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74
CHAPTER 7
Lessons and Conclusions
The new paradigm for multimodal corridors offers oppor- with the freeway facility on a travel time basis. As the corri-
tunities to transportation policymakers, planners, engineers, dor evolves, infill stations can be built that provide greater
and the traveling public. It emphasizes building transit lines coverage and accessibility for the transit riders to corridor land
and supporting pedestrian and bicycle facilities in existing uses and activities, which can further encourage the corridor
freeway corridors, but in ways that avoid the pitfalls of old to develop additional TOD. Over time, this process will lead
paradigm designs that did not effectively balance and coordi- to the conversion from a purely automobile-oriented, freeway-
nate the needs of all modes. New paradigm transit facilities dominated corridor, to a park-and-ride-access multimodal
are built with the following goals: corridor, to a transit-oriented corridor.
Three types of multimodal corridors have been identi-
· Enhancing corridor transportation capacity and perfor- fied: transit-oriented multimodal corridors, park-and-ride-
mance without adding freeway capacity, by building and access multimodal corridors, and transit-optimized/freeway-
operating transit lines (including bus rapid transit, light rail, constrained multimodal corridors. These are discussed in
heavy rail and commuter rail) in existing freeway corridors the following sections.
· Building and operating successful transit systems in free-
way corridors that attract high transit ridership levels
Transit-Oriented Multimodal Corridors
and encourage corridor livability and environmental
sustainability Transit-oriented multimodal corridors are designed to
· Transforming a corridor's land uses and activities to a more give transit a performance advantage in serving short and
transit-oriented pattern. medium-length trips, while the freeway is given a performance
advantage for serving long-haul corridor trips. This travel
The new paradigm can help achieve these goals through the market segmentation is achieved through several means:
process of market-segmentation within a multimodal corridor.
Market-segmentation between transit and freeway is achieved · Transit-oriented complementary multimodal coordination
using the following guiding principles and techniques: · Transit-oriented urban form
· Transit-oriented station access
· Market-segmented transit and freeway designs (multimodal · Corridor-wide jobs-housing balance
coordination) · Limited intermodal stations
· Market-segmented urban form patterns
· Market-specific station access
Park-and-Ride-Access
· Market segmentation through constrained freeway capacity
Multimodal Corridors
· Coordinated and distinct intermodal operations
· Intermodal connections limited to key locations Park-and-ride-access multimodal corridors are designed
· Intermodal intelligent transportation systems to provide high levels of automobile access within, and high
transit speeds through, the corridor. This is achieved through
The new paradigm offers a two-step process of multimodal several mutually supporting design and operational elements:
corridor planning, design, and construction wherein transit
facilities are designed and built in freeway corridors with · Automobile-oriented complementary multimodal co-
performance characteristics that enable them to compete ordination
