Operating Plan The requirements for opening day operations versus

Transcription

East Corridor Final Environmental Impact Statement
Alternatives Considered
Operating Plan
The requirements for opening day operations versus year 2030 are based on ridership and
operations. Opening day (2015) will have fewer parking spaces and fewer trains; however, the
Preferred Alternative and the associated analysis and mitigation in this FEIS are for the overall
2030 proposed improvements and operations.
The opening day operating plan for the Preferred Alternative would include four trains per hour
in each direction between DUS and DIA throughout most of the day. During late-evening
periods, train service would be reduced to two trains per hour in each direction. While four-car
trains would be used for operations on opening day, the corridor would be planned and
designed so that platforms could be expanded to ultimately accommodate eight-car trains.
Components of this system (such as station platforms) will initially be constructed for four-car
trains, which will accommodate 2030 ridership projections. Each car of the train would be
approximately 90 feet long, so a four-car train would be approximately 360 feet long. More
details on the operations of the Preferred Alternative are provided in Chapter 4, Transportation
Systems.
Grade Crossings
When the train crosses a roadway, it can cross either at the same level as the roadway (at
grade) or above or below the roadway (grade separated). The Preferred Alternative would be
grade separated at 20th Street, Park Avenue West, Broadway, 38th Street, Colorado Boulevard,
Quebec Street, Proposed Central Park Boulevard, I-225, UPRR mainline, Airport Boulevard,
East 31st Avenue, East 32nd Place, I-70, 56th Avenue, E-470, Peña Boulevard, New Castle
Street, airport exit road, airport entrance road, and the airport commercial vehicle service
turnaround road. All other roadway crossings would be at grade. There are design options for
the crossings at 40th Avenue and New Castle Street. Columbine Street is proposed to be
closed.
Roadway Modifications
As part of the transit improvements, various roadway modifications were necessary. Smith Road
modification/relocations at both the Colorado station and the Peoria station are described in
Subsections 2.2.3.2.3 and 2.2.3.2.5, respectively. Roadway modifications would also be
required for 40th Avenue between Blake Street and York Street, including the modification of
the intersection of 40th Avenue, York Street, and Josephine Street. Tibet Street (private DIA
access) would be relocated to continue to provide access to DIA property. The relocation takes
advantage of the proposed structure over Peña Boulevard and Second Creek, rather than
providing an at-grade crossing. The DIA commercial vehicle service road at the south end of the
terminal would also be relocated to avoid building a structure over the proposed platform.
General roadway modifications may include turn lanes and signal modifications. Intersection
improvements associated with the East Corridor crossings and stations are discussed in
Chapter 4, Transportation Systems.
Commuter Rail Maintenance Facility
The Preferred Alternative includes the CRMF at the Fox North site. The CRMF encompasses
approximately 30 acres and is generally bounded by 48th Avenue on the south, 54th Avenue on
the north, Fox Street on the east, and the BNSF TOFC Yard on the UPRR North Yard on the
west. It would include facilities to repair, maintain, clean, fuel, and store the FasTracks
commuter rail vehicles.
UPRR Track Relocation
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In some sections along the UPRR corridor mainline freight track will be relocated to
accommodate both the commuter rail and freight rail in the available ROW or with minimal
additional property requirements. The mainline freight track will be relocated (shifted slightly to
the north) between the TOFC yard and Dahlia Street. UPRR storage tracks will be
reconstructed at various locations between Colorado Boulevard and Sable Boulevard. UPRR
track relocations are discussed in more detail in Chapter 4, Transportation Systems.
2.2.3.2
Preferred Alternative Stations
In addition to DUS and DIA, five stations are included in the Preferred Alternative. Station sites
were developed based on a series of initial assumptions that defined basic technical
requirements. In addition to these requirements, initial station requirements were developed for
parking, bus bays, and other infrastructure based on the technical analysis as part of alternative
refinement. Details regarding base line station elements are provided in the RTD Commuter Rail
Design Criteria, Section 5 Station Design (2007e).
The alignment proposed for the Preferred Alternative is designed so that station platforms could
be expanded to ultimately accommodate eight-car trains. Stations sites are shown in
Figure 2-35 through Figure 2-46. Both opening day (2015) and horizon year (2030) site
descriptions are outlined. Parking provisions for opening day and the horizon year are shown in
Table 2-12. The station site for DUS is not evaluated as part of the East Corridor EIS. The DUS
station is being studied as part of the DUS EIS and built as part of the DUS master development
plan. The East Corridor EIS will clear the station platform at DIA. The DIA station and proposed
terminal expansion are being evaluated as part of DIA’s general planning efforts. Each station
area was evaluated with respect to multimodal access, including pedestrian, bicycle, bus, and
automobile modes. Information on access details for these modes can be found in Chapter 4,
Transportation Systems.
