Transportation Vision

Transcription

1 TRANSPORTATION

2 Transprtatin Visin Successful mixed-use develpments are busy places where peple want t be fr a wide variety f reasns. Successful streets cllect wrkers, visitrs, turists, custmers, residents, students, and thers, alng with the institutins, buildings and ther meeting places where peple may gather and interact. Successful crridrs allw peple t mve cnveniently and inexpensively amng many destinatins. They are als places where peple feel safe and cmfrtable when walking abut. Where walking is enhanced, mre pedestrians will allw retail and ther functins t perate with higher levels f success. In cncert with the pedestrian enhancement plan fr the Crridr, transit will play a key rle creating and maintaining the new walking character f Overland Park. Visitrs, wrkers and residents mving between the varius new entertainment venues, retail attractins, husing, and jbs will all serve t help Overland Park t becme ne f the mst exciting pedestrian and transit cnnected crridrs in America. Numerus multi-mdal transit alternatives are included in the plan t ffer a series f alternatives t the current dminance f aut travel. By increasing the building intensity, increasing the emphasis n imprvements t the pedestrian realm, and by adding three additinal mdes f transit with numerus cnnectins between mdes, the city can retain its scial, physical and ecnmic wealth. The transit plan is therefre a plan fr the mvement f peple t, frm and alng the Metcalf Crridr. The plan takes a hlistic apprach t all f these mvements. It includes new parking access and capacity, signing, a pedestrian way-finding sign system, imprved sidewalks, crsswalks, street furniture, an enhancement f the existing bus service, the intrductin f a Bus Rapid Transit (BRT) system, additinal bicycle lanes, and a cmputerized n-demand transit system. Enticing peple t becme transit users after years f aut dependence has ppularized a cncept called Park Once. Visitrs and thse wrking r living alng the Crridr and its adjacent neighbrhds wh arrive by autmbile will learn that they can literally park nce and never have t use the car again until they leave. The primary mbility gal shuld be t enable mvement easily and cnveniently within and t Metcalf Avenue withut fstering dependence upn private autmbiles. The realizatin f this relies upn a multi-faceted apprach t several mvements f peple. The BRT will prvide rapid mbility alng Metcalf Avenue; feeder buses will cnnect utlying neighbrhds and activity generatrs. Hwever, the city must accmmdate peple wh arrive in autmbiles in a way that des nt verwhelm the streets with traffic. This is addressed in the Park Once plan. Strategically lcated parking decks cnnected t the transit system permits peple t Park Once within a nde r alng the Crridr. Peple living within walking distance f any transit stp will nt need a car t travel alng the Metcalf Crridr at all. The plan prvides fr transit stps within walking distance f almst all ffice and residential units in each nde. De-emphasizing autmbiles will have many psitive impacts. The existing street capacity can be allcated t alternative uses. Decreased internal mvement will reduce the duplicatin f prvided parking spaces. Minimizing the present need fr autmbiles will create an envirnment mre cnducive t pedestrian activity. The Metcalf Crridr experience will becme mre interesting and diverse as Overland Park becmes mre f a walking city. Intensifying pints f interactin will increase the pprtunities fr viable retail and services that will, in turn, imprve the city s vibrancy. Fr transit t be cnveniently and cnfidently used by the greatest number f peple, the system must be kept simple and legible. The design f all cmpnents must cnsider pedestrian safety and cmfrt in additin t enhancing the surrunding envirnment. Netwrk structure and maps must be cmprehensible and graphically interesting t make the system easy t use. Shelters must be strategically lcated in clse prximity t mst activity generatrs and residences. Shelters can be individualized t identify districts. Imprved street furniture will enhance pedestrian amenities and cmfrt. Specially designed intersectin imprvements will act as traffic calming devices at transit stps. While suggested at all stps, enhanced intersectins that incrprate a system f crsswalks and signals, are required at majr intersectins, and transit stps in subareas 3 and 4. Furthermre, a pedestrian bridge may be required at the transit stp in subarea 5. The system is made mre accessible thrugh a way-finding system that indicates parking deck ccupancy status and transit stps. This system will make the transitin between the car/parking deck and the pedestrian realm mre pleasant and interesting. Fr public transprtatin t serve the largest number f peple it must accmmdate a wide range f gals and bjectives. While certain gals and bjectives may cmplement each ther, cmprmises shuld be mindful f the prevailing redevelpment gals f making Metcalf Avenue a mre pedestrian-friendly place. The layut f the netwrk, the lcatin f stps, the type f vehicle, perating hurs, and timing f vehicles are all critical t fulfilling the peratin bjectives. One f the mst imprtant and fundamental design standards fr the layut f each phase is the five minute walking radius. Fr transit t be really effective, it must prvide access t all lcatins alng the Crridr, while spacing the stps t balance speed and walking distance t each stp. Stps must be clse enugh t bring mst f the Metcalf Crridr within a five minute walk f a statin, while nt lsing the rapidity f Bus Rapid Transit. Visin Plan Transprtatin Visin Metcalf I City f Overland Park I Fall 2007

