ORANGE LINE BUS RAPID TRANSIT SUSTAINABLE CORRIDOR IMPLEMENTATION PLAN

Transcription

1 FINAL PLAN ORANGE LINE BUS RAPID TRANSIT SUSTAINABLE CORRIDOR IMPLEMENTATION PLAN JUNE 29, 2012

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3 ORANGE LINE BUS RAPID TRANSIT SUSTAINABLE CORRIDOR IMPLEMENTATION PLAN Final Plan June 29, 2012 This is a prject fr the Ls Angeles Cunty Metrplitan Transprtatin Authrity (Metr) with funding prvided by the Suthern Califrnia Assciatin f Gvernments (SCAG) Cmpass Blueprint Prgram. Cmpass Blueprint assists Suthern Califrnia cities and ther rganizatins in evaluating planning ptins and stimulating develpment cnsistent with the regin s gals. Cmpass Blueprint tls supprt visining effrts, infill analyses, ecnmic and plicy analyses, and marketing and cmmunicatin prgrams. This reprt was prepared in fulfillment f Agreement N : Sustainable Develpment Pilt Prjects in the SCAG Regin by SCAG under the partial spnsrship f the Califrnia Air Resurces Bard (ARB). Wrk was cmpleted as f Octber 7, The cntents f this reprt reflect the views f the authr wh is respnsible fr the facts and accuracy f the data presented herein. The cntents d nt necessarily reflect the fficial views r plicies f SCAG, ARB r the State f Califrnia. This reprt des nt cnstitute a standard, specificatin r regulatin. SCAG shall nt be respnsible fr the City s future use r adaptatin f the reprt. The preparatin f this reprt was als financed in part thrugh grants frm the United States Department f Transprtatin (DOT) and additinal financial assistance was prvided by the Califrnia State Department f Transprtatin.

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5 TABLE OF CONTENTS Chapter 1: Intrductin... 7 Prject Purpse... 7 Study Area... 8 A Brief Histry f the Orange Line The Orange Line Tday Develping the Plan Plan Cntents Chapter 2: An Overview f Transit Oriented Districts What are TODs? What are the Features f a Successful TOD? What Are the Benefits f TOD? Chapter 3: Crridr Level Cnclusins and Recmmendatins Transit Land Use and Develpment Pedestrian Envirnment and Access Bicycle Envirnment and Access Chapter 4: Recmmended Statin Area Imprvements Warner Center Canga De St Pierce Cllege Tampa Reseda Balba Wdley Sepulveda Van Nuys Wdman Valley Cllege Laurel Canyn Chapter 1: Intrductin 5

6 Nrth Hllywd Chapter 5: Mving Frward Respnsible Actrs Funding and Financing Next Steps LIST OF TABLES Table 1: Orange Line Crridr Recmmendatins by Statin Area Table 2: Public and Private Agencies and General Respnsibilities Table 3: Crridr Level Recmmendatins and Public and Private Agency Respnsibilities LIST OF FIGURES Figure 1: Orange Line Crridr Map Figure 2: Warner Center Statin Area Figure 3: Canga Statin Area Figure 4: De St Statin Area Figure 5: Pierce Cllege Statin Area Figure 6: Tampa Statin Area Figure 7: Reseda Statin Area Figure 8: Balba Statin Area Figure 9: Wdley Statin Area Figure 10: Sepulveda Statin Area Figure 11: Van Nuys Statin Area Figure 12: Wdman Statin Area Figure 13: Valley Cllege Statin Area Figure 14: Laurel Canyn Statin Area Figure 15: Nrth Hllywd Statin Area Orange Line BRT Sustainable Crridr Implementatin Plan

7 CHAPTER 1: INTRODUCTION PROJECT PURPOSE In spring f 2011, the Ls Angeles Cunty Metrplitan Transprtatin Authrity (Metr), in partnership with the City f Ls Angeles, was awarded a grant frm the Suthern Califrnia Assciatin f Gvernments (SCAG) t prepare the Orange Line Bus Rapid Transit Sustainable Crridr Implementatin Plan (Orange Line BRT Sustainable CIP). Metr, the City f Ls Angeles, and SCAG retained Raimi + Assciates and its cnsultant team f The Center fr Transit Oriented Develpment and Nelsn\Nygaard t assist with the planning effrt. The Orange Line BRT Sustainable CIP identifies a range f imprvements t the Orange Line and the furteen statin areas n its riginal alignment such as land use changes, catalyst prjects, streetscape imprvements, and transit cnnectins that will increase transit use fr cmmuters and discretinary riders, reduce greenhuse gas (GHG) emissins, and advance Metr s sustainable develpment principles. The fur main gals f the Orange Line BRT Sustainable CIP are t: Identify strategies t better integrate transprtatin and land use decisins; Identify transprtatin measures that supprt statin area and cmmunity plans; Identify and priritize staff time and resurces t implement TOD related prjects by determining where imprvements will have the mst psitive impact; and Supprt Metr s Sustainability Principles. The Orange Line BRT Sustainable CIP is intended t build n the success f the Orange Line by prviding recmmendatins t create a netwrk f transit riented districts (TODs) at statin areas alng the crridr. The study further develps the cncepts identified in the 2010 CTOD reprt n Transit Oriented Districts titled Creating Successful Transit Oriented Districts in Ls Angeles: A Citywide Tlkit fr Achieving Reginal Gals. 1 Creating transit riented districts is ne strategy t achieve sustainability in the Ls Angeles regin. T prvide directin fr planning and prgramming activities, Metr develped the Sustainable Cmmunities Planning Framewrk and assciated Cuntywide Sustainability Planning Plicy. The Framewrk establishes an apprach fr embedding scial, ecnmic, and envirnmental sustainability thrughut Metr s functins, and these principles are at the cre f the Orange Line BRT Sustainable CIP. Metr plays a unique rle in facilitating a mre sustainable future fr the Ls Angeles regin. The agency plans, funds, cnstructs, and perates a transprtatin system that imprves Angelens health and well being, strengthens the ecnmy, and enhances the natural envirnment. 1 Creating Successful Transit Oriented Districts in Ls Angeles: A Citywide Tlkit fr Achieving Reginal Gals. Center fr Transit Oriented Develpment (CTOD), February Chapter 1: Intrductin 7

8 Recgnizing this, Metr has adpted the fllwing principles: 1. Cnnect Peple and Places Access. Better integrate land use and transprtatin planning t reduce trip lengths and increase travel chices. Prsperity. Reduce transprtatin csts fr residents and prvide the mbility necessary t increase ecnmic cmpetitiveness. Green Mdes. Prmte clean mbility ptins t reduce criteria pllutants, greenhuse gas emissins, and dependence n freign il. 2. Create Cmmunity Value Healthy Neighbrhds. Imprve public health thrugh traffic safety, reduced expsure t pllutants, and design fr walking and biking. Cmmunity Develpment. Design and build transprtatin facilities that prmte infill develpment, build cmmunity identity, and supprt scial and ecnmic activity. Urban Greening: Enhance and restre natural systems t mitigate the impacts f transprtatin prjects n cmmunities and wildlife. 3. Cnserve Resurces Cntext Sensitivity. Build upn the unique strengths f Ls Angeles Cunty s cmmunities thrugh strategies that match lcal and reginal cntext and supprt investment in existing cmmunities. System Prductivity. Increase the efficiency and ensure the lng term viability f the multimdal transprtatin system. Envirnmental Stewardship. Plan and supprt transprtatin imprvements that minimize material and resurce use thrugh cnservatin, re use, re cycling and re purpsing. The Orange Line BRT Sustainable CIP explicitly supprts these key pririties, wrking t advance Metr s Sustainable Cmmunities Planning Framewrk and Cuntywide Sustainability Planning Plicy by creating transit riented districts alng the Orange Line. This study and the districts that result can be a mdel fr hw ther transit crridrs and statins areas within Metr s service area can develp and hw multiple agencies can wrk tgether t create transit riented districts. STUDY AREA The Orange Line BRT is an eighteen mile bus rapid transit system that runs frm Nrth Hllywd in the east t Warner Center and Chatswrth in the west (via separate branches). The line traverses the San Fernand Valley frm east t west and cnnects multiple neighbrhds and jb centers within the City f Ls Angeles. The 260 square mile San Fernand Valley is an urbanized valley lcated primarily in the City f Ls Angeles, defined by the dramatic muntains that encircle it. Hme t 1.76 millin peple and 8 Orange Line BRT Sustainable Crridr Implementatin Plan

9 nearly half f the land area in the City f Ls Angeles, the San Fernand Valley lies nrth f the Ls Angeles Basin. The furteen statins alng the riginal segment f the Orange Line, frm east t west, are: Nrth Hllywd Laurel Canyn Valley Cllege Wdman Van Nuys Sepulveda Wdley Balba Reseda Tampa Pierce Cllege De St Canga Warner Center There are multiple destinatins f nte near the Orange Line, including the bustling Nrth Hllywd neighbrhd, Valley Cllege, Pierce Cllege, the Van Nuys Civic Center, Lake Balba Park, the Van Nuys Airprt, Ventura Bulevard, and the majr jb and retail destinatin in Warner Center. What is BRT? BRT (bus rapid transit) is an innvative, flexible, and high perfrmance transit mde that uses buses r specialized vehicles n radways r dedicated lanes t quickly and efficiently transprt passengers t their destinatin. BRT systems can equal r exceed the perfrmance f mst rail systems but at a fractin f the cst due t reduced cnstructin, infrastructure, and maintenance needs. Cmmn features f a bus rapid transit system and f the Orange Line that are different frm mst cnventinal bus systems include: High capacity vehicles Exclusive bus lanes separated frm ther radways Rail like statin amenities with level barding platfrms Rail like spacing between statins fr fewer stps and express travel times Mre frequent service Traffic signal pririty Real time passenger lcatin and schedule infrmatin Off vehicle fare cllectin Chapter 1: Intrductin 9

10 A BRIEF HISTORY OF THE ORANGE LINE The Metr Orange Line is ne f the first full featured BRT systems anywhere in the United States. In 1991, Metr used $44.8 millin in Prpsitin 108 funds (the Passenger Rail and Clean Air Bnd Act f 1990) t purchase an abandned railrad line parallel t the Ventura Freeway (U.S. 101). Hwever, the vter apprved bnd specifically states that funds are t be used nly fr rail infrastructure and peratin. Therefre, funding was cntingent n the Califrnia Transprtatin Cmmissin being repaid in current dllars unless the Orange Line is cnverted t rail within ten years f busway cmpletin (by the year 2015) 2. Initially, Metr cnsidered building rail in the crridr, but this was deemed infeasible bth plitically and as a result f Metr s decline in revenue at the time. In 1991, State legislatin was passed that prhibited the use f the crridr fr any frm f rail transit ther than a deep bre subway lcated at least twenty five feet belw grund. Ls Angeles Cunty vters then passed 1998 s Prpsitin A, which prhibited Metr frm using its cunty sales tax funding t build subways anywhere in the cunty. As a result, cnverting the crridr int a subway r light rail was legally prhibited, but plitical pressure was munting t use the right f way. After a successful Metr Rapid Demnstratin Prgram f street running rapid bus services, Metr prpsed the nly available legal ptin, building a BRT line, which was als highly cntested by sme neighbrhd grups wh fught against its develpment. With a $324 millin cnstructin cst, the Metr Orange Line pened in Octber 2005 as a furteenmile rute primarily cnsisting f a tw lane dedicated busway, perating sixty ft articulated vehicles pwered by cmpressed natural gas. The rute crsses thirty fur streets and five midblck pedestrian crsswalks. At signalized intersectins, it has lp detectrs installed t give Orange Line vehicles traffic signal pririty. In rder t mitigate nise impacts n adjacent neighbrhds, it perates n rubberized asphalt with sund walls n prtins f the busway. Adjacent t the busway, Metr has built eight miles f bicycle and pedestrian paths, with designated n street bike lanes fr the remaining six miles. There is extensive landscaping alng the crridr. On June 30, 2012, a fur mile spur was pened ff f the main line, tward the nrth frm a pint near its western end. This extensin utilizes a cntinuatin f the same frmer rail right f way used by the riginal segment. THE ORANGE LINE TODAY The Orange Line has prven t be ne f Metr s mst successful rutes, utperfrming ther Metr rapid transit lines. The Orange Line has exceeded ridership prjectins, reduced travel times, and eased cngestin within the San Fernand Valley. It has als prvided greater access t destinatins in the 2 William Vincent and Lisa Callaghan, A Preliminary Evaluatin f the Metr Orange Line Bus Rapid Transit Prject, April 2, 2007, 10 Orange Line BRT Sustainable Crridr Implementatin Plan

