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							Raleigh Five-Year Transit Plan

CHAPTER TWELVE YEARS ONE AND TWO (FY 04-05) This chapter presents route and service recommendations for the first two years of the service implementation plan, beginning with an overview of the service design principles employed to develop route modifications. The Year One and Two modifications are described by geographic area, day of week, and hour of operation. The geographic areas are downtown and four quadrants – southeast, southwest, northwest, and northeast. Service recommendations are provided for each of these quadrants for daytime, evening, and Saturday service. The city has not been divided into quadrants in any effort to separate services. It is simply clearer to describe the plan rather than on a route level basis. Sunday service concepts are presented in a separate section. The consulting team worked closely with City of Raleigh transit staff in the development of recommendations. City staff provided input throughout the process and has been instrumental in matching concepts to local needs. The concepts in these chapters also address the strategies put forward in the previous five-year plan, which addressed long-range transportation goals and concepts. Service recommendations in the first two years of the implementation plan address two specific issues. The first is the improvement of running time and on-time performance throughout the system, which must be addressed immediately. It is anticipated that the correction of these issues will require additional resources. The cost of these improvements will not be determined until route concepts have been approved through a public participation process. The second is to provide additional connections and greater mobility options throughout the system. These recommendations strengthen the current system structure by offering additional transit options for the rider. This chapter presents a preliminary set of route and service recommendations on an area by area basis. Specific routing proposals are also presented in this section. More detailed, route-by-route analysis, recommendations, and route maps can be found in Appendix G. 12.1 Service Planning Concepts and Principles

The planning concepts and principles that have been developed for this service design plan are based on the findings of the needs assessment, on-board and telephone surveys, and the diagnostic and congruency analysis. The following principles are being utilized for service design: • Increase the efficiency and effectiveness of CAT operations by addressing: - complex service design - on-time performance and running time - one way loops - transfers Offer new and improved connections through: - innovative service delivery methods - strengthened secondary hubs - service to newly identified growth areas - Sunday service implementation

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Assist CAT to meet long-range goals by: - matching transit service to future land use & development patterns - providing incremental steps towards long-range goals - developing a post-five year vision - coordinating recommendations with other local and regional planning efforts

The application of these principles guided the study during the recommendations phase of the project. 12.2 Downtown Routing

Downtown routing, in the CBD, has been identified as an area that must be addressed through service recommendations. There is service duplication in the downtown area that prevents the routes from providing wider geographic coverage. Currently, all routes that come through downtown have a terminus at Moore Square Station. This should continue, as Moore Square is a convenient location that provides shelter and amenities for passengers and facilitates bus to bus transfers. Development in downtown has widened in recent years, and bus routing can be modified to provide coverage throughout the downtown area. CAT service should have a more distinct presence in the entire Raleigh downtown. For example, service does not connect directly to City Hall or the Carolina Trailways station, among other locations. The elimination of the Capital Loop will allow for routes to provide enhanced downtown mobility. Routes can be adjusted to provide service to more generators in the downtown area. In addition, service can be provided to the Carolina Trailways station by modifying Jones Street to operate as a two-way street to Wilmington Street, instead of its current configuration as a two-way to Harrington. The following modifications are recommended for CAT routes as they exit and enter downtown Raleigh. Figure 12-1 displays the route changes. • Route 2 Falls of Neuse – Route 2 should leave Moore Square on Hargett, turn right on Wilmington and left on Jones to Glenwood Avenue, eliminating the majority of the Capital Loop, and providing coverage to the northwest portion of downtown and bi-directional service to the Carolina Trailways station. This will require making Jones Street a two-way street to Wilmington. Route 4 Rex Hospital – Route 4 should, leaving Moore Square, follow Hargett, turn right on McDowell, and left on Hillsborough in the outbound direction. On inbound trips, the route should follow Morgan to Salisbury to Martin to Moore Square. Route 6 Crabtree – Route 6 should leave Moore Square on Hargett, turning right on Wilmington Street, left on Edenton, then right on Glenwood Avenue. Inbound trips should follow Morgan to Salisbury to Martin. Route 8 Northclift – Route 8 should be modified to leave Moore Square on Hargett, turn right on Harrington, and left on Hillsborough in the outbound direction. For inbound trips, service should follow Morgan to Dawson to Martin. This routing will provide service directly to City Hall and Nash Square, a developing area that has many municipal offices. Route 16 – Route 16 should exit through Wilmington to Edenton on outbound trips. Inbound trips should follow Morgan to Salisbury to Martin. This modification will also add service to the western portion of downtown.
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Route 19 – Route 19 will offer crosstown connections by utilizing Martin Luther King Jr. Blvd by going south on Blount St. from Moore Square. Inbound trips operate on Martin Luther King Jr. Blvd to McDowell and Martin streets. Figure 12-1 Downtown Routing Modifications

