, the 3-county CAMPO area had 1,160,000
  residents.
• 79 of Downtown employees drive alone to work and
  only 3.6 take transit.
• Only 3 of current major transportation project
  spending is dedicated to transit.

CAMPO 2000 Population
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Key Findings from DAP Phase One
Downtowns future depends on making major public
investments to implement a regional mobility and
local access system that positions it as the
regions primary destination.

• By 2030, CAMPO projects 2,750,000 residents -
  more than double the 2000 population.
• The 2030 CAMPO Mobility Plan calls for 22.8
  billion total transportation investment to meet
  projected growth
• 16.0 billion road projects
• 6.8 billion transit, bike, ped projects

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Key Findings from DAP Phase One
Without this investment, road congestion by 2030
will be severe throughout the region and will
further isolate Downtown.
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Key Findings from DAP Phase One

• Since there is little space to create new roads
  into Downtown, bus and particularly rail, provide
  the opportunity to carry many more people/trips
  in the same amount of space.

Downtown Access 2030 CAMPO Congestion (without
Planned Projects)
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Austin is 55th of the Nations 100 Largest
Metropolitan Areas in Carbon Emissions2.72
metric tons of CO2 per resident/year
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Lack of Mobility is Affecting Downtowns Role as
the Cultural and Commercial Heart of the Region
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Lack of Transportation Choices is Limiting Our
Ability to Achieve Affordability, Diversity and
Social Equity
Average Annual Household Expenditures, 2004 Item
Proportion of Total Expenditure Shelter
(mortgage or rent) 32 Car
Ownership/Operation 17 Food
13 Pensions Social Security
10 Utilities 7 Health Care
6 Entertainment 5 Clothing
4 Household Furnishing 4 Education
2
Source Bureau of Labor Statistics Current
Expenditure Shares Table
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Lack of Transportation Choices is Limiting Our
Ability to Achieve Affordability, Diversity and
Social Equity
Now that gas is over 4.00 /gallon the average
price in inflation adjusted terms is at an all
time high.
GASOLINE PRICES 1918 - 2008 ADJUSTED FOR INFLATION
Source U.S Energy Information Administration
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7. Auto Dependency Inhibits the Creation of a
Pedestrian-Friendly Downtown..
Drive-through Banks
Sidewalk Interruptions

• Drive-in banks dominate whole blocks.
• Buildings devote 1/3 of constructed space to
  parking.
• Most streets give priority to through-traffic.
• Sidewalks are narrow and lack shade.

Wide Streets/Narrow Sidewalks
Parking Garages
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Downtown Portland, Oregon A Vibrant Pedestrian
Oriented City
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S
...Served by a Robust Transit System

• Light Rail
• 104,000 Average Weekday Trips
• Replaces 72,000 Car Trips/Day
• 44.3 Miles
• Dedicated Transit Way

• Bus
• 92 Lines
• 205,000 Average Weekday Trips
• Routes Converge on Downtown Mall

• Streetcar
• 8-Mile Loop
• Downtown Circulator
• Shares Roadway with Cars

Source TriMet
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S
...Served by a Robust Transit System

• Light Rail
• 104,000 Average Weekday Trips
• Replaces 72,000 Car Trips/Day
• 44.3 Miles
• Dedicated Transit Way

• Bus
• 92 Lines
• 205,000 Average Weekday Trips
• Routes Converge on Downtown Mall

• Streetcar
• 8-Mile Loop
• Downtown Circulator
• Shares Roadway with Cars

Source TriMet
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• The Backbone of any Transit System is its Bus
  Network.
• Cap Metros bus system carries 130,000 riders
  daily and includes
• 4,000 Stops
• 24 Local Service Routes
• 12 Limited Flyer Routes
• 4 Feeder Routes
• 12 Crosstown Routes
• 25 Dillo Special Service Routes
• 15 UT Shuttle Routes (largest in US)
• 8 Express Routes
• 15 Park Rides

Primary Bus Corridors
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Why Rail?

• Greater capacity
• Increased comfort
• Proven increase in ridership
• Reduction in operating cost per passenger
• More sustainable
• Can influence land use patterns
• Best suited to corridors where destinations are
  concentrated.