11 Valley and attracted new riders. Metr s Orange Line serves as an example f what transit agencies can d t feasibly implement sustainable rapid transit thrugh the cst effective ptin f BRT. The Orange Line perates seven days a week, twenty tw hurs per day. Vehicles depart every fur minutes during the mrning and evening peaks. During ff peak hurs and n weekends, headways range frm ten t twenty minutes. The Orange Line als accmmdates a series f transit cnnectins. The busway cnnects t the Metr Rail Red Line subway terminus at Nrth Hllywd. When develping the Orange Line, Metr reruted several bus lines in the area and added buses t several nrth suth lines in rder t ease transit cnnectins with the Orange Line. Orange Line schedules are crdinated with the Red Line t facilitate transfers. The furteen riginal Orange Line statins are spaced apprximately ne mile apart, and they are lcated near residential areas, cmmercial activity centers, and majr nrth/suth arterials. Each statin prvides bicycle racks and/r lckers, cvered seating, telephnes, lighting, and security cameras. Statins als feature variable message signs and real time bus arrival infrmatin. Six f the furteen statins have park and ride lts, supplying a ttal f 3,800 free parking spaces. Overall, the Orange Line prvides a level f service and perfrmance that is ften assciated with mre expensive rail systems. DEVELOPING THE PLAN The Orange Line BRT Sustainable CIP was develped between July 2011 and June The prject cnsisted f three distinct phases: Discvery, Analysis, and Cntent Develpment. The Discvery phase ccurred between July and Octber 2011 and invlved a significant review f existing cnditins f the Orange Line crridr. The results f this phase are included in the appendices t this reprt and published as a separate dcument. The secnd phase was the Analysis phase. During this time, the team identified and analyzed barriers t increasing transit use in the crridr as a whle and at each f the furteen statin areas. After cnducting this analysis, the team develped varius appraches physical, plicy, and prgrammatic t add additinal transit riders. The appraches develped during the prcess included imprving existing transit service, enhancing bicycle and pedestrian access t the statins, and facilitating new develpment within the statin areas. This phase ccurred frm apprximately Nvember 2011 thrugh February The final phase f the prject was Cntent Develpment. During this phase, the team summarized the results f the Analysis phase and utreach prcess and prepared the final reprt. This phase ccurred between March and June Thrughut the prcess, the cnsultant team wrked clsely with cmmunity members, nngvernmental rganizatins, and public agency staff at Metr and the City f Ls Angeles. The fllwing activities ccurred during the prcess: Numerus ne n ne stakehlder interviews. Chapter 1: Intrductin 11

12 Tw public wrkshps in Nvember 2011 t btain infrmatin n key issues and pprtunities arund each Orange Line statin. An nline survey that prvided infrmatin n the issues and pprtunities in each statin area alng the crridr. Fur meetings with the Crridr Wrking Grup, which cnsisted f apprximately 20 interest grups and individuals wh prvided input t the prcess. Meetings with individual Neighbrhd Cuncils and neighbrhd assciatins alng the crridr. The team met with Mid Twn Nrth Hllywd, Tarzana, Valley Village, Valley Glen and Van Nuys. The meetings are listed belw: Midtwn Nrth Hllywd Neighbrhd Cuncil January 31, 2012; March 14, 2012; and April 24, 2012 Valley Village Neighbrhd Cuncil February 23, 2012 and April 26, 2012 Van Nuys Neighbrhd Cuncil April 30, 2012 Tarzana Neighbrhd Cuncil April 24, 2012 Valley Glen Neighbrhd Assciatin February 21, 2012 Wrking meetings with Metr and City f Ls Angeles staff, including a tw day team charrette in February The result is a plan that received input frm a wide variety f individuals and rganizatins. PLAN CONTENTS The Orange Line Sustainable Crridr Implementatin Plan includes the fllwing sectins: Chapter 1: Intrductin. This chapter intrduces the purpse f the reprt and prvides a backgrund n the Orange Line BRT system. Chapter 2: An Overview f Transit Oriented Districts. This chapter summarizes the cncept and benefits f Transit Oriented Develpment. Chapter 3: Crridr Level Cnclusins and Recmmendatins. This chapter prvides an verview f the cnclusins f the study and specific recmmendatins fr future crridr wide imprvements. Chapter 4: Recmmended Statin Area Imprvements. This chapter prvides mre detailed infrmatin fr each statin area, including backgrund infrmatin, the future intent f each statin area, and specific recmmendatins fr imprvements that g beynd the crridr wide recmmendatins. Chapter 5: Mving Frward. This chapter prvides a high level radmap fr hw the recmmendatins in the plan will be implemented ver time. It includes ptential funding 12 Orange Line BRT Sustainable Crridr Implementatin Plan

13 surces, pririties fr each statin area, initial actins, and a list f partners needed t implement the visin and recmmendatins in this plan. Appendices. At the end f the reprt area a series f appendices that prvide additinal infrmatin n the prject. The appendices are: Appendix A: Relevant Plicy Dcuments and Implementatin Activity Appendix B: Crridr Cnditins Appendix C: Statin Area Prfiles Appendix D: Results frm Public Wrkshps Appendix E: Results frm Online Survey Appendix F: Crridr Wrking Grup Outreach List Appendix G: GHG and Health Analysis Chapter 1: Intrductin 13

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15 CHAPTER 2: AN OVERVIEW OF TRANSIT ORIENTED DISTRICTS This chapter prvides a brief verview f the characteristics and benefits f transit riented districts (TODs), which are ne tl t achieve the sustainability principles frm Chapter I. While TODs share certain attributes, it is imprtant t nte that TODs vary greatly in terms f their design, develpment intensity, and rle alng a crridr. Sme are lwer intensity and suburban in character, while thers are majr destinatins with a mix f high intensity uses. Overall, a diversity f TODs is critical t a crridr s success, since each plays a unique rle in the verall functin f the transit netwrk. The fllwing characteristics and benefits are a guide t the elements f successful TOD. WHAT ARE TODS? Transit riented districts, r TODs, are areas designed t maximize access and use f public transprtatin t bth reduce aut dependence fr residents and wrkers and increase transit ridership. TODs accmplish these gals by integrating transit planning, develpment, urban design, streetscape imprvement, and reinvestment t create cmpact, walkable, mixed use neighbrhds that link jbs and husing and are within an easy walk f transit statins. TODs ffer peple mre trip chices, prvide additinal transit stps and transit lines, and make multiple mdes f transprtatin including walking, cycling, taxis, and car sharing mre cnvenient and cnnected. Successful TODs exhibit a mutually reinfrcing land use and transprtatin pattern. Typically, TODs are medium r high density mixed use neighbrhds centered n ne r mre transit facilities, such as a rail statin r a bus stp. They are built with a fcus n pedestrian scale, pedestrian friendliness, and neighbrhd cnnectivity, utilizing features such as high intersectin density, high quality pedestrian street crssings, pedestrian riented building entries and facades, and sidewalks with adequate widths and buffers. This pedestrian riented design makes it easier and mre cmfrtable fr residents and wrkers t access transit, since mst transit users are pedestrians fr at least sme prtin f their jurney t and frm a transit stp. WHAT ARE THE FEATURES OF A SUCCESSFUL TOD? Creating a successful TOD invlves mre than just lcating develpment next t a transit stp. A successful TOD requires safe, cmfrtable, attractive cnnectins between transit and the surrunding neighbrhd, prmting pedestrian mvement and transit use. The basic characteristics and strategies f a successful TOD are described individually belw, althugh mst are inter related and successful TODs use many at nce. Chapter 2: An Overview f Transit Oriented Districts 15

16 PEDESTRIAN FRIENDLY DESIGN Pedestrian friendliness is a key characteristic f TODs. A friendly pedestrian envirnment helps maintain activity arund transit stps, which generally makes ther pedestrians feel mre cmfrtable, enhances safety thrugh additinal eyes n the street, and helps supprt neighbrhd cmmercial activity. Typically, pedestrian friendly design means that blcks are shrter and mre walkable, sidewalks are adequately sized, there are buffers between pedestrians and street traffic, crssings are well marked, sidewalks and pathways are cntinuus and safe, sidewalk frnting buildings are inviting and interesting t pedestrians, and the street envirnment has a pedestrian scale. MIX OF Uses A mix f land uses is imprtant fr creating vibrant, attractive transit riented develpment. A mix f uses makes it easier t take care f daily needs withut driving, such as shpping, wrking, r drpping kids ff at schl. This type f activity als, as a result, supprts neighbrhd businesses thus reinfrcing ecnmic vitality f lcal cmmercial areas. As a rule f thumb, mst successful TODs shuld seek t have a high level f activity fr at least sixteen hurs per day, seven days per week. High levels f cnsistent activity are best achieved thrugh a diverse mix f residential, ffice, retail, and entertainment destinatins. A mix f lcal, city wide, and reginal destinatins als increases the attractiveness f a transit stp t peple living utside an area. COMPACT DESIGN The gal f cmpact design is t use land efficiently by intensifying land use in specific lcatins such as adjacent t transit statins. Cmpact design allws mre efficient use f public amenities like sidewalks, streets, and parks, and cmplements mixed use, pedestrian friendly design t make pedestrian and bicycle use mre cnvenient by reducing trip lengths. EASY ACCESS TO FREQUENT AND RELIABLE PUBLIC TRANSIT Fr a develpment t be transit riented, it must be easily accessible t frequent, reliable public transit. One imprtant TOD strategy is t ensure that prspective riders can easily find nearby transit stps alng a clear, direct, and cnvenient rute. Anther basic TOD strategy is t ensure that transit stps are clse t where peple wrk, live, and shp. Typically, this means n mre than a quarter t half mile walk distance, beynd which studies shw that mst peple are unwilling t walk. Gd integratin f the transit stp with ther mdes f travel is als critical, since it maximizes peple s chice f rutes and mde. This may include c lcating bus and train stps, integrating quality bicycle and pedestrian rutes and signage, prviding better bicycle parking at transit stps, and prviding bicycle strage n buses and trains. HOUSING CHOICES A TOD will be mst vibrant and viable fr the lng run if it prvides residents f all ages, incme levels, and family sizes with adequate husing chices. Withut a range f husing types, it is difficult fr 16 Orange Line BRT Sustainable Crridr Implementatin Plan