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12.3

Southeast Quadrant

The southeast quadrant of Raleigh is defined as the area south of US 1 (Capital Boulevard) and east of downtown Raleigh. The neighborhoods and geographic locations in this area include Biltmore Hills, Trawick, Worthdale, Longview, and Apollo Heights. The area is home to Wake Medical Center, St. Augustine’s College, several shopping areas, and contains New Bern Avenue, Martin Luther King Jr. Boulevard, Poole Road, Rock Quarry Road, and Raleigh Boulevard as major corridors. The routes that are currently operating in this area are Routes 3 (Glascock), 5 (Biltmore Hills), 10 (Longview), 13 Chavis Heights (13), 15 (Wake Medical), 15C (Trawick Connector), 18 (Worthdale), 19 (Apollo Heights), and 22 (State Street). These routes provide coverage to dense neighborhoods that generate a large share of transit ridership. On-Board survey demographics indicate that these neighborhoods are excellent locations for transit, based on low incomes, lack of automobiles, and the need for work trips. The main generators in the quadrant are in and around the Wake Medical Center. The hospital, along with Wake County Human Services, residential areas, and other medical and social services combine to make this a major location for current riders. As a result, Route 15 has the highest level of ridership in the system. This is also a major transfer location for patrons of the system and has been identified as an important hub for service. Most of the routes in this quadrant have large, one-way terminal loops on them. In addition, the portion of New Bern Avenue east of Wake Medical Center has developed into an important retail and commercial district, and activity is growing along Poole Road. Recommendations for service change (Figures 12-2, 12-3, and 12-4) in this area are intended to promote the Wake Medical Center area as a secondary hub for service, and to provide greater mobility and connections to this area. It has been determined that routing can be simplified and connections improved if the main transfer location for service be moved to the Wake County Human Services stop from its current location at the Wake Medical Center entrance. The Wake County Human Services building accounts for a large share of ridership in the area, has a waiting area that will be convenient for bus patrons, and removes timed transfers from the busier roads at the hospital stop. Service recommendations also address new service needs in the quadrant, including a new Kroger’s Store at the intersection of Martin Luther King Jr. Boulevard and Raleigh Boulevard, the expanding area along New Bern Avenue east of I-440, and Trawick Road. Route 15 (Wake Medical) is currently experiencing operating difficulties based on the amount of patrons it must carry due to its routing in the southeast quadrant. Modifications to Routes 3, 10, 15 and 19 are intended to offer connections to this hub without a downtown transfer. This will offer patrons alternative access to the Wake Medical Complex. Modifications to Route 19 will offer service along Martin Luther King Jr. Boulevard connecting to Wake County Human Services. The loops in several routes have been either shortened or eliminated to promote bi-directional service. The Route 3 (Glascock) terminal loop has been eliminated and service should operate through the Trawick area to the retail zone ending at New Bern and New Hope Road. This will offer direct connections to the Trawick area from downtown. Route 10 (Longview) has been split into two routes to cover part of the current Route 3 with a smaller loop on one leg and to provide bi-directional connections to the Wake Medical Center and New Bern Avenue. The new route will be Route 14.

