Wasson Way: Corridor Urban Framework Plan
Integrated Design I
20 CVE 5002 – 001
Spring Semester 2014
Instructors: Dr. Miller and Dr. Russell
Group 3A
Josh Cones, Cathleen, Consilio, and Eric Hahn
February 14th 2014
Abstract This paper aims to integrally establish the Wasson Way trail with current Withrow facilities, Rookwood Commons and Pavilion, and Hyde Park Square, as well as the proposed transit hub and re-development of Hyde Park Station. This will be done while promoting a sustainable and safe environment for both pedestrians and bicyclists alike, especially at the Madison and Edwards Road crossings. Engineering problems, applicable standards, and case studies were highlighted to isolate areas along the Wasson Way corridor in order to accomplish the framework and overall feel of the proposed design area. Specifically, there were four main problems that need engineering solutions in order for the Wasson Way corridor to successfully integrate into the existing community. Engineering interventions and suggestions were given for these problems. Access into Rookwood Commons and Pavilion, designing and laying out a proposed transit hub, implementing a safe and functional intersection crossing of Madison and Edwards Road, and retrofitting existing conditions to incorporate a proposed Hyde-Park Square- Madison Park-Withrow High School loop were the engineering problems addressed.
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Table of Contents
Abstract……………………………………………………………………… i
List of Figures...……..………………………………………………………. iii
Introduction…………………………………………………………………. 1
Withrow Recreational Area Access…………………………………………. 1
Withrow High School Access……………………………………………….. 3
Grovedale Place Railway Bridge…..……..…………..…………………….. 6
Rookwood Commons and Pavilion Access……….……………………….... 8
Transit Hub…………………………………………..……………………… 12
Crossing at Madison and Edwards Road………………………….………… 15
Hyde Park Square-Madison Park-Withrow High School Loop………..……. 21
Hyde Park Station Remodel……………………....…………………………. 26
Summary and Conclusions.…………………………………………………. 29
References…………………………………………………………………… 30
Appendix A………………………………………………………………….. 32
Appendix B………………………………………………………………….. 33
Appendix C………………………………………………………………….. 34
Appendix D………………………………………………………………….. 41
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List of Figures Figure 1…………………………..……....…………………………………… 1 Figure 2…………………………..……....…………………………………… 2 Figure 3…………………………..……....…………………………………… 4 Figure 4…………………………..……....…………………………………… 5 Figure 5…………………………..……....…………………………………… 7 Figure 6…………………………..……....…………………………………… 9 Figure 7…………………………..……....…………………………………… 10 Figure 8…………………………..……....…………………………………… 11 Figure 9…………………………..……....…………………………………… 11 Figure 10.………………………..……....…………………………………… 13 Figure 11.………………………..……....…………………………………… 13 Figure 12.………………………..……....…………………………………… 13 Figure 13.………………………..……....…………………………………… 14 Figure 14.………………………..……....…………………………………… 15 Figure 15.………………………..……....…………………………………… 16 Figure 16.………………………..……....…………………………………… 17 Figure 17.………………………..……....…………………………………… 18 Figure 18.………………………..……....…………………………………… 19 Figure 19.………………………..……....…………………………………… 20 Figure 20.………………………..……....…………………………………… 20 Figure 21.………………………..……....…………………………………… 22 Figure 22.………………………..……....…………………………………… 23 Figure 23.………………………..……....…………………………………… 23 Figure 24.………………………..……....…………………………………… 24 Figure 25.………………………..……....…………………………………… 25 Figure 26.………………………..……....…………………………………… 25 Figure 27.………………………..……....…………………………………… 27 Figure 28.………………………..……....…………………………………… 27 Figure 29.………………………..……....…………………………………… 28
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Introduction This paper analyzes the stretch of Wasson Way referred to as Section 3 that begins immediately east of I-71 and ends at Hyde Park Avenue and Wasson Road. Specifically, the paper aims to integrally establish the Wasson Way trail with current Withrow facilities, Rookwood Commons and Pavilion, and Hyde Park Square, as well as the proposed transit hub and re-development of Hyde Park Station. This will be done while promoting a sustainable and safe environment for both pedestrians and bicyclists alike, especially at the Madison and Edwards Road crossings. Engineering problems, applicable standards, and case studies were highlighted for each isolated area along the Wasson Way corridor in order to accomplish the framework and overall feel of the proposed Section 3 area design. Impacts regarding social, user, and economic issues as well as sustainability are also vital aspects to the success of Wasson Way. Eight key focal points were chosen within Section 3 to investigate the aforementioned principles. These elements include access to the Withrow recreational facilities, access toWithrow High School, the Grovdale Place bridge, access to Rookwood Commons and Pavilion, the proposed transit hub, the Madison and Edwards Road crossings, the proposed Hyde-Park Square-Madison Park-Withrow High School Loop, and the proposed Hyde Park Station remodels. Withrow Recreational Area Access The Withrow recreational facilities are located on the far west side of this study area. They are located just north of Withrow High School, and is bordered by residential neighborhoods on the other three sides. This facility provides the public with four open baseball fields, eight tennis courts, and abundant green space for other activities. The limited access makes it difficult for families and youth to utilize the available facilities. Wasson Way cuts directly through the north face of this property, allowing for a great entrance point to the area. Currently, there is tree line and vegetation between the recreational facilities and Wasson Way, but access points are available. A walking track surrounding the facility has been brought up from several community members as a possible addition to enhance what this facility has to offer. Figure 1 below details the existing geographic layout of the facilities and possible access points from the Wasson Way Trail.
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Figure 1 Several applicable standards are available to help design and implement the trail project that runs past Withrow recreation facilities. AASHTO offers two guides to help engineer the project. These guides are called the AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, and AASHTO: Guide for the Development of Bicycle Facilities. Other useful standards can be found using the NACTO: Urban Bikeway Design Guide as a reference. There are several engineering problems that face the Withrow recreational facilities. The current trail is raised up from the Withrow grounds approximately 7 feet from field measurements. The transition from the trail to the grounds has to be gradual enough for safe bike and pedestrian access from the trail to the facilities. On each side of the pathway, a graded shoulder area of 3 to 5 feet wide with a maximum cross-slope of 1 vertical to 6 horizontal should be maintained according to AASHTO (2012). The access point would need to be graded to provide a safe transition from the trail to the facility entrance. There currently is a transition from the trail to the northeast corner of the facility created from years of people cutting through off the abandoned tracks. This is a proposed access point to the facility from Wasson Way. This path can be paved to tie into the walking track that goes around the perimeter of the facility. This provides an easy transition from the trail to the events and activities offered by the recreational facility. There is easy access for construction crews to pave the access point, as the contractors can utilize the open space offered by the Withrow grounds. Another engineering problem would be how to light and clearly label where the access point is located. Currently, the built up trees and vegetation between the recreational facilities and Wasson Way would cause great interference for riders on the trail to locate the access point. Signage could be used to clearly indicate the point of entrance. Signs starting 2 miles away can start indicating to riders of the upcoming facility, and as they get closer, the reminders can get more frequent. Lighting the area and the entrance will highlight the area for riders to easily navigate the access point. The
2 proposed access point from Wasson Way is shown in Figure 2 below taken during a reconnaissance visit to the area.
Figure 2 The Midtown Greenway Trail in Minneapolis, Minnesota is great case study for a best practice involving tying into a green space. The Hennepin County, the county where the park is located, provided the land and funded the construction of the trail entrance ramp (Current, 2014). The area, called the Cepro Site, offers swing sets, winter sledding, benches, and many more recreational features. Thousands of people each year enjoy the year round activities provided by the Cepro Site. The success of this tie-in to a recreational facility from a bike path gives the Wasson Way reason to consider creating the access point into the Withrow recreational facility. There are numerous impacts involved with tying into the Withrow recreation facility from Wasson Way. By creating easy access for people to meet to play games or activities, the social impact is very positive. Tying into the recreational facility offers the public a way to engage in community activities. The City of Des Moines Bicycle and Trail Master Plan included this in their design, and augmented the bicycle trail network with activities to encourage trail use (City, 2011). People can develop relationships, and create bonds with people in the neighborhood that share common interests. These interests could range from soccer to tennis. It also allows kids with limited yard space who live in congested local neighborhoods a place to run around and be active. They can be safe from traffic they face playing in the streets or on the sidewalks. There needs to be a budget for the installation of the paved path leading from Wasson Way to the access point. The economic impact of this project would include the pavement installation and construction costs. The proposed walking track would increase the dollar amount of this project if it were implemented. The increase of social interaction and user engagement for the community would need to be weighed with the economic cost of funding the access point. Another benefit of tying into the recreation facility is sustainability. By using existing facilities, no other structures would need to be constructed. This would save money and
3 resources. The riders of Wasson Way would have green space readily available to them. Maintenance of the access point and keeping the tree and shrubs down so the complex is visible to the riders are two important things to consider to keep the facility in good working order. List of engineering interventions for the success of access to Withrow recreational Area: 1) The transition from the trail to the grounds has to be gradual enough for safe bike and pedestrian access from the trail to the facilities. The current trail is raised up from the Withrow grounds approximately 7 feet from field measurements. 2) How to light and clearly label where the access point is located for the Withrow recreational facility. Withrow High School Access Withrow High School was established in 1919 and has been in operation ever since it opened. The school offers a 27 acre campus, a large and newly renovated sports complex, and a very scenic landscape. The high school is surrounding by residential neighborhoods, and is set back off the road. The current enrollment at Withrow High School is 454 boys and 453 girls (OHSAA, 2013). This totals over 900 students who must get to school every day. There is a limited parking on the school grounds, as there are only about 250 parking spaces available at the school (Google, 2014). Because of the athletic traditions at the school, many local fans come to enjoy the sporting events at the school. The school sits on the south side of the Withrow recreational facilities. Madison Road is the main access route to get to the school. To get back into the athletic complex and parking facilities, Kendall Avenue and Dana Avenue are the only access roads. The speed and congestion of Dana Avenue during school hours makes this an unsafe and not viable option for means of access for the students. Figure 3 below shows the Withrow High School access capabilities.
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Figure 3 Applicable standards are available to help design a bike path from Wasson Way to Withrow High School. The National Association of City Transportation Officials (NACTO) has a useful guide called the Urban Bikeway Design Guide. This guide provides implementation techniques that would be required to connect Wasson Way to Withrow High School with a bike path. Another useful resource is the Federal Highway Administration (FHWA) guide on shared paths. This guide is called FHWA: Shared Use Path Level of Service – A User’s Guide. Title 45 of the Ohio Revised Code is also applicable to this study area. The main engineering problem facing the Withrow High School access point is how to safely get the riders off the track and to the entrance of the school parking lot. The riders have to utilize an existing street off of Wasson Way to get to the school. The proposed street to use to connect the entrances is Kendall Avenue. Riders would exit Wasson Way at an access point where Kendall Avenue runs perpendicular into Wasson Way. Riders would continue down Kendall and enter the school grounds via the school parking lot entrance, which stems directly off of Kendall Avenue. This street has a low traffic density, which aids in the safe travel of the
5 riders. The transition from the trail to Kendall Avenue has to be gradual enough for safe bike and pedestrian access. This path can be paved to tie into the current street’s pavement. This provides an easy transition from the trail to Kendall Avenue with limited costs by utilizing the existing pavement. According to Title 45 of the Ohio Revised Code, it is against the law to ride your bike on the sidewalk (Digest, 2009). This code contains the laws that govern operation of vehicles including bicycles on Ohio roads. Because of the low density traffic on Kendall Avenue, the bicycle riders will have little problem operating on this street. The code requires that bicycles must use the right side of the street when traveling. To implement this proposed Withrow High School access point, the street needs to be clearly labeled as a shared road. This can be done by painting the bike lane onto the street to indicate the shared road. Signage can also be posted to let vehicle traffic know that the street is a shared road and to expect bicycle riders. Construction crews would need to grade the access point off of the Wasson Way before pouring concrete. This concrete would connect directly into Kendall Avenue. The other engineering problems stated under the Withrow recreational facility access point applies to the access point. Figure 4 below shows the access point into the school from the shared road path.
Figure 4 The Pleasant Run Trail located in Indianapolis, Indiana is a great example of how a school successfully ties into a trial. The Pleasant Run Trail is a 6.9 mile trial that begins at Ellenberger Park and ends at Garfield Park (Indy, 2014). Howe Middle School is located along the trail, and was constructed to be accessible from the trial. Students are able to ride their bikes to school using this trial. It has been a great success that allows students to get to school safely, and then have access to parks and other activities around the area.
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Because students can access the school by bicycle, this saves on bus routes and parents having to drive their vehicles to drop and pick up their children. Greenhouse gas emissions are reduced thus creating a positive impact on the air quality and environment at Withrow High School. The Withrow High School access point would therefore create a positive impact on sustainability. The bike path in Indianapolis is a case study where implementing a bike path has increased the air quality in the city. The actions of implementing a bike path has reduced carbon emissions and has saved the city and its taxpayer’s money (Indy, 2014). There is little economic cost to creating the Withrow High School access point. The only cost associated with the access point would be creating the transition from Wasson Way to the street, as well as signage and road paint. Construction crews would need to shut down the street to thru traffic while paving the entrance from Wasson Way to Kendall Avenue, but the traffic could be re- routed using Grovedale Place. The user and social impact is very positive for this access point. Neighborhood and local students are able to get to school on their own, without relying on the school bus or parents for rides. They can leave school and immediately have access to a corridor that can take them to other activities, such as parks or stores. One negative to note is regarding safety. According to the 2011 Traffic Safety Facts report by the U.S. Department of Transportation, 677 bicyclists were killed in 2011 (Traffic, 2013). This is a concern when dealing with students. Another safety issue is crime and bullying. Safety monitors or Withrow High School staff may need to monitor the bike path access point directly before and after school hours to prevent these things from happening at the access point off of Wasson Way. List of engineering interventions for the success of access to Withrow High School: 1) How to safely get the riders off the track and to the entrance of the school parking lot at Withrow High School. 2) The transition from the trial to the grounds has to be gradual enough for safe bike and pedestrian access from the trail to the school. Grovedale Place Railway Bridge The Norfolk Southern overhead railroad bridge, is a single span simply supported beam bridge that runs east-west crossing Grovedale Place, a residential street that runs north-south. Constructed in 1929 out of concrete, the bridge has aged over its 80+ years in existence. The concrete surface is spalling, and has exposed rebar in some areas. The east piers and back sides of the wingwalls have some graffiti vandalism on them. Standing tall with a clearance of 13’-7” above street level, and it is another 9’-0” to reach the ground surface of the bridge. The bridge’s wingwalls are far-reaching, gently sloping down to the street level next to the sidewalks. Six arched piers run beneath the bridge on both abutments to provide pedestrians a unique path for travel. These abutments extend an extra 17’ north of the bridge which means that expansion of the bridge can be accommodated. The bridge has a clear span of 57’ and is 26’ wide. A substantial amount of vegetation and mature trees exist along the down slopes from the rail line, particularly along the north boundary. The rail line itself is overgrown. Located in the far west end of Hyde Park near Evanston, the bridge is within a more secluded neighborhood that has no outlet from its entrance, Kendall Avenue off Madison Road. See Figure 5 below for a schematic of the bridge. Applicable standards are available to help safely design a bike path with a light rail component across the bridge over Grovedale Place. The Ohio Department of Transportation
7 offers stand construction drawings for bikeway railings. This drawing can be seen in Appendix A. It offers a safety fence for walkers and bikers crossing over the bridge.
