HomeMy WebLinkAboutPW Transit Center Update PPTSan Rafael City CouncilApril 19, 20211
2IDENTIFY ALTERNATIVES•Prepare preliminary design for selected alternative•Anticipated completion by mid‐2022EVALUATE OPTIONS/ENVIRONMENTALPRELIMINARY ENGINEERING•Study environmental impact of options•Additional outreach planned in Summer 2021•Anticipated completion in 2021•Identify and screen alternatives•Completed in 2018 FINAL DESIGN•Final design of selected alternative•Completion date uncertain – anticipated 1‐2 years after preliminary engineeringCurrent stageCONSTRUCTION•Construction of selected alternative•Funding not yet fully secured•Completion date uncertain – anticipated to be about 2 years after final designTimeline to Project Opening: anticipated 4‐7 years from now2
Path Forward•Project Updates – March/April/May 2021•GGBHTD Board of Directors Transportation Committee•San Rafael City Council•TAM Board of Commissioners•Marin Transit Board of Directors•GGBHTD Board of Directors Transportation Committee –May 20th, 2021•Recommend Preferred Alternative for Draft EIR to Board of Directors•GGBHTD Board of Directors –May 21st, 2021•Selection of Preferred Alternative for Draft EIR•Prepare and Release Draft EIR – June 2021•Community Outreach during 45‐day Draft EIR Circulation –July‐August 2021•GGBHTD Board of Directors – December 2021•Final EIR Certification/Project Adoption3
Process for Selection of a Preferred Alternative 4We are here
Why a New Transit Center5Third Street serves as a major barrier for pedestrian access and transfers to SMARTCongestion on 2ndStreet makes it challenging for buses to exit transit center, increasing travel times and impacting reliabilityTransit center access configuration requires extensive out‐of‐direction travel for buses, impacting traffic congestion and increasing operating costsSMART tracks bisecting transit center impacts pedestrian circulation and access, increasing transfer times and making wayfinding difficultConstruction of SMART tracks impacted ability to access several bus bays, limiting flexibility and usability of transit centerCurrent transit center was built 30 years ago, lacks sufficient space for customer service, and needs technology, sustainability, and user comfort improvementsTransit center has insufficient space for pick‐up/drop‐off, shuttles, taxis, and bike parking
COVID‐Recovery Considerations•Have continued to be over 500 daily bus trips through the transit center during pandemic•Have not discontinued any route; some routes have had service added to allow for social distancing•Previously suspended airport services are resuming•Ridership is picking back up, particularly for local or intra‐regional transit services•Use of transit center has remained strong during pandemic –primary users are essential workers6Population GroupRiders on Routes Serving Transit CenterCity of San Rafael General PopulationMarin County PopulationHousehold IncomeLess than $50k45%31% 25%Minority (non‐white)69%33% 29%
Examples of Referenced Documents•Downtown San Rafael Station Area Plan (2012)•Climate Adaptation –Sea Level Rise White Paper (2014)•Good Design Guidelines for Downtown (2017) •San Rafael Transit Center Relocation Study (2017)•Bike and Pedestrian Master Plan (2018)•San Rafael Transit Center Relocation Guidance Report (2018)•Climate Change Action Plan 2030 (2019)•Downtown Precise Plan, Downtown Profile Report (2019)•Draft General Plan 2040 Update (2020)•Draft Downtown Precise Plan (2020)7
Desired Elements of the Proposed Transit Center•17 bus bays•Same capacity as current transit center, fully utilized at peak times (even during pandemic)•Existing SMART Station•Security•Clipper machines•Covered waiting areas and passenger seating•Bike parking•Green (LEED) treatments•Wayfinding•Customer service and transit information•Lighting•Landscaping and public spaces•Ancillary retail space•Maintenance parking•Pick‐up/Drop‐off space•Taxi/TNC and shuttle space•Driver relief facilities•Public restrooms•Consideration for Consideration for Crime Prevention Through Environmental Design (CPTED) strategies 8
9Activated edgesLandscape buffers and lightingAttractive paving treatmentsPlaces to rest, wait, and meet othersVisible and convenient from street •Current focus is on scale, locationand placementof passenger amenity features•Design treatments such as those shown below (paving, lighting, landscape, and placemaking elements) will be developed in later design stages for the selected alternativePatasouras Bus Facility L.A. (above) Health Line BRT, Cleveland (below)San Rafael City Plaza (along 4thStreet)What Could the Transit Center Look Like?
