4.4 STATION AREA FINDINGS Each station is different, and each one requires a separate set of recommendations based on the vision for the site. This section outlines an initial TOD strategy and recommendations for each station, along with the challenges that must be overcome to implement TOD. Each number represents a design or policy recommendation, and is shown in the corresponding planning map for each station. The stations are discussed in progression from north to south. Note that the numbers on the station area maps correspond with the recommendations in the text. 4.4.1 Longmont The 1st and Terry site was selected as the preferred station location in the Longmont Diagonal Rail Project EE in December 2006. Subsequently it the only Longmont station site under evaluation in the Northwest Rail EE, and is the subject of this report. Exhibit 4-2: Flour Mill, Longmont Station Area Character: The proposed Longmont station is located at 1st and Terry Streets two blocks from the center of downtown Longmont and the commercial areas along Main Street (US 287). The properties north of 1st Avenue are likely to redevelop on their own without transit due to their proximity and linkage to downtown. The plan for this station area should be transit supportive, and complement the vision for the downtown and for the larger city. Currently, a developer is moving forward with a plan for adaptive reuse of the Flour Mill site (Exhibit 4-2) as a residential project. This site will serve as a historic anchor and will contribute to the unique identity of the site. The City has a finance tool in place through designation of the site as an Urban Renewal Area. The St. Vrain Greenway provides a trail amenity within walking distance, just south of the station. Pedestrian improvements are underway to provide regional trail connections east and west of the station site. Challenges: Originally built in 1915, the Flour Mill is a Longmont icon. The city is interested in facilitating reuse of the site. The site is the end-of-line station for the Northwest Rail corridor under the FasTracks Plan. Demand for parking could create an end-of-line commuter parking station rather than a pedestrian-oriented transportation hub for the city. The location of the station platforms are not visible from Main Street, making wayfinding for the pedestrian difficult between downtown and the station. Circulation through the site is concentrated on Main, Terry and 1st Avenue. Coffman street extends to 1st, but does not continue to the south. Final 4-6 July 2007
The 100-year floodplain along the St. Vrain Greenway covers a majority of the station area. An electrical substation is located in an area adjacent to the Flour Mill and the station. The substation would be expensive to relocate to a different location. Exhibit 4-3: Station Location Station Area The 1st/Terry Station (rather than Twin Peaks Mall) location is the subject of this report because it is the only Longmont area station location under evaluation in the NW Rail EE. Corridor Station Area Location Final 4-7 July 2007
Northwest Rail Corridor and US 36 BRT Exhibit 4-4: Station Recommendations Longmont Station Area Floodplain 7 1 City of Longmont 5 3 Historic Depot 1st Ave T TOD 1/4 Mile Main ST Coffman ST Terry ST 2 Pratt Ave ve ea Pric Kimbark ST 1/2 Mile T 6 Station Residential 4 Civic Parking Boston Ave. Floodplain Residential 8 Mixed-Use Rail Corridor Floodplain Floodplain is not illustrated outside of the station study area. Please note that floodplain is not intended for infrastructure or legal purposes. N Recommendations (numbers correspond to station area map, Exhibit 4-4) 1) Consider the Flour Mill as an historic anchor for the station. Utilize the Flour Mill and surrounding station as a gateway into downtown from the south. Responsibility: Longmont, Property owner/developer Timeframe: Short-term (Prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 2) Create a north / south pedestrian linkage along Coffman Street to connect downtown, the station and the Greenway. Final 4-8 July 2007
Responsibility: Longmont Northwest Rail Corridor and US 36 BRT Timeframe: Long-term (prior to project construction) 3) Investigate the opportunity to move the station platforms toward Main Street to enhance visibility. This would require a design variance through RTD (and approval by BNSF and CDOT) to put the platforms within 300 feet of a roadway crossing. Responsibility: RTD, EE design team Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 4) Evaluate opportunities to reconfigure parking to support TOD south of 1st Avenue (focus new development along 1st Avenue instead of parking). Responsibility: RTD, Longmont, EE design team Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 5) Keep Main Street in its existing configuration as an at-grade crossing with the railroad and proposed commuter rail. Responsibility: Longmont, CDOT, EE design team Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 6) Investigate feasibility of acquiring and moving historic BNSF depot presently east of Main Street to a location that enhances the station presence and relationship to Main Street. Responsibility: Longmont Timeframe: Long-term (prior to project construction) 7) Evaluate on-street bus drop off areas along 1st Avenue and Coffman Street to allow for development to occur closer to the station. Responsibility: EE design team, RTD, Longmont Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) Final 4-9 July 2007