Figure 5 There are several engineering problems that face the bridge over Grovedale Place. The most pressing engineering problem facing this bridge is the bridge width. The recommended width for a corridor that includes a bike path and light rail is 32 feet (Rails, 2002). The bridge only provides 26 feet in width throughout the length of the bridge. According to bridge report filled out on September 11th, 2012, the bridge received a summary rating of 5. This rating sheet can be seen in Appendix B. The overall integrity of the bridge provides the passage of a bike path and light rail, but it still does not meet the minimum suggested width. It is proposed to expand the width of the bridge using the current abutments of the bridge. By field measurements, the abutments were constructed 17 feet longer than required on the north face of the bridge. This allows for expansion of the bridge to meet the suggested width of 32 feet. Another engineering problem is the safe passage across the bridge for the bike riders and pedestrians. The current state of the bridge has safety railings that only extend up to 32 inches. The Ohio Department of Transportation draws out that a safety fence or guard rail needs to extend 3’-6” above the riding surface (Pages, 2011). This drawing is specific enough to allow the construction of a safe design for the user public. The I-25 bridge over Burlington Northern Railroad in Denver, Colorado is a great case study of how to reconstruct a bridge. This I-25 bridge is on a larger scale than the bridge of Grovedale Place, however, the information is still pertinent to successfully remodeling a bridge. The Grovedale Place bridge is shorter than the 325 foot long I-25 Bridge (Bridges, 2014). The
8 existing I-25 bridge had to be widened to accommodate the safe passage of the passengers using the bridge. In order to do this, the engineers decided to just tear up the existing deck, and re- deck the entire structure. These are key learning lessons of the increased cost of re-decking the entire bridge needs to be considered when widening the bridge. It will not just be as simple as adding onto the existing bridge, but it will involve renovating the current structure as well. It will also require the costs of contracting an engineering firm to design, as well as construct the additions and renovations of the Grovedale Place bridge. J.F. Sato and Associates were the lead design engineers on this project. There are numerous impacts involved in converting the bridge over Grovedale Place into an acceptable crossing point for riders and passengers. A key social impact is privacy. The bridge is elevated 22 feet from the ground level below. This creates privacy issues for the home owners near this bridge. Standing on the bridge platform, users have a direct view at and into the homes on the south side of Grovedale Place bridge. Although the elevation provides a scenic view of the area, this is an important social issue that needs to be addressed. The economic impact of widening the bridge, installing standard guard rails, and possibly re-decking the bridge is very costly. The cost estimate needs to include hiring engineers and construction contractors, building material, and maintenance of the bridge. A cost-benefit analysis should be performed to see if renovating the bridge or just patching it up makes the most financial sense. Another user and social issue is having to shut down traffic on Grovedale Place during construction. The traffic will have to be re-routed to accommodate the construction crews working on the bridge. This may force people to have longer commutes to work that live back in that area. According to StructureMag.org, bridges can provide a very sustainable structure for the community it serves. Sustainability is defined by this author as “development that meets the needs of the present without compromising the ability of future generations to meet their own needs (Whittemore, 2010).” Questions need to be answered to assure that this bridge will be sustainable for the community. Does this bridge encourage alternate modes of transportation? Does the bridge connect two well established existing developments? Is this bridge planned out and thought out with engineering judgment that can ultimately serve the public effectively and efficiently? These are some of the points Whittemore keys on to constructing a sustainable bridge for a community. List of engineering interventions for the success of the Grovedale Place railway bridge: 1) How to widen the existing 26 foot wide bridge to the recommended 32 feet width. 2) How to provide a guard rail or fence for safe passage across the bridge for the bike riders and pedestrians. Rookwood Commons and Pavilion Access Rookwood Commons and Pavilion is located directly adjacent to Wasson Way on the north side. This open-air shopping mall containing restaurants, clothing stores, and gift stores was not developed until 1997. The new developments were recognized throughout the community which led to the construction of the Rookwood Pavilion shopping plaza in 1995 at the former site of Leblond Machine Tool Company (Wikipedia, 2013). The Pavilion resides off of Edwards Road and Madison Road providing access to 29 commercial retailers. New store areas were created after the Pavilion called Rookwood Commons, which is accessible by Edmondson Road or through the bordering Rookwood Pavilion. The Rookwood Commons and Pavilion is located directly off of interstate 71 which is also connected to interstate 75 via the Norwood Lateral. See Figure 6 below for a site map of this area.
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Figure 6 Several applicable standards are available to help design and implement the trial project that runs past Withrow recreation facilities. AASHTO offers two guides to help engineer the project. These guide are called the AASHTO: Guide for the Planning, Design, and Operation of Pedestrian Facilities, and AASHTO: Guide for the Development of Bicycle Facilities. The National Association of City Transportation Officials (NACTO) also has a useful guide called the Urban Bikeway Design Guide. This guide provides implementation techniques that would be required to connect Wasson Way to Rookwood Commons with a bike path. Another useful resource is the Federal Highway Administration (FHWA) guide on shared paths. This guide is called FHWA: Shared Use Path Level of Service – A User’s Guide. Title 45 of the Ohio Revised Code is also applicable to this study area. A key aspect of Wasson Way is connecting the path with different communities and opportunities available throughout the area. Tying into Rookwood Commons is a main focal point that offers riders the access to the aforementioned retailers and restaurants. There are engineering problems that must be addressed in order to successfully tie in from the Wasson Way trail. The first engineering problem that faces this area is getting the riders and pedestrians to the retailers and restaurants. Wasson Way runs on the south side of Rookwood Commons
10 which is behind all the store fronts. Parking, dumpsters, and a roadway are all that is visible to the passengers of Wasson Way in its current condition. There is no easy path to get the riders off the trial and to their destinations throughout Rookwood Commons and Pavilion. Change in land elevation makes the transition from Wasson Way to Rookwood specifically difficult. The site consists of 43 acres of land varying in elevation from 670 feet to 642 feet with the lowest points being in the northwestern area of the development (Hamilton, 2013). There is no direct access point from Wasson Way to the shopping centers mainly due to the steep elevation difference between them, and the large overgrown vegetation. In order to combat the elevation difference, it is suggested to clear access points and construct stairs down from the path to the access road that runs on the south side behind Rookwood Commons. These stairs can then be retrofitted with wheeling ramps. These wheeling ramps make stairs accessible to cyclists, as they enable cyclists to go up and down staircases without having to physically carry their bike. This also allows pedestrians without bikes to travel to Rookwood by just using the stairs. These wheeling ramps are available as concrete or metal. Cycle-Works have provided and installed both concrete and metal wheeling ramps that can be custom fit to any condition (Wheeling, 2011). The stair will have to be relatively long and steep steps in order to combat the steep grade present at the Wasson Way site. Examples of different uses of wheeling ramps can be seen in Figure 7 below (Wheeling, 2011).
Figure 7 Another key engineering problem is getting people to both Rookwood Commons and Rookwood Pavilion. It is difficult for riders to get to both Rookwood Commons and Rookwood Pavilion. Therefore, it is suggested to have two access points for the Rookwood area. The first access point is behind the Nike store, on the south side of Rookwood Pavilion. There is an access road that runs from Madison Road through the south side of Rookwood Pavilion. There is a parking lot to the left of this access point, in which the access road also travels through. The access road continues to wrap around and connect into Rookwood Commons. Using the same shared road techniques discussed for the Withrow High School access point, bikers could get off of Wasson Way using the proposed stairs and get back onto their bikes and follow the shared road to Rookwood Commons. The second access point would at the Wasson Way – Madison Road crossing. The driveway into Rookwood Pavilion is right off of Madison Road from Wasson Way. This transition from the Wasson Way path to the drive way into Rookwood Pavilion wouldn’t require the stairs, as it is already paved to accommodate bicyclists. The shared road requirements discussed for the Withrow High School access point also applied to this access point. Bikers could get off Wasson Way and follow the shared path street directly into Rookwood Pavilion. The two access points would help alleviate congestion, and provide
11 riders with a more direct entrance into which section of Rookwood they went to get to. Once the bikers are at their destination of Rookwood, they can drop off their bikes at the proposed two-tier cycle parking racks, which can be seen in the Figure 8 below. Storing the bicycles are an engineering problem, but these racks can accommodate hundreds of bikes at any given time. These racks can be placed throughout the facility, but specifically in the open space behind Whole Food Markets (Wheeling, 2011).
Figure 8
A great case study of a successful use of a wheeling ramp is at the Manningham St. Bridge in Melbourne, Australia. This bike path access point faced similar steep elevation changes as the Rookwood access points. Steep slopes are dangerous for riders, especially going downhill. Therefore, the designers at the Manningham St. Bridge project installed stairs with the wheeling ramps (Hills, 2014). A picture of the stairs and wheeling ramp used at this site can be seen in the Figure 9 below (Hills, 2014).
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Figure 9 The economic impact of adding two access points to Rookwood Commons and Pavilion is vital part in the overall value of Wasson Way. The construction costs will be small in comparison to the increased revenue retailers and restaurants will see do to the access points off of Wasson Way. More people will have access to these shops and stores without the need for increasing the parking at Rookwood. The savings in not having to create a parking garage or more parking surface is very significant. The user impact allows riders to gain access to the retailers and restaurants. They can get there shopping done while getting there workout in from riding their bike, for example. Local residents can access this area without having to drive their vehicles, which will save them time and fuel costs. People can engage with their community easier with the easy access to Rookwood. Families can meet with other families for supper after enjoying a bike ride. This social impact adds value to the community. Because students can access Rookwood by bicycle, this saves on bus routes and having to drive their vehicles to pick up groceries or have supper. This save on greenhouse gas emissions, and creates a positive impact on the air quality and environment at Rookwood and the surrounding neighborhoods. The access points would create a positive impact on sustainability. List of engineering interventions for the success of access to Rookwood Commons and Pavilion: 1) How to get the riders and pedestrians off of Wasson Way to the retailers and restaurants of Rookwood due to the steep change in elevation. 2) How to provide access routes so riders and pedestrians can get to both Rookwood Commons and Rookwood Pavilion. Transit Hub The location of the transit hub can greatly impact the effectiveness of the light rail transit system. A well located hub will be located in a high density area so that its accessibility to the public is maximized; it will also be near retail and commercial development to increase the flow of riders through the station. A full hub will have restroom amenities, and a directory for some of the areas offerings and how to access these locations. The best existing option for a Wasson Way transit hub is located at 2680 Madison Road. This 0.9950 acre lot shares approximately a 250 foot border with the existing railway, and is centrally located within the western half of the Wasson Way trail, where the high density development currently exists (Hamilton, 2014). This location is also immediately south of Rookwood Commons and Pavilion, an area that features over 70 fine stores and restaurants with an open-air setting. The acquisition of this parcel would be a tremendous addition to the Wasson Way trail, and greatly improve its success. This parcel is currently zoned as Commercial Community-Auto Oriented (CC-A). This district designation is intended for areas that provide for easy automobile access. Large buildings are located on the site with parking in front. Out lots associated with shopping centers often contain auto-oriented businesses. Performance standards are intended to mitigate the impact of the parking lots and buffer adjacent residential areas. The code states that transportation passenger terminals are permitted within this zoning which allows for a light rail transit hub to be constructed without having to re-zone the parcel (City of Cincinnati, 2013). The fact that the parcel is already the correct zone will allow for the acquisition of this land go smoothly since the intended use is permitted within the existing zoning designation.
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An important engineering problem with this section of the Wasson Way trail is the narrow width of the corridor. The corridor width is most nearly 30 feet for this stretch of trail. The minimum recommended width of an area used for both light rail and bicycle traffic is 32 feet, and this can be seen in Figure 10 (Rails, 2002). This issue isn’t that corridor is too narrow, it lies primarily in the fact that there is no additional land to acquire, no room for expansion. As displayed in Figures 11 and 12 below, the rails are tightly constricted Rookwood Commons and Pavilion on the north side, and houses and businesses located only a few steps off the rails on the south side.
Propos ed 3 Transit 0 Hub Figure 10 Figure’ 11 Parcel
30’ Proposed Transit Hub Parcel
Figure 12
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The 32 foot distance is not an engineering standard, but rather based on the conclusions from the lessons learned through the implementation and construction of past “rails-with-trails” projects (Rails, 2002). This buffer space is kept to allow for bicyclists and pedestrians to maintain a safe distance from the moving light rail train. Given the existing grade of the parcel, slightly elevated above the train tracks, the type of transit hub that would fit best would be a mini-high platform station. Sound Transit is an organization that builds and operates express bus, light rail and commuter train services. Through their experience their designs have been developed by consultants and staff using agency design standards and guidelines (Design, 2014). Their mini-high platform standard can be seen below in Figure 13. The most applicable design standards they have developed can be found in Appendix C. All other standards can be found on their website.
Figure 13 A great case study to look at is the King Street Station Multimodal Hub in Seattle. The final product has not been finished yet, but the vision for the future is inspiring. Looking ten or fifteen years in the future there is a real possibility of the Wasson Way rail line connecting with the proposed street care connecting much of Cincinnati. The characteristics of the surrounding areas are very similar to those found near Rookwood. The location functions as both a destination point and transfer points for the riders, the hub services two unique neighborhoods with distinct historic landmarks and engaged community members, and there are a variety of destination points at the hub (King, 2014). The King Street Station Hub’s strategy goals include: being accessible, easy to use, connected, imbedded, and iconic. The key goal here is imbedded, meaning the hub should offer convenient access to adjacent areas. The Rookwood hub has the
15 potential to do that will all the points discussed in this text and others. Figure 14 below has a picture of the existing King Street Station (King, 2014).
Figure 14 The placement of a transit hub at this location presents a number of issues and impacts to the areas immediately surrounding this spot. Some of the user impacts include increased pedestrian accessibility into the Rookwood Commons and Pavilion area. Currently Rookwood receives very little customers by foot; it is primarily accessed by personal vehicles using the parking lot. This increased pedestrian presence will significantly help congestion issues, but there are important safety issues within Rookwood that need to be addressed as well. The only observed pedestrian safety techniques found were the use of building-front sidewalks and stop signs for vehicles. Long, main drives in front of the stores can be observed and automobile operators have a tendency to speed down these long stretches, which causes safety concerns for those pedestrians. The economic impacts of this hub will be tremendous for the local businesses and shops nearby. The increased consumer presence will result in stimulated sales and more competition. Researchers found that in Buffalo, New York, homes that were within a half-mile of rail stations increased in property value by $2.31 per foot closer to the rail station. This research shows that there is an increase in demand for property that is closer to transit stations (Lambert, 2009). The environmental or sustainability impact from a transit hub would result in increased noise pollution, but this would be greatly outweighed by the reduction in individual vehicle trips as a result of ridership. Creating a LEED accredited site would be another way to reduce the environmental footprint. List of engineering interventions for the success of the transit hub: 1) Site design with building layout, site grading, and utility connections to make hub an integral part of the Wasson Way trail and Madison Road location. 2) Light rail and bike path have been designed to co-exist through the narrow corridor implementing all current safety and design standards. Crossing at Madison and Edwards Road Heading east, immediately following the transit hub location the current railway crosses Madison Road, runs between the parking lot of a U.S. Savings Bank and Busken Bakery through a narrow 26 foot corridor, and then crosses Edwards Road just south of Wasson Road. The railway then continues along the south side of Wasson Road for the remainder of this section. Madison Road is five lanes wide at the location of the crossing, consisting of two lanes flowing in each direction and a center turn lane. This crossing occurs at an angle of about 45 degrees.
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The crossing of Edwards is perpendicular to the centerline of the street, and crosses four lanes of traffic two in each direction. See Figure 15 below for the schematic of both of these crossings.
Figure 15 The major engineering problem presented at these two crossings is related to safely and effectively allowing pedestrians to cross each of these two roads while not causing any major traffic back-ups. The most concerning scenario would occur during rush hour traffic and a large amount of pedestrians are trying to cross the road. This could cause traffic to back up into the intersection causing confusing and dangerous situations. The other engineering barrier, similar to the previous section on the proposed transit hub, would be the narrow width of the corridor passing between the Union Savings Bank and Busken Bakery lots. Each crossing is very unique, the Madison Road crossing occurs approximately 350’ southwest of the Madison Road-Edwards Road intersection, and is at a point where traffic is free flowing. The Edwards Road crossing occurs at a 3-way intersection with a light. Currently, the marked crosswalk is on the north side of the intersection. When the light is red, the northbound traffic is required to come to a stop 30’south of existing tracks. The Madison Road crossing is less threatening to backing up into the Madison Road- Edwards Road intersection. Because of its distance from the light there is little chance cars would back up all the way to the light. Pedestrian and bicycle rider safety is the number one concern for this crossing. Given the length of crossing, number of lanes, and speed of Madison Road, the crossing should consist of median or refuge island. These are a raised longitudinal area which splits the two main directions of traffic. The difference between the two would be the length, refuge islands are shorter than medians, typically 100-250 feet in length. Medians useful
17 to implement because they reduce turning movements, and subsequently increase flow rates and the safety of the roadway. See Figure 16 below from the Federal Highway Administration, which demonstrates how a median can increase the pedestrian and bicyclist safety (Federal, 2006).
Figure 16 The Federal Highway Administration also has several design considerations for effective medians. The width should be no less than 8 feet to allow for 2-way traffic to wait in the center, 4 feet from moving traffic. If this width cannot be attained, it may be necessary to reduce the travel lanes. In most locations this can only be done to 11 feet, but in locations where the speed is 20-30 mph, the width can be dropped to 9 or 10 feet (Federal, 2006). The Federal Highway
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Administration’s Visibility Research Program has a new design for the lighting of midblock crosswalks. This design is shown below in Figure 17 (Anderson, 2008).
Figure 17 All marked crosswalks must be designed according to the standards described in the Manual of Uniform Traffic Control Devices (MUTCD). One such standard is shown below in Figure 18 (For Streets, 2012). The Edwards road crossing will be more unique since it is not a mid-block crossing, but occurs at a light. It’s proximity to the Madison Road-Edwards Road intersection will also require a design that will keep traffic from backing up into the intersection. According to a 2005 OKI traffic count, Edwards Road at the railroad crossing handled an average annual daily traffic level of 13,535 cars (OKI, 2013). Since most southbound traffic on Edwards Road turns left down Wasson Road toward the Hyde Park Plaza a median is a very viable option for this intersection as well. The intersection potentially could be redesigned to incorporate a southbound left-turn only lane. This would allow pedestrians on Wasson Way to cross Edwards Road while the southbound through traffic is held by a red light, and the traffic turning left (east) down Wasson Road toward Hyde Park plaza can remain flowing.