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The Route 22 (State Street) loop has been modified to serve a YMCA and follow boarding and alighting patterns in conjunction with a modified Route 5. Route 5 has been extended as bi-directional service and has absorbed Route 7C (Carolina Pines) to offer crosstown service that is directly linked to downtown. This combination should allow for better downtown access for residents along the current Route 7C. Route combinations of the 3 & 10, 5 & 13 & 22, and 18 & 19 are provided for evening service and will offer connections throughout the southeast quadrant. Weekday Route Recommendations Route 3 Glascock • • Substitute the East Street portion of the route with a new alignment that will follow Wilmington to Halifax, Cedar, Blount, Poplar, and Wake Forest to Glascock in both directions. Route 3 should be extended to the Trawick area using Raleigh Boulevard. Outbound from Glascock, it would follow Bennet, Dennis, Timber, Crabtree, Raleigh Boulevard, Brentwood Road, Lake Woodard Drive, Trawick, and New Bern Avenue to the shopping center at Trawick and New Bern. The inbound trips will follow the same alignment. The Millbank Street portion of the Route 3’s terminal loop should be served by modifying Route 10.

Route 5 Biltmore Hills • Combine Route 5 with Route 7C to form a new route that would function as both a radial and a crosstown route. It will use the current outbound alignment between Moore Square Station and Seabrook Road. It will then follow the Route 7C alignment on Rush Street, Wilmington Street, Pecan Road, Carolina Pines, Sierra Drive, and Lake Wheeler Road to the Raleigh Oaks Shopping Center, eliminating the deviation to the State Farmer’s Market on Lake Wheeler Road. The combination route would use Martin, East, Lenoir, Chavis, Bragg, State, Peterson, Garner, Bailey, and Hadley to Cross Link. It would then loop around Proctor, Southgate, Atkins, Rock Quarry, Sanderford, Idlewood, Snowberry, Savannah, Sylvester, and Seabrook back to Cross Link. Heading back to Moore Square, the 5-13-22 combination would use Dandridge, Newcombe, Fitzgerald to Hadley, then the same outbound route back to Lenoir, where the route would then follow Lenoir to McDowell to Martin to Moore Square.

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Route 10 Longview • • • In conjunction with the proposed changes to Route 3 (Glascock), break Route 10 into two routes with one providing neighborhood circulation and the other being extended to the Wake Medical Center. A new Route 14 will be created that will follow Oakwood to Hill , Booker, Milburnie, King Charles, Glascock, Raleigh Boulevard, Milbank, Euston, Marlborough, Glascock, Culpepper, Milburnie, Booker, Hill, and back to Oakwood. A redesigned Route 10 that will follow the same alignment as the current Route 10 between Moore Square Station and Oakwood Avenue will serve the southern part of the terminal loop.
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It will then follow Oakwood to Bertie, Chatham, Milburnie, Peartree, New Bern, WakeMed , and New Bern to New Hope Road. Route 13 Chavis Heights • • In order to improve connections with other routes at Moore Square Station modify the headway of Route 13 to every 30 minutes. Modify Route 13’s evening service by running a 5/13/22 combination route on weekdays and Saturdays. This is described in the Route 5 recommendations.

Route 15 WakeMed • Shorten terminal loop at WakeMed by using Kidd to Peartree Road to New Bern Avenue for the inbound trip after serving the Wake County Department of Human Services stop.

Route 18 Worthdale • Route 18 should be modified to provide additional service to WakeMed and Martin Luther King Jr. Blvd. Route 18 should operate on Martin and Tarboro in the outbound direction and Hargett in the inbound direction.

Route 19 Apollo Heights • • • Modify the alignment of Route 19 by using Blount Street and Martin Luther King, Jr. Boulevard to Poole Road in the outbound direction. On inbound trips, follow Martin Luther King, Jr. Boulevard to McDowell and Martin Streets. Extend to the Wake County Human Services office by following Sunnybrook from Poole to Falstaff, Swinburne, Kidd, and back to Sunnybrook. Modify Route 19’s schedule so it has 30-minute peak and 60 minute off-peak headways.

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Route 22 State Street • In conjunction with changes proposed for Route 5, modify the alignment of Route 22 using the Peterson-Garner-Bailey-Hadley portion of its terminal loop in both directions, and adding a new loop following Dandridge, Crosslink, and Hadley.