17 cmmunities t accmmdate a diverse wrk frce, preferences fr husing, and the changes in husing needs. WALKABLE AND BIKEABLE NEIGHBORHOODS Walkable neighbrhds are a central strategy fr transit riented develpment. A walkable neighbrhd is ne that feels safe at all hurs f the day and night bth frm crime and traffic, and is easily accessible by ft r bicycle, r ther means besides an autmbile. Encuraging walkable neighbrhds and easy pedestrian access t a transit stp and its surrunding uses supprts the vitality, well being and lng term success f bth the neighbrhd, lcal businesses and the transit that serves them. Bikeable neighbrhds have many f the same benefits and characteristics f walkable neighbrhds high cnnectivity, a mix f uses and destinatins, cmpact develpment patterns but ften require different n street and ff street facilities. WHAT ARE THE BENEFITS OF TOD? TODs ffer residents and cmmunities benefits that range frm envirnmental t ecnmic. These include enhanced quality f life fr cmmunity residents, increased transprtatin ptins, reduced husehld expenses, imprved air quality, reduced energy cnsumptin, reduced infrastructure csts, increased bicycle and pedestrian safety, increased ecnmic activity, increased access t cmmunity resurces, and preservatin f pen space. ENHANCED QUALITY OF LIFE FOR COMMUNITY RESIDENTS While quality f life is a subjective term that means different things t different peple, it generally includes such characteristics as health, safety, mental well being, and cmfrt. TODs prvide quality f life enhancements in a number f ways. They tend t be mre walkable, which can lwer residents health risks frm diabetes and heart disease. They tend t be safer, imprving cnditins thrugh reduced crime, stress, and traffic accidents. And they tend t be vital and active, prviding residents with mre amenities and greater persnal interactin within their cmmunities. INCREASED OPTIONS FOR MOBILITY TODs ffer increased ptins fr mbility and accessibility, especially in cngested urban and suburban areas. This is accmplished thrugh a fcus n mixed uses, cmpact design, and making nn autmbile trips mre cnvenient, with increased accessibility t multiple transit lines and enhanced bicycle and pedestrian facilities. In practice, the increase in ptins prvided t residents results in less time cmmuting, less miles traveled by autmbile, less mney spent n transprtatin, and mre ptins fr thse residents wh are unable t drive. This is a particularly critical benefit as ur natin s ppulatin becmes lder, and mre Americans will be unable t drive and will rely n these types f transprtatin chices. Chapter 2: An Overview f Transit Oriented Districts 17

18 IMPROVED AIR QUALITY AND REDUCED ENERGY CONSUMPTION Autmbile use is ne f the primary surces f air pllutin and energy cnsumptin in the United States, resulting in high rates f asthma and respiratry illnesses alng cngested freeways and in regins with high autmbile use. TODs can imprve lcal and reginal air quality and reduce energy cnsumptin and greenhuse gas emissins by facilitating transit use, pedestrian activity, and bicycling. REDUCED INFRASTRUCTURE AND PUBLIC SERVICE COSTS Because TODs rely n cmpact, mixed use develpment, they ften use infrastructure much mre efficiently. Fr example, cmpact cmmunities can mre easily prvide utility service fr the same number f peple using shrter pipelines. Similarly, when land uses are clser tgether and autmbile use is reduced, cmmunities have less need t maintain lng stretches f wide radways and plice and fire respnse areas can ffer service t mre peple. Thugh studies have shwn that sme f the greatest cst savings available t cmmunities are frm reduced radway cnstructin and maintenance csts, cmpact develpment can als lwer demand fr water service, sewer service, and even schls. Additinally, public services such as transit, plice and fire prtectin services becme mre ecnmically sustainable as well when fewer statins and emplyees are necessary t serve the same ppulatin size. INCREASED SAFETY FOR PEDESTRIAN AND BICYCLISTS Increased walkability and better bicycle infrastructure creates direct safety benefits fr bicyclists and pedestrians. It des this thrugh imprved traffic cntrl and safety enhancements, which reduce the number and severity f cllisins with autmbiles. The prmtin f nn mtrized travel mdes can help reduce high speed aggressive driving, likely by prviding mre peple with the experience f using multiple transprtatin ptins while increasing general awareness f bicyclists, pedestrians, and transit. Simply increasing pedestrian r bicycle activity in an area can als increase safety as these users becme mre visible and well established. In additin, increased pedestrian and bicycle activity prduces mre eyes n the street fr greater perids f time, which helps discurage crime. ECONOMIC BENEFITS TODs prvide many ecnmic benefits. Studies frm acrss the cuntry f areas surrunding transit shw that residences clse t transit have higher resale values. Increased ft traffic, such as the type encuraged by TODs, tends t increase pprtunities fr nearby businesses. Reduced autmbile use als lwers csts fr husehlds and allws fr mre discretinary incme fr ther activities. 18 Orange Line BRT Sustainable Crridr Implementatin Plan

19 CHAPTER 3: CORRIDOR LEVEL CONCLUSIONS AND RECOMMENDATIONS The Orange Line will cntinue t serve as an imprtant crridr in the San Fernand Valley and in the greater Ls Angeles regin. Less than a decade ld, the line will cntinue t evlve, attracting new riders, drawing new residents and jbs nearby and refining its lcal and reginal identity. Its critical rle as a Valley amenity will be enhanced by the extensin t the Chatswrth Metrlink Statin, the evlutin f the Warner Center and Nrth Hllywd transit districts int majr walkable reginal mixed use centers, the gradual transfrmatin f ther statin areas with mre transit supprtive land uses, and the expansin f cnnecting nrth suth transit service thrughut the Valley and the regin. In additin, the Orange Line will naturally gain ridership and ppularity ver time as Angelens shift their emplyment and husing chices t take advantage f the high quality transit service prvided by the Orange Line. The statin areas alng the crridr are and will cntinue t be diverse places with different identities and rles. Sme statin areas will cntinue t be suburban and residential in character, while thers will intensify and serve as majr reginal destinatins. As a result, the ridership at each statin will nt be cnstant, and land use, transprtatin, and ther interventins will need t be targeted and recalibrated t the unique needs and visin f each changing statin area. This chapter cntains recmmendatins fr crridr level imprvements t bth the transit line as a whle, and within the furteen statin areas lcated alng the riginal crridr. The sectin is rganized by fur tpic areas: transit; land use and develpment; pedestrian envirnment and access; and bicycle envirnment and access. Figure 1 shws the statin areas alng the initial segment f the Orange Line. Table 1, lcated at the end f Chapter 3, summarizes the crridr level imprvements recmmended fr each statin area. TRANSIT CONCLUSIONS Since it began service in Octber 2005, the Orange Line has becme ne f the mst imprtant eastwest cnnectrs in the San Fernand Valley, and ne f the few fully functinal bus rapid transit systems in the United States. The Orange Line prvides links t the brader Ls Angeles metrplitan area and has brught pprtunities fr new transit riented districts arund Orange Line statins. Althugh it culd still be imprved in many ways, the Orange Line has been a great success, with high levels f ridership. As a result, the Orange Line is prjected t perate at capacity within the next five t eight years, and is already near capacity during peak cmmute times. This is a key issue t reslve as Metr and the City f Ls Angeles seek t increase statin access and imprve the transit riented district arund each statin. In additin, Metr must cntinue t expand transit service and transit facilities in the San Fernand Valley in rder t increase transit mde share, reduce driving and reduce Chapter 3: Crridr Level Cnclusins and Recmmendatins 19

20 greenhuse gas emissins. This includes bth lcal and reginal transit service as well as cntinued expansin f the Orange Line. Cmbined with increased transit service, imprving passenger cmfrt and infrmatin alng the Orange Line will be an imprtant task fr the cming years, and this has been identified as a pririty by many agency staff and members f the public. Finally, given that ptins fr increasing develpment alng the crridr are limited, sme f the mst prmising ptins t increase transit ridership invlve crdinating with nearby emplyers, schls and residents t prvide transit discunts, infrmatin, and ridership prgrams. Students, cmmuters, and nearby residents are sme f the Orange Line s cre riders, and will cntinue t be in the future. With apprpriate imprvements, in the cming years, the Orange Line will cntinue t develp as an imprtant reginal cnnectr and lcal anchr fr neighbrhd activity while ffering a clean, healthy, lw emitting alternative t driving. And as ther transit systems and metrplitan areas thrughut the United States explre pssibilities fr bus rapid transit particularly as rail has prved t expensive fr many the Orange Line will als cntinue t be an imprtant natinal mdel. RECOMMENDATIONS Specific Orange Line crridr level recmmendatins fr transit imprvements are listed belw: Expand Orange Line capacity and imprve travel time: Accrding t Metr staff, the Orange Line is perating near capacity during peak perids, with headways f fur minutes n its cmbined segment east f Canga. In rder t bth accmmdate grwing demand fr transit and imprve custmer service (passengers are smetimes passed up by full buses), this issue must be addressed and reslved. Metr shuld explre a number f plicy and physical changes in bth the shrt and lng term in rder t expand capacity and reduce travel time alng the crridr. These strategies include the fllwing: Shrt term recmmendatins t expand capacity and reduce travel time: Signal timing. Metr and LADOT shuld cnsider alteratins t signal timing and transit signal pririty plicy and equipment (which wuld effectively increase capacity by reducing delay). Lnger buses. Metr and LADOT shuld encurage State legislatrs t cnsider a plicy change allwing Metr t perate lnger bi articulated buses n city streets. Orange Line vehicles are already scheduled t be replaced in a few years. There are ther strategies that have been cnsidered but shuld nt be implemented: scheduled platns r cnvys f buses that run back t back can create transitn transit delays, and duble decker buses increase dwell times (i.e., the time it takes fr passengers t get n and ff f a bus). 20 Orange Line BRT Sustainable Crridr Implementatin Plan

21 Lng term recmmendatins t expand capacity and reduce travel time: Cnstruct crssing gates. Metr and LADOT shuld recnsider adding crssing gates at nn grade separated intersectins. While this idea has been rejected in the past due t its impacts n intersecting autmbile traffic, gates culd imprve transit speed and reliability while increasing safety fr mtrists, Orange Line passengers, pedestrians, and cyclists alike. Build grade separatins in select lcatins. Grade separatins where the Orange Line intersects arterial streets wuld imprve bth capacity and speed, and grade separatins near the line's busy eastern end culd maximize benefits fr riders while prviding additinal flexibility fr peratins. Using a turnarund at Reseda, shrt line service culd perate east f that statin during peak perids, and sme Van Nuys Bulevard BRT service culd ptentially perate in the transit right f way east f that street. (It shuld be nted, hwever, that cnstructin f grade separatins wuld impact neighbrhds, and that it might be difficult t accmmdate grade separatins in sme lcatins.) Cnvert BRT t rail. While carrying lgistical, plitical, and fiscal challenges, cnverting the Orange Line t Metr Rail service wuld increase capacity and imprve cst effectiveness, as greater vlumes f passengers culd be accmmdated withut an increase in the number f peratrs required. Imprve cnnectins t Burbank Airprt, Dwntwn Burbank and Pasadena. Metr has in the past studied a Tri City Express service cnnecting the Orange Line t the Gld Line in Pasadena via Burbank and Glendale. Orange Line extensins t Bb Hpe Airprt and Dwntwn Burbank have als been prpsed. We wuld nt recmmend extensin f the Orange Line in typical mixed flw traffic cnditins, since traffic delays wuld reduce the reliability f service alng the existing Orange Line. Hwever, it might be pssible t reliably perate buses alng Chandler Bulevard in Burbank by lcating platfrms adjacent t the Bikeway, thereby allwing buses t stp inline in the traffic lane. (Alternately, the inside lanes might be cnverted t transit nly use, either in a cntraflw cnfiguratin r using buses with left side drs.) Metr staff have prpsed new Rapid service extending t Dwntwn Burbank, Glendale and Pasadena alng Magnlia, Glenaks, Brand, and Clrad Bulevards. Hwever, existing services between Nrth Hllywd and Burbank perate relatively infrequently, s while increased service culd increase ridership, there may nt be enugh ptential transit riders t justify a majr investment. Ensure cnsistent, high quality amenities at nearby bus stps. All bus stps near Orange Line statins shuld prvide shelters, pedestrian scale lighting, seating, and maps and schedules. Sme statin area recmmendatins belw prvide additinal guidance n pririty statin amenities. Institute emplyer and cllege incentives. Opprtunities may exist fr Metr t wrk with clleges, hspitals, and ther majr institutins and emplyers alng the Orange Line t incentivize and market transit use. In particular, pprtunities may exist at Pierce Cllege, Ls Angeles Valley Cllege, Van Nuys Civic Center, and majr emplyers near Warner Center and Nrth Hllywd. (It shuld be nted that sme f these institutins already ffer lw cst transit passes, and there has been very little respnse frm students and faculty. In these cases, measures ranging frm increased Chapter 3: Crridr Level Cnclusins and Recmmendatins 21

