Capitol Expressway Light Rail Project Description and Staff

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					Capitol Expressway Light Rail
     Project Description
and Staff Recommendations
            Project Description
Extends 8.2 miles from the Capitol LRT at Alum
Rock Station to Eastridge Mall and continues to
the Guadalupe LRT line at Hwy 87.
Ten stations in the vicinity of:


 •   Story Road                    •   McLaughlin Ave
 •   Ocala/Cunningham Ave          •   Senter Rd
 •   Eastridge Mall                •   Monterey Hwy
 •   Nieman Blvd                   •   Vista Park Dr
 •   Silver Creek Rd (optional)    •   Highway 87
           Capitol Expressway
            Light Rail Project
• 10 LRT stations (1 optional)
• Station spacing approximately ¾ mile
• Establish a fast and effective LRT service with
  convenient connections
• Primarily operates in the median of Capitol
  Expressway
• Operates in exclusive and semi-exclusive rights
  of way
• Grade-separated and at-grade crossings along
  alignment
• Multi-modal boulevard providing transit, bicycle,
  pedestrian, and vehicular circulation
• Continuous bicycle/pedestrian trail on east side
  of expressway
• Potential Park and Ride Facilities:
   Ø Ocala Avenue vicinity (new)
   Ø Eastridge Station Transit Center (expanded)
   Ø Monterey Highway Station (new/relocated)
              Operating Plan
• 2-car LRT operations extending from Capitol LRT
• 10-12 minute headways
• Connection to Santa Clara/Alum Rock depends
  upon mode chosen
• No direct physical connection to Guadalupe line
          Urban Design Concepts

• Visual appearance and spatial definition of
  expressway improved with landscaping and lighting.
• Multi-modal boulevard providing for transit, bicycle
  and pedestrian, as well as automobile circulation.
• Pedestrian and bicycle linkages to neighborhoods
  and retail centers.
• “Green” boulevard, including landscaping.
• Stations as visual elements and neighborhood
  gateways.
• Well-designed sound walls
Alignment and Station Locations:
     Staff Recommendations
             Design Issue 1A:
       Horizontal Alignment Options
         Alum Rock to Eastridge
Note: Highlighted text indicates Staff Recommendations


Design Issue 1A-1: Center-Running Option
Light rail operating in the center median area of the expressway

Design Issue 1A-2: Side-running Option
Light rail operating along the westerly side of the expressway
Design Issue 1A-1: Center-Running Option



  • Costs comparable
  • Tracks located in the roadway median and
    not adjacent to properties
                Design Issue 1B:
           Vertical Alignment Options
            Alum Rock to Eastridge
Design Issue 1B-1: Aerial Option
Aerial structure beginning near Capitol Ave/Capitol Expressway
and continuing to Story Road.

Design Issue 1B-2: Tunnel/Aerial Option
Tunnel segment beginning near Capitol Ave/Capitol Expressway,
transitioning to an aerial structure just north of Silver Creek, and
continuing to Story Road.

Design Issue 1B-3: Tunnel Option
Tunnel beginning near Capitol Ave/Capitol Expressway and
continuing to a below-grade station at Story Road.
           Design Issue 1B:
      Vertical Alignment Options
       Alum Rock to Eastridge


Grade-separations needed due to significant
traffic volumes/light rail vehicle conflicts at
specific intersections
Design Issue 1B-1: Aerial Option
Design Issue 1B-2: Tunnel/Aerial Option
 Aerial Option
• Least costly of the three options
• Design supports high-speed rail operations
  with no impact to traffic operations
• Consistent vertical profile reduces the number
  of curves


 Tunnel/Aerial Option
• Cost is less than tunnel and more than the aerial
• Tunnel section requires less right-of-way
• Some reduction of visual impact
Examples of Aerial
Grade-Separations
          Design Issue 1C:
     Design of Story Road Station


Option 1C-1: Pedestrian Overcrossings
to access the station. Two levels: mezzanine and
upper level for station platform, all above-grade.