8) Assess, design and implement drainage improvements along the St. Vrain Greenway to allow residential development south of station. RTD should confirm floodplain influence on transit improvements as part of the EE process. Responsibility: Longmont, RTD, EE Design Team Timeframe: Long-term (prior to project construction) General Recommendations (not highlighted on station area map) Identify City Capital Improvement Projects near the station area that enhances access and the ability to support transit. Responsibility: Longmont Timeframe: Short-term to long-term (between the final draft of the Northwest Rail EE and US 36 FEIS publication and project construction) Conduct a study to determine impacts of existing drainage/floodplain issues on TOD potential. Responsibility: Longmont Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 EIS publication) Adopt TOD/MU Overlay District zoning language and a subsequent map amendment for the station area and downtown to provide greater incentives for quality transit supportive development. Responsibility: Longmont Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) Develop an infrastructure master plan based on the City s TOD/MU Overlay zoning for the station area and downtown that identifies the infrastructure needs for development opportunities. Final 4-10 July 2007
Responsibility: Longmont Northwest Rail Corridor and US 36 BRT Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 4.4.2 Boulder Transit Village Station Area Character: The Boulder Transit Village site is situated in east Boulder within an area of commercial and industrial uses. The City of Boulder, in coordination with RTD, has undertaken an extensive planning program for the station area. The overall plan will be phased to include local and regional buses, pedestrian and bicycle network connections, a park-n-ride, affordable housing, and commercial development. The regional bus/brt station will be located near 30th and Pearl streets on a portion of an 11-acre site owned by the City and RTD. The Steelyards development is located in close proximity to the TOD station area (Exhibit 4-5). RTD and the City of Boulder received a federal grant to design and construct the bus facility near 30th and Pearl. This process will be separate from the EIS process. Construction of the bus facility is expected to be complete by 2009. Challenges: The area will need to serve the commuter, for both BRT and commuter rail. Integration of the transit facilities into the site, including direct and efficient access, must not detract from the TOD potential. The area has a number of different property owners making comprehensive TOD implementation difficult and making comprehensive plan for TOD even more important. The site is within a centrally located land area in Boulder. However, the site is surrounded by aging industrial uses on large lots. The bus facility will be constructed prior to the commuter rail. Connections between the two stations need to be closely coordinated over time. Exhibit 4-5: Steelyards Project, Boulder The Steelyards Project is located west of the proposed commuter rail station and sits on a 10 acre site that was previously a steel fabrication facility. Final 4-11 July 2007
Exhibit 4-6: Station Area Map Station Area Corridor Station Area Location Final 4-12 July 2007
Northwest Rail Corridor and US 36 BRT Exhibit 4-7: Station Area Recommendations Boulder Transit Village Station Area T T 2 1/4 Mile Goose Creek Trail 3 1/2 Mile T Rail Corridor Station Mixed Use 1 Mixed Use 2 N Final Industrial Mixed Use 1 High Density Residential 1 Industrial Mixed Use 1 Medium Density Residential High Density Residential 2 Office Industrial 4-13 July 2007
Recommendations (Numbers correspond to the station area map, Exhibit 4-7) 1) Evaluate pedestrian crossing alternatives to and from platform for urban design integration with the plaza, and the construction requirements for a below grade versus above grade design. Determine configuration and location of kiss-n-ride and bus transfer facilities for rail station. The city supports a below-grade underpass at the Boulder Transit Village rail platform. Responsibility: EE design team, RTD, Boulder Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 2) Develop consensus for a comprehensive approach to transit parking at the bus and rail stations that integrates with overall development of the Boulder Transit Village and meets transit access needs. Responsibility: RTD, Boulder, EE design team Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 3) Investigate the feasibility of integrating the historic depot with the station plaza at the termination of Bluff Street (Exhibit 4-8). Responsibility: Boulder Timeframe: Short-term to long-term (between the final draft of the Northwest Rail EE and US 36 FEIS publication and project construction) 4) Investigate the potential to shift the rail platforms to center at the end of Bluff Street to create a focal point at the station platforms. Coordinate this analysis with the location / design of a pedestrian crossing of the tracks. Responsibility: EE design team, RTD, Boulder Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 5) Determine a preferred alignment for Junction Place between Pearl Parkway and Bluff Street. Emphasize Junction Place as a key part of the circulation route within the site while maintaining the street as a pedestrian friendly linkage. Responsibility: Boulder, RTD Final 4-14 July 2007