Table 2-12
Preferred Alternative Opening Day (2015) and Horizon Year (2030) Parking
Station
2.2.3.2.1
Opening Day (2015)
Horizon Year (2030)
Spaces
Spaces
38th/Blake
Colorado
Central Park
Peoria
200
200
1,500
550
500
1,800
1,500
1,900
40th/Airport
Total
1,079
3,529
2,200
7,900
Architectural Style
Details regarding base line station elements in the RTD Commuter Rail Design Criteria, Section
5 Station Design were used to develop the preliminary station areas. A separate document, the
Draft Commuter Rail Design Templates (RTD, 2008c) was developed to provide an overall
framework for station architecture for all FasTracks commuter rail stations.
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RTD’s Commuter Rail Station Design Templates report assists in developing the architectural
style for commuter rail stations in the FasTracks program. The report guidelines do the
following:
• Provide a methodology to blend elements that are standard for all rail corridors, unique
to individual corridors, and in some cases unique to individual stations.
• Establish parameters for customization at appropriate stations.
• Establish a baseline for costing station improvements.
• Provide a basis for determining the amount of additional funding required when a local
jurisdiction requests improvements whose costs exceed the base cost.
• Identify elements of the station design.
The Commuter Rail Station Design Templates report identified four station styles:
• Neighborhood Craftsman
• Town Center Contemporary
• Main Street Historic
• Industrial Loft Modern
The station design process for the East Corridor included a series of meetings with the local
jurisdictions and the Transit Working Group to discuss the proposed access recommendations
and aesthetics of the stations. These meetings assisted the development of the architectural
style for the East Corridor commuter rail stations. A technical report, titled East Corridor Stations
and Aesthetics (2009), was prepared that summarizes the findings of the station design
process.
CCD gave additional input on architectural style during the station design process. CCD
expressed a desire to have a station canopy that aesthetically relates to the DIA terminal by
using similar materials as used on the terminal’s roof. After some evaluation by RTD staff, it was
determined that this type of material is a cost-effective option. Aurora also expressed support of
using this type of material at stations within Aurora. The two station types recommended for the
East Corridor are variations on the Industrial Loft Modern and Town Center Contemporary
styles from the Commuter Rail Design Templates report with use of roofing materials similar to
the DIA terminal. The architectural styles for individual stations are identified in Table 2-13 and
visual images of the station canopies for the architectural styles are shown in Figure 2-33 and
Figure 2-34.
Table 2-13
Architectural Styles for Stations
Station
38th/Blake
Colorado
Central Park Boulevard
Peoria
40th/Airport
September 2009
Architectural Style
Industrial Loft – Airport
Town Center Contemporary – Airport
Town Center Contemporary – Airport
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Figure 2-33
Industrial Loft – Airport Style Shelter
Figure 2-34
Town Center Contemporary – Airport Style Shelter
2.2.3.2.2
38th/Blake Station
As shown in Figure 2-35, the 38th/Blake station would be located both northwest and southeast
of the UPRR corridor and 38th Street and would provide an opportunity for a connection to the
Central Corridor Extension. Figure 2-36 shows cross section views of the 38th/Blake station
area.
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The station platform would be located southwest of 38th Street. The station would have two
locations for parking. One would be bordered by 38th Street on the southwest, Wynkoop Street
on the northwest, and the UPRR corridor on the southeast. The remaining parking would be
northeast of the platform. The platform would be located between the UPRR corridor and Blake
Street just southwest of 38th Street. A pedestrian crossing between the parking areas and the
platform south of 38th Street would provide access between the two parking locations and the
station. This pedestrian crossing will be bicycle accessible.
This site would provide 200 parking spaces opening day (2015) and 500 spaces by 2030. The
parking distribution on opening day is 100 spaces on the northwest site and 100 spaces on the
northeast site. Vehicular access to the northwest parking site would be provided at 39th Street
and Wynkoop Street, and access to the northeast site would be provided along Blake Street.
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Figure 2-35
38th/Blake Station
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Administrative Draft – Version 2
Figure 2-36
38th/Blake Station Cross Sections
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2.2.3.2.3
Colorado Station
The Colorado station site is shown in Figure 2-38 and Figure 2-37. The site would be bordered
by Monroe Street on the west, 41st Avenue on the south, Jackson Street on the east, and the
UPRR corridor on the north. Figure 2-39 shows cross section views of the Colorado station
area.