Evening and Saturday Modifications • • Extend the weekday hours of Route 3 to 11:00 p.m. by running a combination route in conjunction with the proposed Route 10. Outbound trips would follow Route 3’s alignment and inbound trips will follow Route 10 between 7:00 p.m. and 11:00 p.m. Modify the evening 5/13/22 combination alignment by adding a portion of Chavis Way, Holmes, and Bragg portion of Route 13 in place of State Street. Operate this routing for Saturday service. The route should serve the Kroger store at the corner of Martin Luther King, Jr. Boulevard by utilizing a portion of Raleigh Boulevard rather than Rock Quarry. The route would then turn left, returning to Rock Quarry from Martin Luther King, Jr. Boulevard. This would modify evening and weekend service to the Correctional Center for Women, although service would still fall within an appropriate distance. Operate the 18/19 combination route in the evenings following the same alignment that is currently used for Saturdays. Service to the Kroger store for evenings and weekends would be via the Route 5/13/22 combination.

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Figure 12-2 Southeast Quadrant – Weekday Service Refinements

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Figure 12-3 Southeast Quadrant – Evening Service Refinements

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Figure 12-4 Southeast Quadrant – Saturday Service Refinements

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12.4

Southwest Quadrant

The southwest quadrant of Raleigh is defined as an area that is located south of Hillsborough Street and west of downtown. Service along Hillsborough Street will be addressed in this section as well as the section covering the northwest quadrant. The neighborhoods in this quadrant include Caraleigh, Carolina Pines, Parkland, and Tryon. NCSU is located in this quadrant, and is a major destination for transit service. There is also a major retail zone at the southern end of the quadrant, dense transitproducing neighborhoods in the area bordering downtown, student housing surrounding NCSU, and major corridors throughout the quadrant. The major corridors, including Hillsborough Street, South Saunders Street, Western Boulevard, and Avent Ferry Road. The routes that serve this quadrant include Route 7 (South Saunders), Route 7C (Carolina Pines), Route 11 (Avent Ferry), Route 11C (Buck Jones), Route 12 (Method), and Route 21 (Caraleigh). There are corridor services along South Saunders, Western, and Hillsborough, and neighborhood services that include two non-radial routes (7C & 11C). NCSU is a major destination, and to the extent possible, service will be linked there where ridership patterns indicate that the routes have potential for high ridership, particularly in light of promoting the UPASS program. There are some loops, indirect routings, and forced transfers in this area that need to be addressed within one and two year service recommendations. Recommendations for the southwest quadrant (Figures 12-5, 12-6, and 12-7) are aimed at improving mobility and providing more direct routing to generators in the quadrant and other portions of the service area. The combination of Routes 5 and 7C, as previously discussed in Section 9.3, provides a single seat trip into and from downtown, and offers connections to numerous generators in South Raleigh without a downtown transfer. Route 11 and 11C are modified to offer more direct connections in the NCSU area. Route 11C will have a terminus at NCSU, providing a better “anchor” for this route than the Avent Ferry Shopping Center. This modification is based on the results of boarding and alighting counts. Route 11, in turn, will run in a more direct manner by not entering the Avent Ferry Shopping Plaza and will also serve a new apartment complex near its current terminus at Sierra Drive. Coordination between routes is also a key element for service design, and has been utilized for Route12 recommendations. Route 12 will be analyzed for scheduling changes along Hillsborough Street to properly interface with CAT routes, TTA routes, and Wolfline routes in the most effective manner possible. This will continue to strengthen the overall availability of service along this important corridor. Evening service options are presented to provide alternatives to current South Zone demand response services, and provide key links to neighborhoods and generators in the southwestern quadrant. A combination of Routes 5, 13, and 22 will serve the eastern portion of this area as well as the western portion of the southeast. Route 7 will be combined with portions of Route 21 to address the Caraleigh area and provide later connections to the retail area at the southern end of Route 7. Route 11 will operate later into the evening to eliminate the southern zone and simplify service structure.