Timeframe: Short-term: (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) General Recommendations (not highlighted on station area map) Establish financing mechanisms to capture value from new development for infrastructure improvements. Responsibility: Boulder Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) Exhibit 4-8: Boulder Depot Design Concept E BLUFF STREET G A +/- 100 FEET JUNCTION PLACE +/- 180 FEET B C D JUNCTION PLACE F LEGEND A Depot Plaza Approximate size of plaza -.6 ac (including stairs & ramps) Functional Size of Plaza - approximately.4 ac B Historic Depot with Pavillion C RTD Communter Rail Platform (both sides) D Underpass with Stairs and Ramp (length up to 300 feet) E Local Bus Staging - 2 buses each side - 82 ft ROW F Phase 1 Kiss 'N' Ride and Potential Bus Staging G Phase 2 Kiss 'N' Ride KEY MAP D R A F T WILDERNESS PLACE NOTE: FINAL LOCATION OF BUS STAGING AND UNDERPASS/ OVERPASS TO BE DETERMINED DURING FINAL DESIGN, INCLUDING THE NW RAIL ENVIRONMENTAL ASSESSMENT. GOOSE CREEK N (Source: City of Boulder) CONCEPTUAL DIAGRAM DEPOT PLAZA AND TRANSIT FACILITIES @ BLUFF AND JUNCTION PLACE 1"=160' APRIL 10, 2007 Final 4-15 July 2007
Investigate fencing options and alternatives to fencing along the rail corridor to address potential environmental and aesthetic impacts, while maintaining strong consideration of operations, systems safety and security. Alternatives to fencing would need to be analyzed as part of the Northwest Rail EE and are subject to approval by the BNSF Railroad and RTD s systems safety and security staff. Responsibility: EE design team, City of Boulder, Boulder County, RTD Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 EIS publication) 4.4.3 Downtown Louisville Station Area Character: The Louisville rail station is proposed northeast of downtown Louisville in an area referred to as the Highway 42 Revitalization Area. The historic downtown serves as the heart of activity and commerce for the City. Louisville has just recently designated an urban renewal district extending from S. Boulder Road to Pine Street, and from Highway 42 to Main Street. The urban renewal district provides a catalyst for redevelopment incentives and TOD implementation (Exhibit 4-11). Little Italy and Miner s Field are historic single-family neighborhoods located north and south of the station respectively that need to be protected from future development encroachment that would threaten their historic character. The Louisville Sports Complex east of Highway 42 may provide a unique opportunity to provide overflow parking for the station. This would encourage pedestrian activity through the station area, but would first require safe pedestrian connections Exhibit 4-9: Louisville across Highway 42 at key intersections. Challenges: The proposed location of the commuter rail platforms would not directly connect the TOD opportunity site with downtown Louisville. Exhibit 4-9 shows new infill development in the downtown. Access is limited from Highway 42 because it is a wide arterial with few pedestrian connections. Highway 42 is currently 2 lanes, and is expected to be widened to 4 lanes. A major storm sewer line bisects the property east of the alignment. New development in Louisville s historic downtown. The station will be located northeast of this area. Final 4-16 July 2007
A growth restriction in the City limits the future population to approximately 23,000 persons, city-wide. Future development on this site would require a shift in density to focus residential uses around the station. Exhibit 4-10: Station Area Map Station Area Corridor Station Area Location Final 4-17 July 2007
Northwest Rail Corridor and US 36 BRT Exhibit 4-11: Station Area Recommendations HWY. 42 (96TH ST.) Main St Louisville Station Area Little Italy Louisville Middle School GRIFFITH ST 1 2 2 1 LAFAYETTE ST. 5 SHORT ST. T SOUTH ST. T WALNUT ST. Sports Complex 3 CALEDONIA ST. 7 4 4 6 COAL CREEK TRAIL 7 T Residential Miner s Field SPRUCE ST. Station Downtown EMPIR E RD. Downtown 1/4 Mile Mixed-Use Commercial N 1/2 Mile Parking Rail Corridor Recommendations (Numbers correspond to the station area map, Exhibit 4-11) 1) Refine parking needs for the station to reflect Louisville s desire for less spaces located adjacent to the rail alignment with shared parking east of Highway 42 (if viable). Responsibility: RTD, Louisville, Boulder County, EE design team Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 2) Encourage residential development south of Griffith Street along Highway 42. Create a density gradient from the single-family neighborhoods to the denser TOD urban core. Responsibility: Louisville Final 4-18 July 2007
Timeframe: Short-term to long-term (between the final draft of the Northwest Rail EE and US 36 FEIS publication and project construction) 3) Concentrate retail development along Short Street with frontage along Highway 42. This development should complement, rather than detract from, existing retail uses in downtown west of the alignment. Responsibility: Louisville Timeframe: Short-term to long-term: (between the final draft of the Northwest Rail EE and US 36 FEIS publication and project construction) 4) Investigate designing a split platform to enhance connectivity to both downtown and the TOD opportunity site, and to potentially minimize impacts to properties along Front Street and the Miner s Field neighborhood. Responsibility: RTD, EE design team Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 5) Confirm the concept of a pedestrian underpass as