(Blue Diamond Road) Corridor Study - Regional Transportation ...

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4. Evaluation Methodology RTC SR-160 Corridor Study Exhibit 4-1 provides a conceptual overview of the carrying capacity of major mass transit alternatives. Because of its high per mile capital costs, heavy rail (subway) and elevated rail systems are considered feasible only in central business districts (CBDs) in dense populated metropolitan regions where a substantial share of commute trips are bound for the central city. Generally, subways are considered only for regions where transit demand exceeds 15,000 passengers per hour. In regions where heavy rail is not considered a feasible alternative, transit agencies have invested in Light Rail Transit (LRT) systems which operate largely at-grade on city streets. Like heavy rail, LRT systems are typically retrofitted into high-density urban corridors where high transit demand cannot be sufficiently met by existing fixed route bus services and the expected benefit in new ridership justifies the economic costs of the fixed investment. Light rail system typically carry anywhere between 5,000 and 12,000 passengers per hour. Rarely are LRT systems considered suitable for corridors that currently possess daily ridership below 3,000 passengers per day, unless enough commercial development is anticipated. Where anticipated ridership levels are not high enough to justify a fixed guideway rail investment, transit planners have turned to an array of rubber-tire bus rapid transit (BRT) technologies. BRT systems have increased in popularity because they offer flexible options that can be scaled upward at comparatively lower marginal fixed costs to meet growing demand. 4-5
5. Alternative Development RTC SR-160 Corridor Study 5.0 ALTERNATIVE DEVELOPMENT The development of transit alternatives along SR-160 has been an iterative process throughout the project. In the second phase of the work, the consultant assessed proposed alternatives both through the planning framework summarized above, as well as the screening methodology for best modal treatment. Stakeholder input influenced the process on a regular basis through bi-monthly Technical Working Group meetings. This section summarizes the development of multi-modal alternatives for SR-160. First the potential alignments are presented. Second, the mode screening methodology is presented. Finally, the section presents the preferred modal options for each corridor (i.e., radial and cross-town corridor), within the Blue Diamond Study Area. 5.1 RADIAL AND CROSS TOWN ALIGNMENTS The consultant presented a series of Alternative proposals to the Technical Working Group in October 2005 and again in March 2006. Each proposal was subject to considerable debate, and gradually fine-tuned with respect to alignment, modal treatment, and applicability of Park & Ride locations. Exhibit 5-1 presents a summary of sketch planning variables used to assess the suitability of potential corridors for transit investment. Building on the analysis performed in the prior section, this section presents both qualitative and quantitative data related to the variables discussed above. Alignments EXHIBIT 5-1: Summary Assessment of Potential Alignments Radial Alignments Existing Transit Estimated 2030 Daily Traffic Volumes Extra Rightof-Way Available Pedestrian Accessibility 1. Durango Drive None 12,893 Yes 0 2. Rainbow Boulevard None 15,253 Yes 2 3. UPRR ROW None -- Yes 0 4. Decatur Boulevard None 28,729 Yes 2 5. Las Vegas Boulevard South None 17,912 Yes 2 Cross-Town Alignments 1. Warm Springs Road None 11,958 No 0 2. SR-160 None 37,044 No 0 3. Silverado Ranch Road None 17,389 Yes 0 4 = Excellent 2 = Limited 0 = Poor 5-1
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State Route 160 (Blue Diamond Road)
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Table of Contents RTC SR-160 Corrid
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1. Executive Summary RTC SR-160 Cor
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Page 15 and 16: 2. Current Conditions of Study Area
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7. Proposed Park and Ride Facilitie
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8. Estimated System Costs RTC SR-16
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A. Aerial Photographs of Blue Diamo
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B. Candidate Park & Ride Site Data
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C. SR-160 Major Intersections RTC S
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D. RTC Policies and Procedures RTC
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