Regional Commuter Rail
Inter-Urban Light Rail
Streetcar Circulator Rail
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A Regional Rail System Emerges

• 30 to 110 mile radius from Downtown
• Exclusive right-of-way
• Service into and through Downtown desirable to
  reduce transfers
• Four rail corridors radiate out from Downtown

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Regional Rail Red Line

• Leander to Downtown Austin
• 32 miles on existing Giddings-to-Llano Railroad
• Nine stations, all with TOD opportunities
• Terminates at Convention Center
• Opens late 2008

Capitol Metros Diesel Multiple Unit (DMU) to
operate on Red Line
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Regional Rail Red Line

• Several Transit-Oriented Development (TOD)
  projects proposed at stations.

Crestview Lamar TOD
Saltillo District TOD
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Regional Rail CMTAs Manor-Elgin Line

• Downtown to Elgin and Manor (27 miles)
• Existing right-of-way and track available for
  passenger use
• Transit-oriented development opportunities.
  (e.g., Downtown Elgin)

Elgin, Texas in 1890s
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San
Regional Rail UPRRs Austin-San Antonio Line

• Currently Union Pacific freight line
• 112 miles (Georgetown-San Antonio)
• 1.8 billion to relocate freight
• 613 million for rail service
• Potential to start limited passenger service by
  2011/2012
• ASAICRD is lead organization promoting this
  opportunity

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Regional Rail TxDOTs Mo-Kan Line

• 30 miles
• Downtown Austin to Round Rock via Pflugerville
• Right-of-way not continuous
• Potential interchange with ASA line

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Urban Rail System Extending the Reach of Regional
Rail to the Center City

1 Mile
3 Miles
5 Miles
7 Miles
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• Electrified Urban Rail

• LIGHT RAIL
• Operates on dedicated trackway
• Serves 15 - 20 miles from city center
• 1 3 car trains
• Up to 450 passengers per train
• 30 - 50 million per mile capital cost

TYPICAL LRT DEDICATED TRACK

• STREETCAR
• Shares traffic lanes with autos
• Serves 5 - 10 miles from city center
• Up to 120 passengers per vehicle
• 20 - 30 million/mile capital cost

TYPICAL STREETCAR SHARED LANE
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• Electrified Urban Rail

• LIGHT RAIL
• Operates on dedicated trackway
• Serves 15 - 20 miles from city center
• 1 3 car trains
• Up to 450 passengers per train
• 30 - 50 million per mile capital cost

TYPICAL LRT DEDICATED TRACK

• STREETCAR
• Shares traffic lanes with autos
• Serves 5 - 10 miles from city center
• Up to 120 passengers per vehicle
• 20 - 30 million/mile capital cost

TYPICAL STREETCAR SHARED LANE
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• Urban Rail System

• DEDICATED RAIL
• Rail occupies its own exclusive lane, typically
  in a median which allows automobile access along
  either side
• Passenger platforms are in median
• A typical configuration for light rail, but also
  suitable for streetcars

TYPICAL LRT DEDICATED TRACK

• SHARED-RUNNING RAIL
• Rail shares lane with automobiles
• Typically at curbside with direct passenger
  access from sidewalks
• A typical configuration for streetcars

TYPICAL STREETCAR SHARED LANE
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• Urban Rail System

LIGHT RAIL INTER-URBAN TRANSIT SERVICE
PORTLAND OREGON DOWNTOWN LIGHT RAIL SIDE-RUNNING
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• Urban Rail System

LIGHT RAIL INTER-URBAN TRANSIT SERVICE
SAN JOSE CALIFORNIA DOWNTOWN LIGHT RAIL
SIDE-RUNNING
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• Urban Rail System

LIGHT RAIL INTER-URBAN TRANSIT SERVICE
SAN JOSE CALIFORNIA EXLUSIVE MEDIAN RUNNING
LIGHT RAIL
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• Urban Rail System

LIGHT RAIL INTER-URBAN TRANSIT SERVICE
SAN JOSE CALIFORNIA MEDIAN RUNNING LIGHT RAIL
STATION
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• Urban Rail System

EUROPEAN STREETCAR SERVICE
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• Urban Rail System

PORTLAND STREETCAR
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Urban Rail System Extending the Reach of Regional
Rail to the Center City
Nine streetcar lines with 30 to 40 miles of track
linked Downtown Austin with surrounding
neighborhoods in the early 20th century.