3 78 Street Netwrk Visin Plan In its purest frm, the ideal street grid is 300 feet by 300 feet. This grid type prmtes the free flw f traffic and is cmpsed f pedestrianfriendly walkable blcks. The prpsed street grid fr each nde within the Metcalf Crridr is based n this ideal grid type and represented at a crridr-wide scale belw. While the street netwrk accmmdates vehicles, the intentin f the plan is t create a balance between all mdes f transprtatin. A multimdal mbility netwrk is a critical cmpnent f this plan. The prpsed street grid is als flexible enugh t accmmdate the fllwing cnsideratins: 1. Existing Streets and Buildings An imprtant bjective f the cnceptual develpment plan is the recgnitin f the existing built envirnment within the ndes. The grid was cnstructed t create develpable blcks that can each be develped independently f the entire nde. This will allw the ndes t grw in a market-riented fashin as demand arises fr the varius building types, withut dictating phasing f individual prperties. The image n the next page shws ne prtin f the prpsed street grid which identifies hw the prpsed netwrk f streets and develpment blcks relates t existing buildings. The plan is cnfigured t maximize each prperty s develpment ptential while prviding needed streets and access pints t create a pedestrianfriendly and transit-riented nde. Sub Area 4 Sub Area 5 Sub Area 3 2. Existing Prperty Line Lcatin T the extent pssible, the street grids were either laid ut using existing prperty lines as the center lines f the streets, thereby using the minimum amunt f each prperty. Alternatively, sme streets were lcated n ne side f a prperty line n a single parcel. While sme blcks cntain mre than ne parcel, the blck culd be develped as individual buildings by individual prperty wners r aggregated int larger develpable blcks. In either case, the develpment regulatins that will be set ut in the frm-based cde wuld assure a high quality f develpment and unifrm urban design. 3. Envirnmental and Histric Cnditins In every nde, envirnmental cnstraints were taken int cnsideratin. The lng term visin strives t preserve fld plains as undevelped areas and recmmends the use f strmwater best management practices and the restratin f several streams. These restred natural areas will serve as a lcal amenity fr current and future neighbrhds. In additin, greenways and pen space are prpsed as arms t the existing greenway plan fr Overland Park. Finally, the landmark buildings within the Crridr are preserved and hnred by encuraging develpment arund them that respects the existing size and character. Sub Area 1 Sub Area 2 Antich Rd 35 Sa nt a Fe D r Lwell Ave Fster St 435 Jhnsn Dr W 95th St Lamar Ave W 71st St W 75th St W 79th St Nall Ave W 87th St W 103rd St Cllege Blvd W 119th St W 123rd ST Transprtatin Metcalf Ave Sh aw n ee A. Nelessen Assciates, INC I Visining I Planning I Urban Design iss i Miles 0 M n Pk w y NORTH

