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Phase 2-Combined Station Planning For MEMORANDUM: Station Area Planning To: Howard County Office of Transportation, Department of County Administration From: Sabra, Wang & Associates, Inc. Subject: Howard County BRT Phase II Station Area Planning Overview Date: September 24, 2015 1 Purpose The purpose of this memorandum is to document the character of the surrounding development for each of the 16 proposed Bus Rapid Transit (BRT) stations within Howard County (as of November 25, 2014), and to provide an overview of station access considerations stemming from the development pattern of each station and the role of each station within the larger Howard County BRT system. 2 Station Area Evaluations Each station area has been evaluated by Sabra, Wang and Associates (SWA) based upon the role that the station would play within the overall BRT system and the development pattern in the vicinity of each station with a particular emphasis on walkability. For each station, the key connections that should be the focus of future station access planning efforts have been identified. The assessments below are summarized in Appendix A: Station Summaries by Line. The access priorities for a transit station are largely determined by the role that the station will play as part of a larger network. A balanced transit system will necessarily need a balance of station roles, from stations that are heavily focused on providing access to the system in the AM rush for commuters who arrive by car or feeder bus from a wide capture area (Collector stations), to stations more focused on providing access to a variety of destinations within a walkable distance (Mixed-Use Activity Center stations). For the purpose of this technical memorandum, SWA has categorized all stations within the following five roles. In some cases, both primary and secondary roles have been defined for stations that are expected to perform multiple functions on a consistent basis. In those cases, the station access priorities would be a blend of the needs identified for the primary and secondary roles. It should be noted that final station locations are not known with a high degree of specificity at this time. The initial analyses conducted to date for the Howard County BRT system, including ridership estimation, utilized general locations for stations (for example, US 29 & MD 32 Interchange) which are meant to stand in for any viable station location within the immediate vicinity. This technical memorandum includes discussion of what specific locations within the previously identified general locations could conceivably accommodate BRT station facilities. Additional analysis will be required to fully evaluate these potential station sites in terms of available land to construct required infrastructure, vehicle routing efficiency, pedestrian access, and other considerations. The pedestrian walkshed maps included here are centered on points near the center of the generalized station areas that may or may not prove viable as station locations, and are meant to illustrate general walkability within the overall station areas. Pedestrian walkshed maps are included in Appendix A. 7055 Samuel Morse Drive, Suite 100, Columbia, Maryland 21446 Tel (443) 741-3500 www.sabra-wang.com Fax (443) 741-3700 Phase 2a Station Area Planning September 24, 2015 Page 2 Table 1: Station Roles Importance of Access Facilities for: Station Roles Description Ridership Pattern & Ride/ Park Kiss & Ride Connecting Bus Routes Pedestrian/ Bike • Focused on providing peak-period access to the transit system for • High boardings in AM peak commuters. • High alightings in PM peak Collector • Access emphasis is on parking • Little ridership outside of facilities and transfers from feeder peak periods bus to BRT. • Similar to Collector, but at the • High alightings in AM peak employer end of commute trips. • High boardings in PM peak Distributor • Focus is on providing transfers to • Little ridership outside of last-mile feeder bus service to peak periods major employment centers. • Stations in densely developed areas with a mix of uses including Ridership more distributed Mixed-Use employment, retail, and possibly throughout the day, with less entertainment. Activity Center pronounced peak periods • Destinations are within walking distance of the station. Similar to mixed-use activity center Ridership more distributed Minor Activity on a smaller scale, with less throughout the day, with less Center complete mix of uses. pronounced peak periods Location with opportunities to Dependent on the service transfer to other major regional Transfer Point pattern of the connecting transit service, such as subway, light transit service rail or commuter rail. = primary importance; = secondary importance 2.1 US 29 Corridor Stations 2.1.1 Mount Hebron Mount Hebron Station, as the northern terminus of the US 29 line, would serve primarily as a ridership collector. As such, parking facilities and feeder bus services would be of particular importance for this location. A park & ride facility is currently planned directly north of the intersection of US 29 and Rogers Avenue, which would be the logical location for a future Mount Hebron BRT station. That location provides excellent access to both US 29 and I-70, and its direct access to those highways affords the possibility of minimizing traffic impacts to the surrounding neighborhoods. 