1 Mile
3 Miles
5 Miles
7 Miles
The lines all converged on Congress Avenue.
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Evaluating the Urban Rail System Extending the
Reach of Regional Rail into the Center City

• FOUR CRITERIA

• Urban Rail must be consistent with Neighborhood
  Plans and City policies and
• Connect Destinations
• Serve Populations
• Support Development
• Be Cost Effective

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• EVALUATION OF ALTERNATIVE ALIGNMENTS
• Seaholm to Mueller (6.7 miles)
• Manor Rd. versus MLK Blvd.
• San Jacinto St. versus Speedway St.
• Congress Ave. versus Brazos or San Jacinto St.
• West Third St. versus West Fourth St.
• Downtown to ABIA (8.3 miles)
• E. Riverside Dr. versus E. 7th St. (Commuter
  Rail)
• C. Downtown to Long Center, Zilker Park (1 to 2
  miles)
• E. Riverside Dr. to Barton Creek versus Barton
  Springs Rd. to Stratford Lane

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A. Seaholm to Mueller Alignment
6.7 Miles Destinations Served

• Seaholm
• CBD
• Red Line Rail
• Capitol Complex
• Brackenridge Hospital
• UT, Memorial Stadium
• Manor Rd. Restaurants
• Red Line/MLK TOD
• Mueller Town Center
• Dell Childrens Hospital, UTs Health Research
  Campus

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A. Seaholm to Mueller via Manor Road
Catalyst for 275 acres of Transit-Oriented
Development.
145 acres within 1500 feet of the Manor Road
Corridor
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A. Seaholm to Mueller via MLK Blvd.
Catalyst for 275 acres of Transit-Oriented
Development.
and 137 acres within 1500 feet of the Martin
Luther King Boulevard.
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A. Seaholm to Mueller via Manor Road
Advantages/Disadvantages of Manor Road Alignment

• Provides direct service to UT campus
• Provides service to Restaurant Row
• Potential site for maintenance facility
• Greater development potential
• Less important vehicular corridor
• Would require additional Red Line station at
  Manor Road

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A. Seaholm to Mueller via Manor Road
Advantages/Disadvantages of Speedway over San
Jacinto
Higher ridership capture through historic
center of Campus all portions of original campus
within 10 minutes of rail More understandable
with rail along central spine of Campus -
Inconsistent with UTs plans and policies - Less
direct rail route
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A. Seaholm to Mueller via Manor Road
Advantages/Disadvantages of Congress Avenue

• More equitable coverage of Downtown
• Most direct service to employment destinations
• Highly understandable
• Grades suitable for rail
• No parking garage conflicts
• Buses could be moved to another street
• Could strengthen role as cultural/retail spine
• Concern for views to Capitol
• Conflict with parades
• One block to Red Line

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A. Seaholm to Mueller via Manor Road
Congress Avenue Shared Median-Running
DIAGONAL PARKING IS RETAINED ALONG CURBSIDE.
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A. Seaholm to Mueller via Manor Road
Congress Avenue Shared Side-Running
DIAGONAL PARKING IS REPLACED WITH CURBSIDE
PARALLEL PARKING.
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A. Seaholm to Mueller via Manor Road
Congress Avenue Exclusive Median-Running
DIAGONAL PARKING IS REPLACED WITH CURBSIDE
PARALLEL PARKING BETWEEN STATIONS LEFT TURNS
ARE PRESERVED.
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A. Seaholm to Mueller via Manor Road
Congress Avenue Dedicated Rail along Median
Melbourne, Australia Dedicated Transit Median.
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A. Seaholm to Mueller via Manor Road
Advantages/Disadvantages of W. 3rd versus W. 4th

• Allows Red Line to extend west along 4th St. to
  Guadalupe, where transfers could be made to
  north-south bus trunk lines and to streetcar
• Conflict with/cost of relocating utilities
• Commitment of an additional street for rail use