The site would provide 200 parking spaces on opening day (2015) and 1,800 parking spaces (in
a parking structure) in 2030. Vehicular access to the site would be provided at the intersection
of 42nd Avenue and Jackson Street in 2015 and then also at Garfield Street and 41st Avenue in
2030.
Smith Road would be relocated to begin at the intersection of Colorado Boulevard and 40th
Avenue, from its current starting location near 41st Avenue and Jackson Street. This relocation
is necessary since the available span under the Colorado Boulevard bridge will not
accommodate both the commuter rail alignment and the roadway cross section. To maintain the
connectivity of Smith Road, improvements would be completed to provide a connection from the
40th Avenue and Colorado Boulevard intersection to Smith Road between Colorado Boulevard
and Dahlia Street.
The Preferred Alternative includes using existing Albion Street for the Smith Road realignment,
as shown in Figure 2-37. Design Option 1 includes building a new road along the edge of Park
Hill Golf Course as shown in Figure 2-38. Design Option 2 uses the existing Albion Street for the
Smith Road realignment, as shown in Figure 2-37. Both options include additional modifications
to the surrounding roadway network.
In both options, Jackson Street would be improved to provide direct access to the station and
bus bay areas, with 42nd Avenue providing access to the properties east of Jackson Street.
Additional information regarding traffic analysis can be found in Chapter 4, Transportation
Systems.
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Figure 2-37
Colorado Station with Smith Road Realignment Design Option 1
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Figure 2-38
Colorado Station Preferred Alternative (Smith Road Realignment Design Option 2)
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Figure 2-39
Colorado Station Cross Section
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2.2.3.2.4
Central Park Station
The Central Park station site is shown in Figure 2-40 and would be located southwest of the
proposed Central Park Boulevard and Smith Road. The site would be bordered by Tamarac
Street on the west, 37th Avenue on the south, the proposed Central Park Boulevard (to be
constructed by others) on the east, and Smith Road on the north. Figure 2-41 shows cross
section views of the Central Park station area where Elevation A-A illustrates a cross-section
view of Smith Road at the platform. The rest of Smith Road will include the standard landscape
strip and detached walk.
This site would provide 1,500 parking spaces on both opening day (2015) and in 2030. Access
to the park-n-Ride site would be provided off Ulster Street or Uinta Street, via either Smith Road
or 37th Avenue. Pedestrian access from the park-n-Ride to the platform would be
accommodated by a pedestrian signal and two traffic signal crossings on Smith Road. CCD
station area planning efforts identified the possibility of constructing a parking structure south of
the proposed bus transfer center. RTD will continue to coordinate with CCD and Forest City
regarding future opportunities for structured parking and redevelopment.
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Figure 2-40
Central Park Station
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Figure 2-41
Central Park Station Cross Section (B-B)
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2.2.3.2.5
Peoria Station
The Peoria station is shown in Figure 2-42 and would be located in the southwest quadrant of
Peoria Street and Smith Road. The site would provide a connection point for the I-225 Corridor
and would include the realignment of Smith Road. Realigning Smith Road would provide the
opportunity for a direct transfer between the East Corridor and I-225 Corridor and would
improve future operations of the Smith Road and Peoria Street intersection. Leaving Smith
Road on its existing alignment does not allow for a direct transfer between the two corridors.
Additional information regarding traffic analysis can be found in Chapter 4, Transportation
Systems. Figure 2-43 illustrates cross section views of the Peoria station area.
The station site would provide 550 parking spaces on opening day (2015) and 1,900 spaces (in
a parking structure) in 2030. Smith Road would be realigned between Moline Street and Peoria
Street, along Moline Street, 33rd Avenue, and Peoria Street. The existing portion of Smith Road
between Moline Street and Peoria Street would be closed.
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Figure 2-42
Peoria Station
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Figure 2-43
Peoria Station Cross Section
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2.2.3.2.6
40th/Airport Station
As shown in Figure 2-44, the 40th/Airport station would be located south of 40th Avenue, just
east of Peña Boulevard and west of Salida Street, at the site of the existing RTD park-n-Ride
lot. This existing site provides 1,079 surface parking spaces to be used on opening day (2015).
There are 2,200 parking spaces planned for the station in 2030, some of which would be in a
parking structure. Spaces in 2030 would be provided by a combination of both surface parking
and a parking structure. Access to the site is from Salida Street. Figure 2-45 shows cross
section views of the 40th/Airport station area. There is a design option that includes crossing
40th Avenue with a grade separation if the roadway is lowered by others.
