Cincinnati Streetcar Project Environmental Assessment 5.0 ENVIRONMENTAL RESOURCES, IMPACTS, AND MITIGATION The potential social, environmental, and economic impacts of the Cincinnati Streetcar project have been assessed in relation to identified impact categories. The resources included are: transportation and traffic, land use and zoning, community and neighborhoods, economics, environmental justice, air quality, noise, ecological resources, hazardous materials, energy, cultural resources, Section 4(f) resources, visual quality, safety and security, secondary and cumulative effects, and construction. Following the environmental considerations and impacts analysis of the No Build and both Build Alternatives (as described in this section), Build Alternative 1 is the recommended preferred alternative. Reasons for recommending this alternative as the preferred are discussed in Section 8.0. Based on a comparative analysis of the three maintenance and storage facility (MSF) sites, Location 1 on the south side of Henry Street at 120 Henry Street is recommended as the preferred MSF site. 5.1 Traffic The potential impacts of a streetcar on Downtown traffic were assessed. A review of the roadway network, street classifications, traffic volumes, and traffic control was conducted. The traffic analysis provides the approach and methodologies used to develop traffic-volumes and perform operational analysis of opening year traffic conditions for the proposed streetcar. The full traffic analysis is located in Appendix E. The following is a summary of the traffic analysis. 5.1.1 Study Scenarios The following scenarios were analyzed to study the impact of the streetcar on the local roadway system for the opening year during the PM peak hour (4:00 p.m. – 6:00 p.m.). x 2009 Existing Conditions - The roadway network includes existing roadway conditions. x 2012 No Build - The roadway network would remain the same as the existing 2009 roadway conditions with the addition of The Banks street grid. x 2012 Build Alternative 1 - The roadway geometry, traffic control and roadway capacity would remain the same as the No Build scenario. The proposed streetcar would share one lane and require on-street parking adjustments as noted in the conceptual engineering plans. Six streetcar trips per hour were included in the Build scenario. Both Build Alternatives would have the same impacts between Freedom Way and Henry Street. This alternative includes an analysis of Vine Street. x 2012 Build Alternative 2 – This scenario would be the same as 2012 Build Alternative 1 except that it also includes an analysis of West Clifton Avenue instead of Vine Street. Page 34 March 2011 Cincinnati Streetcar Project Environmental Assessment 5.1.2 Existing Conditions The existing roadway facilities in the study area are shown in Figure 1. North-south routes in the study area include Elm, Race, Walnut, and Main streets within Downtown and Vine Street and West Clifton Avenue connecting to Uptown. East-west routes include 12th Street, Central Parkway, Henry Street, Findlay Street, and Freedom Way. In Downtown Cincinnati, the majority of the streets that the streetcar would use experience low to moderate traffic volumes. Low to moderate traffic volumes are defined as an average daily traffic (ADT) of less than 15,000 vehicles per day. High traffic volumes are defined as exceeding 15,000 vehicles per day. Central Parkway is the only roadway in the study area with high traffic volume intersections. There are 44 traffic signals along the streetcar route that were included in this traffic analysis. Most of these signals are part of the Downtown signal system. The signals operate by a master control system that adjusts cycle lengths by time of day. The list of existing traffic signals is shown in Appendix E. The study intersections were analyzed for AM and PM peak hour conditions for current traffic. The current level of service (LOS) is “C” or better for all intersections in the study area. A table showing the existing AM and PM LOS for intersections is in Appendix E, Table 3. 5.1.3 Potential Impacts The existing roadways along and adjacent to the proposed streetcar alignment would not change under either Build Alternative 1 or 2. Both Build Alternatives 1 and 2 yield similar results related to traffic impacts and intersection performance. Table 4 outlines the traffic impacts of adding a modern streetcar to the vehicle mix on the existing streets. Suggestions to mitigate the impacts are also included in Table 4 and Section 5.1.3.2 for both Build Alternatives 1 and 2. As shown in Table 4, the streetcar would have minimal impacts to traffic on the roadway network. To minimize traffic impacts, streetcars would travel in the same lane along the route and only change lanes to make turns. Travel lane changes would occur at seven locations along the alignment. At three of the lane change