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A. Seaholm to Mueller via Manor Road
Typical Downtown Street Shared Side-Running
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A. Seaholm to Mueller via Manor Road
Typical Downtown Street Exclusive Median-Running
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A. Seaholm to Mueller via Manor Road
E. 4th Street Commuter Rail
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A. Seaholm to Mueller via Manor Road
E. 4th Street Red Line Metro Rail
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A. Seaholm to Mueller via Manor Road
Manor Road with Shared Vehicular Lane
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• Downtown to ABIA
• Option 1 via E. Riverside Drive
• Option 2 via E. Seventh Street

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• Downtown to ABIA via Riverside Drive

8.3 Miles Destinations Served

• Seaholm
• CBD
• Red Line Rail
• TxDOT Complex
• Travis Heights
• Riverside Apartments
• Tokyo Electron Site
• Montopolis Area
• Potential ParkRide for US 183
• ABIA

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• Downtown to ABIA via Riverside Drive

Catalyst for 1,089 acres of Redevelopment

520 acres vacant and ready for short to mid-term
redevelopment.
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• Downtown to ABIA via Riverside Drive

E. Riverside Dr. Exclusive Median-Running (West
of IH 35)

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• Downtown to ABIA via Riverside Drive

E. Riverside Dr. Exclusive Median Running (East
of IH 35)

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• Downtown to ABIA via Riverside Drive

E. Riverside Dr Exclusive Median Running (East
of IH 35)

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• Downtown to ABIA via New Commuter Rail

7.6 Miles (Wye to ABIA) Destinations Served

• CBD
• Red Line Rail
• Saltillo TOD
• East Austin
• Potential TOD
• ABIA

Includes 5.7 miles of new rail track and bridge

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• Urban Rail to ABIA via New Commuter Rail

Catalyst for 1,300 acres of Development
Potential for Three New Transit-Oriented
Development Projects
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• Downtown to ABIA Comparison of Two Options

Advantages and Disadvantages of Riverside Corridor
Connects more destinations Higher ridership
potential Serves existing populations,
neighbor-hoods Provides potential location for
Maintenance Facility - Trip duration would be
greater than with commuter rail option
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• Downtown to ABIA Comparison of Two Options

Advantages and Disadvantages of Riverside Corridor
Connects more destinations Higher ridership
potential Serves existing populations/neighbor-h
oods Provides potential location for
Maintenance Facility - Trip duration between
downtown and ABIA would be greater than commuter
rail.
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C. Downtown to Long Center and Zilker Park
via Riverside Dr., Toomey Road to Barton Creek

• Destinations Served
• TxDOT Office Complex
• Hotels, One Texas Center
• Long Center, Auditorium Shores
• Zach Scott Theater
• Town Lake Trail/ Butler Fields/Barton Creek

1.2 miles
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C. Downtown to Long Center and Zilker Park
via Riverside Dr., Toomey Road to Barton Creek

• 97 acres of vacant/underutilized land

of which 15 acres has short-term develop- ment
potential
View West along Toomey Road
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C. Downtown to Long Center and Zilker Park
via Barton Springs Road to Stratford Lane, Loop 1

2.0 miles

• Destinations Served
• TxDOT Office Complex
• Hotels, One Texas Center
• Long Center/ Auditorium Shores
• Barton Springs Road Restaurants
• Barton Springs Pool/ Zilker Gardens/Nature
  Center/Soccer Fields
• Town Lake Trail

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C. Downtown to Long Center and Zilker Park
via Barton Springs Road to Stratford Lane, Loop 1

of which 18 acres has short-term potential
124 acres of vacant/underutilized land
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C. Advantages and Disadvantages of Zilker
Alignments

• Service would provide cultural link between
  Downtown, Long Center and Auditorium Shores
• Zilker Park extensions would have low daily
  ridership
• Barton Springs Road could not accommodate
  dedicated transit lanes

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C. Downtown to Long Center Via Barton Springs
Rd. and E. Riverside Dr.
0.3 miles

• DESTINATIONS
• TxDOT Office Complex
• Hotels, One Texas Center
• Long Center, Auditorium Shores
• This line could run as a night and weekend
  service and be shared-running.