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Weekday Recommendations Route 7 South Saunders • No daytime recommendations

Route 7C Carolina Pines • • As described in the Route 5 recommendations, combine Route 7C with Route 5 to create a new route that would provide a direct connection to Moore Square station and downtown Raleigh. Eliminate the State Farmer’s Market deviation.

Route 11 Avent Ferry • • In conjunction with a proposed change to Route 11C, Route 11 will no longer circulate through the Avent Ferry Shopping Center. Route 11’s terminus should be changed from Sierra Drive to a new apartment complex on Lake Wheeler Road near the Carolina Pines intersection.

Route 11C Buck Jones • • Extend Route 11C to the NCSU campus on Avent Ferry Road to Merrill Drive, Cates Avenue, Pullen Road, and return to Avent Ferry Road on Western Boulevard. In order to compensate Route 11C’s running time for this extension, operate a one-way loop beginning on Avent Ferry Road to Athens to Jones Franklin, Fort Sumter, Dana, Jeffries, Norman, Buck Jones, Western Boulevard, Schaub, Deboy, Melbourne, Kaplan, and Pineview Drive back to Avent Ferry Road.

Route 12 Method • Create clockface headways so that arrival and departure times at timepoints are set in a regular reoccurring pattern.

Route 21 Caraleigh • No daytime recommendations

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Evening and Saturday Recommendations • • During weekday and Saturday evenings, operate a 5/13/22 combination route as described in the Route 5 recommendations. Extend Route 7 evening hours to 11:00 p.m. by operating a combination route with Route 21 between 7:00 p.m. and 11:00 p.m. In order to accomplish this, the route will run on Blount, Martin Luther King, Jr. Boulevard, Fayetteville Street and Maywood Avenue to South Saunders. As part of an overall effort to eliminate the evening demand response connector service, operate Route 11 to 11:00 p.m. on weekdays and Saturdays.

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Figure 12-5 Southwest Quadrant – Weekday Service Refinements

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Figure 12-6 Southwest Quadrant – Evening Service Refinements

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Figure 12-7 Southwest Quadrant – Saturday Service Refinements

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12.5

Northwest Quadrant

The northwest quadrant is defined as the portion of Raleigh that is north of Hillsborough Street and west of Six Forks Road and downtown. The two major transit generators in this area are Rex Hospital and the Crabtree Valley Mall, although there are many generators throughout the quadrant. This area contains a number of retail and commercial centers, which are typically located along its major corridors. These corridors, including Hillsborough Street, Blue Ridge Road, Glenwood Avenue, Creedmoor Road, and Six Forks Road. The routes that currently operate in this area include Route 4 (Rex Hospital), Route 6 (Glenwood Avenue), Route 6C (Creedmoor), Route 8 (Northclift), Route 8C (Sawmill Connector), Route 16 (Oberlin), and portions of two crosstown routes, Route 23C (Millbrook Crosstown) and Route 24C (North Crosstown). The Crabtree Valley Mall is a secondary hub for the CAT system, providing an interface between numerous routes in the system. The route recommendations in this section are intended to strengthen this hub and the services along the major corridors in this area. This portion of Raleigh will continue to grow, and it is important that the transit service grows to match. Rex Hospital is major destination for CAT service, and the service (Route 4) that currently operates to this area has a large one-way loop that changes direction during the day. This loop, while providing connections between Rex Hospital and Crabtree Valley Mall, is very circuitous, creates long travel times for patrons, and adds to the complex service design of the system. The growth of generators in the area will allow the plan to create bi-directional service to replace the loops. This portion of the CAT service area has two connector routes and several radial routes of considerable length. As a result, CAT has travel time issues that must be addressed in the service plan. Routes 6 and 8 have connectors at their termini which provide mobility in less dense area, but require a transfer. Finally, in addition to the Crabtree Valley Mall, other retails centers such as Cameron Village, the Olde Raleigh Village Shopping Center, the Ridgewood Shopping Center, the Glenwood Village Shopping Center, the area around the North Hills Mall, and all of the northern corridor retail and commercial development, require transit service. The development of Crabtree Valley Mall as a stronger hub, and the need to address the service issues on Route 4, can be accomplished with a service change combination. Recommendations for the northwest quadrant can be seen in Figures 12-8, 12-9, and 12-10. Route 16 will be extended to eliminate the poor performing sections of the current route, offering connections to Rex Hospital, and then provide service on one portion of the current Route 4 loop, which provides connections to the Crabtree Valley Mall. Route 4 will in turn provide quicker service to the hospital and the mall. Route 4 will be extended to absorb Route 6C along Creedmoor Road. This will offer connections to the hospital area along Creedmoor Road and eliminate some transfers, which should speed travel times for patrons. Route 6 will be extended along Creedmoor Road to serve expanding retail generators. Route 8C will be absorbed into Route 8. This will eliminate a transfer and speed travel times in this area. The route currently serves North Hills Mall, which is scheduled to be redeveloped in coming years. Service should not be removed from this location, in order to provide consistency in routing once redevelopment is complete. The areas adjacent to the Mall are developing quickly and this will

