F IRST M ILE - L AST M ILE OPTIONS WITH HIGH TRIP GENERATOR EMPLOYERS DECEMBER 15, 2017 FIRST MILE – LAST MILE OPTIONS WITH HIGH TRIP GENERATOR EMPLOYERS F IRST M ILE - L AST M ILE OPTIONS WITH HIGH TRIP GENERATOR EMPLOYERS JANUARY 31, 2018 For complaints, questions or concerns about civil rights or nondiscrimination, or for special requests under the Americans with Disabilities Act, please contact: Elizabeth Rockwell at (305) 375-1881 or [email protected] The Miami-Dade TPO complies with the provisions of Title VI of the Civil Rights Act of 1964, which states: No person in the United States shall, on the grounds of race, color, or national origin, be excluded from participation in, be denied the benefits of, or be subjected to discrimination under any program or activity receiving federal financial assistance. It is also the policy of the Miami-Dade TPO to comply with all of the requirements of the Americans with Disabilities Act. For materials in accessible format, please call (305) 375-1888. The preparation of this report has been financed in part from the U.S. Department of Transportation (USDOT) through the Federal Highway Administration (FHWA) and/or the Federal Transit Administration (FTA), the State Planning and Research Program (Section 505 of Title 23, US Code) and Miami-Dade County, Florida. The contents of this report do not necessarily the official views or policy of the U.S. Department of Transportation. i FIRST MILE – LAST MILE OPTIONS WITH HIGH TRIP GENERATOR EMPLOYERS Blank page ii FIRST MILE – LAST MILE OPTIONS WITH HIGH TRIP GENERATOR EMPLOYERS TABLE OF CONTENTS Transit Supportive Area 26 Access Shed Distances and FLM Modal Strategies 27 Table of Contents i Density / Intensity 28 Summary i Best Practices – New urbanism Approach 29 Miami 21 and TOD 32 INTRODUCTION 1 Transit Oriented Development Institute 33 First / Last Mile Mobility Goals 8 Unified Information for First Last Mile Mobility Planning 35 Primary Transit Mode &TOD, Stage for FLM – Heavy Rail 37 FIRST / LAST MILE STUDY 9 Primary Transit Mode &TOD, Stage for FLM – Light Rail 39 Purpose and Process of the Study 9 Primary Transit Mode &TOD, Stage for FLM – Bus / BRT 41 Study Advisory Committee 9 Organization of this Report 10 TRANSIT ORIENTED DEVELOPMENT FLM TOOL KIT 43 D1. Land Use Planning 43 PRIMARY TRANSIT MODE 13 D2. Land Development Regulation 44 High Capacity Transit Mode Characteristics 13 D3. Re-platting Decisions 45 Size of Station Area Transit Market 14 Trip Lengths 14 PEDESTRIAN FLM STRATEGIES 47 Station Spacing 15 Walking - The Primary Mode 47 Station Size and Amenities 15 Walking – Pathways & Research Findings 48 Primary Transit Mode Characteristics Relevant to FLM 16 Walking Distance and Pathways Summary 55 Primary Transit Mode Characteristics 17 PEDESTRIAN FLM TOOL KIT 57 TRANSIT AREA DEVELOPMENT 19 P1. Transit Access Pedestrian Survey 57 Density, Intensity, Uses, Urban Form 19 P2. Transit Access Pedestrian Audit 58 Access, Mobility, The Pathway 19 P3. Adequate Sidewalks 59 Transit Oriented Development – Introduction 20 P4. Enhanced Crosswalks 61 Florida Transit Oriented Development Guidelines 22 P5. Diagonal Crossings 62 Transit Station Place Types 22 P6. Midblock Crosswalks 63 Regional Center 22 P7. Signal Operations 64 Community Center 23 P8. Pedestrian Lighting 65 Neighborhood Center 24 P9. Pedestrian Path Network 66 Transit Station Area Definitions 25 P10. Barrier Bridges 67 Transit Core 25 P11. Pedestrian Amenities 68 Transit Neighborhood 26 P12. Way Finding 69 i FIRST MILE – LAST MILE OPTIONS WITH HIGH TRIP GENERATOR EMPLOYERS BIKE, BOARD & SKATE FLM STRATEGIES 71 VEHICULAR FLM TOOL KIT 129 Bicycle & Personal Mobility Options 71 V1. Person Trip Capacity Methodology 129 Biking & Riding – Pathways & Research Findings 75 V2. Transit Station Pick-Up & Drop Off 130 Biking, Boarding, Skating, Personal Low-Speed Modes – V3. Station Area Pick-Up & Drop-Off 131 Distance and Pathways Summary 84 V4. Station Cars 132 V5. Plug-In Electric Station Cars 133 BIKE, BOARD & SKATE TOOL KIT 87 V6. Neighborhood Electric Vehicle (NEV) Station Cars 134 B1. Transit Access Bike & Skate Survey 87 V7. Car Share Parking Policies and Fees 135 B2. Bike & Skate Transit Access Audit 88 V8. NEV Prioritization 136 B3. Bike, Board & Skate Continuous Path 89 V9. AV Infrastructure 137 B4. Vehicular Travel Lane Width 91 V10.Transit Station Parking 138 B5. Bicycle & Rolling Lanes 92 B6. Shared ROW & Bicycle Boulevards 94 TRANSIT FLM STRATEGIES 139 B7. Signal Operations 95 Transit FLM Options 139 B8. Barrier Overpasses & Underpasses 96 Conventional Transit, Circulators and Shuttles 140 B9. Carriage on Transit Vehicles – Bikes 97 Micro Transit 143 B10. Transit Station Bicycle Storage 98 Advanced Group Rapid Transit (GRT) 146 B11. Transit Station Bicycle Sharing 99 Aerial Cable Transit 148 B12. Transit Station Bicycle Station 100 B13. Station Area Short-Term Bicycle Parking 101 TRANSIT FLM TOOL KIT 151 B14. Board & Skate Access 103 T1. Transit Signal Priority 151 T2. Queue Jumps and Bottleneck By-Passes 152 VEHICULAR FLM STRATEGIES 105 T3. Exclusive Bus Lanes 153 Vehicular FLM Mobility