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Figure 18 The Michigan Department of Transportation prepared a report to investigate the impact of recently completed roadway projects on automobile, pedestrian, and bicycle safety. The report investigated 5 projects, two of which performed work very similar to the type necessary for Wasson Way. One of the case studies involved Livernois Avenue which has a speed limit of 35 mph, and 2011 ADT of 18,500 (Case, 2012). This is very comparable to Madison Road which also has a speed limit of 35 mph, and a 2005 AADT of 15,906 cars at the location of the Wasson Way crossing (OKI, 2013). The scope of this project included a barrier median and improved pedestrian crossings, left turn bays were integrated into the pedestrian medians. See Figure 19 below for the finished crosswalk. After this improvement was completed the intersection crashes saw a 53% decrease, and mid-block crashes saw a 36% decrease. The implementation of the barrier median on Livernois Avenue showed that improvements along the full length of a corridor seem to have a positive impact on crash reduction (Case, 2012).
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Figure 19 Another project involved a more heavily congested road, Davison Street, that used refuge islands for mid-block crossings, and rectangular rapid flashing beacons (RRFB) installed at unsignalized pedestrian crossings. Davison Street also has similar characteristics to Wasson Way in speed (35 mph) and ADT. A 2011 study found Davison Street had an ADT of 37,000 cars which is actually a little busier than Madison Road. Unfortunately after construction the RRFBs were vandalized which left them inactive, and crash data was insufficient to conclude if the improvements had any meaningful effect on crashes. Vandalism to the RRFBs is a serious threat to a safe and dependable crosswalk. It would also cause a safety concern for those traveling on the path from potential criminals. Figure 20 below shows the refuge island installed (Case, 2012).
Figure 20 Each of these crossing pose significant impacts to the surrounding area. The user impacts will involve increased pedestrian accessibility to local businesses and shops which are currently difficult to access except my vehicle. The user impact will be a result of the type of crosswalk, for example, even more caution must be provided for signalized midblock locations. Many times pedestrians will feel frustrated if a signal prevents them from crossing when there is plenty of
21 gap. Most will hit the activator button, and when there isn’t an immediate response they will cross at their own discretion, and then a few seconds later the oncoming motorists must stop at a red signal for no reason. This may cause disregard for the signal in the future (Federal, 2006). Depending on the crosswalk type the economic impact could be substantial, lane closures and construction could impact local business revenue as well. A surprise to many designers is that in fact on average, medians average a 5- to 10-percent reduction in materials and labor costs compared to a center left-turn lane (Federal, 2006). Grass medians allow for natural infiltration of water which reduces drainage and water treatment costs, furthermore, medians do not require a base or asphalt. The savings in materials and labor costs are nothing compared to the cost savings of the maintenance. An FDOT study compared a 4 mile median versus center left-turn lane maintenance, and they found medians save an average of 40 percent (Federal, 2006). All of these reasons also contribute to the sustainability impact that a median can add to the design. List of engineering interventions for the success of the crosswalks: 1) Types of crosswalks for each crossing have been identified. 2) All necessary safety measures have been chosen to implement i.e. rectangular rapid flashing beacons; signalized vs. unsignalized crossing; pavement markings, all in accordance with the Manual on Uniform Traffic Control Devices. 3) Adjustments to the light cycles at the Madison Road-Edwards Road intersection; Edwards Road-Wasson Road intersection have been made to maintain level of safety (LOS). 4) Light rail and bike path have been designed to co-exist through the narrow corridor implementing all current safety and design standards. 5) Optional: The Edwards Road-Wasson Road intersection has been re-designed to incorporate a southbound left-turn only lane. Hyde Park Square-Madison Park-Withrow High School Loop This section consisting of Rookwood Commons and Pavilion and Hyde Park Square could be considered the nucleus for the Wasson Way trail because of the high flow of traffic through this area and the high density of retail, commercial, and residential development. Excluding Rookwood Commons and Pavilion, in this area, Hyde Park Square and Withrow High School are the two most substantial locations where people tend to collect. For this reason it would be a great benefit to the Wasson Way trail to intentionally tap into these local hotspots. This would increase accessibility and ridership of the trail because of the increased access points, and it would boost the attractiveness of the trail because of the ability to reach these key locations. Both Withrow High School and Hyde Park Square are two of the most historical sites near the trail. The loop would also run by Madison Park, which currently is little more than some green space with some nice trees, but has limitless potential to be a great stop on the Wasson Way trail. Withrow High School opened in 1919, and is on the National Register of Historic Places. Hyde Park Square has been around since before 1938. The proposed loop would deviate from the trail at the Wasson Road-Michigan Avenue intersection. The loop would head southbound down Michigan Avenue until it reaches Hyde Park Square at Erie Avenue. At this point the trail with head westbound down Erie Avenue through Hyde Park Square until Stettinius Avenue is reached. Stettinius Avenue represents the east border to Madison Park. Finally the loop would head northeast up Madison Road to reconnect at the Madison Road
22 crossing. Encompassing all these locations would surely add value to the Wasson Way trail. Figure 21 below shows this proposed loop.
Wasson Proposed WayWithrow Trail LoopMadison Hyde Park High School ParkFigure 21 Square
The engineering barriers associated with this loop are minimal. The most likely case for the loop is a shared road set-up. This is because currently there are sidewalks on both sides of the road all the way around the loop. The greatest engineering barrier in that case would be ensuring sufficient lane widths for both the cars and bikes. The road may need to be widened, but most likely it could be retrofit to accommodate the shared lane. Another crossing would also necessary to reach access to Withrow High School. Finally, integrating Madison Park would demand a path of some sort accommodated with benches and other amenities to create an attraction to Madison Park. Although small, the terrain of Madison Park is hilly, and has an elevation change of 38 feet from the southwest to northeast corner (Hamilton, 2014). There are no bicycle-specific designs or dimensions for shared lanes or roadways, however certain design features will increases the compatibility with bicyclists. These things include sufficient sight distance and roadway designs that promote lower speeds (Ruppe, 2014). The typical operating bicycle lane is 5 feet wide, and certain conditions can merit even wider lanes. The minimum permissible operating bicycle lane is 4 feet wide. For more information on bike lane best-practices, and retrofitting bicycle facilities without widening the roadway, see ODOT online (Ruppe, 2014). See Figure 22 below for typical bicycle route signing, keep in mind that supplemental destination plates should also be placed beneath the signs. In the case of this loop, “Hyde Park Square”, “Madison Park”, “Withrow High School” would be good examples of this. In urban area, signs should be placed about every ¼ mile, at all turns, and at signalized intersections (Flowers, 1999).
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Figure 22 Figure 23 below shows a variety of typical bike lane cross sections. Notice that bike lanes are never placed between the parking lane and the curb. This can create obstacles for bicyclists from open car doors and impaired visibility near intersections and driveways. It also prevents the bicyclists from making left-hand turns (Flowers, 1999).
Figure 23
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Throughout Hyde Park Square and most of the rest of the loop on-street parking is permitted, and this must be taken into consideration for the design. Appendix D contains typical pavement markings for shared lane roads. See AASHTO’s Guide for the Development of Bicycle Facilities 2012 Fourth Edition for more information with regards to the design of on- road bicycle facilities (Flowers, 1999). The city of Cincinnati is scheduled to repave Delta Avenue between Columbia Parkway and Erie Avenue early during the year of 2014. Currently, Delta Avenue has two lanes in each direction, a 10 foot travel land and an 18 foot shared travel/parking lane. Following the repave the Department of Transportation and Engineering (DOTE) has decided to implement a new lane set up that will include: a 10 foot travel lane; a center two-way left turn lane; a bicycle lane; and on-street parking, all in both directions (Delta, 2014). The center turn lane has actually been found to improve pedestrian safety because it makes it easier to cross the street. The pedestrians could pause in the center turn lane if traffic is heavy. Center turn lanes have also been found to reduce common types of accidents, and decrease traffic delays. See Figure 24 below for the existing and proposed designs (Delta, 2014). Because of its similarities to many parts of this loop, the Delta Avenue project would be a great candidate to try and replicate.
Figure 24
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The San Francisco Department of Parking and Traffic performed a case study investigating the minimum widths needed for motorists and bicyclists to successfully share the road. More specifically this study looked at streets which included a parking lane. In these instances bicyclists will often ride too close to the parked cars in order to stay away from moving traffic, and then are at risk of being “doored”, or hitting a car door that gets swung open. The purpose of the study was to conclude the effectiveness of shared-lane markings in accomplishing the following three goals: improve the position of both motorists and bicyclists on roadways without bicycle lanes; reduce aggressive motorist behavior; encourage correct bicyclist riding behavior. The team conducting the study conducted over 140 hours of video, mostly during commuting hours, at six San Francisco locations for the study (Gajda, 2014). Figure 25 shows the recommended dimensions to prevent “dooring” from happing to bicyclists, and Figure 26 shows the two selected designs that were studied.
Figure 25 Figure 26 The study found that the stenciled marks resulted in statistically significant improvement in the motorists’ and bicyclists’ positions in the roadway, and the stenciled marks also reduced sidewalk and wrong-way riding. The presence of the markings resulted in the average distance
26 between the bicyclist and parked car increasing by 8 inches. Even when no cyclists were present, the average distance between the parked cars and passing vehicles increased by about 1 foot as a result of the markings (Gajda, 2014). The markings reduced the number of sidewalk riders by about 30%, and the number of wrong way riders by up to 80% in some instances. Based on the results, the study team suggests the bike-and-chevron stencil marking to be used as a standard marking for shared bike lanes. When feasible, however, a bicycle lane should be substituted for shared lanes (Gajda, 2014). The user impacts this loop will have include both bicyclists and motorists having to share the road. The key to designing an efficient design will have to be focused around user safety, both shared road and bicycle lane strategies leave bicyclists very exposed to traffic, which means that sufficient width is imperative to prevent accidents. The road will have to be clearly marked both with signs and markings on the pavement to reduce any potential confusion for either motorists or bicyclists. If designed effectively this loop’s invasiveness to the existing set up will be minimal, which means that little economic impact of construction. However, the increased flow of riders to the Hyde Park Square area especially could result in great economic benefits to the establishments there. Socially speaking, school will be become more easily accessible for students, and the community could potentially have life breathed into an underutilized park area. List of engineering interventions for the success of this loop: 1) Redevelop Madison Park. 2) Design loop as a shared road, bicycle lane, or bike path off the road. 3) Madison Road crossing to reach Withrow High School. Hyde Park Station Remodel Hyde Park Station is a 1.861 acre shopping plaza that currently sits at the corner of Edwards Road and Wasson Road (Hamilton, 2014). The establishments in the plaza include: Penn Station; Naked Pizza; Smashburger; Escape Nails Spa; Pet People; others all serviced by an on-grade surface parking lot. This shopping center shares its north border with the Wasson Way trail. With the implementation of the Wasson Way trail the number of pedestrians and bicyclists which walk or ride by this plaza daily will sky rocket. This location is underutilized, and was not developed for maximizing potential along the trail. As shown in Figure 27 below the buildings are set back from the trail with the parking lot separating them. In order to fully encourage the use of the Wasson Way trail and see the resulting benefits, transit oriented development (TOD) and bike oriented development (BOD) must be implemented at hubs and other important spots along the trail. As illustrated by Figure 28 below, the higher the density of development around said path the greater success is likely to be (City of Austin, 2006). This plaza should be re-designed because all the buildings are set back away from the path as isolated development, which is no conducive to an engaging TOD and BOD-type setup.
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Figure 27
Figure 28 Total re-development of this plaza will come with several engineering barriers. First, the site will need a geotechnical evaluation performed to determine if the soil on the north part of the lot, where the parking lot currently sits, is capable of holding a large multi-level retail and residential establishment. The building layout will also need to be determined in order to tap into the existing utilities. The decision then leads to what the building types should be, for an effective TOD project it would be ideal to have residential options above retail establishments. Depending on the size of the projected building, and funds available, there may be justifiable reasons to construct a parking garage for adequate capacity. This site will need to be planned out and graded properly. All bike and vehicle parking must adhere to the City of Cincinnati zoning
28 code (2013). The developments at this location must also adhere to the City of Cincinnati building code (2013). The city of Dublin, Ohio recently completed the beginning phases of a large project called the Bridge Street Corridor Project which aims to create a more walkable district filled with mixed retail, residential, office and cultural/civic issues. One of the most recent completions for this project was the erection of several new retail establishments, all built street-side with parking back behind the buildings. The success of this area can be largely attributed to the accessibility and layout of the plaza. Bike racks are readily available, and there are many unique and aesthetically stimulating archways and pass ways to navigate between street side and parking side of the buildings. Most buildings in fact feature two entrances for accessibility. Figure 29 below displays how to effectively design a plaza intended to appeal to pedestrians and bicyclists, but yet also still accommodate vehicular travelers.
Figure 29 The development of the Hyde Park Station into a plaza more similar to the setup found in Figure 29 above has the potential for enormous economic benefits. With the potential ridership, the community would certainly embrace another shopping center similar to the Hyde Park Plaza just down the street. This development would also encourage ridership among users of the Wasson Way trail. With more incentives to ride the trail, ridership could only be expected to increase. Rookwood Commons and Pavilion has the diversity, but this area has the potential for something too late for Rookwood to attempt, pedestrian and bicycle accessibility! This plaza could turn into a summer night hotspot offering nice dinners and an ice cream shop. The existing lot is almost all paved over which also presents a great opportunity to develop a more sustainable lot. List of engineering interventions for the success of this loop: 1) Geotechnical site assessment of the existing parking lot to check for suitable conditions for multi-level buildings 29
2) Site design with building layout, site grading, parking structure, and utility connections to make plaza an integral part of the Wasson Way trail and Wasson Road. 3) Light rail and bike path have been designed to co-exist through the narrow corridor implementing all current safety and design standards. Summary and Conclusions Analyzing the eight key focal points for Section 3 revealed several engineering problems that need to be addressed in order for Wasson Way to be successfully integrated into the community. Specifically, there were four main problems that need engineering solutions in order for the Wasson Way corridor to achieve the proposed framework of the Section 3 design. The first problem is how to get the riders and pedestrians from the Wasson Way trail to the retailers and restaurants of Rookwood. The steep change in elevation has given consideration to the idea of constructing stairs with a wheeling ramp for increased usability. The second problem is how to engineer a site design with building layout, site grading, and utility connections to make a hub an integral part of the Wasson Way trail and the Madison Road location. This hub will require the light rail and bike path to be designed to co-exist through the narrow corridor by implementing all current safety and design standards. The third problem is designing a loop as a shared road that connects Hyde Park Station, Madison Park, and Withrow High School with Wasson Way. This will require redevelopment of Madison Park, developing a crosswalk across Madison Road to Withrow High School, and properly marking the shared road. The final problem is the Wasson Way crossing of Madison and Edwards Roads. A specific crosswalk design must be implemented in order to satisfy all necessary safety measures by using solutions such as rectangular rapid flashing beacons with no signals, or signalized crossing lights that are all in accordance with the Manual on Uniform Traffic Control Devices. If these problems can be engineered to meet the goals of Section 3's framework, Wasson Way can be successfully incorporated into the community.
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References AASHTO. Guide for the Development of Bicycle Facilities. Fourth ed. American Association of State Highway and Transportation Officials, Washington, DC, 2012. Andersen, Carl, Chris Edwards, Ronald Gibbons, and Brian Williams. “Informational Report on Lightint Design for Midblock Crosswalks.” Federal Highway Administration. N.p., 1 Apr. 2008. Web. 8 Feb. 2014.
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Gajda, Oliver. “San Francisco’s Shared Lane Pavement Markings: Improving Bicycle Safety.” San Francisco Department of Parking and Traffic. San Francisco Department of Parking and Traffic, 1 Feb. 2004. Web. 9 Feb. 2014.
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Appendix A
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Appendix B
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Appendix C – Transit Hub Standards
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A-1: Sample Sounder Station Plan – Side Platform
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A-8: Sample Sounder Station Plans – Platform Sections, Crash Wall and Handrail Clearances
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A-9: Sample Sounder Station Plans – Platform Details, Drawings 4 & 9 Tactile Warner Surface
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A-10: Sample Sounder Station Plan – Mini-High Platform Plan, Sections & Elevations-Side Platform
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A-13: Sample Sounder Station Plan – Position Marker Signage for Mini-High, Side and Center Platforms
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A-14: Example of Ductwork Schematic for Walkway – Platform Systems & Power Conduits
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A-15: Layout for Communications Room at Sound Transit Station
Appendix D – Typical Pavement Markings for Shared Lane
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Corridor Urban Framework Plan Niehoff Urban Studio Spring Semester 2014 CVE5002, PLAN5099, URBN4099 The Metropolis and Mobility: Multi-Modal Corridors Group 3B
Engineers Anna Greve Matthew Menche Tyler Smith
Planner Cody Meyer
February 14th, 2014
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Abstract This project involved the development of an urban framework plan of the proposed Wasson Way project that will convert the existing abandoned Norfolk-Southern railway into a bicycle and pedestrian trail with a light rail component. The area of focus began at Tamarack Avenue and extended east to Drake Avenue, encompassing parts of Oakley and Hyde Park neighborhoods as well as the city of Norwood. An analysis was performed on the area and case studies were reviewed in order to develop a comprehensive proposal for future new and complementary development. Visions of a recreational area and green roof have sustainable qualities whereas transit oriented development and a multi transit hub could have a large economic impact on the area. Possible user issues concerning safety at crosswalks were confronted through design standards and best practices for controlling stormwater runoff were addressed. Physical, functional, and social concerns were evaluated for each case in order to devise a list of engineering interventions required for the success of the framework.