locations, sidewalks and curbs will be reconfigured to accommodate the streetcar (Table 4). The streetcar would move with the flow of traffic on the roadways and would only impact traffic flow for an average dwell time of 30 seconds at stops. Stops were strategically located to access traffic generators such as Findlay Market, Fountain Square, Government Square, and the Riverfront. In some locations, existing bus stops would need to be moved, while others could be shared with the streetcar as described in Table 4. Intersections and bus stops in the study area were analyzed for AM and PM peak hour conditions projected for 2012 No Build and Build Alternatives. The intersections with traffic signals were optimized for all future scenarios. Under the No Build Alternative, all study area intersections would function at LOS C or better. Under the Build Alternatives, all study area intersections would function at LOS B or better with delay of less than 25 seconds. The LOS improves with the Build Alternatives because of the optimized signal timing and coordination utilized in the Synchro traffic signal program. A table showing the 2012 No Build Alternative and 2012 Build Alternatives AM and PM LOS for intersections is provided in Appendix E. This table provides detailed information on intersection impacts and LOS. Page 35 March 2011 Cincinnati Streetcar Project Environmental Assessment Table 4. Streetcar Impacts on the Local Street Network Streetcar Stop or Impact1 Mitigation Street Issue Road (Build Alternatives 1 and 2) (Build Alternatives 1 and 2) (See Section 5.1.5.3 for details) Intersection Occupies west side of recessed Midblock – Full width stop on walk may extend drop off/pick up area. The right turn Stop #1 South side of past right of way on south side of None lane on Main Street prohibits use of Freedom Way Freedom Way. Main Street for the stop location. Freedom Way Left turn from Freedom Way to Main Intersection No traffic impact. None at Main Street Street. Main Street at Intersection None No traffic impact. None Second Street Main Street at Intersection None No traffic impact. None 3rd Street Alignment switches from far right Main Street lane to far left lane. This switch Intersection Between 3rd No traffic impact. Mid-block signal required. results from recommendations by and 4th Street City planning. Main Street at Intersection None No traffic impact. None 4th Street The steep grade prohibits a stop SW Corner of th south of 4 Street. The thru curb Loss of three peak hour metered Stop constructed in existing walk in Stop #2 Main Street at th th lane between 4 and 6 streets spaces. lieu of "bump out". 5th Street prohibits a bump out. Main Street at Intersection None No traffic impact. None 5th Street Alignment switches from far left lane Main Street to center left lane. This switch between 5th Main Street No traffic impact. Mid-block signal required. results from recommendations by and 6th Streets City planning. Main Street at Intersection None No traffic impact. None 6th Street Stop placed north of 6th Street due NW Corner of to left turn lane onto 6th, utilizing an Stop #3 Main Street at None Loss of one metered space. th existing bump out and avoiding the 6 Street th curb thru lane at 7 Street. Main Street at Intersection None No traffic impact. None 7th Street Page 36 March 2011 Cincinnati Streetcar Project Environmental Assessment Table 4. Streetcar Impacts on the Local Street Network Streetcar 1 Mitigation Stop or Impact Street Issue (Build Alternatives 1 and 2) Road (Build Alternatives 1 and 2) (See Section 5.1.5.3 for details) Intersection Main Street at Intersection None No traffic impact. None 8th Street Main Street at Intersection th None No traffic impact. None 9 Street Near northwest No traffic impact, majority of stops Placed to avoid the loading zone Stop #4 corner of Main No traffic impact. th th constructed in existing "Bump out" between 8 and 9 streets. and 8th streets Main Street at Intersection Court Street None No traffic impact. None (south) Main Street at Intersection Court Street None No traffic impact. None (north) Midblock – West side of Bump out. Placed south of Central Main Street, Loss of three peak hour metered Parkway to avoid impacts to the Stop #5 between None spaces. taxi zone. Allows left turn onto 12th Central Street without a queue jump. Parkway and Court Street Main Street at Intersection Central None No traffic impact. None Parkway Midblock – West side of Loss of four miscellaneous metered Bump out. Placed north of Reading Main Street, Stop #5A None spaces. Closure of Wilkymacky Road to avoid midblock pedestrian between Alley. crossing. Reading Road and 12th Street Left turn from Main Street to 12th Street. Reconfigure sidewalk and Main Street at Loss of one miscellaneous metered Shorten length of off hour limo Intersection th curb at southwest corner of th 12 Street space.