4 79 4. Multimdal Transprtatin The Visin Metcalf Plan requires varius mdes f transprtatin t effectively plan fr a healthy and sustainable future. T facilitate the mvement f all these mdes, a netwrk and hierarchy f streets is required. The larger streets and bulevards will accmmdate the largest flw f traffic, as well as, the prpsed Bus Rapid Transit (BRT). While these streets will have pedestrian access, the smaller streets will create a mre balanced mix f vehicle, cycle, and pedestrian traffic. Existing Streets and Buildings Existing Infrastructure 5. Pedestrian Access t Transit As a basic design rule: the smaller the grid f streets, the mre fun and interesting it is t walk. The smaller the grid the mre crners are experienced and the mre ways a pedestrian may vary their daily walk. The smaller grid therefre makes the walk t transit easier, mre variable, and engaging. The 300 feet by 300 feet blck balances the desire fr pedestrian interest with the need fr develpment friendly blcks. The shrt blcks will encurage lcal residents t walk t the BRT statins alng Metcalf Avenue. Prpsed Street Grid Prpsed Street Grid Superimpsed Over Existing 6. Traffic Efficiency The design f the street netwrk will make Metcalf Avenue perate mre efficiently by ptimizing the turning mvements at key intersectins. The grid will als relieve Metcalf Avenue f lcal traffic, by spreading traffic alng the new parallel streets and allwing thrugh traffic t cntinue n Metcalf Avenue. Prpsed Buildings Prpsed Buildings Superimpsed Over Existing Visin Plan 7. New Parking Cnfiguratins The implementatin f the grid f street may depend n finding alternative lcatins fr parking. All the fcus areas have, at minimum, ne prpsed jint-use municipal parking facility. These facilities will prvide fr the parking that was currently prvided in surface parking lts thrughut the nde. This will free up surface parking lts fr redevelpment r the integratin f strmwater best management practices with n lss t current business. The street netwrks presented thrughut the Visin Plan acknwledge the existing built envirnment and respect prperty lines. This explded axnmetric diagram f Subarea 4 illustrates the prcess by which prpsed streets and buildings are integrated int an already develped envirnment. Wherever pssible, new streets are prpsed t be lcated n existing prperty lines, althugh the alignment culd fall nt a single lt. The plan seeks t maximize develpment ptential while prviding the necessary access. Incrpratin f Prpsed and Existing Prpsed Buildings and Street Grid Transprtatin Visin Metcalf I City f Overland Park I Fall 2007

5 80 Transit Visin Plan The Metcalf Visin Plan recmmends the implementatin f a Bus Rapid Transit (BRT) system as the central transit cmpnent in a cmprehensive transprtatin plan. In shrt, BRT is an integrated system f facilities, services, and amenities that is designed t imprve the speed, reliability, and identity f bus transit. Bus Rapid Transit (BRT) was identified in bth the public visining prcess and the technical charrettes as an imprtant feature fr the future f the Crridr. The Visin Plan recmmends a median arterial bus way. This type f BRT is cmpsed f bus lanes that are physically separated frm vehicular traffic and lcated in the center f wide tw-way streets. The physical separatin f BRT frm ther arterial traffic eliminates the passenger lading, curb access, and right turn prblems assciated with bus lanes lcated near the curb. Research and current peratins shw that median BRT is a wrkable slutin fr the Crridr that prvides advantages ver n-street systems. Advantages include better travel time due t separatin frm existing traffic lanes, ability t designate a targeted rute and pedestrian advantages due t the center platfrm cnfiguratin. The BRT is shwn as a center lane system with mid-blck cvered platfrms that prvides cnvenient access t either side f Metcalf Avenue. The mid-blck signals are timed with the intersectin and self-actuated pedestrian crssing signals. The peratin f the BRT minimally affects the peratins f the Crridr traffic. This is due t the BRT using the same mvement as the thrugh traffic. The BRT wuld wait thrugh the left turns and side street traffic, but nce mving wuld nt be impacted by the cngestin f the existing traffic as wuld a standard transit bus mving in traffic with near side stps. This plan is als feasible if it is determined that BRT stps need t be lcated at intersectins instead f the recmmended mid-blck lcatins. Sme intersectin stps, hwever, might require additinal widening. The tw maps (shwn n this page and the next) help illustrate the transit recmmendatins made in this reprt. The red line n the Mass Transit map belw represents the preferred alignment f a dedicated crridr-wide BRT system dwn the middle f Metcalf Avenue. The red dashed lines indicate areas fr ptential expansin f the transit system. The pprtunities include expanding service east n Jhnsn Drive t cmplement nearby redevelpment, as well as, extensins t the nrth and suth f the Crridr. Recmmended lcatins fr primary r pririty transit statins are indicated with T s belw. The placement f these stps was carefully cnsidered in cnjunctin with the develpment f neighbrhd ndes. Each subarea cntains at least ne pririty stp. Secndary stps are depicted and intended Transprtatin A. Nelessen Assciates, INC I Visining I Planning I Urban Design