22 marketing t additinal transprtatin demand management measures such as parking cash ut and universal pass prgrams may be necessary t increase demand and prgram effectiveness.) Imprve speed, reliability and frequency f cnnecting transit service. A significant number f Orange Line riders reach the crridr via lcal and reginal transit services and the statins with the highest number f bardings are lcated n crridrs with high frequency transit service. Thus, ne strategy t increase Orange Line ridership is t expand lcal and reginal transit service. In the near term, Metr shuld pursue a strategy f imprving transit cnnectins and access t the Orange Line by imprving the speed and reliability f cnnecting services. In sme cases, increased speed can allw fr imprved frequencies at n added cst. Metr is already pursuing such a strategy within the Nrth Suth Rapidway crridrs, but limited capital investments in ther crridrs may be wrth cnsidering. Alternately, nearby stps can be cnslidated, althugh access impacts must be carefully cnsidered. Over the lnger term, Metr shuld pursue a strategy f lcating additinal resurces t allw fr imprved frequencies and hurs f service (including later evening and weekend service) n cnnecting rutes. Create a Metr wide access hierarchy plicy. Finally, Metr shuld cnsider develpment f a frmal access hierarchy like that used by ther transit agencies t priritize access fr different mdes in investment and design decisins. Such hierarchies can prve very useful in statin design; fr example, a typical plicy will make clear that accmmdatins fr shared vehicles (kiss and ride, taxi, carshare, and carpl) shuld be lcated clser t platfrms than single ccupant vehicle parking. 22 Orange Line BRT Sustainable Crridr Implementatin Plan

23 Pht transfrmatin f Chandler Bulevard with Orange Line Service t Dwntwn Burbank Existing Cnditins Future Cnditins Chapter 3: Crridr Level Cnclusins and Recmmendatins 23

24 LAND USE AND DEVELOPMENT CONCLUSIONS Transprtatin and land use are inextricably linked; the way that ne is designed and functins will determine hw the ther respnds. Transit the Orange Line r any ther crridr will nt reach its full ptential withut jbs, husing, cmmercial services, and ther supprtive land uses within a shrt distance f its statins. This means that land use will play an imprtant rle in the lng term success f a transit crridr like the Orange Line. Fr the Orange Line BRT Sustainable CIP, transit riented districts within ne half mile f each Orange Line statin were identified and studied fr pprtunities t increase transit supprtive develpment. As is discussed in Chapter 2, transit riented districts share a number f cmmn characteristics, including a mix f uses, cmpact design, and pedestrian friendly patterns f develpment. Using these definitins f TOD, the statin areas were clsely examined t evaluate the existing develpment pattern and future develpment ptential within each statin area, and t determine whether land use and develpment changes wuld increase transit ridership. The verall land use and develpment strategy alng the Orange Line shuld be ne f targeted, strategic imprvement, nt whlesale change. In the majrity f statin areas alng the Orange Line crridr, analysis f existing cnditins and future develpment ptential revealed limited pprtunities fr new develpment. Within these statin areas, significant changes t land use and develpment patterns wuld nly ccur at a detrimental expense t the character f the surrunding neighbrhds. While such change may be a pssibility in the future, the majrity f thse wh participated in the Orange Line BRT Sustainable CIP prcess expressed reservatins and cncerns abut changes t the identity f each statin area. While the majrity f statin areas will experience limited change in the future, Warner Center, Canga, De St, Sepulveda, Van Nuys and Nrth Hllywd culd experience intensificatin ver time. Fr mst f these areas, particularly Nrth Hllywd, Warner Center, Canga, and De St the prcess f redevelpment and land use change has already begun. In additin, mst majr change areas alng the Orange Line are already cvered by existing area plans that will cntinue t be implemented in the future (such as Warner Center, De St and Canga, which are cvered by the Warner Center Specific Plan, r Nrth Hllywd and Reseda, which each have plans f their wn). In general, the level f ptential fr land use change and new develpment in each statin area falls int three general categries: 1. Statin areas that are relatively stable, where little develpment will ccur in the future. These statins are: a. Valley Cllege b. Wdman 24 Orange Line BRT Sustainable Crridr Implementatin Plan

25 c. Wdley d. Balba e. Tampa f. Pierce Cllege g. De St (in areas utside f the Warner Center Specific Plan area) 2. Statin areas where a limited amunt f develpment may ccur in select lcatins. These statins are: a. Laurel Canyn, where mixed use and multifamily residential develpment may ccur primarily alng Laurel Canyn Bulevard, prtecting the character f the single and multifamily residential areas. 3. Statin areas where there is the ptential fr significant new, transit supprtive develpment. The statins in this categry are: a. Nrth Hllywd, where develpment may ccur alng majr crridrs and expand the existing arts, entertainment, ffice and multi family husing develpment pattern. b. Sepulveda, where develpment may ccur alng Sepulveda Bulevard and in the existing industrial areas that may be cnverted t higher intensity jb uses. c. Reseda, where mixed use and higher intensity jb uses may ccur near the statin area. d. Van Nuys, where develpment may ccur alng Van Nuys Bulevard nrth f the statin and in the existing industrial areas that may be cnverted t higher intensity jb uses. e. De St, in areas cvered by the Warner Center Specific Plan. f. Canga, in areas cvered by the Warner Center Specific Plan. g. Warner Center, in areas cvered by the Warner Center Specific Plan. RECOMMENDATIONS Based n the analysis and the results f the stakehlder and public utreach prcess, a series f specific Orange Line crridr level recmmendatins are belw: Create plicy t target funding t statins with the greatest capacity t change. Statin areas alng the Orange Line vary greatly. Sme TODs will evlve significantly ver time, while thers will remain relatively stable with little grwth and develpment. Statin areas with a greater capacity fr change shuld receive higher levels f public supprt, as these are the places that will ultimately be mst supprtive f existing and expanded transit service. Create prgrams and activities t enhance the identity f the Orange Line. While transit ridership is relatively high, the Orange Line suffers frm a lack f identity and visibility bth in the San Fernand Valley and in the Ls Angeles regin. Relatively few peple knw abut the crridr and even fewer have ridden n the Orange Line. Over time, Metr and the City f Ls Angeles shuld Chapter 3: Crridr Level Cnclusins and Recmmendatins 25

26 create an utreach and educatin prgram t better market the Orange Line s that it is mre heavily used and is mre widely recgnized as a cmmunity benefit. Activities that culd be pursued include the fllwing: Branding campaign t create a unique image and identity that resnates with San Fernand Valley residents; Marketing campaigns t expand the public s knwledge f the Orange Line, such as a CicLAvia event elevating the Orange Line bike path as a majr reginal amenity; Publicatin f destinatins alng the Orange Line thrugh marketing materials; Prmting the use f the Orange Line t majr emplyment centers and fr special events; and Use f the Orange Line parking lts during nn peak times fr cmmunity events such as festivals and farmer s markets. Enhance destinatins alng the crridr. Nt nly will the verall success f the Orange Line be dependent n expanding access t statins frm nearby residential areas, but its lng term success will als be related t making statin areas reginal destinatins. Many such destinatins currently exist, including the Nrth Hllywd Arts District, emplyment and shpping in Warner Center, Valley Cllege, Pierce Cllege, the Van Nuys Civic Center, and Balba Park. As the crridr cntinues t mature and evlve, mre destinatins and existing destinatins shuld be publicized, which will have the benefit f enhancing the identity f the crridr, prmting ridership during nn peak hurs and prmting ridership in bth directins during peak hurs. Create TOD Design Guidelines. Where new develpment des ccur, Metr and the City f Ls Angeles shuld develp cmprehensive TOD design guidelines fr all new develpment within statin areas, ensuring that new develpment and public infrastructure imprvements are supprtive f transit, neighbrhd cnnectivity, and pedestrian activity. The design guidelines shuld include standards fr building lcatin, parking lcatin, façade, windw and entryway treatments, building scale and massing, and streetscape design. Over time, buildings that supprt mre pedestrian riented public space will be an imprtant strategy fr mre successful transitriented districts. Create TOD supprtive develpment incentives. The City f Ls Angeles is set t begin wrk updating the City s zning cde and develpment standards. As part f this prcess, the City shuld identify incentives fr new develpment with transit supprtive uses and designs. The incentives d nt necessarily need t intensify land uses; they shuld make it easier fr prjects t achieve the develpment densities utlined within the existing zning cde. This will allw redevelpment t ccur naturally ver time, leading t increases in transit ridership. Ptential develpment incentives include the fllwing: A land use mix that increases transit supprtive uses, including neighbrhd serving retail and services arund statins; 26 Orange Line BRT Sustainable Crridr Implementatin Plan

27 Reduced minimum parking requirements in transit riented districts t supprt nnautmbile travel; Urban design fr walkable streets, including building lcatin, parking lcatin, façade, windw and entryway treatments, and building scale and massing ; and Incentives r requirements fr green building (such as LEED r GreenPint Rated) and sustainable redevelpment f larger sites (such as LEED fr Neighbrhd Develpment). Implement existing land use and specific plans. There are a large number f visin studies and plans (including Specific Plans, design fr develpment dcuments, design guidelines and recmmendatins reprts) that have already ccurred in the statin areas alng the Orange Line crridr, including studies fr Warner Center, Reseda, Van Nuys and Nrth Hllywd. The City f Ls Angeles and lcal partners shuld implement existing develpment plans already in place in these statin areas, as many f these plans are supprtive f transit riented districts. Create new specific plans r updated Cmmunity Plans. Several statins have the ptential fr new transit supprtive develpment but lack the unified visin and supprting develpment standards. New specific plans r updated Cmmunity Plans shuld be develped fr the fllwing statin areas: Sepulveda. This area has a high develpment ptential. There are pprtunities t increase land use mix and intensity at the Metr park and ride lt, alng Sepulveda Bulevard, and in the nn residential areas surrunding the statin, but the statin area lacks a chesive visin fr the future. Nrth Hllywd. While there are multiple design plans fr prtins f the Nrth Hllywd statin area, a single cnslidated specific plan shuld be created that weaves these plans tgether int a unified visin fr the area. The specific plan shuld guide new develpment and public imprvements t ensure that future investment is supprtive f transit, while als respecting the current identity and character f the district. Van Nuys. Althugh much f the statin area is currently cvered by an rdinance that prmtes and prtects autmbile dealers, the entire area shuld be studied as a ptential transit riented district. Laurel Canyn. There is ptential fr new lw scale mixed use, multifamily, and twnhuse develpment alng Laurel Canyn Bulevard near the Orange Line statin. During the next Cmmunity Plan update, changes in land use shuld be cnsidered in this crridr. Reseda. The Reseda statin area can be transfrmed int an urban transit village with a diverse mix f residential, retail and emplyment uses in a pedestrian riented design. Revisit Industrial Lands Plicy. Many f the Orange Line statin areas currently have land uses that are zned as heavy industrial. While the industrial are imprtant surces f jbs, they are generally nt as supprtive f transit as higher intensity emplyment uses. The City f Ls Angeles shuld develp a clear plicy n the future f these lands, s that ver time, they may better supprt transit thrugh increases in jb intensity and prject design. Fr example, the City culd allw fr Chapter 3: Crridr Level Cnclusins and Recmmendatins 27