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Table of Contents Abstract ...... ii Table of Figures ...... iv Introduction ...... 1 Subsection 1: Withrow Recreation ...... 2 Subsection 2: Rookwood Commons ...... 9 Subsection 3: Residential Area...... 18 Engineering Interventions ...... 24 Summary/Conclusions ...... 28 Works Cited ...... 29 Appendix A ...... 32 Appendix B ...... 36 Appendix C ...... 37 Appendix D ...... 38
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Table of Figures Figure 1. Alternate 1 for Withrow Recreational Area 2 Figure 2. Alternate 2 for Withrow Recreational Area 2 Figure 3. Waste removal product examples 4 Figure 4. Example of covered bicycle parking facility 5
Figure 5. Example of bicycle locker 5
Figure 6. Example of a covered shelter at Bechtold Park 7 Figure 7. North side of the Grovedale Place bridge 8 Figure 8. The Harpers Ferry Trail bridge 8 Figure 9. Existing Hyde Park Station 9 Figure 10. TOD near Alameda County BART 9 Figure 11. U-Square above Ground Parking Garage Locations 10 Figure 12. Existing Retail Rooftop 11 Figure 13. London Rooftop Garden Case Study Example 11 Figure 14. Aerial location highlight of transit hub and parking garage 12 Figure 15. Sunset Transit Center containing LRT, bus, park and ride, and cycling facilities 13 Figure 16. Existing Crossing through Madison Road looking East 14 Figure 17. City of Charlotte Street Design Guidelines 14 Figure 18. Capital City Trail Crossing with the Bent-Out layout 15 Figure 19. Capital City Trail Crossing with the Bent-Out layout 15 Figure 20. Intersection Lever Bar with Fence 16 Figure 21. Multi-lane Roundabout 17 Figure 22. Overview of Wasson Avenue 18 Figure 23. Residential Area 19 Figure 24. Residential Area 19 Figure 25. Example of Shared Bike Lane 20 Figure 26. Example of Exercise Station 21 Figure 27. Example of Exercise Station 21 Figure 28. Bike Share Rack 23 Figure 29. Example of Bike Share 23 Figure 30. Example of Bike Share 23
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Introduction The Wasson Way Trail is a bicycle and pedestrian trail that is planned to be built within the existing Norfolk-Southern Railway corridor. The trail has been segmented into various areas of focus throughout the corridor. The trail will extend from Xavier University to Mariemont, allowing pedestrians and cyclists to access both ends of the trail. A light rail system is also planned to be added to this corridor in the future, and plans for the trail must account for this future development.
The section on which this paper focuses starts at Tamarack Avenue and extends eastward to Drake Avenue. Within this section there are many opportunities for design projects. These areas include a recreational area, an existing bridge, a commercial hub, and a residential corridor.
The recreational area provides the opportunity to incorporate many of the destination point features that community members would appreciate. As observed from the Wasson Way supporters, many of them would like to see green space, parks, and restrooms. The existing Withrow Recreational Area provides the proper space to develop these facilities and many others with minimal disruption of the area.
Overpassing Grovedale Place is an existing bridge with a narrow bridge deck and wide abutments. This bridge could possibly be retrofitted to support both the light rail system and the bike path with the proper design strategies. Case studies on other shared path bridges provide insight as to how to design this type of bridge. The wide abutments provide spaced that can be used to span a pedestrian bridge alongside the light rail bridge crossing.
The Rookwood Commons area is an existing commercial hub that attracts many people to the area. Restaurants and stores line the perimeter of the area while a parking lot covers the majority of the middle area. With proper redesign of certain aspects, this location would be ideal for a transit hub and above-ground parking garage.
The final stretch of the trail in this area extends through a residential corridor that has observable support for the Wasson Way Trail project. The railway is lined with signs promoting the Wasson Way Trail. This area is the ideal location to implement programming that gets the residents involved with caring for the trail.
The following sections will provide greater detail about the areas that have been addressed. More specific details about considerations and design practices are outlined in these sections, as well. This paper will provide the reader with information that should be assessed and considered prior to making decisions as to how to develop the area. Case studies and best practices are provided, as well, to help guide the design process.
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Subsection 1: Withrow Recreation The beginning of subsection one runs along the north side of the Withrow Recreational Area, continuing east until it reaches a bridge that overpasses Grovedale Place. While this area contains narrow sections and provides several challenges, it can also be the host of several attractive features that can be implemented into the Wasson Way project. The Withrow Recreational Area provides a good deal of existing green space that is greatly desired by community supporters of the Wasson Way project. The existing bridge over Grovedale Place provides a unique historical look that can be updated to incorporate both a light rail track and a bike path.
This area is a large plot of land that currently contains four baseball fields, a large open space, and eight tennis courts. This lot measures over 460,000 square feet, which is approximately 10.5 acres. The facility is open to public use, and the tennis courts are available to the public for rent. The large open area and multiple baseball fields can be used to transform this area into a public park, which would be used as a destination point for the bike path users. An overview of the proposed changes is illustrated below in Figures 1 and 2.
Figure 1 - Alternate 1 for Withrow Recreational Area. Figure 2 - Alternate 2 for Withrow Recreational Area.
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Park Benefits
Park areas in general provide a great deal of benefits. They are appealing aesthetically, help preserve natural areas, and create economic benefits. Park areas are a great financial investment for any community, and the benefits they provide will help draw supporters. The City Parks Forum identified five key benefits of community parks that should be considered for the design and implementation of a park area.
The first point made by the City Parks Forum is that property values are increased with the implementation of a park. Frederick Law Olmsted tracked property values from 1856 to 1873 in order to find a justification for the $13 million Central Park project. Just for homes adjacent to Central Park, there was $209 million increase in property values in only 17 years. The cities of Chattanooga, Atlanta, and Amherst have all seen a positive effect on property values after the implementation of parks, as well.
The City Parks Forum also indicates that municipal revenues increase when parks are present. As property values increase, so do property taxes. This was evident in Chattanooga and Boulder. If implemented, park purchases can add to the revenues generated from sales tax. This could be applied to shelter rentals. Attracted tourism can also create revenue streams for the community.
Recreational areas and parks also attract affluent retirees to the area. The City Parks Forum indicates that the retirees bring in expendable income to the community. They are attractive leisure areas, especially those which have recreational amenities. Retirees create a larger tax base and use fewer public services. For example, retirees do not take advantage of the public schools in their communities, but they support them through their taxes.
Similar to the retirees, knowledge workers and talent are attracted to communities with parks. A study done by KPMG in 1999 found that the quality of life in a community can increase the attractiveness of a job by 33 percent. These workers are attracted to communities with diverse outdoor recreational activities. They are also likely to put money into the local economy.
The City Parks forum also illustrates the point that people are attracted to by homes in communities with parks. In 2001, the National Association of Realtors conducted a survey that found that 57 percent of people would choose a home that had close proximity to a park over one that did not. This survey also indicated that 50 percent of respondents would pay more for these types of homes (at least 10 percent more). Similar surveys by other associations have produced very similar results.
Dog Park
For the facility to be able to attract more users, one option is to build a dog park in this area. When exploring this area, it was found that people already use this lot to walk their dogs. By opening a dog park in this area, users would have a safe place to take their dogs without leashes. An enclosed facility is recommended so that dogs will not be required to be on leashes within the facility and other users of the open area can feel safe and comfortable. The proposed location for this dog park would be along the eastern side of the recreational area along the tennis courts. This location should be far enough from the remaining baseball fields in order to prevent interference with games and practices.
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Planning for this park would include a large amount of input from the community for a variety of subjects including (but not limited to) public support, maintenance, and rules. Often times, these parks can be built with money from fundraising activities and maintained by volunteers. An effective way of gathering information for dog park needs is to use public surveys. According to results from the Lynchburg Dog Park Feasibility Study, the popular priorities were as follows:
Separate small and large dog areas Double gated entry Pet waste station(s) Drinking water for pets Shade for pets and owners
Other issues that should be addressed are liability issues, the layout of the park, signage, waste removal, and park amenities. City liability can be reduced if there is a private park owner or if no fees are Figure 3 - Waste removal product examples. charged to use the facility. Signage can be used to indicate (Photo courtesy of MuttMitt.com ) that no city officials monitor the park or that users will assume all risk when entering the dog park. Any off leash areas should be in an area that is separated from playgrounds, motorist areas, or sports fields. The area should be clearly marked where leashes are required. For waste removal, it should be expected that owners clean up after their pets. However, additional costs must be incurred for cleaning up after owners who do not follow the rules. Also, it is recommended that the park have certain amenities such as benches, water, and waste stations.
Public support and protest are both likely to occur for this proposal. Community dog owners will likely support the addition of a facility where they can allow their dogs to play. This is especially true for those who have limited yard space due to the close proximity of residents in this area. However, parents of the school children and others who take their kids to this area may not be supportive. They may fear that vicious dogs will be an endangerment to their kids. This fear can be disbarred with the proposal of proper signage or the allocation of an official security officer to ensure that leash rules/laws are followed. Maintenance is a key aspect to keeping users happy and sustaining the success of a dog park.
Restrooms and Bike Facility
Upon observation, this area did not contain public restrooms. In order to accommodate users of the park area, restroom facilities would need to be built. The Ohio Building Code outlines specific details for providing these facilities. The requirements for supplying restrooms is based on the number of users and classification of facility type. These restrooms would be located at the southeast corner of the lot, near the existing parking lot. Therefore, users would not interfere with sporting events. This location also allows these facilities to be in close proximity to a proposed playground and shelter.
The restroom facility would also contain bicycle racks for trail users to leave their bikes while they enjoy the recreational area. The number of bike racks will be determined by the anticipated peak use of the facility. Lockers may also be provided for trail users to store special belongings (helmets,
4 cycling gear, etc.). Vending machines are another option for provisions at this facility. Vending machines would provide refreshments for all recreational area users.
According to Pedestrian and Bicycle Planning, bicycle parking facilities should include the follow characteristics: visibility, security, weather protection, and adequate clearance. The bike racks that are provided in short-term parking areas should be easy for cyclists to spot immediately upon arrival. Sufficient lighting should be provided, as well as necessary Figure 4 - Example of covered bicycle surveillance, for the security of parking facility. (Photo courtesy of vtpi.org) bicycles and users. Overhangs and covered walkways are sufficient for weather protection so long as a clearance of 2 meters is provided. Bicycle racks should not interfere with pedestrian pathways or vehicular parking. Racks should also be avoided in loading areas and near fire hydrants. In addition to bicycle racks, lockers are recommended for the Figure 5 -Example of bicycle locker. (Photo courtesy of vtpi.org) use of cyclists. These lockers should be anchored sufficiently for protection from theft and vandalism.
Public restrooms would be needed in this area to support the additional use. The Ohio Building Code spells out the requirements for these facilities in Chapter 29 – Plumbing Systems. Section 2902 of this Code covers the minimum number of fixtures required for facilities with various occupancies. The installation of public restrooms would provide great health benefits for users, especially if this area is designed to be a destination point.
The cost of building this facility would need to be analyzed to ensure that proper funds can be raised. It is also likely that maintenance costs for the restrooms and bike racks will need to be incurred. However, electing an official owner of this new area will help stream line the responsibilities of maintenance. The addition of bike racks and/or lockers would encourage cyclists to visit and socialize in this area.
Trail Heads
For users to access the facility, the use of trail heads will need to be implemented. These are points at which trail users can enter or exit the trail. For this area, the trail heads are indicated by the intersection of the red line with the gold lines. These are planned to veer from the Wasson Way Trail in order to accommodate a smooth exit and/or entrance of the trail. The trail heads will extend to a paved path that leads to the restroom and bike facilities.
The supporters of Wasson Way have been adamant about wanting destination points along the route. These trail heads will create access to a newly developed area that has several of the attractions they are wanting. The amount of parking available during non-school hours would also make this a great point for people to start the trail, especially if they live the surrounding community. This would be a great place for cyclists to meet and socialize, as well.
Green Space
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The conservation of green space is a significant factor for the community supporters of this project. The trail supporters would like to see as much natural space as possible. One option for this green space surrounded by trail paths would be a garden. This area, however, should remain as close to grade as possible in order to provide clear sight distances for users who are entering and exiting the trail.
The baseball field in the northeast corner could also be removed for additional green space. The addition of the dog park will make this field unusable due to the safety of pets and owners. Therefore, an alternative purpose would need to be established. This would be the ideal location for a garden that sits above-grade because it will not interfere with the sight distances of path users who are entering or exiting the bike path.
Green space has been a significant characteristic for the supporters of the Wasson Way Trail. The addition or enhancement of any green space will draw in users from all over the community. This will create a better environment for cyclists and pedestrians who use the trail. The costs of maintaining green spaces, however, needs to be designated early and clearly. These areas will not be able to last if they are not cared for properly.
Playground
The southern-most baseball field could be removed in order to provide a playground for children to use. This location is in close proximity to the largest field and the school itself, making it a safer location for children. This would be used as a destination point for parents that use the trail with their children. This would also be a playground that is used by children during baseball games.
Although money would be required to build a new playground and maintain it, the social benefits of a playground would be worth it. This would be a great place for children to socialize during sibling sporting events or for parents to socialize while their children play. This would also help keep children from wandering around the school property. The implication of a public playground would also help prevent extra use of school playgrounds.
Safety Measures
The additional attractions in this area will require some form of added safety features. During the day, regular foot traffic and daylight will help deter criminal activity. However, night riders may feel unsafe traveling a poorly-lit trail with minimal security. Options for security include actual security officers, additional lighting, and help phone systems. If security officers are to be used, the north-east baseball field will be an ideal location for a security office. Additional lighting will be required throughout the Wasson Way Trail and the additional facilities. However, lighting creates shadowed areas that help criminals hide. Help phones provide emergency contact for trail user with the push of a button. These phones have been implemented at several universities, including the University of Cincinnati.
According to Pedestrian and Bicycle Planning, bike paths create a supportive social environment that increases the perception of safety through the increase of people presence. Creating a bike path that is safe for users is key to creating the social benefits that come with a bike path. One way to increase safety is to provide education to the public on safety practices. These should be offered to all users of the bicycle path in some form (perhaps emails or pamphlets). Proper signage is also crucial to
6 the safety of users. Intersections, entrances, exits, and other features should be clearly marked with the necessary signage. The public opinion on lighting will also need to be resolved so that the majority of trail users are satisfied.
The safety perception of this area is significant to the success of the area and the overall trail. Costs of safety staff would need to be analyzed in order to determine the worth of this benefit. The increased foot traffic throughout the day may deter criminal activity during light hours. However, safety staff may need to be hired in order to patrol the trail/area if the trail is available for night rides. Officials may need to be hired in order to enforce the leash rules of the area with the addition of the dog park. Cross-training these officials would minimize the need for multiple hires for the area.
Farmers’ Market
The large, open area of this recreational area makes this the ideal location for a farmers’ market. Once a week, people could set up their own stands to sell their own goods. The residents around the Rookwood Area would be attracted to attend this as they are frequent buyers of local and fresh foods. Many farmers’ markets have permanent structures, however, this would not be advisable here. This location will still need functionality as a park and the baseball fields would need to be usable, as well. Therefore, merchants would be required to provide their own temporary stands on the day that the market is open.
The Farmers’ Market Best Practices Toolkit outlines specific steps for the success of a farmers’ market. For the process of selecting a location, the toolkit clarifies the following specific features of a successful market: visibility, safety, accessibility, parking, and shelter. The market should be visible to passerby, which would be achievable in this location since it borders the Dana Avenue exit from Interstate 71. Safety factors include paved surfaces free of debris and loading areas/access. The trail extension along the proposed dog park would be an ideal access route for loading. Also, the current parking area is in good condition. The area is easily accessible because it borders the parking lot and is relatively flat. Parking would be available in the current lots at the Withrow schools. Permanent shelter would not be achievable here, but vendors would be knowingly expected to provide their own temporary structures.
Park Shelter
The shelter area on Alternate 2 would be built as a picnic shelter that could be rented by residents of the community for personal parties. The shelter would be best located near the restrooms and the playground so that those who use the shelter are able to easily access these facilities. With this layout, however, the green space would likely be sacrificed. However, some green space could be added with the shelter. A garden surrounding the shelter would be a possible alternative for supplying green space.