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• EVALUATION CRITERIA 1 CONNECT DESTINATIONS.

• Regional Transit System Commuter and Inter-City
  Lines/Park and Ride Transit Stations
• Downtown (65,000 jobs)
• Capitol Complex (13,000 jobs)
• UT (67,000 students/faculty/staff)
• Mueller (10,000 jobs/10,000 residents)
• Airport (8 million passengers per year)
• Hospitals
• Long Center (200 events per year)
• Zilker Park (ACL, major festivals and events)

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EVALUATION CRITERIA 2 SERVE POPULATIONS,
MAXIMIZE RIDERSHIP
CONCENTRATION OF LOW-INCOME FAMILIES Percentage
of Total Families at 50 MFI
SOURCE CITY OF AUSTIN
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EVALUATION CRITERIA 2 SERVE POPULATIONS,
MAXIMIZE RIDERSHIP
Estimate of Average Weekday Trips in 2030 (No
Zoning Changes Assumed) ABIA to CBD
19,100 Seaholm to Mueller 13,100 Total Weekday
Trips 32,200

Source Parsons Brinckerhoff Quade Douglas
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EVALUATION CRITERIA 3 SUPPORT COMPACT
DEVELOPMENT.

• Rail proven catalyst for compact development
  Alternative to auto-dependent sprawl.
• Opportunity to redevelop 1,300 acres of vacant/
  underutilized sites in DDZ
• Potential to capture increased value (TIF) to
  offset cost of transit

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EVALUATION CRITERIA 4 BE COST EFFECTIVE.

• Alignment almost completely located within public
  ROWs
• Little land acquisition required
• No significant reduction in vehicular capacity

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EVALUATION CRITERIA 4 BE COST EFFECTIVE.

• Estimated Capital Cost
• 550 to 614 Million
• (36 M to 40 M/mile)
• (varies with extent of dedicated trackway)
• Estimated Annual Operating and Maintenance
  Cost
• 21 M to 23 M/year (not including fare revenue
  or bus operation cost savings)
• (Above assumes 17-hour daily service throughout
  year, 10-minute headways overlapping routes
  would achieve 5-minute headways.)

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EVALUATION CRITERIA 4 BE COST EFFECTIVE.
An initial phase that provides significant
connectivity and the backbone for future
potential phases

• INCREMENT ONE
• Seaholm to Red Line at Manor Road (4.4 miles)
• Estimated capital cost 192 M to 231 M
• (43 M to 52 M/mile)
• Connects CBD, Capitol and UT with Red Line and
  future ASA Line
• Includes Maintenance Yard and 6 vehicles

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EVALUATION CRITERIA 4 BE COST EFFECTIVE.

• INCREMENT TWO
• CBD to Pleasant Valley and Long Center (3.2
  miles)
• Estimated Capital Cost 133 M to 147 M
• (41 M to 46 M/mile)
• Connects Downtown and UT with Riverside housing,
  Auditorium Shores
• Adds 5 rail vehicles

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EVALUATION CRITERIA 4 BE COST EFFECTIVE.

• INCREMENT THREE
• Red Line at Manor Road to Mueller
  (2.2 Miles)
• Estimated capital cost 68 M to 78 M
• (30 M to 35 M/mile)
• Adds 3 rail vehicles

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EVALUATION CRITERIA 4 BE COST EFFECTIVE.

• INCREMENT FOUR
• Pleasant Valley to ABIA (5.4
  Miles)
• Estimated capital cost 157 M
• (29 M/mile)
• Adds 6 rail vehicles
• Assumes all dedicated-running rail

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The system also provides the potential for other
expansions that could be considered in the
future...


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The system also provides the potential for other
expansions that could be considered in the future

a system in the spirit of Austins original
streetcar network which radiated from Downtown.

Both intercity and streetcar lines converged on
Congress Avenue.
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Improved Transit Will Help Realize the Four
Foundations of the Downtown Austin Plan
Physical Form and Place Sustainability
Mobility Economic Viability Affordability
Diversity
4.