28 higher intensity nn residential uses, while prhibiting residential develpment in these areas. This wuld ensure that the industrial areas remain a surce f jbs fr Valley residents and make certain these industrial lands supprt transit. Pursue jint develpment f Metr prperty at Orange Line statins. Metr currently wns a significant amunt f land arund Orange Line statins. Much f this land is currently used as park and ride lts, but all statins, with the exceptin f Nrth Hllywd, are undersubscribed. Metr shuld cntinue with its current prgram t develp select prperties alng the Orange Line in rder t prvide a lng term surce f transit riders and revenue, while als enhancing the quality f life in the statin area. Statin areas with the ptential fr jint develpment are: Nrth Hllywd Van Nuys Sepulveda Balba Reseda Canga Pursue wrkfrce, senir and lw incme husing. The creatin f husing within statin areas is critical t the success f transit. Likewise, the San Fernand Valley des nt have enugh wrkfrce husing and many Orange Line riders qualify as lw incme, r earn 80% r less than the city median incme f abut $48,000. Senir husing and special needs husing near transit are als imprtant t lcate near transit. Cnstructing this husing in select Orange Line TODs will have the c benefits f adding ptential transit riders (70% f transit riders in the City earn less than $25,000) and prviding mre husing t this critical demgraphic. Statins where wrkfrce husing shuld be pursued include: Nrth Hllywd, Van Nuys, Sepulveda, Reseda, Canga, and Warner Center. Nrth Hllywd and Canga statins shuld be particularly cnsidered fr affrdable husing, as they ffer ready access t a range f jb pprtunities fr the City s lwer incme residents. Create Mdified Parking Requirement (MPR) districts and Off Street Parking Strategies. With the exceptin f Nrth Hllywd (where changes t statin parking are recmmended), there is n shrtage f parking at any Orange Line statin. Hwever, with future develpment and increased transit demand, it may becme necessary t manage parking supply at and arund statins in rder t ensure availability fr transit riders, shppers, and residents. Frtunately, the City f Ls Angeles has recently adpted a rbust tl fr ding s, Mdified Parking Requirement (MPR) districts. MPR districts are designed t be flexible, ffering cmmunities a menu f ptins fr parking management, including change f use parking requirements, ff site parking allwances, parking maximums, and cmmercial parking credits. Additinal ff street parking strategies shuld als be cnsidered including shared parking, incentives fr reduced parking requirements, unbundling parking and reduced parking when transprtatin demand management (TDM) strategies are in place. 28 Orange Line BRT Sustainable Crridr Implementatin Plan

29 PEDESTRIAN ENVIRONMENT AND ACCESS CONCLUSIONS While land use changes are nly feasible r desirable arund sme Orange Line statins, nearly all statin areas wuld benefit frm better pedestrian access and facilities. This includes lw density, suburban statin areas, such as Laurel Canyn r Wdley, as well as mre urban statin areas including Nrth Hllywd and Van Nuys. In fact, sme statins areas, such as Warner Center and Valley Cllege, have transit supprtive land uses but incmplete pedestrian facilities, which serves t depress ridership. As a result, imprved pedestrian access is a majr theme f this Orange Line BRT Sustainable CIP. Regardless f hw ther changes t land use, transit service, and bicycle facilities prceed, imprvements t pedestrian access will cntinue t be a reliable way t imprve Orange Line ridership in the future. The Plan s Statin Area Recmmendatins include a variety f pedestrian imprvements fr nearly every statin alng the Orange Line. Cmmn types f imprvements recmmended include: Mre direct pedestrian pathways, where pssible, thrughut the statin area, increasing pedestrian cnnectivity; Safer crssings f arterials streets, particularly near statins; Traffic calming measures, such as bulb uts r rad diets, near statins and in areas f heavy pedestrian activity; Beautificatin f streetscapes, particularly adjacent t and within a quarter mile f statins; Better signage and pedestrian wayfinding arund statins; Increased pen space arund Orange Line statins; and Detailed pedestrian access studies fr ne half mile distances arund all statins. RECOMMENDATIONS Specific Orange Line crridr level recmmendatins are as fllws: Cmplete pedestrian and streetscape planning arund each Orange Line statin. The recmmended statin area imprvements in the fllwing chapter address the highest pririty pedestrian needs in the immediate vicinity f each statin. Hwever, given the limited scpe f this Orange Line BRT Sustainable CIP, there shuld be an additinal detailed study and/r plan fr pedestrian facilities and streetscape imprvements within a ne half mile radius f each statin. The study and/r plan shuld identify pririty imprvements t crsswalks, sidewalks, wheelchair ramps, street trees, street furniture (including lighting and benches) and ther pedestrian amenities, as well as traffic calming imprvements t radways.. In particular, the plan shuld identify lcatins where pedestrian vlumes are relatively high and pedestrian paths relatively indirect, and priritize lcatins fr new signalized street crssings. It shuld als cnsider ther elements f pedestrian Chapter 3: Crridr Level Cnclusins and Recmmendatins 29

30 level f service, such as street crssing distances and wait times. It shuld identify gaps where sidewalks are missing, as well as ther areas where facilities may nt cnfrm t Americans with Disabilities Act (ADA) guidelines, In general, it shuld seek t ensure that Orange Line statins are accessible fr persns f all ages and mbility levels. A result f the prcess shuld be an inventry f the cnditins and cnfiguratins f sidewalks and wheelchair ramps in each statin area. The Nn Mtrized Access Plan cmpleted fr Van Nuys Statin in 2006 by Metr and the Ls Angeles Bicycle Calitin serves as an example. Imprve pedestrian wait and crssing times. Arterial streets adjacent t Orange Line statins are typically very wide, and the time alltted fr pedestrians t crss them can be inadequate and ptentially dangerus fr thse with limited mbility, including persns using mbility devices, the elderly, and children. Furthermre, the cmbinatin f shrt phases fr crssing pedestrians (and where there are intersectins and nt just signalized crsswalks, crss traffic) and lng (ften 90 secnd) signal cycles results in lng waits t crss the street. LADOT will, upn request, study signals cycles fr pssible adjustment, and it is recmmended that they d s at all crsswalks near Orange Line statins, in particular the busy statins f Nrth Hllywd, Van Nuys, Sepulveda and Reseda. Imprve signage. While Orange Line signage is generally cnsistent and attractive, additinal signage is needed t mre clearly identify availability f pedestrian rutes t cnnecting transit services, as well as statin area destinatins. Sme statin area recmmendatins prvide additinal guidance n pririty signage imprvements (Nte: as f early 2012, the Metr Bard f Directrs had apprved funding fr study f signage and wayfinding imprvements at rail statins.) Cnstruct Parks and Plazas. A cmmn theme expressed by the cmmunities alng the Orange Line is a lack f parks and pen spaces in the Orange Line statin areas. As redevelpment ccurs alng the crridr ver time, the City f Ls Angeles and Metr shuld seek pprtunities t increase the amunt f pen space near transit statins. Statins where new parks and plazas shuld be priritized as part f new develpment include: Nrth Hllywd, Laurel Canyn, Van Nuys, Sepulveda, and Reseda. BICYCLE ENVIRONMENT AND ACCESS CONCLUSIONS Prviding safe and cmfrtable bicycle access t Orange Line statins is anther way f expanding ridership and reducing greenhuse gas emissins in the San Fernand Valley. The Orange Line already features a multi use trail that parallels the transitway and the City f Ls Angeles has adpted a bicycle plan (City f Ls Angeles Bicycle Plan 2010) that identifies a future bicycle netwrk. Attentin, hwever, must be given t imprving the bicycle netwrk within the three mile access shed arund each statin. In additin t bicycle netwrk imprvements, the Orange Line BRT Sustainable CIP identifies a need fr additinal bicycle parking at several statins and mre capacity fr bicycles n buses. The CIP als calls 30 Orange Line BRT Sustainable Crridr Implementatin Plan

31 fr a number f imprvements t the Orange Line Bikeway, bth generally and in specific lcatins. These include better crssings f arterials and ther streets, better lighting, and fully cnnected ffstreet facilities in stretches where the Bikeway has gaps. Taken tgether, these recmmendatins will increase the number f residents and wrkers wh have safe and cnvenient bicycle access t the Orange Line. RECOMMENDATIONS Specific Orange Line crridr level recmmendatins are as fllws: Cmplete bicycle access planning arund each Orange Line Statin. Given the limited scpe f this Orange Line BRT Sustainable CIP and an expressed desire by multiple stakehlders fr mre fcused bicycle planning, there shuld be a detailed study and/r plan fr bicycle access and facilities within the three mile bikesheds arund each Orange Line statin. Fur existing plans culd serve as a fundatin fr this effrt: the City f Ls Angeles Bicycle Plan, the Metr Orange Line Mde Shift Study, and the nn mtrized and bicycle nly statin area plans cmpleted fr Van Nuys in 2009 and Nrth Hllywd in 2006 (the latter as part f the Metr Bicycle Transprtatin Strategic Plan). The statin area bicycle planning shuld identity specific bicycle parking needs, as well as ptential markets fr additinal bike statins (see statin area recmmendatin under Nrth Hllywd Statin) and/r bike sharing pds (particularly at and arund Van Nuys, Canga, and Warner Center). Make targeted imprvements t the Orange Line Bicycle Path. Create a single plan r pririty list fr all desired imprvements t the Orange Line Bicycle Path, ideally in crdinatin with the detailed statin area bicycle planning described abve. In additin t the high pririty needs identified in this CIP, imprtant issues t address include: Pints f cnflicts between cyclists and private vehicles (including intersectins with actuated signals where lp detectr sensrs culd be added, and where curb cuts are nt aligned with the path) Pints f cnflict between cyclists and pedestrians alng the path itself Gaps in the Bicycle Path Signage Add Class II lanes n statin area arterials. Just as nrth suth bus rutes act as feeders t the Orange Line, nrth suth bicycle rutes can serve as cnnectrs t the Orange Line Bicycle Path and the Orange Line itself, significantly increasing its reach. The City f Ls Angeles s 2010 Bicycle Plan identifies a Backbne Netwrk f streets where there shuld be Class II bicycle lanes. A high number f the nrth suth arterials passing by Orange Line Statins are included in this Backbne Netwrk, and these shuld all have Class II lanes, as further specified in statin area recmmendatins belw. Create mre bicycle friendly neighbrhd streets. In additin t a Backbne Netwrk alng arterials, the City f Ls Angeles Bicycle Plan 2010 identifies a Neighbrhd Netwrk alng less Chapter 3: Crridr Level Cnclusins and Recmmendatins 31

32 trafficked cllectr streets. While nt specifically identified under the statin area recmmendatins, there shuld be effrts thrughut the Orange Line statin areas t make these neighbrhd streets mre bicycle friendly, with diverters, bicycle bulevard treatments, streetscape imprvements, n street stencils, r ther imprvements. Eliminate bicycle unfriendly strm drain cvers. Drains at and near statins with wide slats in which tires can get caught are a hazard t cyclists, and shuld be replaced immediately. Increase carrying capacity n buses. As currently cnfigured, Orange Line buses can carry up t three bicycles n their external racks. MTA culd cnsider n bard bicycle racks similar t thse prvided n BRT systems in Oregn and Washingtn State. (During peak perids, re cnfigured bicycle racks culd have sme impact n capacity, depending n their design.) Expand bicycle parking and imprve safety at statins. Many statins currently prvide bicycle parking, but ver time the amunt f parking will need t be expanded, and the types f parking available diversified. This culd include additinal bicycle racks, electrnic day use and lng term lckers, and bike statins with secure indr parking and ther amenities in select lcatins. Secure parking, in particular, is an amenity highly valued by cmmuters and ther chice riders. In additin, steps shuld be taken t discurage bicycle theft at the statins. This culd include imprved lighting, increased plice presence, enfrcement f bicycle related crimes, and increased use f vide cameras. 32 Orange Line BRT Sustainable Crridr Implementatin Plan

33 Figure 1: Orange Line Crridr Map Chapter 3: Crridr Level Cnclusins and Recmmendatins 33

34 Table 1: Orange Line Crridr Recmmendatins by Statin Area Imprvement Crridr Nrth Laurel Valley Van Pierce De Warner Wdman Sepulveda Wdley Balba Reseda Tampa Canga Wide Hllywd Canyn Cllege Nuys Cllege St Center Transit Expand Orange Line capacity and imprve travel time Imprve cnnectins t Burbank Airprt, Dwntwn Burbank and Pasadena Imprve speed, reliability and frequency f nrthsuth transit service Ensure cnsistent, high quality amenities at nearby cnnecting bus stps Institute emplyer and cllege incentives Create a Metr wide mde access hierarchy plicy Land Use and Develpment Create plicy t target funding t statins with the greatest capacity t change Create prgrams and activities t enhance the identity f the Orange Line Enhance destinatins alng the crridr Create TOD design guidelines Create TOD supprtive develpment incentives Implement existing land use and specific plans Create new specific plans r updated Cmmunity Plans Revisit City's industrial land plicy Pursue jint develpment f Metr prperty at Orange Line statins Pursue wrkfrce and affrdable husing Create "mdified parking requirement" (MPR) districts 34 Orange Line BRT Sustainable Crridr Implementatin Plan