10“Mission” style was preferred thematic approach by survey respondents
All Build Alternatives Provide …•Improved accessibility for bus routes, reducing the amount of circulation on local streets necessary for buses to access their bays, benefiting traffic and making transit more efficient and reliable•Operational flexibility to allow for future potential expansion of transit service and schedules•Shift of buses from busy 2nd/3rdStreets, improving traffic flow•New transit center facilities, including enlarged customer service, new shelters, integration of technology, green treatments (LEED), improved waiting areas•Flexible curb for microtransit, shuttles, TNCs, taxis, pick‐up/drop‐off11
12Whistlestop BlockUnder the Freeway4thStreet GatewayAlternative Locations
4thStreet Gateway Alternative13
14N4thStreet GatewayTVMSKSKTVMSKSecurity Kiosk TVMTicket Vending MachineTransit Center LimitsGolden Gate TransitCustomer ServiceThe customer service building would be located along Hetherton StreetRight‐turns from Hetherton to 4thStreet would be prohibited due to safety concerns with bus baysGGTGGTTransferring passengers would use existing crosswalks on 4th Street
Passenger Experience•Provides convenient access to downtown San Rafael for transit users•Some people transferring between buses would have to cross 4th Street•Convenient connection to SMART•Creates a better sense of place with public plaza, aesthetic treatments, and clear lines of sight154thStreet Gateway
Effects on Operations•Traffic•Removes the southbound right‐turn to 4thStreet, replaced with a dual southbound right‐turn to 3rdStreet•Small to moderate increase in delay per vehicle•Transit•Moderate to significant benefits to bus travel time and reliability in the PM peak period•Due to background traffic growth by 2040 on transit center access streets, bus travel time in the AM peak period would increase relative to No‐Build164thStreet Gateway
Other Considerations•Introduces new driveways for buses along both sides of 4thStreet between Hetherton Street and the SMART tracks. 4thStreet is the main pedestrian corridor into downtown•The sites proposed for this alternative are zoned as “Hetherton Office” (Opportunity Site D) in the City’s Station Area Plan•By locating the transit center on each side of 4thStreet, this alternative creates an opportunity to provide architectural or design elements that serve as a gateway to the City. This includes plazas and other sense of place opportunities along 4thStreet•Two Victorian‐style buildings, located on 5thAvenue on the northern site of this alternative would be affected. These are potentially historic resources•Estimated total cost of construction, property acquisition, and relocation (2023 dollars): $40M‐$55M174thStreet Gateway
Under the Freeway Alternative18
SKSecurity Kiosk TVMTicket Vending MachineTransit Center LimitsGolden Gate TransitCustomer Service19NUnder The FreewayTVMTVMSKSKTVMPortion under 101 freeway. Limits opportunities for amenities and improvements on Caltrans propertyBridges over creek would provide connection to Hetherton StreetGGTGGTProposed canopy to provide coverage and shield from freeway debris
Passenger Experience•Visibility and sight lines would be partially blocked by freeway support columns; visibility is key for creating a safe and welcoming environment for passengers.•The portions of the transit center under the freeway will not be allowed to have any permanent structures, such as bus shelters, due to Caltrans policy20Under The Freeway
Passenger Experience (cont.)•Passengers traveling to downtown San Rafael and the BioMarin employment area would have to cross Hetherton Street•Some people transferring between buses would have to cross 4thStreet (fewer than with 4thStreet Gateway)•All passengers going to or from SMART would have to cross Hetherton Street and many would also have to cross 4thStreet•Provides closer access to San Rafael High School21Under The Freeway
Effects on Operations•Traffic•New driveways on Hetherton Street, Irwin Street, and 4thStreet, but otherwise would not change the traffic circulation network•Small to moderate decrease in delay per vehicle•Transit•Moderate to significant benefits to bus travel time and reliability in both peak periods22Under The Freeway