As most shelters at parks, this shelter would be Figure 6 - Example of a covered shelter at designed to have a covered area where people could gather. Bechtold Park. (Photo courtesy of egovlink.com) The shelter would contain picnic tables for visitors, grills for parties, and waste receptacles. Many parks
7 offer these amenities to visitors. This shelter could be offered for rent by residents of the community for family parties and celebrations, much like park shelters in other neighborhoods.
Shared Path Bridge
The bridge that overpasses Grovedale Place has a unique historical look that should be preserved as much as possible. While the bridge once was in use for large trains, it is currently not supporting the use of any traffic. This bridge will need to be assessed by professional engineers in order to determine its ability to support a light rail and pedestrian bike path. The limited width of the bridge creates a constrained area for adding a bike path to the bridge. However, this does not mean that there are not solutions.
The bike path can be ran across the north side of the bridge where there the abutments are wider. This area is the most feasible space to retrofit a bike path to this bridge. Due to the close proximity of the rail and trail on this bridge, a protective barrier must be implemented on both sides of the trail. A fence must be placed between the rail and trail in order to Figure 7 - North side of the Grovedale Place bridge. protect cyclists from debris from the tracks. Also, a rail must be provided on the edge of the bridge to prevent cyclists from falling over the edge.
Bridges that cantilever the pedestrian path have been done before. Similar design practices can be adopted from these cases. One such case is the Harpers Ferry Trail in Harpers Ferry, Virginia. Although this bridge covers a much larger span and supports a heavier rail system, this design can Figure 8 - The Harpers Ferry Trail bridge. (Photo be studied in order to help develop ideas for the Grovedale courtesy of cnn.com) Place bridge. Bridges that limit the rerouting of the trail are ideal. Users of the Wasson Way trail desire a continuous trail with minimal detours. The development of this bridge will be a key aspect in the design of this project. Bridges are typically very expensive to build. Therefore, it is important to try to avoid tearing this bridge down and completely replacing it. It is also key to ensure that the construction in this area does not negatively affect the residents on Grovedale Place.
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Subsection 2: Rookwood Commons TOD
One opportunity for the Wasson Way bike path and light rail project is to implement transit oriented development (TOD). TOD is a mixed-use residential and commercial area located within close proximity of public transportation in order to maximize access to public transit and incorporate features to encourage transit ridership. Zoning is also a vital component of TOD, as zoning supports the comprehensive plans that a specific community has in place and places restrictions for the area. Target areas such as Hyde Park Station on the corner of Edwards and Wasson Road and the adjacent Hyde Park Center on the corner of Edwards and Madison Road could be considered prime locations to be re- developed for TOD. These areas contain existing businesses and retail stores which would make the re- zoning process to TOD easier. Utilizing these areas along Wasson Way, rather than residential regions, eliminates the constraint of trying to get residential areas re-zoned for a completely different use that would not be socially popular to the homeowners or the public. Because the target TOD areas are landlocked by residential neighborhoods and streets, the existing structures would need to be demolished to make way for taller buildings that could accommodate the existing businesses at street level along with new residential apartments or commercial space above. A case study showing a possible TOD design across the street from the Alameda County BART station and intermodal bus hub in Hayward, California is shown below (BAR Architects, 2012). The design is said to contain retail space at ground level and provide affordable living space above in order to cater to anticipated young residents which is the current demographic of Oakley.
Figure 9 – Existing Hyde Park Station Figure 10 - TOD near Alameda County BART
The increase in square footage of the structures would warrant the need for more parking spaces especially for the new permanent residents. However, a large amount of trips created by the office spaces and businesses would be serviced by the Wasson Way light rail or bike path which would not necessitate more parking spaces. There are no set parking standards for TOD but the city of Charlotte and Mecklenburg County created minimum required off street parking spaces for vehicles and bicycles based on land use which can be found in Appendix A. Chapter 1425-23 in the City of Cincinnati parking code reveals that a 50% parking reduction can be utilized for residential units that reside within 600 feet of a streetcar stop (City of Cincinnati, 2013). Depending on where the Wasson Way light rail
9 stations are located, Hyde Park Station and Hyde Park Center could very easily reside within 600 feet of a light rail station. Parking garage solutions include an on-grade parking garage underneath the structure but this would take up vital retail space so a more economical design would need to be used. A more efficient approach would be to mimic the Cincinnati development known as U-Square which utilizes the wings of the development by housing a multi-story above ground parking garage as seen below (Monk, 2011).
Figure 11– U-Square above Ground Parking Garage Locations
Implementing TOD in these areas comes with a big price tag but it has been found that the lasting economic benefits outweigh the upfront costs. The retail stores will most likely experience an increase in revenue due to the nearby increase in foot traffic from the Wasson way path and light rail (this opportunity is also applicable to the Rookwood shopping center). The property value will also increase as discovered by Professor Rainer vom Hofe and Olivier Parent of the University of Cincinnati. Their research showed that property values increased by $9.00 for each foot closer that the property was to the Little Miami trail entrance (Fuller, 2011). If a developer does not have enough money or thinks it is too big of a risk to implement TOD in both of the aforementioned locations, a construction phasing plan could be used. The nearby Rookwood shopping center did just this when it was first developed. Rookwood Pavilion was built first in 1995 and after experiencing success, the developer decided to build the adjacent Rookwood Commons a couple years later (Casto, 2013). Therefore it may be in the interest of the developer to develop Hyde Park Station first and then in a few years develop Hyde Park Center or vice versa.
Green Roof Sustainable construction and going ‘Green’ has become part of the norm in almost all new design projects. This allows the Wasson Way project to take green space constraints and turn them into opportunities. Currently there is a strip of green space which contains a community garden that is sandwiched between the south parking lot of Rookwood Commons and Pavilion and the existing train tracks. This area will most likely be redeveloped because the current railroad right of way is very narrow and more space will be needed to fit the proposed light rail and bike path. The loss of green space is not ideal for the sustainability of the project so gaining green space in other areas is important. One way to do this would be to build permeable green roofs on top of existing and new impermeable buildings. A target area for this would be the roofs of existing retail stores (Whole Foods Market, Charming Charlie, Old Navy, Ulta, and DSW) located in the southwest corner of Rookwood Commons and Pavilion.
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Figure 12– Existing Retail Rooftop Figure 13– London Rooftop Garden Case Study Example
The proposed bike path and light rail will reside at the top of an existing 14 foot retaining wall that runs along the south property line of Rookwood Commons and Pavilion. This grade difference unintentionally provides a clear view of what could be considered an eye sore of mechanical equipment on the roofs of the retail stores, allowing anyone using the bike path or light rail to see. Installing a low maintenance green roof containing wild flowers and grasses along with some taller shrubs to act as blinders around the mechanical equipment would not only help with the visual appeal, but also increase sustainability. A case study conducted in the city of London, England showed that green roofs improve the visual appeal of a building, provide thermal insulating properties, attenuate rainwater runoff, and improve human health by reducing stress if accessible to the public. The case study also revealed threats to the success of a green roof including transporting the dirt and plant materials to the roof, height restraints imposed by the city, maintenance costs, additional structural strengthening to support the new loads, and roofs that are sloped steeply (City of London, 2011). New structures in TOD zones could also implement green rooftops in the form of a community garden where residents could grow their own fruits and vegetables on the roof of their apartment complex. This would also help achieve LEED standards for the building.
Multi Transit Hub Rookwood Commons and Pavilion brings together the communities of Norwood, Oakley, and Hyde Park to a central dining and shopping location. This is why it is a prime location along the Wasson Way light rail and bike path to take the opportunity of implementing a multi transit hub and trail head. The transit hub would contain forms of public transportation such as bus and light rail along with access to the bike path and places for people to park. A large amount of space with access to the light rail, bike path, and existing road is necessary for the transit hub and this is available where the existing train tracks meet Madison Road on the south property line of Rookwood Pavilion as seen below in a Google Earth image. Some barriers to implementation include a restaurant that resides in the proposed transit hub area and an abandoned sports pub with a large parking lot. These two parcels would need to be acquired in order to have enough room for a light rail station, restroom facilities, and a bus terminal without disrupting the nearby residences. Depending on how much money the property owners want for their land, this could have a negative economic impact. Currently Cincinnati Metro Bus routes have
11 stops along Madison and Edwards road that could be easily serviced by the nearby transit hub (Cincinnati Metro, 2014).
Figure 14– Aerial location highlight of transit hub and parking garage
In order to provide access to the Rookwood shopping center on the north side of the station, pedestrians would need to be able to get over the existing retaining wall. Americans with Disabilities Act Accessibility Guidelines requires level or near level boarding at all station doorways of light rail trains with a maximum platform gradient of 2%. This would necessitate a pedestrian ramp off of the station platform and pedestrian ramps are restricted to be at a maximum of 8% slope with landings (Transportation Research Board, 2012). Calculations show that a ramp, excluding landings, would be around 170 feet long in order to combat the elevation difference from the rail station down to the Rookwood parking lot. Coordination with the Rookwood shopping center would be important because a ramp of this size would most likely have to be built on their property. Other access solutions could consist of constructing a sidewalk on the south side of the station that links to Burch Avenue and then goes over the tracks and bike path and down to the Rookwood parking lot. Locals currently walk down the unpaved hill at the end of Burch Avenue in order to gain access to the shopping center so this option may be more appropriate. In order to accommodate the bike path users, it is important to provide amenities such as shelter, bicycle racks, and lockers for those wanting to stop and get on the light rail or take a bus. Having a trail head at the transit hub would allow emergency workers to have easy access if a problem arises where they need to drive a vehicle on the path. In order to keep citizens from mistaking the path as a road and trying to drive on it, removable bollards could be installed to protect those using the trail. Design guidelines state that the bollards should be painted white and have reflectors as well as being placed in the center of the path with a 1.5 meter clearance to the next closest bollard (Victoria Transport Policy Institute, 2014). Ohio Department of Transportation design standards for pathway bollards can be seen in Appendix B.
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A case study was conducted on the Sunset Transit Center in Portland, Oregon by the Ontario Ministry of Transportation back in 2011. They discovered that transit stations should capitalize on new development and place-making opportunities that will help integrate the hub into its surroundings. One way this was done was by having an above ground park and ride garage since there was limited nearby parking as shown below (Ontario Ministry of Transportation, 2011).
Figure 15– Sunset Transit Center containing LRT, bus, park and ride, and cycling facilities
Implementing a park and ride program at the transit hub would most likely be socially acceptable because it would not only incentivize people to use the light rail, but also help alleviate the issue of congestion expressed by Rookwood shopping center consumers as seen in Appendix C. One possibility would be to build an above ground parking garage in the parking lot of Rookwood shopping center, northwest of the transit hub as seen in Figure 14. The benefits of this location include eliminating the need to squeeze parking in at the light rail station along with providing parking for Rookwood shopping center consumers. A multi-story above ground parking structure would be the most economical and would also provide the opportunity to build a pedestrian bridge connecting a level of the parking garage directly to the light rail station that would be at the top of an existing retaining wall. This would help cut down on the travel time by having seamless connections between various modes of transportation as emphasized by The Ontario Ministry of Transportation. The major constraint for the park and ride plan would be funding. The 2013 national average for a 145,000 square foot, 5 stories above ground parking structure was over 8.5 million dollars (Reed Construction Data, 2014). Because CASTO (the owners of Rookwood Commons and Pavilion) may already be looking for ways to increase parking for their shopping center, they may be interested in helping fund the parking garage. It would also positively impact the shopping center financially because individuals would be more likely to go shopping even if their intention was to park and ride. Another possibility to defer the cost of the structure would be to assess parking fees to anyone wanting to park in the garage but this brings about the issue of deterring drivers from using the garage all together.
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Street Crossings
Pedestrians are exposed to moving vehicles when the bike trail crosses Madison and Edwards road. According to a 2005 OKI traffic count, Madison Road at a location west of Edwards road, serviced an average annual daily traffic level of 15,906 vehicles. During the same year, Edwards Road at the railroad crossing handled an average annual daily traffic level of 13,535 vehicles (OKI, 2013). The values pose a good estimate but the counts are probably lower than the actual traffic along the roads today because the data is eight years old. These busy roads bring about safety concerns that need to be addressed before a final design is decided upon. The existing crossing over Madison Road can be seen below in the Google Earth image.
Figure 16– Existing Crossing through Madison Road looking East Figure 17- City of Charlotte Street Design Guidelines
One way to combat this constraint is to build an above grade bridge for the light rail and bike path to extend over the roads. Bike path users would consider this an acceptable alternative because they would be safe and not have to interrupt their physical activity by waiting for traffic at an intersection. The light rail and vehicle users would also consider this an acceptable alternative because it would not cause any additional traffic congestion or delay in travel times. However, the barriers to implementation such as available space and cost would outweigh the benefits. The US Department of Transportation Federal Highway Administration imposes minimum vertical clearances for bridges over roads. For all types of roadways in an urban setting, the minimum vertical clearance is 14 feet (AASHTO, 2004). Light rail standards use a maximum gradient of 10% which is based on passenger comfort and not the rail car abilities (Transportation Research Board, 2000). This means that the length of the ramp would be at minimum 140 feet long to ascend to the required height. With the proposed on-grade multi transit hub adjacent to Madison Road, there is not 140 feet to spare after the rail car leaves the station to clear over Madison Road. Other alternatives for crossing the roads include safe pedestrian crossings. The city of Charlotte, North Carolina came up with pedestrian crossing design elements and analyzed their impact on the user as seen above (City of Charlotte, 2011). According to the design standards, a median or curb extension would be the best option for Madison and Edwards Roads. However, it is not recommended to impose curb extensions along high volume arterial roads because the capacity and efficiency of the road could be jeopardized (Bicycle Network, 2014). The crossing of Madison Road would be considered a midblock type because the crossing does not reside at an intersection. These
14 types of crossings can be considered safer for pedestrians because they do not have to account for turning traffic (Rails to Trails Conservancy, 2013). The crossing of Edwards Road occurs at the intersection with Wasson Road, making this an adjacent path crossing. According to research conducted by the Bicycle Network, a “bend out” treatment is the best way to give priority to bicycle path users and improve visibility to vehicles at an adjacent path crossing. The geometry of the layout along with a photograph of the pedestrian crossing can be seen below for the Capital City Trail (Bicycle Network, 2014). Both crossings at Madison and Edwards would contain the features as seen in the photograph such as a raised crosswalk utilizing a different colored pavement, line stripping, a median acting as a refugee island if pedestrians can only cross one direction of traffic at a time, and sufficient signage. If users do not feel safe enough using a crosswalk like this, other precautionary measures could be take such as installing solar powered overhead flashing lights, flashing LED lights in the pavement outlining the crosswalk, or pavement rumble strips to warn approaching drivers. This option would be much more economically feasible than building an overpass but a “bend out” design may need more space than is available.
Figure 18 & 19 – Capital City Trail Crossing with the Bent-Out layout
The light rail crossings at grade would not be difficult to implement and would be considered socially acceptable because a railroad crossing already exists at the proposed location. Local residents are familiar with a crossing at this location though it hasn’t been used in years. This helps with safety concerns but depending on the frequency of the light rail using the crossing, traffic could become more congested than it already is. One technical issue would be figuring out how to separate the light rail from the bike path at the crossing. A divider fence runs along the light rail to keep pedestrians from wondering off the bike path onto the rails but when the path reaches the intersections, a permanent fence would block traffic. For specific cases like this, protection arrangements can be made to keep bike path users and vehicles separated from the light rail at the intersection as shown below (ITV, 2012). A railroad crossing lever bar that extends across all lanes of traffic (not just the approaching direction) with a fence extending below would be the best option for the intersection.
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Figure 20 – Intersection Lever Bar with Fence
Intersection Upgrade Traffic along the main roads in Norwood and Hyde Park can get very busy, especially at the intersection of Madison and Edwards Road as indicated by the aforementioned average daily traffic. One way to help alleviate this congestion would be to replace the intersection with a roundabout. Roundabouts may not be popular with the local people initially, but case studies from Vail, Colorado have shown that residents eventually approve of roundabouts because they increase safety, increase sustainability, and help with traffic flow (Fromme, 2010). Roundabouts require all incoming traffic to slow down so that they can navigate around the curve. Because of this, approaching traffic speeds would be reduced and this would be beneficial along the southern legs of Madison and Edwards Road where the light rail and bike path cross. Slower vehicle speeds in this area would reduce collisions with pedestrians and make the bike path users more comfortable. Vehicular safety is also increased within the roundabout because there are only eight points of conflict where accidents may occur as opposed to thirty-two possible conflict points for a typical four-way intersection (Fromme, 2010). Roundabouts are also more sustainable than typical intersections because drivers do not have to wait as long at the intersection. This saves drivers gas and decreases the amount of emissions released into the atmosphere (Fromme, 2010). The circular grass area inside the roundabout would also help increase the sustainability and aesthetic appeal of the area by showcasing a fountain or sculpture with decorative landscaping. The Vail, Colorado case study described how a signalized intersection was replaced with a 200 foot diameter, multi-lane roundabout that is able to accommodate up to 6,000 vehicles per hour (Fromme, 2010). A picture of a similar roundabout can be seen in the figure below (Federal Highway Administration, 2014). One issue is that the intersection of Madison and Edwards Road is landlocked because businesses reside on all four corners. But if the Hyde Park Center is to be redeveloped into TOD, a big parking lot would not be needed which would free up space for the roundabout. Another issue is how to build the roundabout without completely closing the intersection during construction. The roundabout may not be a popular solution to the public if the traffic had to be re-routed during
16 construction, causing traffic congestion down local streets. Costs to build a roundabout can easily exceed one million dollars which could lead to its demise if no other funding is available.