6 81 t represent a supprting set f statins that cmplement travel thrugh the Crridr. This dual set f statins allws fr a great level f flexibility in transit scheduling and service. One-quarter and ne-half mile pedestrian sheds (5 minute and 10 minute walk respectfully) are shwn arund each transit stp t demnstrate the area that is easily serviced by each statin. The Cnnectins map (belw) highlights sme features f the transprtatin visin designed t imprve the reginal cnnectivity f the Crridr. Supprting feeder bus lines are represented in blue and suggest imprtant east-west thrughfares that need t tie int the BRT. The black dashed line represents the recmmended rute fr a circulatr shuttle system that links imprtant destinatins, such as the Overland Park Cnventin Center and the Sprint Campus, that are nt directly serviced by the transit system. It must be nted that extending the BRT under I-435 wuld require extensive recnstructin t the I-435 bridge. While the infrastructure imprvement needs f this bridge are still being determined, this plan recmmends eventually replacing this segment with a smart bridge interchange. A redesigned smart bridge allws the Metcalf Avenue BRT t pass underneath while als prviding the pprtunity fr reginal buses t pick-up r drp-ff passengers traveling t the Crridr, greatly enhancing the reginal cnnectivity f the study area. Rendering f a center-lading BRT statin. Pedestrians utilize crsswalk t access statin and canpy prtects passengers frm the elements. Additinally, imprtant reginal highways, I-435 and I-35, are highlighted due t the pssibility f establishing significant cnnectins t prpsed transprtatin prjects being discussed at bth the cunty and reginal level. A BRT statin is prpsed fr the nrthern tip f the study area t interact with a reginal BRT system that wuld run n I-35. Visin Plan Transprtatin Visin Metcalf I City f Overland Park I Fall 2007

7 82 Bicycle Netwrk Visin Plan Bicycling is an imprtant mde f transprtatin that many times is verlked between prvisins fr cars and pedestrians. While cyclists are a part f vehicular traffic, certain requirements must be met in rder t ensure their safety and encurage prper cyclist behavir (i.e. staying ff sidewalks). The Bicycle Circulatin Plan, illustrated belw, is a cntinuus netwrk f The recmmended bicycle circulatin elements are as fllws: paths, striped bicycle lanes, residential streets and easily accessible and usable parking facilities designed t prvide a psitive cycling experience. These 1. Bicycle lanes shall be striped n all designated internal nde plans fr the bicycle netwrk have been integrated with bth the adpted bicycle streets Bike Rute Plan and the Greenway Linkages Plan fr Overland Park in rder t create seamless bicycle cnnectins t, frm, and alng the Metcalf 2. Bicycle lanes must be a minimum f 4 feet-wide when n nthe Bicycle Circulatin Plan must be designed t encurage cycling n- Crridr. Only existing and adpted bike rutes that are immediately relevant street parking is prvided and a minimum f 5 feet wide with street, in striped lanes, r n designated paths. Cycling must be a safe fast t the Crridr are included n the map belw. n-street parking. jurney t and frm - retail shps, ffices, transit statins, institutinal and civic places, adjacent neighbrhds, and parks. In rder t becme a Three new rutes are illustrated in the graphic belw. Bike rutes are 3. Multi-use paths: A multi-use recreatin path shall be prvided sustainable urban neighbrhd, Overland Park must put an even greater prpsed n Metcalf Avenue frm 83rd Street n suth. Frm 83rd t alng ne side f Metcalf Avenue frm the intersectin f reliance n peple cycling as a true alternative mde f transprtatin. 87th Streets, right-f-way (ROW) cnstraints make a single bidirectinal path Flyd Street and Metcalf Avenue t 87th Street. The path will be n the east side f Metcalf Avenue a lgical cnnectin. When right-fa minimum 10-ft width and its lcatin will be dependent n Bicycling is dependent n the adequacy f lane width, quality, and, abve way cncerns diminish at 87th Street, separate nrth and suth bike paths available ROW. all, safety. The cyclist must feel cmfrtable n the radway. Prviding are recmmended alng Metcalf Avenue. A supprting system f n-street designated lanes allws the cyclist t easily and safely integrate themselves rutes are represented by the dashed line and enhance cnnectivity thrugh 4. Bicycle parking fr ffice and residential buildings is recmmended int traffic. There must be a cntinuity f the bicycle-friendly envirnment the ndes fr cyclists. fr all new cnstructin. Furthermre, ffice buildings are including bicycle lanes n majr rads, slw traffic n residential nn-striped encurage t prvide facilities such as shwers and changing rads, adequate bicycle parking at all destinatins and prper enfrcement areas fr emplyees wh bike t wrk. f traffic safety rules fr bth driver and cyclist. BICYCLE PLAN Streams Parks and native vegetatin Greenway Linkages Plan On-street bike rutes Type 1: Greenway Type 2: Thrughfare Prpsed n-street rutes Single bidirectinal path n apprpriate side f Metcalf Path n bth sides f Metcalf 35 Antich Rd Sa W 95th St Type 3: Cllectr & Cmmercial Visin Plan nt a Fe D r Fster St 435 Jhnsn Dr Lamar Ave 0 A. Nelessen Assciates, INC I Visining I Planning I Urban Design W 71st St W 75th St W 79th St Nall Ave W 87th St W 103rd St Cllege Blvd W 119th St W 123rd ST Transprtatin Sh aw n ee M iss i Miles 2 n Pk w y NORTH