Options 105 T4. Level-Boarding Transit Area Bus Stops 154 Park & Ride, and Kiss & Ride 106 T5. Level-Boarding Transit Station Bus Stop 155 Park & Ride, Plug-In Electric Vehicles 110 T6. Micro Transit 156 Neighborhood Electric Vehicles (NEV) 111 T7. Advanced Group Rapid Transit 157 Car Sharing 114 T8. Aerial Cable Transit (ACT) 158 Transit-Linked Car Sharing in Miami-Dade County 118 Ridesharing and Traditional Taxi 122 CASE STUDIES 159 Autonomous Vehicles 125 Case Studies Purpose, Selection and Process 159 Vehicular FLM Pathways Summary 128 Miami-Dade College, North Campus 163 South Dade Civic Center 177 ii FIRST MILE – LAST MILE OPTIONS WITH HIGH TRIP GENERATOR EMPLOYERS FLM SUMMARY KEY FINDINGS Key findings of the study include: The SMART Plan corridors will include stations that will have • The study begins with simple TOD scenario analysis to redevelopment plans to create transit oriented developments (TOD); determine potential markets based on the number of people however, the scope of TOD is limited by the walking time to and from that are within range of the transit station as TOD residents and the station. Many residential neighborhoods, workplaces, and other daytime visitors. major destinations will be beyond an easy walk to a station. The • While the focus of TOD has been the ¼ -mile walking distance, purposes of developing First/Last Mile (FLM) mobility options are to: research implies that time is a more direct measure that is perceived by travelers, and motivates transit access decisions. • extend the service area for high capacity transit corridors; The time is 5 to 10 minutes for any modal option, and includes • increase transit ridership potential; delay time. • reduce single occupant vehicle miles; • Different FLM modes create different distances for transit • reduce roadway congestion; access, and can vastly increase a transit shed for high-capacity transit. • reduce greenhouse gas emission; • The primary mode is still walking, and the 5 to 10-minute walk • improve the overall welfare of the community by reducing corresponds to the traditional ¼ to ½ mile, but distance is travel time; greatly reduced by traffic signal time safety and delay including • stress and cost to commute; presence of protected crossings, granularity of development, perceived security, and accessibility. • and be more competitive for federal funding. • Bicycle travel is now augmented by a variety of new modes that FLM mobility options include a wide range of modal options and are personal, often human powered (active) but increasingly delivery models (public and private). As much as FLM innovations battery-electric. It is also further supported by the increasing leverage innovative vehicles, mobile communication technologies presence of bike sharing. The Bicycle Modal Group is the most and sharing business models, the basics are also important: sidewalks efficient group and increases the transit shed distance to over 2 with safe crossings, safe and convenient bicycle infrastructure. The miles (an increase in area of 64 times) Study looks at the wide range of these modal groups, infrastructure • Vehicular travel to transit is also augmented by technology and needs and policy needs, and identifies basic findings to address the the potential of battery electric vehicles. As an FLM modal needs of people, and develops a tool-kit of practical, context sensitive group, it is also further supported by sharing business models, solutions to implement FLM mobility. and will be further supported by the adaption of autonomous i FIRST MILE – LAST MILE OPTIONS WITH HIGH TRIP GENERATOR EMPLOYERS vehicles. Careful development of strategies is needed to support • Roadway Operations vehicular FLM so as not to increase vehicular primary trips. • Alternative Transit Modes, such as Micro Transit, AGT and ACT • Transit FLM transit is also augmented by autonomous technology and battery electric propulsion. As an FLM modal LIST OF TOOL KIT STRATEGIES & TIMEFRAME group, there is a strong direction toward private providers that Transit Oriented Development FLM Tool Kit Strategies can rapidly adapt to changing demand. Careful development of strategies is needed to support private transit FLM to integrate D1. Land Use Planning Short Term efficiently and equitably with public transit. D2. Land Development Regulation Short Term D3. Re-platting Decisions Midterm/On-going Pedestrian FLM Tool Kit Strategies TOOL KIT PRACTICAL STRATEGIES P1. Transit Access Pedestrian Survey Short Term P2. Transit Access Pedestrian Audit Short Term The Study includes 47 Tool Kit strategies for implementing FLM, P3. Adequate Sidewalks Short Term/Ongoing depending on the urban context, primary transit mode, P4. Enhanced Crosswalks Short Term/Ongoing infrastructure in place, infrastructure needs, community economics, P5. Diagonal Crossings Short Term/Ongoing environmental impact, and implementation time horizon. P6. Midblock Crosswalks Short and Midterm The Tool Kit is organized by modal groups: P7. Signal Operations Short Term/Ongoing P8. Pedestrian Lighting Midterm/On-going 1. Transit Oriented Development P9.