35 Pedestrian Envirnment and Access Cmplete pedestrian and streetscape planning arund each Orange Line Statin Imprve pedestrian wait and crssing times Imprve signage Cnstruct parks and plazas Imprvement Bicycle Envirnment and Access Cmplete bicycle access planning arund each Orange Line Statin Make targeted imprvements t the Orange Line bicycle path Crridr Wide Nrth Hllywd Laurel Canyn Valley Cllege Wdman Van Nuys Sepulveda Wdley Balba Reseda Tampa Pierce Cllege Add Class II lanes n statin area arterials Create mre bicycle friendly neighbrhd streets Eliminate bicycle unfriendly strm drain cvers Increase carrying capacity n buses Expand bicycle parking and imprve safety at statins De St Canga Warner Center Chapter 3: Crridr Level Cnclusins and Recmmendatins 35

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37 CHAPTER 4: RECOMMENDED STATION AREA IMPROVEMENTS This chapter prvides a general directin and a detailed list f recmmendatins fr each f the furteen statin areas (ne half mile frm each statin) alng the Orange Line crridr. Each statinarea sectin belw cntains the fllwing sectins: Statin Area Descriptin. A descriptin f the statin lcatin and statin features. Statin Area Intent. Recmmendatins fr the future character f the statin area and its rle in increasing transit ridership n the Orange Line. Pririty Imprvements by Type. This includes a list f recmmended imprvements in each statin area. The list is nt intended t be exhaustive and cmprehensive but rather a reflectin f the recmmendatins expressed by the public r develped by the CIP team during the prcess f develping the Orange Line Sustainable Crridr Imprvement Plan. These recmmendatins are intended t supprt and further the crridr wide recmmendatins presented in Chapter 3. The categries are: Transit services and facilities Streetscape and pedestrian envirnment Bicycle access and parking Land use and design Multimdal access Autmbile parking Nte: If n imprvements were identified fr a particular categry, this is expressed with the phrase nne identified. Chapter 4: Recmmended Statin Area Imprvements 37

38 WARNER CENTER STATION AREA DESCRIPTION The Warner Center Statin is lcated n Owensmuth Avenue between Erwin and Oxnard Street in Wdland Hills. The statin is the western terminus f the current furteen statin Orange Line, which presently runs in street traffic frm the Canga statin t this statin. The statin area is a majr emplyment and retail destinatin, but it is designed in an aut riented frmat with large surface parking lts and buildings lcated at a great distance frm the street. Except fr a prtin n the western edge, the entire ne half mile area arund the statin is cvered by the Warner Center Specific Plan. Figure 2: Warner Center Statin Area. Map shws ne half mile distance frm statin. 38 Orange Line BRT Sustainable Crridr Implementatin Plan

39 STATION AREA INTENT The Warner Center statin area, which includes the area arund the Warner Center and Canga and a prtin f the De St statin areas, will transfrm ver time frm an aut riented cmmercial district int a walkable, mixed use area with ffice, retail, and multi family husing. While the statin area has sme f the highest densities f all the Orange Line statins, transit ridership is relatively lw due in part t the design f the area. Over time, the area will transitin int a mre walkable area designed t be supprtive f transit, and as a result, transit ridership is likely t increase. With the pening f the Chatswrth extensin and the implementatin f the Specific Plan, the Warner Center area will play a critical rle in the future f the Orange Line as ne f the majr destinatins alng the crridr, and the statin area will supprt tw way, peak time travel alng the crridr. Nte: The Warner Center Specific Plan will be the guiding plicy dcument fr the redevelpment f the Warner Center area. The recmmendatins belw are designed t supplement this dcument and t supprt the crridr wide recmmendatins. PRIORITY IMPROVEMENTS BY TYPE Transit Service and Facilities Imprve wayfinding. Directinal signage in and arund Warner Center Statin shuld be imprved ver time. Unlike ther Orange Line statins, Warner Center is a curbside bus stp, rendering it less visible than ther Orange Line statins. Signs shuld prvide directins and, ideally, distances t destinatins, and the wayfinding shuld be designed and lcated s as t be visible t bth pedestrians and cyclists. Streetscape and Pedestrian Envirnment Upgrade street crssings. The pedestrian netwrk in Warner Center suffers frm a number f prblems, including an abundance f surface parking lts frnting nt sidewalks and superblcks serving as bstacles t pedestrian pathways. T the extent pssible, these issues shuld be addressed ver time. In the near term, hwever, crner bulb uts culd be used t reduce the distances required t crss arterials, and stp sign cntrlled r signalized crsswalks culd be added where lng gaps (600 feet r mre) exist between them. While the Orange Line statin and adjacent bus stp wuld make bulb uts alng Owensmuth Avenue at West Valley Way impractical, they culd be installed alng majr pedestrian paths leading t and away frm the statin. Create intra blck pedestrian paths. Where pssible, the pedestrian netwrk shuld be imprved by creating pedestrian cut thrughs, midblck passages, and new thrugh streets n the large blcks in the statin area, particularly as sites are redevelped. Bicycle Access and Parking Add bicycle lanes. Class II n street lanes shuld be added in the area recmmended by the City f Ls Angeles 2010 Bicycle Plan, Owensmuth and Tpanga Canyn Bulevard. Chapter 4: Recmmended Statin Area Imprvements 39

40 Create secure bicycle parking. Warner Center is the nly Orange Line statin withut bicycle lckers. In this case, lckers wuld have t be lcated n City f Ls Angeles rather than Metr prperty, and staff has expressed cncern abut the availability f space n the sidewalk. Install bicycle signage. Signs fr cyclists identifying bicycle rutes as well as destinatins shuld be installed in the statin area. In particular, signs shuld be used t direct cyclists t the Orange Line Bicycle Path at Canga Statin. Land Use and Design Implement the Warner Center Specific Plan. Land use and design recmmendatins in the Warner Center Specific Plan shuld be used t guide future develpment in rder t make the area mre supprtive f transit riented districts. Multimdal Access Nne identified Autmbile Parking Nne identified 40 Orange Line BRT Sustainable Crridr Implementatin Plan

41 CANOGA STATION AREA DESCRIPTION The Canga Statin is lcated mid blck ff Canga Avenue between Vanwen Street and Victry Bulevard in Canga. The statin is less than a mile east f Rute 27, Tpanga Canyn Bulevard, and apprximately a mile and a half nrth f the Canga Avenue n ramp t the Ventura Freeway (US 101). The entire statin area is part f the Warner Center Specific Plan area and the statin area (a ne half mile buffer arund the statin) verlaps with bth the De St statin area and the Warner Center statin area. The Canga Statin is situated at the junctin f and is the transfer pint between the tw branches f the Orange Line, the riginal alignment extending suth t Warner Center and the mre recent extensin t Chatswrth t the nrth. Figure 3: Canga Statin Area. Map shws ne half mile distance frm statin. Chapter 4: Recmmended Statin Area Imprvements 41

42 STATION AREA INTENT The Canga statin area, which includes the area arund the Warner Center and a prtin f the De St statin area, will transfrm ver time frm an aut riented cmmercial district int a walkable, mixed use area with ffice, retail, and multi family husing. While the statin area has sme f the highest densities f all the Orange Line statins, transit ridership is relatively lw due in part t the design f the area. Over time, the area will transitin int a mre walkable area designed t be supprtive f transit, and as a result, transit ridership is likely t increase. With the pening f the Chatswrth extensin and the implementatin f the Specific Plan, the Canga statin area will play a critical rle in the future f the Orange Line as ne f the majr destinatins alng the crridr, and the statin area will supprt tw way, peak time travel alng the crridr. Nte: The Warner Center Specific Plan will be the guiding plicy dcument fr the redevelpment f the Warner Center area. The recmmendatins belw are designed t supplement this dcument and t supprt the crridr wide recmmendatins. PRIORITY IMPROVEMENTS BY TYPE Transit Service and Facilities Nne identified Streetscape and Pedestrian Envirnment Remve bstacles t pedestrian pathways. In particular, the fence separating the statin frm the apartment cmplex t the nrtheast acts as a barrier. Ideally, an pening shuld be prvided adjacent t the new platfrms nw under cnstructin. Plant shade trees. The need fr additinal shade prviding canpied trees n sidewalks is especially acute near Canga Statin. Create intra blck pedestrian paths. Where pssible, the pedestrian netwrk shuld be imprved by creating create pedestrian cut thrughs, midblck passages, and new thrugh streets n the large blcks in the statin area, particularly as sites are redevelped. Bicycle Access and Parking Extend the Orange Line Bicycle Path. Metr and the City f Ls Angeles shuld explre ways t extend the Orange Line Bicycle Path, which currently ends at Canga, suth int Warner Center. In particular, it shuld be cnsidered as part f develping a path thrugh the Pratt & Whitney site cnnecting t Owensmuth, which as a Bicycle Plan Backbne Netwrk rute shuld feature Class II lanes. Increase the number f bicycle racks. While n data are available, anecdtal experience suggests that additinal parking is needed at this statin. Racks wuld need t be lcated n the sidewalk adjacent t the statin, and nt n Metr prperty. 42 Orange Line BRT Sustainable Crridr Implementatin Plan

43 Land Use and Design Implement the Warner Center Specific Plan. Land use and design recmmendatins in the Warner Center Specific Plan shuld be used t guide future develpment in rder t make the area mre supprtive f transit riented districts. Multimdal Access Nne identified Autmbile Parking Develp easier access t the Canga parking lt. Time shuld be added t the left turn phase f the signal at Canga Avenue and the statin parking lt entrance, thereby imprving statin access and safety. Chapter 4: Recmmended Statin Area Imprvements 43

44 DE SOTO STATION AREA DESCRIPTION The De St Statin is lcated nrthwest f the intersectin f Victry Bulevard and De St Avenue in Winnetka, immediately adjacent t a prtin f Pierce Cllege that is primarily in agricultural use. The statin is a mile east f Rute 27, Tpanga Canyn Bulevard, and apprximately a mile and a half nrth f the De St Avenue n ramp t the Ventura Freeway (US 101). The statin area is just east f the Tpanga Plaza, suthwest f Sherman Plaza Shpping Center, and nrth f Wdland Hills Kaiser Hspital. The statin area verlaps significantly with the Canga Statin and t a lesser degree with the Warner Center statin area. Mst f the western half f the statin area is cvered by the Warner Center Specific Plan. Figure 4: De St Statin Area. Map shws ne half mile distance frm statin. 44 Orange Line BRT Sustainable Crridr Implementatin Plan

45 STATION AREA INTENT In the future, a prtin f the statin area may experience new develpment, while the remainder will maintain its current pattern. This prtin f the statin area cvered by the Warner Center Specific Plan will experience new mixed use, cmmercial, and ffice develpment in the future, as defined in the Specific Plan. This prtin f the statin area will supprt increased transit use thrugh higher density develpment and physical design imprvements that make the area mre walkable. The remainder f the area statin area is currently single family hmes and agricultural land wned by Pierce Cllege. This prtin f the statin area is nt envisined t experience any change in use r intensity ver time. Effrts shuld be taken t imprve the pedestrian and bicycle access frm the adjacent single family neighbrhd t the statin area, and Metr shuld wrk with Pierce Cllege t imprve pedestrian cnnectins t the main cllege campus. PRIORITY IMPROVEMENTS BY TYPE Transit Service and Facilities Nne identified Streetscape and Pedestrian Envirnment Prvide a sidewalk n the suth side f Deering Circle behind the westbund platfrm. There is n curbline at this lcatin, nly an unpaved shulder. Additinally, platfrm access shuld be prvided at the western end f the statin. Ensure that all pedestrian actuatin devices at area crsswalks are functinal. Create intra blck pedestrian paths. Where pssible, the pedestrian netwrk shuld be imprved by creating pedestrian cut thrughs, midblck passages, and new thrugh streets n the large blcks in the western prtin f statin area, particularly as sites are redevelped. Bicycle Access and Parking Bicycle lanes n De St. De St Avenue nrth f Victry Bulevard is a Bicycle Plan Backbne Netwrk rute where Class II n street lanes shuld be prvided. Land Use and Design Nne identified Multimdal Access Nne identified Autmbile Parking Nne identified Chapter 4: Recmmended Statin Area Imprvements 45