Figure 2-44
40th/Airport Station
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Figure 2-45
40th/Airport Cross Section
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2.2.3.2.7
Denver International Airport
The station at DIA is proposed at level one on the south side of the terminal. It would include
two tracks, two side platforms, one center platform, and an arrival/departure platform. The East
Corridor would clear the station platform. As shown in Figure 2-46, DIA’s expansion plans
include a new terminal building south of the existing terminal building, additional parking, and a
hotel. The East Corridor would connect to this new terminal building.
Figure 2-46
Denver International Airport Station
Source: FasTracks Rail Station Feasibility Study Denver International Airport (RTD, 2005c).
2.2.3.3
Alignment Fencing Selection Process
RTD’s intention is to fence the entire corridor primarily from a safety and security standpoint.
The presence and aesthetic effect of alignment fencing was a concern of the local agencies.
For this reason, separate fencing workshops were held as a collaborative effort between the
project team and staff members from Aurora, CCD, and DIA. These included the selection of
proposed fencing type with the understanding that any premium for fence types more costly
than the project-recommended fence would be paid for by a third party. Fencing at station areas
will be handled on a case-by-case basis through an individual site planning processes.
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The East Corridor built on fencing strategies used by other RTD corridors. This process
included a framework that identified surrounding land-use types, track profile, operating speeds,
and other issues that could influence the type of fencing. The corridor was then divided into
sections that became the basis for the evaluation process. The evaluation process included the
following steps:
Step 1: Review the fencing process and preliminary recommendations for land use types
Step 2: Review recommendations for fencing types including any cost premiums to
be financed locally
Step 3: Present recommendations to the public
As a result of these meetings, the fencing materials shown in Table 2-14 were recommended
and endorsed by local agencies. The approximate geographic limits of chain link and post and
cable fencing are shown in Figure 2-47. As indicated in the figure, post and cable fencing will be
used in the transitional area at the approaches to stations (200 feet from either side of the
platforms. In stations areas different fencing or barriers may be more appropriate for aesthetic
reasons. In these areas, the fencing and/or barrier design shall be determined on a case-bycase basis and the design shall be accepted by the RTD System Safety Project Manager.
Table 2-14
Fencing Materials
Typical use
Fence Type
Chain Link
Along
alignment
Post and Cable
Approaches
to stations
and bridges.
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Figure 2-47
Corridor Fencing
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2.3
PREFERRED ALTERNATIVE CAPITAL COSTS
Construction, ROW, vehicles, and professional services cost categories were used in the
development of the capital cost estimate. The estimated total project capital cost is $1,642
million. The costs are shown in Table 2-15 and are identified for both opening day and 2030.
Table 2-15
Preferred Alternative
Capital Cost Breakdown (in Year of Expenditure Dollars)
Preferred Alternative
Opening Day
East Corridor
(millions)
$1,344
Additional 2030
Improvements
(millions)
$298
Total
(millions)
$1,642
Source: Financial Plan Update (RTD, 2009b).
The construction estimate used the basic engineering design to determine construction
quantities. These categories include guideway and track elements, stations, support facilities,
site work, and systems. Unit prices were derived using standard pricing methods and historical
price comparisons.
The ROW estimate also used the basic engineering design to determine the project limits. This
ROW line was established based upon individual location circumstances for all proposed
improvements such as fill embankments, retaining walls, drainage ditches, roadways, and
station areas. For this cost analysis, a parcel was considered a full ROW acquisition if the
construction impact limits encroached on a structure, removed all reasonable access, or
acquired more than 20 percent of the parcel.
The vehicle estimate is based on historical unit prices of similar vehicles adjusted for inflation
and multiplied by the required fleet size. The fleet size was determined by using the peak hour
ridership estimates, the peak hour service frequency, and run time from one end of the corridor
to the other. The operating fleet was increased by 20 percent to allow for repair and
maintenance.
Professional services include preliminary engineering, final design, project and construction
management, insurance, startup, and legal fees. Professional services estimates were based on
a percentage of the estimated construction cost and partly on an estimate of staffing
requirements.
The capital cost estimate for the CRMF is separate from the East Corridor, as it will be shared
among all proposed commuter rail corridors. The estimated total CRMF capital cost is
$189,125,308 in year of expenditure dollars.
2.4
PREFERRED ALTERNATIVE OPERATING AND MAINTENANCE COSTS
Operation and maintenance cost for the Preferred Alternative has been forecasted for the year
2030 based on 2008 dollars. The annual estimated cost is $17,575,188 for commuter rail
operations on the East Corridor. A detailed discussion of the Preferred Alternative operations is
included in Chapter 4, Transportation Systems.
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Operating Plan The requirements for opening day operations versus

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