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be a concentrated retail and commercial area, particularly once the North Hills Mall redevelopment is complete. The Millbrook Crosstown Route (23C) will not be modified as it continues to build ridership and offer connections throughout this region. Route 24C will continue operation with a slight modification to routing. Weekday Service Refinements Route 4 Rex Hospital • • • In conjunction with proposed changes to Route 16, eliminate the Wycliffe Road/Blue Ridge Road portion of its terminal loop to give Rex Hospital and Edwards Mill Road bi-directional service. Extend Route 4 north on Creedmoor Road to the Town North Shopping Center. This will replace Route 6C. Revise the downtown alignment by using Hargett and McDowell to Hillsborough Street in the outbound direction, and Morgan to Salisbury to Martin in the inbound direction.

Route 6 Crabtree • Use Wilmington to Edenton out of downtown, and Morgan to Salisbury to Martin on the inbound direction.

Route 6C Creedmoor • Eliminate Route 6C as a connector route and combine it with an extended Route 4.

Route 8 Northclift • • Modify Route 8’s downtown alignment by using Hargett and Harrington to Hillsborough in the outbound direction; and Morgan to Dawson to Martin for inbound trips. Extend Route 8 north along Six Forks Road to Six Forks Station Shopping Center. This will allow CAT to eliminate Route 8C. From North Hills/Northclift, Route 8 will continue on Northclift to Six Forks Road, Longstreet Drive, Sawmill Road, and Six Forks Road to the Six Forks Station Shopping Center.

Route 8C Sawmill • Eliminate Route 8C and extend Route 8 to Six Forks Station Shopping Center.

Route 16 Oberlin • In order to streamline the downtown alignment, use Wilmington to Edenton outbound, and Morgan to Salisbury to Martin on inbound trips.

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Extend to Rex Hospital and Crabtree Valley Mall using Lake Boone Trail and Blue Ridge Road. Make Route 16 bi-directional along Oberlin, and no longer travel on Lake Boone, Cambridge, Lewis Circle and Chester.

Route 23C Millbrook Crosstown • Route 23c should use Lead Mine Road between Millbrook and Glenwood rather than using Creedmoor Road.

Route 24C North Crosstown • No modifications.

Evening and Saturday Recommendations • Extend operating hours for weekday and Saturday evenings on Route 6 to 11:00 p.m. Between 7:00 p.m. and 11:00 p.m. operate between Moore Square Station and the Townridge Shopping Center.

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Figure 12-8 Northwest Quadrant – Weekday Service Refinements

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Figure 12-9 Northwest Quadrant – Evening Service Refinements

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Figure 12-10 Northwest Quadrant – Saturday Service Refinements