Figure 21 – Multi-lane Roundabout
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Subsection 3: Residential Area
Figure 22 – Overview of Wasson Avenue
Subsection three is the main residential area within this specific area of study. As such, it has unique opportunities and constraints not associated with subsection one and subsection two. Specifically, subsection three begins just east of Edwards Road and continues eastward approximately 600 feet down Wasson Avenue. While subsections one and two both have commercial aspects, subsection three is almost entirely residential. By the mere fact that it is so hugely residential, this section can prove to be a valuable resource to the Wasson Way project as a whole.
As the years go on, Wasson Way will require additional support. If the project is completed in stages, it is important for the public to be satisfied with the results of each stage. If they are not, it can put pressure on elected officials to reallocate resources designated for this project elsewhere. Regardless, even if this project is completed in one fell swoop, maintenance yearly costs must be taken into consideration. The greater the public support for Wasson Way, the easier it is for elected officials to justify spending the money for it. The support of the public can only benefit the future of Wasson Way. “In our representative democracy, therefore, it is the responsibility of government officials to carry out the desires of their constituents” (Oldendick, 2002).
Due to the overwhelming residential population in this immediate area, this section provides a unique opportunity to promote residential interaction and involvement with the Wasson Way trail. Specifically, by making residents feel as though they are benefiting by incorporating the trail into their daily life they will feel a greater connection to the project and thus greater support it.
Of course, promoting residential interaction is only one goal of this section. There are other factors to be taken into consideration, such as how this section can act as a model for the remainder of the Wasson Way project, what this trail should project, and how it can involve the community as a whole, not merely residents.
Community Garden Boxes
To create a better sense of community and have people feel connected to Wasson Way, one idea is the place small community garden boxes near and throughout the trail, especially in this
18 residential area. The idea is that mostly the nearby residents would care for and benefit from the fruits and vegetables harvested from these. The benefits of community gardens are well documented. “Not only do community gardens draw people together from various backgrounds regarding their age, race, culture and social class, they also grow more than food – the involvement in social community usually leads to long term relationships among people that might not ordinarily ‘network’” (Sarich, 2013).
There are further benefits one might not expect. “Community gardening reduces crime rates. Take one community in North Philadelphia that was once full of vacant, rundown buildings and plagued with crime, drugs, trash and derelict people as much as derelict infrastructure. A group of women decided to build the Las Parcelas Community Garden and Kitchen. Not only did it improve crime rates, it caused a ripple effect and people started taking care of their own properties, looking out for one another and completely transformed their neighborhood” (Sarich, 2013). This does not suggest that the area in question is particularly run-down: it is not. From viewing the area it is evident that the homes are reasonably well-cared for. This simply shows the positive effects community gardens have the power to spread. The images below demonstrate the well-kept nature of the current residences.
Figure 23 – Residential Area Figure 24 – Residential Area
The direct economic benefits of community box gardens would be negligible. Although some money would be required for the initial construction, soil costs, and seeds, maintenance would be negligible as it would be up to the community to care for the plants as they see fit. No profit would be made from these gardens, although the impact of the benefit to the community cannot be overstated. There are possible indirect benefits, including making Wasson Way more popular which may lead to residents exploring the trail further and bringing more traffic to Rookwood Commons and other commercial areas.
The sustainability of these gardens would depend heavily on how residents react to them. If residents are highly in favor of these gardens, take the time to care for and reap the benefits of the gardens they would be highly sustainable as the container for the garden would not have to be reconstructed year after year. If the community does not take to the idea of these gardens and they are not cared for, cost would be minimal to dispose of them. The idea is not to create a huge garden, so small plots could be dismantled and the soil sold if it does not take root within the community.
Stormwater Runoff
Although stormwater runoff is an issue that must be considered throughout the entirety of the trail, it is of particular importance in this area once again due to the residential area. If residents are
19 unhappy because the stormwater runoff is affecting them or their property negatively that does not bode well for the continued public support of the project.
Stormwater runoff in urban areas is a source of water pollution in the United States, one of the leading in fact. It’s a problem in urban areas in particular because traditional urban areas typically include large areas of impervious surfaces such as roads, sidewalks and buildings. “These impervious surfaces prevent rainwater from infiltrating into the ground. As a result, stormwater runs off these urban areas at higher rates and volumes. These higher stormwater rates and volumes can cause increased flooding and erosion, and more pollution to surface waters, among other impacts.” (Water Polluted Runoff 2014)
There are several ways to combat the increased stormwater runoff. “Agencies can comply using a variety of stormwater management practices often referred to as "green infrastructure" or "low impact development" practices, including reducing impervious surfaces and using vegetative practices, porous pavements, cisterns and green roofs.” In particular, green roofs were discussed in subsection two of this analysis.
Shared Bike Lane
This area is one where a shared bike lane may be able to be utilized. This is due both to the fact that this is one of the few sections where the abandoned railroad tracks and thus the path of the track lie alongside a road, as well as the relatively narrowness of the section. A bike lane is defined as “a portion of a roadway which has been designated by striping, signing, and pavement markings for the preferential or exclusive use of bicyclists” (FHWA Course, 2014).
The success of shared bike lanes is apparent when one considers the fact that in North America, nearly every major city has made an effort in recent years to install bicycle lanes, either as “pilot project (to test their success) or, in many cases, on larger networks of interconnecting roadways. Several small towns have led the way in establishing networks of bicycle lanes, particularly college towns (FHWA Course, 2014).
The minimum width of a bike lane should be 1.5 meters (5 feet) against a curb or adjacent to a parking lane. On streets where the bike lane is adjacent to the curb and the curb includes a 1-foot to 2- foot gutter pan, bike lanes should be a minimum of 4 feet wide (width does not include the gutter pan, since bicyclists are typically unable to use this space) (FHWA 2014). It should be noted that two-way bike lanes should be avoided as it encourages bike rides to ride against traffic, creating a dangerous situation.
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Figure 25 – Example of Shared Bike Lane
Exercise Stations
The inclusion of exercise stations would be a way to further engage both nearby residents, commuters and recreational users of the trail. Instead of the path simply being a means for walking, running, biking etc., exercise stations would create more interactive ways for users to increase the health benefits of utilizing the trail.
Many different types of exercise stations can be incorporated. Exercise stations can utilize different muscles, provide variety and decrease monotony along the path. In addition, exercise stations can be utilized both by able-bodied people as well as those with disabilities as modified exercises can be posted indicating, for example, how a person in a wheelchair could utilize a particular station.
Exercise stations are not uncommon. They even currently exist at the University of Cincinnati, though they are not widely utilized (as observed by the author). This could be due to the fact that there is no centralized walking path through campus: in contrast, if these exercise stations are placed sporadically directly adjacent to the Wasson Way path, they would be widely seen and thus the users would be able to take advantage of them.
Figure 26 – Example of Exercise Station
Figure 27 – Example of Exercise Station
Exercise stations would be highly sustainable. Once they are constructed and installed, they can benefit the community for many years with little maintenance. In contrast with the community gardens, regardless if these exercise stations are highly utilized or not their sustainability is not impacted and they can remain in place for many years.
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Bike Share
The Wasson Way trail will provide a way for pedestrians to utilize more healthy means of transportation. One potential barrier is the fact that people may wish to use the path who do not own their own bicycles. While walking would always be possible, people might be put off by the fact that it would take far longer to walk the path than ride a bike. A solution to this problem would be to implement a bike sharing program along the path. In particular, because this is such a highly residential area, the areas residents could take advantage of this program frequently.
Bike sharing programs are becoming popular across the United States. In fact, bike sharing was the recent subject of a blog devoted to discussing urban planning within the city of Cincinnati, Urban Cincy. “Proponents view bike share programs as attractive components in the development of vibrant cities. With the continued revitalization of Cincinnati’s center city, Barron feels that bike share will fit well into the mix.” (Urban Cincy) This is also demonstrated by the fact that several major cities across the United States have large bike sharing programs (Urban Cincy, 2014). For example:
New York City CitiBike: 6,000 Bikes at 330 Stations Chicago Divvy Bike: 750 Bikes at 75 Stations Boston Hubway: 600 Bikes at 61 Stations Atlanta CycleHop: 500 Bikes at 50 Stations Miami DecoBike: 500 Bikes at 50 Stations Washington D.C. Capital Bikeshare: 400 Bikes at 49 Stations Denver B-Cycle: 450 Bikes at 45 Stations Columbus CoGo: 300 Bikes at 30 Stations Cincinnati B-Cycle: 200 Bikes at 20 Stations Salt Lake City GREENbike: 100 Bikes at 10 Stations Kansas City B-Cycle: 90 Bikes at 12 Stations
It should be noted that Cincinnati is among those major cities who have implemented bike sharing programs. In fact, bike sharing even exists on the campus of the University of Cincinnati. The concept is simple. Bike racks are placed throughout the area with a number of available bikes. Consumers can buy either an annual pass, or a daily pass, along with a credit card for deposit. The annual pass entitles consumers to a certain number of rides per month. Consumers can take a bike from the station of their choice and either return to the bike to its’ original bike rack or return it to a different bike rack in another part of the city.
Bike sharing programs have several advantages. Those who would utilize the program need not worry about leaving their own bikes behind subject to theft or vandalism. A person could ride the Bike Share bike from one method of public transportation to another without worrying about how to return later for their bike. Visitors to the city would have an affordable, temporary mode of transportation.
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Figure 28 – Bike Share Rack
While traditional bike rentals are oriented to leisure rides, with the bike being rented for a few hours and returned to the same location, bike sharing, on the other hand, is geared for more utilitarian use. Along the Wasson Way path, people would have an easy way to access Rookwood Commons, leading to more foot traffic and more money spent.
Figure 29 – Example of Bike Share Figure 30 – Example of Bike Share
As bike sharing has already been growing and has been established in major cities such as Cincinnati, the sustainability of this model has been proven. The bikes can be used as much or as little as is the demand. The economic impact of increasing bike sharing along Wasson Way would include the growth of the bike sharing company, and the indirect economic effect could include more foot traffic in nearby commercial areas.
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Engineering Interventions A. Subsection 1: Withrow Recreation
1. Withrow Recreational Area
a. The public will need to be surveyed to determine what amenities should be offered in the park.
b. Standards will need to be researched for each amenity to determine how each will be built.
c. A site layout plan will need to be developed to determine where each amenity will be located.
d. Community support will need to be raised in order show the want for the project.
e. Proper ownership and management should be selected in order to determine liability and maintenance issues.
f. Sufficient funds will need to be raised in order acquire, develop, and maintain the park.
g. The land will need to be acquired in order to develop it.
h. A proper engineering design for each amenity will need to be approved.
i. A construction plan will need to be written and implemented.
j. The land will need to be developed into a park.
2. Grovedale Place Bridge
a. A professional engineer will need to assess the condition of the bridge.
b. Standards will need to be researched to determine clearance requirements and separation barriers that are necessary for the bridge.
c. The owner of the bridge must be determined.
d. Funds must be raised in order to pay for the redesign or reconstruction of the bridge.
e. Community members should be interviewed to determine their input and needs for the project.
f. A professional engineer will need to develop a design for the bridge to incorporate the light rail and the bicycle path.
g. A construction plan will need to be written and implemented.
h. Construction of the bridge must be implemented.
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B. Subsection 2: Rookwood Commons
1. TOD
a. Determine the zoning changes, property ownership, and building restrictions.
b. Determine the construction schedule and phasing, including demolition of existing structures and how to accommodate the existing businesses during construction.
c. Design a green, multi-story retail/residential complex that promotes easy access to Wasson Way.
d. Design the utility relocation and layout including stormwater plans.
e. Design a grading plan for the site.
f. Determine parking demand and design parking options for vehicles and bicycles.
g. Estimate the costs for the overall development
2. Green Roof
a. Calculate what the average additional loading for a green roof would be.
b. For existing buildings, decide which would be best suited for a green roof and determine if their current structural ability can accommodate it.
c. Design methods to increase the building roof capacity.
d. Design the layout of the planter boxes and vegetation and determine how to address the water runoff.
e. Design routes for the public to access the roof and remain safe at the high elevation.
h. Estimate the costs for the green roof along with any reoccurring/ maintenance costs
3. Multi Transit Hub
a. Determine the best location for a multi transit hub and decide which parcels are needed along with looking at the zoning and city requirements.
b. Design the construction schedule and phasing, including demolition of any existing structures and how to protect adjacent properties from being affected by the work.
c. Design a multi transit station servicing light rail, bike path, bus, and vehicles.
d. Design accommodations for the transit hub such as restrooms, shelters, bicycle parking, and lockers.
e. Design the utility relocation and layout including stormwater plans
f. Design a park and ride structure to be located in the Rookwood shopping center lot that meets the expected vehicular demand of the transit hub along with extra room for Rookwood shopping center customers.
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g. Conduct studies to determine the vehicle parking demand created by the transit hub.
h. Determine if traffic signals are necessary along roads accessing the transit hub along with traffic accessing the parking structure and design the signal timing.
i. Design a pedestrian access point from the transit hub to the Rookwood shopping center
j. Estimate the costs for the multi transit hub along with any reoccurring/ maintenance costs
4. Street Crossings
a. Conduct traffic counts to determine the volume of traffic serviced at the proposed crossings.
b. Determine the proposed volume and frequency of users for the bike path and light rail.
c. Determine the safest and least intrusive type of crossing to implement.
d. Design the pedestrian crossings for the bike path and the railroad crossings for the light rail.
e. Determine how the crossings will affect the current traffic flow.
f. Estimate the costs along with any reoccurring/ maintenance costs such as electricity.
5. Intersection Upgrade
a. Conduct traffic counts to determine the current volume of traffic serviced by the Madison and Edwards road intersection.
b. Determine if a roundabout is the best solution to alleviate the congestion of the Edwards and Madison Road intersection.
c. Determine the number of lanes necessary in the roundabout to service the intersection during peak hours.
d. Determine what additional property will need to be acquired and re-zoned to accommodate the roundabout.
e. Design the roundabout and any geometry changes of the existing roads to improve traffic flow. Applicable standards include ODOT Location and Design Manual Section 400.
f. Design the utility relocation and layout including stormwater plans
g. Design a grading plan for the site
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h. Design the construction schedule and phasing, including demolition of any existing structures.
i. Design a re-route plan for vehicles to follow during construction.
C. Subsection 3: Wasson Avenue
1. Community Garden Boxes
a. Identify out of the way areas that could be a placement for a small garden box. b. Identify how this community garden could affect stormwater runoff.
2. Stormwater Runoff
a. Identify how much storm runoff is currently averaged in area. b. Identify how the placement of a paved bike path would increase stormwater runoff. c. Determine if the increased stormwater runoff necessitates specific actions to be taken. d. Design a stormwater system that addresses the excess runoff.
3. Shared Bike Lane
a. Conduct traffic counts to determine the volume of traffic on the road. b. Conduct surveys to identify how many bike riders would be present in the shared lane at the heaviest traffic time. c. Investigate the possibility of creating shared bike paths in both lanes to avoid creating a dangerous two-way shared bike lane.
4. Exercise Stations
a. Identify areas that are safe and suitable for exercise stations. b. Identify how many and what types of exercise stations should be created. c. Identify how long exercise station can safely remain in place without replacement. d. Determine necessary foundation requirements for such a station.
5. Bike Share
a. Conduct surveys to determine how increased bike users would affect traffic patterns. b. Identify suitable locations for bike share racks to be placed. c. Determine necessary foundation requirements.
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Summary/Conclusions Area 3B of Wasson Way has many opportunities and availabilities for improvement as explained in the framework. Each of the three sections discussed within this paper are radically different: each provide opportunities to further develop this project. The suggested improvements would improve economic growth, community involvement, and community perception of this project.
In subsection 1, Withrow Recreation, the main ideas for implementation include a dog park, farmer’s market, playground and generally expanding upon the usable park currently in place. Restrooms and bike facilities would also be a necessity for this portion of the project, as Withrow Recreation is intended as a place for users of the trail to be able to stop, relax, and enjoy other aspects of the area besides the trail. In order to preserve green space, with the addition of the proposed amenities, one option would be the removal of one of the current baseball fields, of which there are four now.