the preferred crossing design to enhance pedestrian connectivity and support TOD. A pedestrian underpass, rather than overpass, would protect the views to downtown. Responsibility: RTD, Louisville, EE design team Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 6) Create a signalized intersection at Short Street and Highway 42 to allow pedestrian access from overflow parking. Determine impacts of long-term improvements to Highway 42 (possible widening) and work to minimize effects on TOD. Responsibility: Louisville, Boulder County, CDOT Timeframe: Short-term to long-term: (between the final draft of the Northwest rail EE and US 36 FEIS publication and project construction) 7) Refine conceptual design of the bus transfer facilities to allow on-street access from downtown along Front Street, and from Highway 42 using a new connection via South and Short streets. Final 4-19 July 2007
Responsibility: RTD, EE design team Northwest Rail Corridor and US 36 BRT Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 8) Utilize finance mechanisms, such as the current Urban Renewal District, to finance infrastructure improvements. Responsibility: Louisville Timeframe: Short-term to Long Term (between the final draft of the Northwest Rail EE and US 36 FEIS publication and project construction) 4.4.4 McCaslin Boulevard Station Area Character: The McCaslin Boulevard BRT Station is planned off of US 36 in the Town of Superior (Exhibit 4-13). A pedestrian bridge links to Louisville north of US 36. Station parking is surrounded by large format retail. The Town of Superior plans to construct a town center east of McCaslin Boulevard on vacant land. The fear for this station is that the new Town Center will function as a transit adjacent development (TAD) instead of a TOD. In a TAD configuration, development is located next to the transit facility without fully integrating transit and land use together. Therefore, strong and convenient pedestrian connections are necessary to make this configuration viable. One alternative consideration discussed in the workshop involves shifting the pedestrian bridge and BRT station south to connect the future Town Center across US 36 (Exhibit 4-14). Capturing the opportunity presented by moving the station would require a higher degree of planning coordination between the jurisdictions involved. The station parking north of US 36 in Louisville is surrounded by large format retail. The City s Comprehensive Plan designates the area around the station as a long-term redevelopment opportunity area. The City s desire is to maintain employment and commercial uses with an emphasis on TOD, and to create a gateway into Louisville at this location. Challenges: The existing retail development is not configured to serve as TOD. A struggle to secure sales tax revenue has created an overabundance of retail and l less of an emphasis on residential; both of which are needed for TOD. The distance between the new Superior Town Center planned east of McCaslin and the Superior BRT Station west of McCaslin creates challenges for pedestrian connectivity. Final 4-20 July 2007
Exhibit 4-12: Superior / Louisville Pedestrian Bridge Pedestrian bridge connecting Louisville and Superior over US 36, west of the McCaslin interchange. This bridge currently connects parking areas and large format retail across US 36. Exhibit 4-13: Station Area Map Station Area Station Area Corridor Station Area Location Final 4-21 July 2007
Northwest Rail Corridor and US 36 BRT Exhibit 4-14: Station Area Recommendations McCaslin Blvd Station Area Station Alternative Station Opportunity Area Mixed-Use Commercial Parking B 3 5 4 B N Recommendations: (Numbers correspond to the station area map, Exhibit 4-14) 1) Evaluate the market potential and develop coordinated plans for re-use of sites north of the station in Louisville. Ensure that new development is TOD friendly and connects to the station. Responsibility: Louisville Timeframe: Long-term (prior to project construction) 2) Final Evaluate how the existing retail center and the park-n-ride south of US 36 can better 4-22 July 2007
support each other. Create pedestrian connections to surrounding retail uses. Responsibility: Superior Timeframe: Short-term to long-term (between the final draft of the Northwest Rail EE and US 36 FEIS publication and project construction) 3) Create a multi-modal connection to the McCaslin park-n-ride from the new Superior Town Center. Responsibility: Superior, RTD Timeframe: Long-term (prior to project construction) 4a) Provide Superior and Louisville with background information on the siting of the McCaslin park-n-ride and pedestrian bridge. Responsibility: RTD Timeframe: Immediate (within the next three months) 4b) Evaluate the feasibility of shifting the existing pedestrian bridge south to better serve future development. Responsibility: Superior Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) 5) Improve and extend pedestrian connections along 2nd Avenue. This would improve the east-west connections between the future Town Center and the Superior Marketplace retail center west of McCaslin. Responsibility: Superior Timeframe: Short-term to Long-term (between the final draft of the Northwest Rail EE and US 36 FEIS publication and project construction) 6) Develop and adopt a master plan for the new Superior Town Center. Responsibility: Superior Timeframe: Short-term (prior to the final draft of the Northwest Rail EE and US 36 FEIS publication) Final 4-23 July 2007