Other Considerations•The sites proposed for this alternative are zoned as “Commercial/Office” or “Residential/Office Districts” (Opportunity Site E) in the City’s Station Area Plan•The space underneath the freeway is currently used as a Caltrans Park‐and‐Ride lot; at least 72 spaces would be impacted and would be required to be replaced 1‐for‐1 by Caltrans•GGT limited to a ground lease of the property and will not be able to acquire ownership of the Caltrans portion. Caltrans will retain the right to evict Golden Gate Transit without compensation if repairs are necessary to US 10123Under The Freeway
Other Considerations (cont.)•Would require parts of Irwin Creek to be covered, triggering both temporary and permanent environmental impacts, requiring mitigation in other locations. Modifications to the creek will require permits from the Regional Water Quality Control Board, Army Corp, USFWS and NOAA.•Potentially historic home on Irwin Street would be affected by project footprint•Estimated cost of construction, property acquisition, mitigation, and relocation (2023 dollars): $60M‐$85M24Under The Freeway
Whistlestop Block Alternative(and Relocate Whistlestop Variant)25
26Intuitive passenger connections between services and convenient transfersNWhistlestop BlockTVMSKTVMTVMReconfigure Tamalpais Ave to provide wider sidewalks and a dedicated bike facility GGTSKSecurity Kiosk TVMTicket Vending MachineTransit Center LimitsGolden Gate TransitCustomer ServiceGGT
Passenger Experience•Does not require passengers to cross any auto streets for either transfers between buses or transfers between buses and SMART•Creates a cohesive transit identity and simplifies wayfinding for transit users•Creates a better sense of place with public plaza, aesthetic treatments, and clear lines of sight•Effects on visibility across the site depend on the location of the portion WhistlestopBuilding that would be retained27Whistlestop Block
Effects on Operations•Traffic•Places bus bays along both sides of Tamalpais Avenue between 3rdStreet and 4thStreet and converts that block to bus‐only•Allows for a second right‐turn lane from Hetherton Street to 3rdStreet•Small decrease in delay per vehicle•Transit•Significant benefits to bus travel time and reliability in both peak periods28Whistlestop Block
Other Considerations•Would construct a key link in the City’s planned bicycle network by building a two‐way raised cycle track on Tamalpais Avenue between 2ndStreet and 4thStreet, effectively connecting the Puerto Suello and the Mahon Creek paths.•The sites proposed for this alternative are zoned as “Hetherton Office” (small portion of Opportunity Site A) in the City’s Station Area Plan•Impacts the fewest number of active businesses of the Build alternatives•New driveways for buses along the south side of 4thStreet between Hetherton Street and the SMART tracks29Whistlestop Block
Other Considerations (cont.)•Creates an opportunity to reuse the existing Whistlestop building for transit functions (such as customer service and restrooms)•Building would require upgrades and only a portion of existing space would be required•Implements a key component of the Station Area Plan – public plaza north of the Whistlestop Building along 4thStreet•Estimated cost of construction, property acquisition, and relocation (2023 dollars): $40M‐$55M30Whistlestop Block
Relocate Whistlestop Variant•Sub‐alternative to the Whistlestop Block Alternative has the same configuration east of the SMART tracks, but flips the location of the Whistlestop building and Tamalpais Avenue west of the tracks31Whistlestop Block (Alternate –Relocate Whistlestop)
32NWhistlestop Block (Alternate –Relocate Whistlestop)SKSecurity Kiosk TVMTicket Vending MachineTransit Center LimitsGolden Gate TransitCustomer ServiceGGTGGTSKTVMSKTVMTVM
Relocate Whistlestop Variant Benefits•Whistlestop Building would not serve as a visual barrier in the middle of the transit services.•Reduces the transfer distance by shifting the bus bays on Tamalpais Avenue closer to the bus bays east of SMART•Allows the relocated Whistlestop Building to serve as a visual transition from the transportation uses west of 101 to the downtown core of San Rafael. Provides an aesthetically pleasing structure as the entryway along 4thStreet into Downtown.33Whistlestop Block (Alternate –Relocate Whistlestop)