46 PIERCE COLLEGE STATION AREA DESCRIPTION The Pierce Cllege Statin is lcated nrtheast f the intersectin f Victry Bulevard and Winnekta Avenue in Winnetka. The statin is apprximately ne mile nrth f the Winnekta Avenue n ramp t the Ventura Freeway (US 101) and a little mre than tw miles east f the Rute 27, Tpanga Canyn Bulevard. The statin is lcated just nrtheast f Pierce Cllege. Figure 5: Pierce Cllege Statin Area. Map shws ne half mile distance frm statin. STATION AREA INTENT The Pierce Cllege Statin plays an imprtant rle alng the Orange Line as a cllege and the vcatinal training schl that culd becme a majr destinatin alng the crridr. This may ccur thrugh the prvisin f transit incentives and increased awareness f the crridr. As a result, ridership is expected t increase ver time. While ridership may rise, there is very limited pprtunity fr new develpment in the statin area, utside f the Pierce Cllege campus. The statin als sits acrss frm the West Valley Occupatinal Center, which is at the suth east crner f Winnetka and Victry. 46 Orange Line BRT Sustainable Crridr Implementatin Plan

47 PRIORITY IMPROVEMENTS BY TYPE Transit Service and Facilities Prvide transit incentives and educatin. Wrk with Pierce Cllege t prvide transit passes and vuchers t their students and emplyees. This shuld be part f a larger effrt n the Orange Line as described in Chapter 3. Streetscape and Pedestrian Envirnment Imprve pedestrian cnnectins t Pierce Cllege and West Valley Occupatinal Center. As with Valley Cllege, a significant barrier exists between the campus, the West Valley Occupatinal Center and Pierce Cllege Statin. Athletic fields n the suthwest crner f Winnetka Avenue and Victry Bulevard increase the distance frm the campus t the statin. Unlike at Valley Cllege, where the barrier is a parking lt, the fields d nt degrade the quality f the pedestrian envirnment. Nnetheless, pathways are indirect: if they are nt t cut acrss the fields, pedestrians must walk either suth t Brahma Drive, r west t Stadium Way. A new signalized crssing f Victry, perhaps near Os Avenue at the western edge f the fields and eastern edge f a large parking lt, culd imprve bth safety and cnvenience. This new pathway shuld be marked with clear, highly visible signage. Signage and sidewalk imprvements shuld als ccur between the Orange Line statin and the West Valley Occupatinal Center. Prvide a refuge in the median f Winnetka. The striped median in the crsswalk by the statin shuld be cnverted t a safety island. Bicycle Access and Parking Add bicycle lanes n Winnetka. Frm Oxnard extending nrth t Sherman Way, Winnetka is a Bicycle Plan Backbne Netwrk rute where Class II n street lanes shuld be prvided. Land Use and Design Intensify Pierce Cllege. Pierce Cllege shuld be encuraged t develp a facility plan that increases the number f facilities near the Orange Line statin. At present, the campus is set back frm the Orange Line and is designed as a cmmuter campus. As the cllege expands, new academic and administrative buildings shuld be lcated near t the Orange Line statin. Explre jint develpment n the park and ride lt. The ptential fr jint develpment n the exiting park and ride lt shuld be explred. The jint develpment culd prvide gds and services fr Pierce Cllege students and increase the attractiveness f the Orange Line fr students, faculty, and staff. Multimdal Access Nne identified Autmbile Parking Nne identified Chapter 4: Recmmended Statin Area Imprvements 47

48 TAMPA STATION AREA DESCRIPTION The Tampa Statin is lcated nrtheast f the intersectin f Tpham Street and Tampa Avenue in Reseda. The statin is apprximately half a mile nrth f the Tampa Avenue n ramp t the Ventura Freeway (US 101), apprximately three miles east f Rute 27, and five miles west f the San Dieg Freeway (I 405). The statin rests west f the Sepulveda Basin Recreatinal Area, suthwest f the Van Nuys Airprt, and suth f Califrnia State University Nrthridge. Figure 6: Tampa Statin Area. Map shws ne half mile distance frm statin. STATION AREA INTENT The Tampa Statin will remain a suburban TOD, experiencing limited new develpment in the future. Develpment that will ccur will likely be f a scale and intensity that is slightly higher than existing develpment. In additin, future imprvements shuld fcus n increasing pedestrian, bicycle, and transit access fr existing residents and wrkers. 48 Orange Line BRT Sustainable Crridr Implementatin Plan

49 PRIORITY IMPROVEMENTS BY TYPE Transit Service and Facilities Nne identified Streetscape and Pedestrian Envirnment Prvide a sidewalk n the suth side f Tpham west f the statin. Missing sidewalks s clse t a statin present bstacles t access (hwever, a sidewalk in this lcatin wuld require remval f several mature trees). Prvide crner bulb uts n the nrth side f Tpham at Tampa. On the nrth side f Tpham adjacent t the statin, the crssing f Tampa Avenue is skewed at an angle and nearly 100 feet lng. Recnfiguring Tampa t prvide parking n its east side (see fllwing recmmendatin) wuld present an pprtunity t extend the sidewalk at bth crners. Bicycle Access and Parking Cnsider adding bicycle lanes n Tampa between Highway 101 and Victry. While Tampa is nt a Bicycle Plan rute, several factrs cmbine t suggest that Class II n street lanes culd be added withut significant traffic impacts by remving the third nrthbund travel lane (which ends at Victry Bulevard) and restriping the remaining lanes. The factrs supprting adding bicycle lanes n Tampa include: there are n existing r planned nrth suth lanes r paths fr ne mile in either directin, it is the largest such gap in the crridr, and it has an asymmetrical cnfiguratin f the street and existing traffic vlumes (average daily traffic, r ADT, f apprximately 28,000 at Tpham in 2008). If a bike path is develped at sme future pint alng the Ls Angeles River, just nrth f Victry, bike lanes n Tampa culd prvide an imprtant cnnectin. Prvide a buffer between the Bicycle Path and Tpham east f Tampa. Where the Bicycle Path is adjacent t traffic just east f Tampa, cnsider remving the right turn lane frm westbund Tpham nt nrthbund Tampa and prviding a landscaped buffer. Land Use and Design Nne identified Multimdal Access Nne identified Autmbile Parking Nne identified Chapter 4: Recmmended Statin Area Imprvements 49

50 RESEDA STATION AREA DESCRIPTION The Reseda Statin is lcated immediately nrth f the intersectin f Reseda Bulevard and Oxnard Street in Reseda. The statin is apprximately ne half mile nrth f the Reseda Bulevard n ramp t the Ventura Freeway (US 101), fur miles east f Rute 27, Tpanga Canyn Bulevard, and less than fur miles west f the Victry Bulevard n ramp f the San Dieg Freeway (I 405). The statin area is lcated nrthwest f the Sepulveda Basin Recreatinal Area, suth f Califrnia State University Nrthridge, and suthwest f the Van Nuys airprt. Figure 7: Reseda Statin Area. Map shws ne half mile distance frm statin. 50 Orange Line BRT Sustainable Crridr Implementatin Plan

51 STATION AREA INTENT Over time, the area arund the Reseda statin will transfrm int an urban transit village with a diverse mix f retail, residential and emplyment uses. The area will becme significantly mre walkable and bikable with wide sidewalks, street trees, imprved pedestrian crssings and public spaces. The area immediately arund the Orange Line statin will include mixed use develpment f three t fur stries with neighbrhd serving retail n the grund flr and residential r ffice uses n the upper flrs. Uses alng Oxnard east and west f the statin and n Tpham west f the statin will generally remain as emplyment uses but transfrm ver time with greater emplyment densities and mre attractive frntages. Outside f these areas, the develpment will taper dwn in building height and intensity t the single and multi family residential areas. Future develpment in this area shuld be guided by a new specific plan r zning/design verlay fr the statin area and infrmed by the Tarzana Crssing study prepared by the City f Ls Angeles in PRIORITY IMPROVEMENTS BY TYPE Transit Service and Facilities Nne identified. Streetscape and Pedestrian Envirnment Create public plaza near the statin. Identify a lcatin at r near the intersectin f Reseda and Oxnard t create a public plaza fr the residents, wrkers and transit riders. Prvide bump uts r a median n Reseda. Alng Reseda Bulevard near the statin, cnstruct bump uts r a center median refuge island t imprve pedestrian safety and reduce crssing times. Beautify Oxnard Street. Cnstruct a variety f pedestrian imprvements alng Oxnard Street near the Reseda statin. Such imprvements culd include additinal street trees, pedestrian crsswalks, traffic calming, green streets, mini parks, and shared use f alleys. Replace chain link fencing with landscaping. The chain link fencing adjacent t the Orange Line parking lts shuld be replaced with landscaping r mre attractive fencing, and it shuld prvide mre frequent pedestrian cut thrughs. Bicycle Access and Parking Imprve the Orange Line Bicycle Path between Reseda and Balba. The Bicycle Path in this segment is currently discntinuus, with prly signed alternate rutes. Off street bike paths exist alng Balba and Oxnard, as well as a cnnecting path thrugh Sepulveda Basin, and the path alng Oxnard is parallel t the transitway; with imprvements and signage, these culd effectively be made part f the Orange Line Bicycle Path. (This rute is preferable t the nrthern rute alng Victry Bulevard, White Oak Avenue, and Reseda Bulevard, which includes n street bike lanes. The prpsed rute wuld imprve the safety and cmfrt f riders because it is entirely ff street, and because it mre clsely fllws the transitway, meaning it prvides greater legibility.) Chapter 4: Recmmended Statin Area Imprvements 51

52 Imprved bicycle lanes n Reseda. The lane markings n the existing Class II bicycle lanes alng Reseda shuld be imprved. Increase the number f bicycle racks. While n data are available, anecdtal experience suggests that additinal parking is needed at this statin. Racks wuld need t be lcated n the sidewalk adjacent t the statin, and nt n Metr prperty. Land Use and Design Prepare a Specific Plan r zning/design verlay fr the Statin Area. One f the initial tasks shuld be t prepare a statin area Specific Plan r zning/design verlay fr the Reseda statin. The plan shuld engage the cmmunity t identify specific zning and develpment regulatins and implementatin actins that will transfrm the area int a mixed use transit district. Implement the Tarzana Crssing Plan. Specific urban design recmmendatins in the Tarzana Crssing plan shuld be incrprated int the zning cde and ther regulatry dcuments. Attract neighbrhd gds and services. A variety f neighbrhd serving gds and services shuld be attracted t the statin area and culd include a grcery stre and/r ther fruit and vegetable stre. Prgramming f park and ride lts. Allw the cmmunity t use the Metr parking lts fr regular and special events. Such events culd include weekly farmers markets, flea markets r arts and crafts fairs. Explre jint develpment n park and ride lts. Over time, Metr shuld explre the develpment f the park and ride lts with transit supprtive uses, while maintaining sme f the parking at the statin. Multimdal Access Recnfigure Oxnard. With an ADT near Reseda Bulevard f between 11,000 and 12,000 vehicles, Oxnard is a strng candidate fr recnfiguratin t imprve pedestrian cnditins. The street currently features fur thrugh lanes near Reseda and left and right turn lanes at Reseda. Given existing vlumes, hwever, traffic culd be accmmdated using tw fewer lanes. At Reseda adjacent t the statin, the curb alng the nrth side f the street shuld be realigned and bulb uts prvided at the crners t reduce street width. Elsewhere, the street culd simply be restriped, allwing parallel parking that was recently remved frm the nrth side f the street t be restred. Autmbile Parking Implement shared parking districts. One barrier t adding new uses, such as restaurants and retail, is the significant amunt f new parking that is required. Since Metr may nt pursue jint develpment n the park and ride lts, the City shuld explre the use f the parking lts t allw fr new uses and mre intense uses n the surrunding the statin. This culd allw fr new uses ver time withut needing t build new high cst parking. 52 Orange Line BRT Sustainable Crridr Implementatin Plan