7055 Samuel Morse Drive, Suite 100, Columbia, Maryland 21446 Tel (443) 741-3500 www.sabra-wang.com Fax (443) 741-3700 Phase 2a Station Area Planning September 24, 2015 Page 3 Development Pattern The immediate vicinity of the likely Mont Hebron Station site (within ½ mile) consists of single-family home neighborhoods laid out in a suburban pattern that lacks sidewalks or any sort of street grid. As a result, the effective station walkshed is considerably constrained by the development pattern. The only no-residential land-use within a one-mile radius of the station site are four schools (one high school, one middle school, and two elementary schools), which are unlikely to generate any transit trips, but whose traffic patterns would need to be accounted for in planning a BRT station. Additional residential development very similar to the existing pattern is planned for slated for the area directly to the east of the station site. The estates of Patapsco Park will consist of 195 single-family housing units on 123 acres of land, with a single neighborhood entrance to Rogers Avenue. Key Connections The most critical connection for this site will be for park & ride passengers traveling from the east and west along I-70, as well as from residential areas to the north such as Randallstown and Milford Mill. Feeder bus service from these same areas will be an essential component of station access for this terminal station. MTA local bus service, which currently extends only as far as the Woodlawn area, could be extended to the Mount Hebron BRT station in order to provide access from the entire Baltimore region. While the station will likely be heavily weighted to trip originations in the AM peak, the high employment areas around Security Square Mall, the Social Security Administration, and Windsor Mill could provide a strong market for shuttle service for workers to and from the BRT station. The proximity of the Patapsco State Park creates the potential for weekend shuttle service to and from the park, if enough potential ridership can be identified. Pedestrian amenities linking the neighborhoods immediately surrounding the station to the station location should be improved in order to facilitate pedestrian and bicycle access and avoid “close-in” auto commuting to the station from within a mile. A direct pedestrian/bike connection to Patapso State Park would possibly encourage access to the park even more than potential shuttle service. 2.1.2 US 40 West The US 40 station area is characterized by large, auto-oriented shopping centers, and as such, walkability is minimal. Several of the shopping centers present potential station locations, most notably the Chatham Station, Village Green, or Golden Triangle shopping centers. Each would need to be evaluated in terms of their ease of access from US 29, the potential to provide circulator service to nearby destinations, and the availability of parking to be allocated to transit customers. Development Pattern Land use within one-half mile of the US 29/US 40 interchange is dominated by large strip mall shopping centers and standalone big box retailers. Beyond that distance, the area is primarily characterized by single family home residential neighborhoods, with a concentration of multifamily housing to the northeast centered on Town and County Boulevard and Ridge Road. Pedestrian connectivity within the area is very limited. Both US 29 and US 40 are major barriers to pedestrians, essentially splitting the area into four potential station areas. The potential to improve pedestrian connectivity through improved infrastructure is likely limited, and therefore circulator bus service, potentially a combined circulator serving the Mount Hebron and Long Gate stations as well, would be critical to providing access to nearby trip generating land uses. 7055 Samuel Morse Drive, Suite 100, Columbia, Maryland 21446 Tel (443) 741-3500 www.sabra-wang.com Fax (443) 741-3700 Phase 2a Station Area Planning September 24, 2015 Page 4 Key Connections Nearby residential areas are the most critical connection for this station, followed closely by the numerous shopping centers in the area. Less than two miles to the east is the small downtown of Ellicott City, which includes the Howard County Courthouse, as well as shopping and dining opportunities in an historic downtown setting. The US 40 station may provide a better opportunity to establish a connection to MTA local bus service via Woodlawn or Catonsville, as US 40 is a more suitable bus service corridor than either I-70 or the local roads that serve the Mount Hebron station location. 2.1.3 Long Gate The Long Gate Station would serve primarily as a ridership collector, with a secondary role as retail activity center.
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