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74 The new paradigm for multimodal corridors offers oppor- tunities to transportation policymakers, planners, engineers, and the traveling public. It emphasizes building transit lines and supporting pedestrian and bicycle facilities in existing freeway corridors, but in ways that avoid the pitfalls of old paradigm designs that did not effectively balance and coordi- nate the needs of all modes. New paradigm transit facilities are built with the following goals: ⢠Enhancing corridor transportation capacity and perfor- mance without adding freeway capacity, by building and operating transit lines (including bus rapid transit, light rail, heavy rail and commuter rail) in existing freeway corridors ⢠Building and operating successful transit systems in free- way corridors that attract high transit ridership levels and encourage corridor livability and environmental sustainability ⢠Transforming a corridorâs land uses and activities to a more transit-oriented pattern. The new paradigm can help achieve these goals through the process of market-segmentation within a multimodal corridor. Market-segmentation between transit and freeway is achieved using the following guiding principles and techniques: ⢠Market-segmented transit and freeway designs (multimodal coordination) ⢠Market-segmented urban form patterns ⢠Market-specific station access ⢠Market segmentation through constrained freeway capacity ⢠Coordinated and distinct intermodal operations ⢠Intermodal connections limited to key locations ⢠Intermodal intelligent transportation systems The new paradigm offers a two-step process of multimodal corridor planning, design, and construction wherein transit facilities are designed and built in freeway corridors with performance characteristics that enable them to compete C H A P T E R 7 Lessons and Conclusions with the freeway facility on a travel time basis. As the corri- dor evolves, infill stations can be built that provide greater coverage and accessibility for the transit riders to corridor land uses and activities, which can further encourage the corridor to develop additional TOD. Over time, this process will lead to the conversion from a purely automobile-oriented, freeway- dominated corridor, to a park-and-ride-access multimodal corridor, to a transit-oriented corridor. Three types of multimodal corridors have been identi- fied: transit-oriented multimodal corridors, park-and-ride- access multimodal corridors, and transit-optimized/freeway- constrained multimodal corridors. These are discussed in the following sections. Transit-Oriented Multimodal Corridors Transit-oriented multimodal corridors are designed to give transit a performance advantage in serving short and medium-length trips, while the freeway is given a performance advantage for serving long-haul corridor trips. This travel market segmentation is achieved through several means: ⢠Transit-oriented complementary multimodal coordination ⢠Transit-oriented urban form ⢠Transit-oriented station access ⢠Corridor-wide jobs-housing balance ⢠Limited intermodal stations Park-and-Ride-Access Multimodal Corridors Park-and-ride-access multimodal corridors are designed to provide high levels of automobile access within, and high transit speeds through, the corridor. This is achieved through several mutually supporting design and operational elements: ⢠Automobile-oriented complementary multimodal co- ordination
75 ⢠Automobile-oriented urban form ⢠Automobile-oriented station access ⢠Corridor serves large central business district Transit-Optimized/ Freeway-Constrained Multimodal Corridors A transit-optimized/freeway-constrained multimodal cor- ridor is designed to give transit a performance advantage in the corridor by constraining the capacity and performance of the freeway. This travel market segmentation is achieved through the following means: ⢠Capacity-constrained freeway ⢠Hybrid corridor configuration Successful new paradigm corridor projects consist of several critical components: ⢠A long-term vision for the corridor that includes both a desired end-state (for example, a transit-oriented corridor) and the necessary steps to achieve that end-state. ⢠A committed, diverse, and flexible collection of project stakeholders. These partnership commitments need to be formalized using joint powers agreements, memorandums of understanding, concept of operations, and other contrac- tual documents that provide a structure for inter-agency cooperation, a clear definition of roles, and statements of resource commitments from each stakeholder. Partner- ships can also elect to form a joint agency that combines staff and resources from all participating stakeholders. These project-specific organizations (such as those created for the T-REX project) can be very effective at improving cross- organizational communications and providing a clear struc- ture for decision making. ⢠A project planning and design process that seeks to cre- ate segmented, specialized corridor travel markets for each mode of travel. These segmented markets can be de- veloped using the planning and design tools discussed in this report such as the following â Segmented corridor urban form patterns within the corridor that help provide a travel market friendly to each mode of travel. â Complementary multimodal coordination between high-capacity modes/facilities such as transit and free- ways. â Targeted transit station access facilities and services that are consistent with the surrounding urban form patterns (planned or existing) and the desired multimodal coor- dination plan. Station access designs include Intermodal stations that encourage freeway-to-transit transfers and bus-to-transit transfers Transit-oriented stations that encourage non- automotive modes of travel to and from stations