8 Bicycle Netwrk 83 Visin Plan Bicycle linkages as depicted in the Overland Park Greenway Linkages Plan and Guidelines Transprtatin Visin Metcalf I City f Overland Park I Fall 2007

9 84 Pedestrian Netwrk Pedestrian are the life bld f Overland Park Visin Plan The pedestrian realm is made up f the spaces used by the peple walking in the City. Since at least a part f every jurney is accmplished in the pedestrian realm, imprving the pedestrian realm benefits everyne in the city. The pedestrian realm includes all f the sidewalks, and it als includes bridges, stairs, and ramps used by the public, crsswalks, parks, multi-use paths, and plazas. At every lcatin, the pedestrian realm is where the slw speed f walkers affrds a mre intimate sensatin f the city than is pssible frm a vehicle. Because pedestrians mve mre slwly than vehicles, and actually tuch bjects as they walk, every aspect f the pedestrian space impacts the pedestrian impressin f the Metcalf Crridr. The building wall, r lack theref, activity edge (cafes), signing, street furniture, street trees, parkway, tree wells, planters, lighting standards, the curb edge and parallel parking all have an influence n the quality f the pedestrian realm. Careful design and maintenance f the pedestrian realm is therefre critically imprtant t the enhancement f the Metcalf Crridr. The pedestrian realm must be cntinuus, accessible t all, safe and pleasant. Pedestrians shuld be able t mve easily and safely acrss streets, alng Metcalf Avenue and acrss parks and plazas. Psitive experiences generate psitive feelings abut Metcalf Avenue, while negative experiences and impressins may discurage peple frm spending time in the Metcalf Crridr. An imprtant gal fr the Metcalf Crridr is t design and maintain the mst psitive walking experiences fr all times f the day and fr all seasns f the year. Specific design features create the pprtunities fr a psitive pedestrian realm. The width f walkways, fr example, must be wide enugh t accmmdate the number f pedestrians, but nt t wide as this may create a vacant feeling. Fr pedestrians t feel cmfrtable t mve abut freely, they must als be able t crss streets withut lng distances t walk. The riginal ne mile grid f the City f Overland Park is t large fr the pedestrian and has been subdivided int many smaller develpments that have nt maintained a grid structure. These develpments, bth cmmercial and residential, pse a barrier t pedestrian cnnectivity within the Metcalf Crridr, which this plan attempts t rectify. Transprtatin A. Nelessen Assciates, INC I Visining I Planning I Urban Design