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12.6

Northeast Quadrant

The northeast quadrant is defined as the area of Raleigh that encompasses US 1 east of downtown, north of the Trawick area, and east of Six Forks Road. This area includes neighborhoods and locations such as portions of Millbrook Road, Brentwood, Mini City, and Broadlands. This area has heavy commercial development along US 1; and the Triangle Town Center, opened in August 2002, has become a major generator near the current Raleigh city limits. Another retail development, to be called Poyner Place, will be opening in the near future adjacent to the Triangle Town Center. There is also a lot of commercial and retail activity along other corridors as well as the Raleigh Community Hospital. Wake Medical Center has a new facility known as WakeMed North that will soon be opening on Durant Road at the northern point of Raleigh. Major corridors in the quadrant include Capital Boulevard, Wake Forest Road, Falls of the Neuse Road, New Hope Road, and Millbrook Road. The CAT routes that currently serve this area include Route 1 (Capital), Route 2 (Falls of Neuse), Route 2C (Falls of Neuse Connector), 23C (Millbrook Crosstown), and 24C (North Crosstown). Recommendations for this area are intended to continue strengthening transit links through this area of mixed development. The area has connections to transit routes that provide good radial and non-radial mobility options at the present time. Route 1 (Capital) was redesigned in the summer of 2002 to serve the Triangle Town Center and connections to the Brentwood area were shifted to the new Route 24C (North Crosstown). Since this time, there have been other modifications to these two routes to improve their running time. Minor modifications will help strengthen this corridor. Considerations for these routes will also need to be addressed in terms of future development. Triangle Town Center is an ideal location for a secondary hub in the system, although the hub need not be on the mall site. These modifications will be presented in Chapter 10. Recommendations for the northeast quadrant can be seen in Figures 12-11, 12-12, and 12-13. Route 2 and 2C provide interesting opportunities for increased transit service. Route 2 is a long route that provides coverage along major corridors in Raleigh. The route has the third highest ridership in the CAT system (weekday). Route 2 will remain with the same basic routing, although the mid-route loop will be eliminated. Route 2C is a connector that was developed based on the origins and destinations found through the analysis of a zone service. The route provides an interesting opportunity to provide connections to the Triangle Town Center and Perry Creek Road. The development of Route 2C into a loop that will connection Route 2 with the Triangle Town Center will provide better termini for the route and allow the new WakeMed North location to be served. The crosstown routes, which are an innovative effort by the Raleigh Transit Authority and CAT to provide connections in lower density areas, will be continued with one small modification to the Route 24C routing. The only evening modification in this quadrant is the elimination of the North Night service, which will be replaced with routes that operate later to eliminate confusing service design. There are no Saturday modifications in this area. The following provides a route level modification summary for these routes.

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Weekday Service Refinements. Route 1 Capital • • • In order the make the inbound trips more direct, eliminate Poplar/Blount deviation and operate on Wake Forest to Peace. This should be done in conjunction with a corresponding change in Route 3 (Glascock). Improve weekday mid-day headways to 30 minutes. When a proposed shopping center is built east of and adjacent to Triangle Town Center extend Route 1 to serve it. In addition, CAT should work with the developers to provide for adequate and safe bus circulation and a sheltered bus stop.

Route 2 Falls of Neuse • • • • Eliminate Noble/McNeil leg of Route 2’s mid-route loop, and operate along Wake Forest Road and Whitaker Mill Road in both inbound and outbound directions. Streamline the outbound downtown alignment by using Wilmington directly to Edenton, instead of following the Salisbury deviation. Eliminate the Raleigh Community Hospital deviation and serve it from stops on Wake Forest Road. Extend the weekday hours of Route 2 to 11:00 p.m. by running a combination route in conjunction with the proposed Route 8. This combination route will follow Route 2’s alignment in both directions between Moore Square Station and Lowes Plaza at Wake Forest/Six Forks. From there it will follow the Route 2 alignment to Strickland Road in the outbound direction, then follow Strickland to Six Forks, following the proposed Route 8 alignment inbound past North Hills Mall to Wake Forest to Capital Blvd rather than Lassiter Mill and St. Mary’s for inbound trips. The 2/8 combination route will operate between 7:00 p.m. and 11:00 p.m. and replace the North Evening Connector service.

