Policy Framework - Jacksonville Transportation Authority

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City of Jacksonville Policy Framework for Transit-Oriented Development Transit Technologies When planning a TOD project or district, it is important to consider the kind of transit technology that will serve the area. The major transit technologies are commuter rail, express bus, light rail, bus rapid transit, monorail, streetcar, and local service bus. Each technology has characteristics that influence the intensity, spacing, and form of TODs. Transit technology choices will largely reflect the needs of the transit system, but they will also consider future development and redevelopment plans along a prospective alignment. While TODs respond to transit technologies, they also can influence what technologies are viable and best suited for a particular corridor. The major transit technologies are described briefly below. Each technology has distinct vehicle and operational characteristics. Vehicle type, size, costs, and right-of-way requirements vary among the different technologies. These factors influence operational characteristics like optimal travel distances and times, station spacing, and the size and nature of station service areas. Commuter Rail Commuter rail technology utilizes relatively large train cars that can carry a high number of passengers. Commuter rail operates in its own right-of-way, separate from automobile traffic; but in many cities, commuter trains share track and right-of-way with freight rail carriers. Because of the capacities and speeds achievable with commuter rail, this technology is best suited for covering long distances with stations spaced from 1 to 5 miles apart. Station service areas are large and often accessed by driving from the surrounding community. Commuter rail is most effective in areas that have strong regional centers with high employment densities, linking them to suburban communities. However, suburban commuter rail station areas can include an even mix of residential and commercial uses at medium to high densities. Park and ride access is appropriate near commuter station areas given that they will draw ridership from nearby communities. Walkable TOD communities should be implemented in the immediate vicinity of the station, transitioning smoothly to a lower density development pattern in the greater station area. Service Area:1mile to 5 miles Station Spacing: 1miles to 5 miles Optimal Transit Shed: 5 miles to 100 miles Commuter Rail Characteristics Express Bus An express bus operates in a similar manner to commuter rail, serving a regional center from outlying areas, with few stops in between. However, express bus cannot provide the same passenger capacity and speed as commuter rail. It is well suited for serving low to medium density communities and often only operates during the morning and evening peak commuting hours to allow suburban residents 18 | Transit Technologies
City of Jacksonville Policy Framework for Transit-Oriented Development to reach urban employment destinations. TODs in express bus service areas would exhibit similar characteristics to those in local bus service areas, and a single TOD project or district may be served by both local and express bus routes. Light Rail In contrast to commuter rail, light rail can operate either in a dedicated right-of-way or in mixed traffic with automobiles. Also, light rail vehicles are smaller than commuter rail cars, carrying fewer passengers. Light rail can cover long distances, but is best suited for short to intermediate trips. Stations are usually one to two miles apart. Park and ride access is appropriate in low density areas, while walk access to stations becomes more viable in areas of increased employment activity and/or residential density. Since light rail transit can effectively serve a wide variety of place types along a single alignment, TODs in light rail station areas will vary to reflect the character and intensity of nearby neighborhoods and development. In urban centers, TODs will exhibit high densities and a thorough mix of uses. In neighborhoods and community centers, there will likely be a greater emphasis placed on residential uses at medium to lower densities, with supporting community retail and commercial services. Bus Rapid Transit Bus rapid transit, or BRT, combines the flexibility of a bus with the high quality service of rail transit. BRT can operate in an exclusive right-of-way or in mixed traffic. BRT routes generally have fewer stops than a normal bus route, spaced about a half mile to one mile apart, and the stops usually have special treatments akin to a light rail platform, including shelters and ticket vending machines. BRT can cover substantial distances and serve as an effective and affordable alternative to rail transit in certain contexts. Like light rail, BRT can serve many different types of places with varying densities and mixes of uses. Hence, TODs in BRT station areas are generally similar to those found in comparable light rail station areas, although they often have lower densities and a higher ratio of homes to jobs. Service Area:1/4 mile to 5 miles Station Spacing: 1 mile to 2 miles Optimal Transit Shed: 5 miles to 50 miles Light Rail Characteristics Service Area:1/4 mile to 3 miles Station Spacing: 1/2 mile to 1 mile Optimal Transit Shed: 5 miles to 20 miles Bus Rapid Transit Characteristics Transit Technologies | 19
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Policy Framework - Jacksonville Transportation Authority

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