In subsection 2, the major topic of discussion is the multi transit hub. The transportation hub would be a major project, with a very high initial cost, but overall it was found that this project would be beneficial in the long-run, increasing the transportation traffic in the area and allowing for economic growth. Other important implementations include transit oriented development, green roofs, street crossing, and an intersection upgrade.
Subsection 3 provides an opportunity for the residents in that immediate to become more involved in Wasson Way. The more involved the residents feel regarding Wasson Way, the higher the public support will be. Other suggestions for that immediate area include the implementation of a bike share program as well as exercise stations placed sporadically along the path. In this particular section, it might also be wise to utilize a bike share lane along Wasson Avenue.
Overall, the sustainability and economic impact of each of the projects within this section slightly varies. The majority of proposals are easily sustainable, while some would require more maintenance than others (for example, the exercise stations would be very sustainable and more maintenance would be required for the dog park). However, each provides an overall benefit to Wasson Way. Similarly with the economic impacts, some would have a direct impact, like the implementation of a transit hub drawing more people to the area, with others having a more indirect impact, such as the community gardens. However, each proposal serves the purpose of making Wasson Way a sustainable and successful project.
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Works Cited
AASHTO. "Vertical Clearance." US Department of Transportation Federal Highway Administration. N.p., 2004. Web. 1 Feb. 2014.
BAR Architects. "South Hayward Transit-Oriented Development." Affordable and Campus Housing. N.p., 2012. Web. 1 Feb. 2014.
Beehler, Ed, Gary Fichter, Jean Krason, and et al. "Lynchburg Dog Park Feasibility Study." Off-Leash Dog Park Steering Committee, n.d. Web. 6 February 2014.
"Best Practices for Creating a Dog Park In Your Community." Murdock Manufacturing. N.p., 30 May 2013. Web. 6 Feb 2014.
Bicycle Network. "Path Crossings of Roads." Bicycle Futures. N.p., 2014. Web. 3 Feb. 2014.
Casto. "Rookwood Commons & Pavilion - Directory." Rookwood Commons & Pavilion. N.p., n.d. Web. 21 Oct. 2013.
Cincinnati Metro. "Maps and Schedules." Metro. N.p., n.d. Web. 1 Feb. 2014.
City of Charlotte. "Complete Streets Planning Process." Transit-Supportive Guidelines. N.p., 13 Oct. 2011. Web. 1 Feb. 2014.
City of Charlotte and Mecklenburg County. "Transit Oriented Development Districts." Charlotte-Mecklenburg Planning Department. N.p., 20 Oct. 2003. Web. 21 Nov. 2013.
City of Cincinnati Zoning Code, (2013). “Title XIV Zoning Code of the City of Cincinnati”. Cincinnati, Ohio.
City of London. "City of London Green Roof Case Studies." City of London Corporation. N.p., 2011. Web. 31 Jan. 2014.
Federal Highway Administration. "Safety Aspects of Roundabouts." FHWA Safety Program. N.p., n.d. Web. 3 Feb. 2014.
Fromme, Victoria. "Roundabout." Neihoff Studio. N.p., 2010. Web. 3 Feb. 2014.
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Fuller, Dawn. "New Research Finds that Homeowners and City Planners Should 'Hit the Trail' When Considering Property Values." New Research Finds that Homeowners and City Planners Should 'Hit the Trail' When Considering Property Values. University of Cincinnati News Record, 11 Oct. 2011. Web. 6 Dec. 2013.
Heath, Lori. "Farmers' Market Best Practices Toolkit: A Guide for Community Organizations in Newfoundland and Labrador." Food Security Network of Newfoundland and Labrador. 2011.
"How Cities Use Parks for... Economic Development." City Parks Forum. 2013: n. page. Print.
ITV. "Types of Level Crossings for Pedestrians." Warning Over Level Crossing Risks. N.p., 8 Oct. 2012. Web. 3 Feb. 2014.
Litman, Todd, Bill Demopoulos, et al. "Pedestrian and Bicycle Planning: A Guide to Best Practices." Victoria Transport Policy Institute. (2014): n. page. Print.
Monk, Dan. "Calhoun Development Site, Long Stalled, Back On Track." Cincinnati Business Courier. N.p., 21 Jan. 2011. Web. 31 Jan. 2014.
Ohio Building Code. Section 2902 Minimum Plumbing Facilities. 2012. Print.
Ohio Department of Transportation. "Steel Bollards." Standard Roadway Construction Drawings. N.p., 18 Apr. 2003. Web. 6 Feb. 2014.
"OKI Regional Traffic Count Directory 2003-2012." Ohio-Kentucky-Indiana Regional Council of Governments. N.p., Jan. 2013. Web. 30 Oct. 2013.
Oldendick, Robert “The Role of Public Opinion in Policy and Practice” USC Institute for Public Service and Policy Research October 2002
Ontario Ministry of Transportation. "Major Transit Stations." Transit-Supportive Guidelines. N.p., 13 Oct. 2011. Web. 1 Feb. 2014.
Rails to Trails Conservancy. "Crossings and Intersections." Rails to Trails Conservancy. N.p., 2013. Web. 3 Feb. 2014.
Reed Construction Data. "Construction Cost Estimates for Parking Garage in National, US." RS Means. N.p., n.d. Web. 1 Feb. 2014.
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Sarich, Christina. “Hidden Benefits of Community Gardens.” June 17th 2013.
Transportation Research Board. "This is Light Rail Transit." Transportation Research Board. N.p., 1 Nov. 2000. Web. 1 Feb. 2014.
Transportation Research Board. Track design handbook for light rail transit. 2nd ed. Washington, D.C.: Transit Cooperative Research Program, 2012. pp. 3.43-45.
United States Department of Transportation. Rails-with-Trails: Lessons Learned. 2002. Print.
Urban Cincy. “Bike Share”.
Victoria Transport Policy Institute. "A Guide to Best Practices." Pedestrian and Bicycle Planning. N.p., n.d. Web. 7 Feb. 2014.
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Appendix A (City of Charlotte and Mecklenburg County, 2003)
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33
34
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Appendix B (Ohio Department of Transportation, 2003)
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Appendix C
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Appendix D Technical Report Divided Responsibility: Anna Greve o Subsection 3, Summary/Conclusions, Report Formatting, Engineering Interventions, Table of Figures Matthew Menche o Subsection 2, Title Page, Abstract, Engineering Interventions, Weekly Logs Tyler Smith o Subsection 1, Introduction, Engineering Interventions
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Wasson Way Framework Plan
Integrated Design I 20 CVE 5001 – 001 Spring Semester 2014 Instructors: Dr. Miller and Dr. Russell
Group 4 Engineers: Todd Hanahan and Taylor Klepper Urban Planner: Naeem Shahrestani February 14, 2014
Abstract This project involves the area of the proposed Wasson Way trail surrounding Rookwood Commons and Pavilion, including the communities of Norwood, Oakley, and Hyde Park. The paper describes the framework plan that has been made for this area upon the construction of the Wasson Way trail, including a light rail and bicycle path. The framework has five major components that include the rerouting of traffic to ease congestion on the intersection of Madison Road and Edwards Road, a multimodal transit hub, access to the Withrow Recreation area, connectivity to the epicenter of the area, and a proposed Transit Oriented Development along Wasson Road. These components combine to create a theme of connectivity and inclusiveness amongst the area. Along with discussing the framework, potential issues are discussed including engineering interventions, economic impacts, social & user issues, sustainability, and barriers to implementation. To better understand the engineering obstacles that would be faced, design standards and case studies are examined.
Table of Contents
Framework Description…………………………………………………………………. 1 Engineering Interventions ……………………………………………………...... 3 Design Standards………………………………………………………………….…….. 4 Case Studies………………..………………………………………………………..….. 5 Economic, Social, and User Issues……………………………………………………... 8 Issues of Sustainability..……...…………………………………………………....…… 10 Barriers to Implementation..………………………………………………………….… 10 Conclusion………….………………………………………………………………...… 11 References………….………………………………………………………………...… 12 Appendix...………….………………………………………………………………...… 13
Framework Description Area 3 of the Wasson Way trail is a very intriguing portion of the trail that presents great potential, yet many challenges. Beginning just east of Interstate 71, the trail runs through neighborhoods with many land uses including business, educational, residential and retail. Some of the major features of this area include Withrow High School, Rookwood Commons and Pavilion, the intersection of Madison and Edwards roads, and large historical neighborhoods. The surrounding communities of Hyde Park, Norwood, and Oakley provide a mix of young professionals and established families living within close proximity of the trail. This provides many potential users for a light rail and bike trail system.
With the vast combination of land uses throughout the area, the overlying theme for the framework is connectivity and inclusiveness. Th e vision statement that was established for the framework is “To create an epicenter of activity that increases connectivity and interaction throughout the Norwood, Oakley, and Hyde Park communities by engaging in pedestrian friendly design, sustainable means of transportation and social enhancement while focusing on community involvement.” Five major elements comprise the framework with a goal of implementing the ideas within the vision statement. A small overview of the framework is shown below and the complete framework plan is included in Appendix A.
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The first major component of the framework is the rerouting of traffic that is coming from Interstate 71 and going towards Hyde Park. To help alleviate the congestion through the intersection of Madison Road and Edwards Road, a new route is proposed for vehicles that are simply passing through the study area. Rather than going south on Edwards and then turning left on Wasson Road, traffic coming from Interstate 71 that wanted to bypass the Rookwood area could continue straight on Smith Road onto the existing Cox Lane. Cox Lane would be widened and connected to Miilsbrae Avenue, on which traffic could turn right and head south. Millsbrae Avenue and Woodland Avenue would be realigned to be straight across from one another so traffic could continue straight on Millsbrae Avenue, across Madison Road to Woodland Avenue, which intersects Wasson Road. Due to the existing right-of-way along these public roadways, this rerouting could take place with a minimal number of parcels being purchased, likely only three to four, by purchasing an increased right-of-way width from the residents. This would allow for the majority of the homes to stay and keep the quaint, residential feel that currently exists. For this portion of road, the idea of a “complete street” is imagined, one that gives equal priority to multiple modes of travel such as automobiles, bicycles, pedestrians and public transit.
The second major component of the framework is a multimodal transit hub. This hub would be a vital part of the entire Wasson Way trail, not just this area. The hub would be located at the southwest corner of the intersection of Madison Road and the Wasson Way trail and would serve as a stop for Metro routes, light rail, and bicyclists. A transit hub like this would give a person the opportunity to ride their bike or take the Metro from home to the transit hub where they could hop on the light rail and take it wherever they need to go. Due to the available frontage along both Madison Road and the Wasson Way trail, this is an ideal location for such a hub. Also, part of the proposed site consists of a vacant sports bar building with a large parking lot. This parking lot could be easily transformed to a park and ride facility for those wanted to drive to the Wasson Way trail and use either the light rail or bicycle trail. Along with being a stop for both Metro and light rail lines, the hub could feature lockers and bicycle racks for people who are biking along the Wasson Way trail and would like to take advantage of the nearby stores and restaurants.
The third major component of the framework also involves a transit stop, albeit of a simpler variety, at the recreational fields behind Withrow High School. There are many reasons that this is an ideal location for a transit stop. First, having a stop here would provide users of the Wasson Way trail with access to green space including a park, softball fields, and tennis courts. In researching it was determined that these amenities were owned by the Cincinnati Recreation Commission, not Withrow High School, and were open to the public. Secondly, the Withrow area is rather separated from the Rookwood area and having a stop here would allow for people to travel between the two areas. One final reason is that there is an unfortunate negative relationship between high school age students and commercial/retail establishments. Often students can be a nuisance to businesses and are not welcomed by many business owners. This is evident in Clifton by many business owners taking measures against Hughes High School students such as only letting one student in their store at a time, not allowing students with book bags in their stores, etc. Having a stop behind Withrow High School would allow for a place for students to access the Wasson Way trail without wandering down to the major transit hub near Rookwood.
2 The fourth major component of the framework is a regional bike path that converged on the intersections of Madison and Edwards Roads with each other, and with the Wasson Way trail. This would not physically be a major change, likely only involving restriping of roadways to add bicycle lanes in most places, but would provide a major improvement in connectivity. In reviewing the area, it quickly became obvious that the epicenter fell around these intersections, but this epicenter was not easily accessible to all within the area. For example, the portion of this area that lies on the west side of Interstate 71 has difficulty making to the epicenter. There are no bike lanes, and Smith Road only provides a narrow sidewalk across Interstate 71. Adding dedicated bicycle lanes would provide yet another means of transportation for residents in the surrounding neighborhoods to access the epicenter of the area.
The fifth and final major component of the framework is a proposed mixed-use Transit Oriented Development (TOD). The framework envisions a mixed-use TOD including ground level entertainment, dining, and retail uses with apartments or condos located above. As Hyde Park is developing into a “younger” area with many young professionals moving into it, the need for entertainment opportunities will continue to grow. The framework proposes putting this TOD along the Wasson Way trail between Edwards Road and Shaw Avenue, acquiring the parcels on the north and south sides of the trail. Also, as a result of the aforementioned roadway realignments, Wasson Road would not be needed in between Edwards Road and Michigan Avenue and therefore would be closed. This would provide the opportunity for the Wasson Way trail to travel directly through the middle of TOD, with green space and environmentally friendly paving materials creating a green plaza area in the center of TOD. With this TOD along with the nearby grocery stores, retail stores, restaurants, and access to both light rail and Metro lines, this area would truly become a walkable community where automobile ownership would not be necessary.
Engineering Interventions When traveling through each of the three communities that make up region three, individualities of each can be seen. These communities, however, all have an underlying similarity, and that is the predominant use of the automobile for transportation. It is not totally the fault of the residents that this is true. All three of these communities have been designed with automobiles as the main source of transportation for the residents. Many of the amenities that are desired in these areas are spread over distances that create an inconvenience to walk to, and dangerous to bike to. In order to integrate sustainable means of transportation into these communities that are popular and convenient for residents to use, significant engineering will be required.
The critical goal with this area is to provide a location that is unique to the city of Cincinnati. That is to create a transit oriented development that would allow residents to live a life virtually void of any need for an automobile. Developing a community that has everything desired in a radius close enough to either walk, bike, or use public transit options to access. Development of said community would require significant rework of this area, predominantly the intersection of Madison, Edwards, and Wasson.
One of the core issues that accompany this section of Wasson Way is the intersection of Madison, Edwards, and Wasson Rd. This is not necessarily all one intersection, but the point at which Wasson ties in creates an issue for the main intersection of Edwards and Madison. From here on,
3 this will be referred to as one intersection. There are large amounts of vehicles that travel through this area. It is nearly impossible to remediate this intersection, and keep all of the current locations of these streets. This leads into the suggestion of a reroute for Wasson road. This would provide many opportunities for not only traffic alleviation, but also lend to the narrowness issue of this section of Wasson Way.
Reworking the street network through this intersection and the surrounding area would create a great challenge. After examining this area, as previously mentioned, one possible rerouting option is to end Wasson Road at Shaw Ave traveling west. Continuing to the north via Woodland Ave. would bring the commuters up to Madison Ave. This would then become a critical intersection. Continuing north through that intersection onto what is now Millsbrae Ave., would bring you up to a point where an intersection would need to be created. This suggested intersection would take to place of Cox Lane. Turning left on that newly developed street would allow for quick and easy access to I-71. Connecting the interstate directly to Hyde Park Plaza is the ultimate goal of this design. Demolition of several houses may be required in order to construct a street that could handle the increased flow of traffic through this area.
This also brings up another critical issue that plagues this area. Connectivity through Oakley, Norwood, and Hyde Park are very much limited to automobiles. Providing pedestrian access from the four critical nodes, seen in the framework in the appendix, in this area is another issue that needs resolved. Following the routes illustrated in the graphic, these paths would consist of what could be defined as complete streets. These would consist of designated lanes for automobiles, public transit (BRT), a bike lane, as well as sidewalks that are pedestrian friendly. This would encourage the use of bikes, public transit, and walking in lieu of cars, thus reducing auto traffic along these routes. This would also encourage TOD because the need for and automobile would be reduced significantly if accessibility to things such as entertainment areas, grocery stores, and work places were increased.
All of these suggestions would be a direct result of the Wasson Way trail/rail line. Providing a transit hub near the intersection of Madison and Edwards would allow for all of these suggestions to become a reality. This would eventually provide access to the rest of the city via rail or bike trail. Integrating a new TOD with the suggested transit hub would be a great opportunity. This would open an endless supply of increased connectivity throughout the city.
Design Standards While the idea of a bike trail aside a light rail system is not unique to Cincinnati, it is a relatively new concept that is still going through a significant amount of research and development. There are government design standards for both bike trails and light rail systems, but not for both of these components together. Even so, there are still many standards and resources that pertain to bike trails and light rails together. The first standard consulted was the AASHTO Guide for the Development of Bicycle Facilities. This guide goes in depth into topics such as separation between paths and roadways, width, alignment, grade, roadway intersections, signage and marking, drainage, lighting, railroad crossings, bicycle parking facilities, and others. These are critical issues as the Wasson Way trail has many topographic and geographic limitations that must be met. In regards to separation between paths and roadways, much of the Wasson Way trail is narrow and would include roadways, light rail and bike trail being within close proximity
4 to each other. Roadway intersections are another very important standard, as one of the major concerns of the Wasson Way trail is the intersection of the trail with Madison Road and Edwards Road. There are many more in depth standards that will be discussed below.