Relocate Whistlestop Variant Benefits (cont.)•Emphasizes the more distinctive (and less modified) east side of the Whistlestop Building that is currently obscured by the raised SMART platforms.•Better aligns Tamalpais Avenue between 2ndand 4thStreets with segments to the north and south, creating a more direct north‐south bicycle and pedestrian route and improving the view corridor•Creates space on the west side of Tamalpais Avenue for additional sense of place and urban design treatments with clear lines of sight34Whistlestop Block (Alternate –Relocate Whistlestop)
Relocate Whistlestop Variant Considerations•Same project footprint•Does not significantly affect traffic or transit operations•Estimated cost of construction, property acquisition, and relocation (2023 dollars): $40M‐$60M35Whistlestop Block (Alternate –Relocate Whistlestop)
Summary of Key Considerations•Capital Cost•4thStreet Gateway: $40M ‐$55M•Under the Freeway: $60M ‐$85M•Whistlestop Block: $40M ‐$55M•Relocate Whistlestop:$40M ‐$60M•Relationship to Existing Uses•4thStreet Gateway: approx. 8 existing businesses•Under the Freeway: approx. 4 existing businesses plus Caltrans park‐and‐ride impacts, requiring replacement•Whistlestop Block: approx. 2 existing businesses (excluding Whistlestop)•Environmental Considerations•4thStreet Gateway: Impact to potential historical resources•Under the Freeway: Irwin Creek Impacts, waterway & habitat, potential historical resource on Irwin Street36
Recent Outreach Activities37
Community Outreach Process•Five phases of public engagement1. Listening (March 2018 Open House & Survey)2. Input on Specific Concepts (June 2018 Open House, Canal Outreach, Survey)3. Scoping for Environmental Analysis (October 2018 Meeting)4. Project Update/Review of Alternatives (November 2020)5. Review Findings of Environmental Analysis (anticipated Summer 2021)38
Recent Public Outreach Activities•Partnership with the Canal Alliance•Hosted a Facebook Live event in Spanish on Nov 9 (4,800 views)•Conducted 32 hours of bi‐lingual outreach activities at the Transit Center and Food Pantry•Community Meeting via Zoom•50 attendees plus over 120 additional online views39
Recent Public Outreach Activities (cont.)•Outreach to businesses through San Rafael Chamber of Commerce and San Rafael Business Improvement District•Over 100 email notifications to community, neighborhood and business organizations•Presentations to:•San Rafael High School SELAC (School English Learner Advisory Committee) to 110+ families •San Rafael Heritage•San Rafael Chamber of Commerce•League of Women Voters•GGT Bus Passenger Advisory Committee•Over 1,000 online surveys received in English and Spanish40
Outreach – Survey Responses•Survey responses•English‐language survey: 873•Spanish‐language survey: 132•Characteristics of respondents varied by survey language•Transit users comprised 89% of Spanish‐language survey respondents, but only 14% of English‐language survey respondents•Drivers (non‐transit riders) made up 68% of English‐language survey respondents, but only 8% of Spanish‐language survey respondents41
Outreach – Survey Conclusions•There was widespread support for all alternatives and no notable difference between impressions of the three alternatives among Spanish‐speaking transit riders•Interpreted to mean that all alternatives provide much needed improvement relative to existing conditions•Non‐transit riders more likely to support Under the Freeway alternative than transit riders•Transit riders most strongly support the Whistlestop alternative•Both English‐speaking transit riders and non‐transit riders had the least favorable opinion of 4th Street Gateway42
Path Forward•Project Updates – March/April/May 2021•GGBHTD Board of Directors Transportation Committee•San Rafael City Council•TAM Board of Commissioners•Marin Transit Board of Directors•GGBHTD Board of Directors Transportation Committee –May 20th, 2021•Recommend Preferred Alternative for Draft EIR to Board of Directors•GGBHTD Board of Directors –May 21st, 2021•Selection of Preferred Alternative for Draft EIR•Prepare and Release Draft EIR – June 2021•Community Outreach during 45‐day Draft EIR Circulation –July‐August 2021•GGBHTD Board of Directors – December 2021•Final EIR Certification/Project Adoption43