10 85 Pedestrian Netwrk The American Assciatin f State Highway and Transprtatin Officials (AASHTO), has nted the imprtance f pedestrians t a dwntwn r retail area. In AASHTO s A Plicy n Gemetric Design f Highways and Streets (the Green Bk ), it is stated that: it is ften extremely difficult t make adequate prvisins fr pedestrians. Yet this must be dne, because pedestrians are the lifebld f ur urban areas, especially in the dwntwn and ther retail areas. In general, the mst successful shpping sectins are thse that prvide the mst cmfrt and pleasure fr pedestrians. It is ntewrthy that AASHTO, an rganizatin nt created t fcus n pedestrians, acknwledges this difficulty f making adequate prvisins fr pedestrians, because making adequate prvisins fr any f the users f the street ften requires design trade-ffs. Mre and wider traffic lanes within the fixed right-f-ways f the existing streets will mean less available width fr sidewalks, street trees, and street furniture such as benches and transit stp rest areas. Likewise, adding wider sidewalks, tree planting areas (urban parkways) and bulevards within the same fixed right-f-ways f the existing streets can als cmprmise the capacity f the street fr mtrists. The Metcalf Crridr, hwever, has the advantage f a large right-f-way alng much f Metcalf Avenue. Much f Metcalf Avenue thrugh the suthern prtin f the study area is wide enugh t prvide new pedestrian amenities and sidewalks withut cmprmising autmbile capacity. All city streets attempt t balance pedestrian needs with vehicular mvements. Where this balance tips in favr f the pedestrian is where great streets are fund and pstcard vistas are created. Further, a paradx f many great urban shpping and walking streets is that they are cngested. One sure sign f a successful business is peple waiting n the sidewalk t get in. A district in the city is mst successful when it is filled with peple. As additinal transit ptins, such as the BRT, are implemented alng the Metcalf Crridr, and the Park Once cncept ges int effect, mre pedestrians may be anticipated and the need fr pedestrian accmmdatins will grw. A very psitive pedestrian realm will be critical t the heart f each nde. Tward the verall gal f imprving the pedestrian realm, all f the streets in the Crridr will underg sme frm f mdificatin and enhancement. These imprvements will include tree plantings, adding benches and drinking funtains, lighting changes, widening sidewalks and intersectins, and the installatin f transit. It is especially imprtant t keep in mind that when walking is nt perceived as safe, accessible, cnvenient and cmfrtable, walking is nt selected as the mde f travel by thse wh have a chice. Therefre, the guiding principles fr the nging upkeep, maintenance, and enhancement f Overland Park s streetscape shall be the triad f safe, accessible, cnvenient and cmfrtable walking rutes. Quality f the Existing Pedestrian Realm Analysis f the Metcalf Crridr pedestrian realm was determined thrugh in-field evaluatin, the VPS results and the synthesis f the maps prduced during the public Visin Translatin Wrkshps. The wrkshp indicated the discntinuity f the pedestrian realm between majr activity generatrs. Cnnectivity between the different ndes and frm existing neighbrhds t the nde centers and prpsed BRT statins was fund t be in need f imprvement. Pedestrian access between the ndes alng Metcalf Avenue has been prpsed as part f the Transitinal Streetscaping Plan. With the ndes, a tight netwrk f pedestrian streetscape imprvements are recmmended, but new sidewalks and basic streetscaping is als recmmended fr areas utside the ndes t increase pedestrian access thrughut Overland Park. Visin Plan Frm the pedestrian perspective alne, the mst imprtant elements in the streetscape (such as trees and sidewalks) serve little r n functin fr vehicles mving gds and peple alng the same street; the cnverse is als true. Therefre, even when inncuus elements f the street are planned and installed, the verall effects must be measured and crdinated with the ther cmpeting needs f the street. Allan Jacbs 1993 bk Great Streets ntes several times that there are many immeasurable qualities and attributes f a great street, but that every fine street invites walking. There can be little disagreement with this same standard fr fine streets within the Metcalf Crridr; they t, shuld invite walking. Transprtatin Visin Metcalf I City f Overland Park I Fall 2007

11 G t: Streets