Route 2C Falls of Neuse Connector • Modify the function of Route 2C to operate as a modified loop connecting the majority of the current service routing with the Triangle Town Center and Poyner Place via WakeMed North on Durant Road and the neighborhoods along Perry Creek Road. From the Triangle Town Center, the route would serve Poyner Place, then follow Fox Road to Perry Creek Road to Durant Road, to Falls of Neuse to Litchford to Spring Forest to Carlos Drive. From Carlos Drive the route would follow Falls of Neuse to Spring Forest to Atlantic Avenue to Old Wake Forest returning to the Triangle Town Center. The route should maintain its 60-minute headways, which can be accommodated on this 16-mile loop.

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Route 23C Millbrook Connector • Route 23c should use Lead Mine Road between Millbrook and Glenwood rather than using Creedmoor Road.

Route 24C North Connector • No modifications.

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Figure 12-11 Northeast Quadrant – Weekday Service Refinements

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Figure 12-12 Northeast Quadrant – Evening Service Refinements

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Figure 12-13 Northeast Quadrant – Saturday Service Refinements

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12.7

Sunday Service

Sunday service concepts are included in the Year One and Two plan based on strong public input. Survey results, public input, and the increase in population, development, and retail have combined to indicate the need for Sunday bus service in Raleigh. The ultimate decision for Sunday service implementation, however, lies with the Raleigh Transit Authority and decision makers in the city. The Sunday service plan is based on weekday route productivity and geographic coverage. Service is provided at lower frequencies (60 minute headways) on all Sunday routes. Service span for Sunday service is 8:00 AM to 8:00 PM. This will provide a level of basic mobility in Raleigh on Sunday. Figure 9-14 provides an overview of Sunday services for the City of Raleigh. The key weekday routes should be provided with some of their routes shortened. Routes 1, 13, 15, & 21 will be operated at 60 minute frequencies for the service day. Routes 4, 5, & 6 will operate on a reduced route structure. Route combinations provide geographic coverage throughout the service area. They are mainly in the form of loops, which are acceptable for Sunday coverage, because they emphasize coverage over directness in order to serve as many people as possible. It is important to offer neighborhood services with these routes in order to provide important connections. Routes 5, 13, & 22 will be combined to provide connections through southeast Raleigh neighborhoods and connect to the Kroger store at the corner of Martin Luther King Jr. Boulevard and Raleigh Boulevard. . Routes 7 & 21 will be combined to provide connections to residential and commercial areas in southern Raleigh. Routes 3 & 10 will be combined to provide connections to the neighborhoods they serve separately on weekdays located in East Raleigh. The routes and route combinations that have been described offer a mix of connections to transit producing neighborhoods and transit generators. Retail areas, which are a typical source of Sunday employment, are important areas to serve, not only for the employees but for persons to be able to shop on Sunday. The hospital routes (4 & 15) are very successful on weekdays and cover important corridors for Sunday service. This basic level of mobility will be an important step for the City of Raleigh. Sunday Service Recommendations • • • • • • Operate Route 1 from 8:00 a.m. to 8:00 p.m. Operate Route 2 Falls of Neuse between Moore Square Station and Raleigh Community Hospital from 8:00 a.m. to 8:00 p.m. Operate Route 4 between Moore Square Station and Crabtree Valley Mall from 8:00 a.m. to 8:00 p.m. Operate the portion of Route 5 that is between downtown Raleigh and Seabrook Road. This will also be a combination route with Routes 13 and 22. Operate Route 6 between Moore Square Station and Crabtree Valley Mall from 8:00 am. to 8:00 p.m. Operate the 7/21-combination route from 8:00 a.m. to 8:00 p.m.

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The 3/10 combination route proposed for the evenings should be run from 8:00 a.m. to 8:00 p.m. Operate Route 15 from 8:00 a.m. to 8:00 p.m. Figure 12-14 Sunday Service

12.8

Conclusion

The refinements for Years One and Two of the five year plan provide recommendations that will address the operational issues in the CAT system. On-time performance will be addressed through route modifications, and where necessary, the allocation of additional resources. The extent of additional resources will be understood once the proposals have been approved and the study team can refine them as part of an operational “phase-in” plan. These modifications also address mobility and connection issues with route extensions, modifications, and combinations designed to meet growing needs. The next chapter will provide an overview of service expansion to take place in years three through five of the plan.

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