53 Pht transfrmatin f the Reseda statin area int a vibrant, mixed use transit village. Existing Cnditins Future Cnditins Chapter 4: Recmmended Statin Area Imprvements 53

54 BALBOA STATION AREA DESCRIPTION The Balba Statin is lcated at Victry and Balba Bulevard, a main arterial intersectin in Van Nuys. It is lcated at the sutheast crner f the intersectin adjacent t Balba Lake Park, a majr destinatin alng the Orange Line crridr. The statin is apprximately ne mile frm the Balba entrance and exit t the Ventura Freeway, US 101. Acrss frm the statin is a small cmmercial plaza t the nrth, Birmingham High Schl t the nrthwest, and a series f ffice buildings t the west. The statin is centrally lcated alng the Orange Line and is between the Wdley and Reseda Statins. Figure 8: Balba Statin Area. Map shws ne half mile distance frm statin. STATION AREA INTENT The Balba statin area will remain suburban riented, experiencing little land use change r intensificatin in the future. This is because the area is primarily single family, public facilities, and publicly wned pen space. While there may be little new develpment, Lake Balba Park, the Sepulveda Basin Recreatin Area, and ther public amenities shuld be prmted as destinatins in 54 Orange Line BRT Sustainable Crridr Implementatin Plan

55 rder t increase nn peak ridership. T d s, pedestrian and bicycle cnnectins between the Orange Line statin and the recreatinal facilities shuld be imprved, signage shuld be added, and Metr and the City f Ls Angeles shuld prmte the recreatin amenities as a destinatin alng the crridr. PRIORITY IMPROVEMENTS BY TYPE Transit Service and Facilities Prmte Lake Balba Park and ther recreatinal amenities. Metr and the City f Ls Angeles shuld prmte Lake Balba Park, Sepulveda Basin, and the ther recreatin amenities as destinatins alng the crridr. Streetscape and Pedestrian Envirnment Add pedestrian crssings. A crsswalk at the Orange Line, t the suth f the transitway, shuld be added. Bicycle Access and Parking Imprve the Orange Line Bicycle Path between Reseda and Balba. The Bicycle Path in this segment is currently discntinuus, with prly signed alternate rutes. Off street bike paths exist alng Balba and Oxnard, as well as a cnnecting path thrugh Sepulveda Basin, and the path alng Oxnard is parallel t the transitway; with imprvements and signage, these culd effectively be made part f the Orange Line Bicycle Path. (This rute is preferable t the nrthern rute alng Victry Bulevard, White Oak Avenue, and Reseda Bulevard, which includes n street bike lanes. The prpsed rute wuld imprve the safety and cmfrt f riders because it is entirely ff street, and because it mre clsely fllws the transitway, meaning it prvides greater legibility.) Add bicycle lanes n Balba. Nrth f Victry, Balba is a Bicycle Plan Backbne Netwrk rute, and Class II n street lanes shuld be prvided. Als, directinal signage indicating the rute shuld be installed at the transitin pint between the lanes and Class I path paralleling Balba suth f Victry. Imprve bicycle cnnectins t Sepulveda Basin. Bicycle cnnectins int the Sepulveda Recreatin Area frm the Orange Line Bicycle Path and the Class I bicycle path alng Balba shuld be imprved. These imprvements shuld include lighting alng paths. Land Use and Design Nne Identified Multimdal Access Nne identified Autmbile Parking Nne identified Chapter 4: Recmmended Statin Area Imprvements 55

56 WOODLEY STATION AREA DESCRIPTION The Wdley Statin is lcated directly suth f the intersectin f Victry Bulevard and Wdley Avenue in Van Nuys. The statin is half a mile west f the Victry Bulevard n ramp t the San Dieg Freeway (I 405) and apprximately tw miles nrtheast f the Balba n ramp t the Ventura Freeway (US 101). The statin area is lcated directly nrth f the Sepulveda Basin Recreatinal Area and suth f the Van Nuys Airprt. Figure 9: Wdley Statin Area. Map shws ne half mile distance frm statin. STATION AREA INTENT The Wdley statin area will remain suburban riented, and it will experience little land use change r intensificatin in the future. This is because the area is primarily single family, public facilities, and publicly wned pen space. While there may be little new develpment, Lake Balba Park, the Sepulveda Basin Recreatin Area, and ther public amenities shuld be prmted as destinatins alng the Orange Line in rder t increase nn peak ridership. T d s, pedestrian and bicycle cnnectins 56 Orange Line BRT Sustainable Crridr Implementatin Plan

57 between the Orange Line statin and the recreatinal facilities shuld be imprved, signage shuld be added, and Metr and the City f Ls Angeles shuld prmte the recreatin amenities as a destinatin alng the crridr. PRIORITY IMPROVEMENTS BY TYPE Transit Service and Facilities Prmte Lake Balba Park and ther recreatinal amenities. Metr and the City f Ls Angeles shuld prmte Lake Balba Park, Sepulveda Basin, and the ther recreatin amenities as destinatins alng the crridr. Streetscape and Pedestrian Envirnment Add a bulb ut n the sutheast crner f Wdley and Victry. This bulb ut shuld extend int Wdley, and it wuld require clsing the right turn lane frm nrthbund Wdley nt eastbund Victry. This crssing is particularly imprtant, as it is aligned with the Orange Line Bicycle Path. Install sidewalks n Wdley. T imprve access t the surrunding pen space, a new sidewalk n bth sides f Wdley shuld be added fr at least the first several blcks suth f Wdley Statin. Install sidewalk n suth side f Victry. A new sidewalk shuld be installed n the suth side f Victry extending in bth directins frm Wdley Statin. The Orange Line Bicycle Path in this segment is nt suitable fr pedestrian use. Bicycle Access and Parking Imprve bicycle cnnectins t Sepulveda Basin. Bicycle cnnectins shuld be imprved frm the Orange Line Bicycle Path and Wdley Class II n street lanes t the Sepulveda Basin Recreatin Area. Imprve the transitin between bicycle lanes and path n Wdley. Wayfinding signage and nstreet markings shuld be imprved t help cyclists transitin between the Class II bicycle lanes n Wdley nrth f Victry and the Class I bicycle path alng Wdley suth f Victry. Land Use and Design Nne identified Multimdal Access Nne identified Autmbile Parking Nne identified Chapter 4: Recmmended Statin Area Imprvements 57

58 SEPULVEDA STATION AREA DESCRIPTION The Sepulveda Statin is lcated nrthwest f the intersectin f Sepulveda Bulevard and Oxnard Street in Van Nuys. The statin is half a mile sutheast f the Victry Bulevard n ramp t the San Dieg Freeway (I 405) and immediately east f the freeway. The statin area is bisected by the 405 freeway and apprximately ne third f the statin area is west f the freeway and inaccessible t the statin. One feature f the statin is its lcatin apprximately 800 feet west f the Orange Line s intersectin with Sepulveda Bulevard. This, cmbined with the prximity t the 405 freeway limits the amunt f active land uses within half a mile f the statin. Figure 10: Sepulveda Statin Area. Map shws ne half mile distance frm statin. 58 Orange Line BRT Sustainable Crridr Implementatin Plan

59 STATION AREA INTENT The Sepulveda Statin has the ptential t becme a significant new transit riented district. Primary areas fr develpment include a Metr jint develpment site n the existing park and ride lt, redevelpment f the industrial parcels, and new develpment alng Sepulveda Bulevard. With the additin f new uses, the area culd transfrm frm an aut riented crridr int a vibrant destinatin and mixed use district. Such a directin wuld increase ridership alng the crridr and prvide walkable destinatins fr area residents and businesses. PRIORITY IMPROVEMENTS BY TYPE Transit Service and Facilities Mve statin clser t Sepulveda Bulevard. Sepulveda Statin is apprximately 800 feet west f Sepulveda Bulevard and cnnecting bus stps. If funding can be fund, the platfrms shuld be relcated t a pint just west f Sepulveda (t accmmdate the eastbund platfrm, the transitway and bikeway wuld have t be realigned, and the access lane frm Sepulveda t the parking lt clsed; a new lane culd be prvided as part f future redevelpment). Alternately, the access lane culd be replaced by a sidewalk wider than the existing narrw sidewalk t the suth f the transitway. Streetscape and Pedestrian Envirnment Add bulb uts and clrize crsswalk at Sepulveda. This crssing is bth very wide and very imprtant, as it aligns with the Orange Line Bicycle Path, it cnnects the statin t the nrthbund Rute 734 Rapid stp, and there are n crsswalks t the nrth r suth fr sme distance. Bulbuts wuld have t be relatively mdest in rder t avid acting as bstacles t curbside bus peratins n Sepulveda, but culd serve t visually narrw the street and prvide a visual cue fr drivers. Applicatin f the same red clr treatment used fr crsswalks in the Van Nuys Civic Center/Van Nuys statin area wuld als serve t increase visibility and safety. Imprve pedestrian cnnectins t Orange Line statin. Over time and as pssible, pedestrian pathways acrss nearby barriers such as the statin parking lt and large industrial parcels (the adjacent 405 freeway is als a barrier, but nly pen space lies n its ther side, accessible via the Orange Line bikeway) shuld be created r imprved. If the parking lt is nt redevelped in the near term, pedestrian entrances culd be added at Orin and Langdn Avenues. Extend the neighbrhd streetscape t the statin. The high quality streetscape and tree cver f the surrunding neighbrhds such as alng Erwin Street and Butcher Avenue nrthwest f the statin shuld be extended int the nn residential area arund Sepulveda Statin. Priritize street cleaning and maintenance. Street and sidewalk cleaning and maintenance arund Sepulveda Statin shuld be priritized, as they appear t be dirtier and less well maintained than ther statin areas alng the Orange Line. Chapter 4: Recmmended Statin Area Imprvements 59

60 Bicycle Access and Parking Add bicycle lanes n Sepulveda. Sepulveda is a Bicycle Plan Backbne Netwrk rute, where Class II n street lanes shuld be prvided. Reduce Orange Line Bicycle Path litering. Respnsible agencies shuld reduce litering and hmeless encampments n the bicycle path between Van Nuys and Sepulveda Statins. Land Use and Design Create a new specific plan. A Specific Plan fr the Sepulveda statin area shuld be created. The Specific Plan shuld explre hw t make the statin area a mre transit supprtive district with a mre diverse mix f uses. Expand event venue. Opprtunities t use the statin as a venue fr large public events culd be explred. Imprve transitins between residential and cmmercial. New cmmercial r mixed use buildings shuld match the scale and character f the adjacent hmes, use height step backs, and avid parking lts r fencing frnting husing. Cmbined with better a streetscape (i.e., trees and landscaping) and pedestrian facilities, this will imprve transitins between residential neighbrhds and the cmmercial and industrial areas surrunding Sepulveda Statin, while encuraging access t the statin. Pursue jint develpment. Metr is currently pursuing a jint develpment pprtunity at the Sepulveda Statin, and these effrts shuld cntinue. This is because the park and ride lt is significantly undersubscribed. Multimdal Access Nne identified Autmbile Parking Nne identified 60 Orange Line BRT Sustainable Crridr Implementatin Plan

61 Pht transfrmatin f the Sepulveda Bulevard suth f the Orange Line int a mixed use, pedestrian riented crridr. Existing Cnditins Streetscape Imprvements Chapter 4: Recmmended Statin Area Imprvements 61

62 Future Cnditins 62 Orange Line BRT Sustainable Crridr Implementatin Plan