LTC, Jack R. Widmeyer Transportation Research Conference, Going to San Bernardino A Symposium on Intermodal Transit Stations and Transit-Oriented Design, 11/06/2009, Kevin Fang
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LTC, Jack R. Widmeyer Transportation Research Conference, Going to San Bernardino A Symposium on Intermodal Transit Stations and Transit-Oriented Design, 11/06/2009, Kevin Fang

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Kevin Fang; California Polytechnic State University

Kevin Fang; California Polytechnic State University

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LTC, Jack R. Widmeyer Transportation Research Conference, Going to San Bernardino A Symposium on Intermodal Transit Stations and Transit-Oriented Design, 11/06/2009, Kevin Fang LTC, Jack R. Widmeyer Transportation Research Conference, Going to San Bernardino A Symposium on Intermodal Transit Stations and Transit-Oriented Design, 11/06/2009, Kevin Fang Presentation Transcript

  • Accessibility of Proposed Bay AreaRail Transit Extensions: An Evaluation of Opportunitiesfor Transit-Oriented Development Kevin Fang California Polytechnic State University Presentation to theJack R. Widmeyer Transportation Research Conference California State University – San Bernardino November 6, 2009
  • Presentation Outline Study Background/Purpose Methodology Accessibility Results Policy Implications
  • Study Background Series of proposed actions in MTC 2035 Transportation Plan Study focuses on extensions to the intra-region commuter and heavy rail network BART to Silicon Valley eBART Caltrain to Downtown SF Dumbarton Rail View slide
  • Study Purpose Determine how accessible these extensions/stations along extensions are Accessibility serves as surrogate for opportunities for transit-oriented development See how extensions enhance the overall accessibility of the entire regionwide network View slide
  • Why Study Accessibility and TOD? Shift the paradigm from Automobility Planning to Accessibility Planning (Cervero, 2000) Issues with the current auto-oriented transportation and land use Environmental Economic Preferential Social Subsidization of public transportation Take advantage of investments when they are made
  • Methodology Calculate an accessibility index Compare relative accessibility of stations Explore accessibility changes with network expansion Index based off generalized gravity model Size of Attraction Accessibility = Distance Jobs surrogate as Size of Attraction Time based friction factor for Distance component
  • Alternative Network C A B Configurations Accessibility compared from present to future through analysis of 3 Alternative Network Configurations A – Current Network: Trunk and Branch B – Future Network #1: Loop and Branches C – Future Network #2: Loop, Cross-Link, and Branches Source: ESRI Shaded Relief Basemap, MTC
  • Systemwide Accessibility Increases A B C 568.10 669.50 673.31 +17.8% +0.6%---------- +18.5%--
  • Increases by Sub-Regional Area Type Central City Central City Inner Ring Outer Ring CBD Non-CBD Suburb Suburbs A BShare of Growth 37.5% 32.7% 25.9% 4.0% B C 0.9% 2.0% 96.4% 0.7% A C 36.1% 31.6% 28.4% 3.8%  Accessibility growth favors central cities/inner suburbs
  • Accessibility Average Accessibility Index by Network Configurationof New Lines A B C New stations on average 7.64 7.44 7.24 less accessible Average Accessibility Index and Ranks (out of 93) – Alt. C than existing stations eBART BART-Silicon Valley Index .52 Index 6.66 BART to Silicon Rank 84.9 Rank 39.3 Valley on Caltrain-Downtown. SF Dumbarton Rail average rank Index 2.62 Index .80 in upper half Rank 64 Rank 79.7 of stations
  • Share of Accessibility Generation Share of Growth Share of Accessibility Generation Attributable To Line Full Existing A Build C A C BART 90.56% 77.06% 4.20% eBART -- 0.49% 3.16% BART-Silicon Valley -- 9.35% 59.82% Caltrain 9.44% 10.99% 19.36% Caltrain-Downtown SF -- 1.94% 12.41% Dumbarton Rail -- 0.16% 1.04% Caltrain-Downtown SF station is not particularly accessible to other stations, but shows value as a large activity center accessible to nearby stations
  • Surrounding Land Use Surrounding land use can either support or be obstacle to TOD Right: Agglomerated map of General Plan Land Use Designations Surrounding Areas That Are Low Generalized Land Uses in Density Residential (1/2 Mile) the San Francisco Bay Area Source: ESRI Shaded Relief Basemap, MTC, ABAG
  • Implications: SiteTOD Opportunities One possible interpretation: (Index A + Index B + Index C) * (1 - % Low Density Residential) Source: ESRI Shaded Relief Basemap, MTC
  • Implications: Prioritization of Extensions1. BART-Silicon Valley  Will receive 50 percent of new systemwide accessibility  Jobs along line make it almost as important as entire Caltrain system in generating accessibility at other stations2. Caltrain-Downtown SF  1 station will generate 2 percent of systemwide accessibility3a. Dumbarton Rail  Lacks major job centers along/near line  Connectivity provides limited travel time benefits to major job centers3b. eBART  Lacks major job centers along/near line
  • Conclusions Accessibility is just one, but a very important, factor for TOD. Sites with highest potential are within close proximity to major activity centers Connectivity promotes accessibility if provide time savings to major activity centers Society can change outcome of outlying, less assessable stations with plans to transform stations with low showing into major activity centers, e.g. Pleasanton, Walnut Creek, etc