For light rail standards, the Track Design Handbook for Light Rail Transit was consulted. In this guide published by Federal Transit Administration, topics such as light rail transit vehicles, track geometry, track components and materials, bridges, and signals are discussed. For area 3 of Wasson Way, two of the most important issues are track geometry and signals. Track geometry is very important because this portion of the Wasson Way trail includes slight horizontal curves, vertical grades, and narrow corridor widths. The Track Design Handbook states that horizontal curves should have a minimum radius of 82 feet. For vertical grades, the maximum allowable sustained grade is 4.0%. Both of these restrictions fall within the conditions in Area 3 and do not pose a concern to the light rail system through this part of the corridor. Due to the speed of the Wasson Way light rail system and volume of the traffic on the surrounding roads, some type of signal would be required at all road crossings. Due to the fact that the light rail system would be powered by electricity, an electric switch would be the most likely type of switch to be used. Using an electrically controlled switch would allow the signalization system for the light rail to be integrated with the traffic signals on the nearby roadways. This could potentially allow for coordination between the two systems so that the light rail would cross the roadways at times when the vehicles are already stopped, minimizing the interruption caused by the light rail to the surrounding roadways. One important decision that must be made in the design of the Wasson Way light rail system is whether the railcars will be Unidirectional or bidirectional. Unidirectional railcars can only travel in one direction and therefore necessitate some type of turnaround at the end of the route. This can require a large amount of real estate that could likely be better utilitized otherwise. Bidirectional cars can travel in either direction and therefore do not need a designated turnaround area at the end of the route. However, these cars require control cabs at both ends of the train and can be more expensive. (Track, 2000).
Along with the individual bike trail and light rail design standards, guidelines for bike trail with light rail systems were consulted. One such guideline was the Rail-With-Trail Design Guidelines from the Southern California Regional Rail Authority. This guideline provided information on the safe and efficient interaction of parallel bike trail and light rail systems. One topic discussed was setback distances between the rail and trail. It was recommended that for light rail trains that traveled less than 40 mph, a minimum setback of 25 feet was observed and for trains traveling between 40 mph and 60 mph, a minimum setback of 30 feet was observed. Fortunately, the guide acknowledges that these requirements may not always be able to be met. For that reason, it states that alternatives measures such as additional barriers or vertical separation may be employed. (Rail, 2010)
Case Studies Many cities understand that issues will arise when redeveloping an established neighborhood, especially when the redevelopment involves TOD. Integrating a commuter rail system or even a bus-rapid-transit system can cause many issues when pertaining to zoning, community resistance, etc. Developing zoning policies that cater to the idea of transit-oriented development seem to be critical when examining best practices throughout several other cities that have already constructed lines similar to Wasson Way.
5 One major goal of transit-oriented development is to provide livable communities of people with varying age groups. When most envision TOD, bars, recreation shops, and other things that appeal to young, active people come to mind. This is typically associated with TOD; however, there are several other elements that need to be examined, especially when dealing the area of Norwood, Hyde Park, and Oakley. There is a large population of young adults that are live very active lives, however there is also a large population of older, more established people as well. Their needs are also critical to design being a lasting one. A study assembled by the MetLife Foundation developed several key issues that plague areas that are developing livable communities, and this table, seen below, assembled the results.
6 When examining the possibility of integrating a TOD or livable community into this area, these issues need to be considered. New livable communities are a critical part of the development that occurs as a result of new transit options such as light rail transit or bike paths. As new developments occur throughout the cities, pre-planning TOD is becoming common practice. This allows for master plans to be developed, just as cities such as Portland and Vancouver have done. This strategy features a tight urban boundary, focuses the growth in transit centers and corridors, and also requires local governments to adapt their zoning and comprehensive plans to fit the overall strategy (Arrington). Typically, these zoning changes are very applicable to areas with new development. In the case of Portland, LRT lines were ran through fields with the intent of TOD to follow, allowing strictly new development. This method may not apply in areas that are currently full of single-family dwellings. However, it is still possible for TOD to take place in similar areas. In Arlington, VA, the Rosslyn Ballston Corridor more specifically, there is an area called the Clarendon Sector. This area consists of a large concentration of single-family dwellings, and there was a desire to preserve this throughout the development. In order to preserve the current demographic in this area, more stringent zoning standards were set in place. These zoning standards consist of things such as maximum building height, minimum set backs, and floor-area-ratios (Arrington).
The city of Vancouver, commonly referred to as one of the most livable, sustainable, and economically vibrant regions in the world, has assembled “Trans-Oriented Communities Design Guidelines”. This document consists of their approach to developing transit-oriented developments including zoning issues, streetscape recommendations, and collaboration efforts, just to name a few. The design guidelines can be summed up in “The 6 Ds of Transit-Oriented Communities”; Destinations, Distance, Design, Density, Diversity, and Demand Management ("Transit-Oriented Communities Design Guidelines").
The critical issue is creating developments that are convenient for the residents. When these developments are constructed with transit options, such as bicycles and rail lines, in mind, those options become convenient. This encourages the usage of said means of transportation in lieu of automobiles. With this goal in mind, the 6 Ds can be implemented. Destination: These developments, such as housing, should be located “on the way” to other destinations or near frequently traveled corridors to allow for viable alternate means of transportation. Distance: Locating developments in close proximity to transit corridors allows for convenient direct access to other locations, thus increasing usage of the alternate means of transit. Design: It is critical to design these communities with the residents’ needs in mind. People of all ages should be able to safely navigate the area. Density: Developments should promote quality of life and support community character ("Transit-Oriented Communities Design Guidelines"). Diversity: These areas should encourage a mix of uses. This should include transit options, land use, and a mix of housing types. It is also important to provide a mix of uses throughout the frequently traveled corridors to reduce overcrowding. Demand Management: In order to keep transit-oriented developments transit-oriented, unnecessary driving should be discouraged. This could be a result of many methods such as managing parking supply and encouraging sustainable modes of travel.
There have been many cities that have already dealt with many of the challenges that can be seen throughout the development of the Wasson Way project. The locations of developments were carefully studied prior to actual construction and TOD plans have typically been developed. In the case of Vancouver, BC, they released a publication that states their vision and plans, as well
7 as gives advice to other metro areas attempting to follow similar plans. Development concerns have all been addressed in some place throughout the study; infill development, brownfield development, and greenfield development. Areas similar to those can be found throughout the Wasson Way. Accumulating information from these other metro areas that have implemented similar lines and examining their struggles and successes could lead to a very successful project that operates very smoothly.
One of the other major initiatives that have been suggested is integrating bike lanes into existing streets that would encourage connectivity. One case study found examines this process in depth in Ann Arbor, Michigan. They were nominated as 14th most bike-friendly city in America in 2010. They have placed the initiative of integrating bike travel at the forefront of their development. They have applied and been provided federal stimulus money that allowed for them to add about nine miles of new bike lanes and improving about 24 miles of bike lanes. It will also be improving walking and biking downtown by adding additional signage and pavement markings (Reed). This did not include newly constructed bike lanes, but only the narrowing of motorist lanes to allow for designated bike lanes. This cost included paint, signage, and repair. This would be very similar to the process that was suggested for connecting the areas of Norwood, Oakley, and Hyde Park to a central node that is Rookwood. One critical initiative that is similar among the cities that have integrated bike lanes into their current roadways is that they have developed non-motorized or sustainable transportation plans. This allows for the city to have a focus and guideline to ensure proper development, as well as encourage development.
Economic, Social, and User Issues Within the framework, many problem statements were identified. Some of these notable components of the framework included a potential transit hub, regional bike path connection, existing bridge modification, connectivity to the Withrow High School complex, addition and connection to public green space, and the complex intersection of Madison Road, Edwards Road, and the Wasson Way trail. Addressing these components is a challenging task that often has economic, social, and user implications.
The first major component of the framework that needed addressed was the intersection of Madison Road, Edwards Road, and the Wasson Way trail. Currently, the intersection of Madison Road and Edwards Road is a complicated intersection that often involves users making many turning movement through congested traffic in order to go where they would like. With the increased popularity of Hyde Park Plaza and continued development in the Oakley neighborhood, this problem will only get worse. As previously mentioned, the framework proposes rearranging the traffic patterns surrounding the intersection of Madison Road and Edwards Road. The major component of the rearrangement is the connection of Woodland Avenue and Smith Road to allow for those who desire to travel east on Wasson Road toward Hyde Park Plaza to completely bypass the intersection of Madison Road and Edwards Road. While this would greatly help the traffic congestion, others issues could result from the realignment. First, economically, this would be an expensive proposal that would require the acquiring parcels that currently contain single-family homes. Also, the demolition of existing structures that are in the right-of-way of the proposed road, along with the construction of the road, would be expensive. The rerouting of traffic could have positive economic implications as well. Increased access to Hyde Park Plaza would likely help businesses in the area. Businesses surrounding Rookwood Commons and
8 Pavilion could benefit as well, as reduced congestion on the streets surrounding the development would result in increased access to the development which is attractive to consumers. Along with the economic impacts there are social impacts as well. The negative social impacts would likely be the largest deterrent to this plan. Homeowners along the route could be hesitant to buy into the idea of increased traffic along their residential street. However, the benefits of the new roadway would outweigh the damages. Increased access to the surrounding neighborhoods, Wasson Way trail, Interstate 71, and large commercial amenities would be a blessing to the users. Also, the framework proposes the idea of a “complete street” that focuses equally on all modes of transportation – including rapid transit, bicycles, and pedestrians – rather than just focusing on automobiles. This would fit in extremely well with the theme of connectivity that is interwoven throughout the framework and provide users with additional mans of transportation beyond their cars.
Another important component of the framework was a multimodal transit hub. As previously mentioned, this hub would be located at the intersection of Madison Road and the Wasson Way trail and would be a stop for Metro buses, light rail, and bicyclists. This is a very logical portion of the framework that minimal negative side effects. Economically, two parcels would likely have to be acquired, one of which is currently an abandoned sports bar with a large parking lot, and the other is a LaRosa’s pizza. It may be difficult to acquire the LaRosa’s parcel, but this may be made easier if they were in turn offered a location in some of the Transit Oriented Development’s (TOD’s) that will be discussed later. In comparison to the cost of building the Wasson Way Trail, the cost for the transit hub would likely be minimal. The location of the hub provides a large amount of frontage along Madison Road and the Wasson Way trail, which is ideal. Also, the large parking lot would allow for the potential to have a park-and-ride facility for people who would like to drive there and then take the light rail to their destination. Socially, this should be a widely accepted proposal that would only provide users with greater access to and from the Rookwood area.
Along with the multimodal transit hub, a transit stop was proposed near the athletic fields behind Withrow High School. Much like the multimodal stop, this is a very logical component of the framework that has a minimal number of issues. Economically, the stop would much cheaper than the multimodal hub, while still providing an additional access point to the Wasson Way trail. Socially, it would be advantageous because it would provide students from Withrow High School a place to access the trail other than near Rookwood, thus reducing the potential for crime and temptation for delinquency. It would provide users of the trail and neighborhood residents with accessible athletic fields and green space that would be available for their use.
Proposed in the framework was the idea of a regional bike path that converged on the epicenter of the area, near the intersections of Madison and Edwards Roads with each other and the Wasson Way trail. This back path would be relatively inexpensive so long as there was adequate width to add a striped bicycle lane without increasing the roadway with. If the roadways had to be widened increased costs would be incurred such as right-of-way purchases, storm sewer relocation, earthwork, paving, etc. From a social standpoint, there are very few disadvantages because the bike paths with simply improve connectivity and inclusiveness. In concern to the users, there are two different viewpoints that could be seen. The first is the viewpoint of the bicyclist who would greatly appreciate the additional bicycle lanes and accessibility through the
9 neighborhoods. Automobile users could have a more negative viewpoint and not want to share the road with bicyclists. Overall, the regional bike paths would provide a quality means for people in the surrounding neighborhoods to access the epicenter of this area.
With this increased accessibility in and around the Rookwood area, Transit Oriented Development would have the opportunity to thrive. As previously mentioned, the framework envisions a mixed-use TOD including ground level entertainment, dining, and retail uses with apartments or condos located above located along the Wasson Way trail between Edwards Road and Michigan Avenue. The Wasson Way trail would travel through the center of the TOD and a small green plaza area would be featured between the trail and the buildings. Economically this may be a challenge as there is an office building on the north and retail development on the south. However, this TOD could be a centerpiece of the trail and the positive environmental, social, and user impacts would outweigh the economic costs. Socially, this would be a blessing to the people in the surrounding communities, as it would continue to breath new life into the area. Although there are many retail and dining options in Rookwood Commons and Pavilion, there are not many entertainment uses where people can go eat, socialize and relax.
Issues of Sustainability When dealing with new construction or renovation, sustainability is often a part of this discussion. The construction process of Wasson Way will surely deal with sustainability. The largest issue at hand with the Wasson Way is the environmental impact of disturbance of contaminated soil. The suggested route of Wasson Way runs directly over a previous freight line. There have been significant amounts of potentially dangerous things hauled on this line throughout the duration of its life and inevitably, some of that have been spilled. This brings up an issue of capping vs. remediating the soil. If this were to be capped and used strictly for a bike trail for now, the light rail construction would need to tear into the existing cap as well as potentially contaminated soil, thus leading into the same thing that was put off by capping. Sustainable construction can be defined as construction that does the least amount of damage for the future. Capping would just be putting off the inevitable and providing more work for those involved later down the line. Another issue that will be run into is developing non-existent green space throughout this region. Currently, there is not a great deal of green public space, with the exception of the Withrow athletic fields. The suggested TOD could consist of a green public space on either side of the trail. This allows for more pervious area than currently exists. This area is predominantly pavement based, so any suggested additional green area will surely improve the area. The pavement associated with installing a bike trail would create an impervious surface that is now considered pervious. This would create run off that would need to be dealt with in some shape or form before entering the cities storm water system. Green buffers lining the trail could be one option to help remediate the storm water runoff.
Barriers to Implementation When change is introduced into any setting, there will inevitably be some sort of resistance. The largest resistance, typically, with any sort of construction is from the community not wanting change. No matter how much support the project garners, there will be people that do not want to see their traditions or daily rituals interrupted. This resistance, however, can be met with great planning and implementation that would show minimal interruption. The largest barrier that would be faced with the ideas that have been suggested would most likely be the closing of a
10 section of Wasson Way and the rerouting of that traffic. This would require three residential streets to be widened and bring an increase in traffic through these areas. Financial backing is also a larger barrier in this process. Support will need to be increased and plans assembled to ensure that the proper funding can be received in order to make this project come to life. There is a great deal of construction that will be required in order to bring this project to life, and with all of that comes a great deal of required money. This can come from numerous sources, be it public or private. There are grants and programs for these types of projects, and proper plans can be prepared and support gained so that proper funding can be acquired.
Conclusion If one term was assigned to encompass all that has been suggested for this area, it would be connectivity. Improving the overall flow of automobiles, pedestrians, and bikers is critical in this area. Many of the streets routed through the Rookwood area see very high volume. This is a very strong auto-oriented area with large impervious pavements throughout. Integrating more green space throughout this area would provide a great opportunity for alleviation of environmental issues as well as beatifying the area. Providing a development in the center of this area would create a node of activity. Increasing the availability of bike lanes to this area from the surrounding areas would encourage sustainable means of transportation in lieu of automobiles. The vision is not to eliminate automobiles from this area, but to decrease the necessity of owning one while simultaneously increasing bicycle usage and pedestrian traffic throughout the region. There will undoubtedly be resistance to many of these proposals, however careful examination of case studies and best practices can result in a product that everyone is proud to be a part of.
11 References
“Track Design Handbook for Light Rail Transit.” Transit Cooperative Research Program. Second Edition. National Research Council. pp. 2-2, 3-31, 10-3. 2000.
“Rail-with-Trail Design Guidelines” SCRRA Rail-with Trail Design Guidelines. Southern California Regional Rail Authority. pp. 5. May 2010.
Arrington, G.B.. "Light Rail and the American City." Light Rail Transit and Transit-Oriented Development Print.
Vancouver, British Columbia. TransLink. Transit-Oriented Communities Design Guidelines. Burnaby, BC: , 2012. Web.
"A Blue Print for Action: Developing a Livable Community for All Ages." . MetLife Foundation, n.d. Web. 13 Feb 2014.
Reed, Tina. "Ann Arbor to add bicycle lanes with federal stimulus funds." Ann Arbor News [Ann Arbor, MI] 12 AUG 2010, n. pag. Print.
12 Appendix A – Framework Plan
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