Option 1C-2: Median Access to station.
One level above-grade for the platform.
          Story Road
Pedestrian Overcrossing Option
     Story Road
Median Access Option
Pedestrian Overcrossing
• Pedestrian overcrossings also serve non-transit passengers
• Some community support for a pedestrian overcrossing
• Traffic operations could benefit from fewer at-grade
  pedestrian crossings




Median Access
•Total height would be less than other option
• Fewer vertical and horizontal movements to reach
  platform
• Less right-of-way needed
               Design Issue 1D:
                  Location of
           Ocala/Cunningham Station
Option 1D-1: Location at Ocala Ave
Two far-side off-set platforms via at-grade crosswalks at a
signalized intersection

Option 1D-2: Location between Ocala and
Cunningham Ave:
Single, center platform. Pedestrian access via pedestrian
overcrossing to the platform

Option 1D-3: Location at Cunningham Ave:
Two far-side off-set platforms; access via at-grade crosswalks
at a signalized intersection

Option 1D-4: No station between Story Rd and Eastridge
Location at Ocala Ave

• Cost ($16 M)
• Spacing to both Story Rd and Eastridge is good
• Stations would be in the “shadows” of left-turn
  lanes
• Connections with bus service good
• Close to bicycle lanes on Ocala Ave.
Option 1D-1: Location at Ocala Ave
Location between Ocala
and Cunningham Ave
• Cost ($11 M)
• Spacing is good
• No roadway realignment needed/widen for platform
• Some community support for location
• Pedestrian overcrossings to access station
• Lake Cunningham Park and Reid-Hillview Airport
 nearby
Location at Cunningham Ave

• Cost ($11 M)
• Some community support for location
• Connects to recreational trails
• Stations would be in the “shadows” of left-turn
  lanes
              Design Issue 1E:
         Design of Eastridge Station

Option 1E-1: Tunnel Approach/
At-Grade Platform:
Tunnel under Tully Rd, at-grade platform at Eastridge,
tunnel under Quimby Road

Option 1E-2: Aerial Approach/
Aerial Platform:
Aerial structure begins north of Tully Road, crossing to an
aerial station at Eastridge, returns to at-grade south of
Quimby Road.
Option 1E-1: Tunnel Approach/At-Grade
Platform:
Option 1E-2: Aerial Approach/Aerial
Platform:
Tunnel Approach/At-Grade Platform
• Less visual impact
• Future flexibility for storage tracks and facilities
• Overhead transmission towers would not interfere with
  guideway



Aerial Approach/Aerial Platform
•   Costs less than tunnel
•   Vertical connection to bus transit center
•   Passengers would not cross light rail tracks
•   Consistent vertical profile reduces number of curves
           Design Issue 2A:
 Station Location at Nieman Boulevard


Option 2A-1: Station Location at Nieman
Split, off-set platforms; access via at grade cross-
walks at signalized intersection


Option 2A-2: Station Location at Aborn Rd
Option 2A-1: Station Location at Nieman
Station Location at
Nieman Boulevard
• Station spacing is good
• No additional right-of-way required
• TOD potential may be good
• Community support for Nieman location
• Connection to future greenway along Barberry
  and Thompson Creeks
• Land use is medium to high density
           Design Issue 3A:
   Design of Crossing of Highway 101

Option 3A-1: At-Grade Crossing
of Highway 101
(Optional Silver Creek Station and At-Grade
McLaughlin Station)

A two-level station connected to street via pedestrian
overcrossings. Aerial structure from east of Silver Creek
to east of Hwy 101, crossing at existing grade over Hwy
101.
Option 3A-1: At-Grade Crossing of
Highway 101
Option 3A-2: Aerial Crossing of
Highway 101
(Aerial Silver Creek Station and Aerial
McLaughlin Station)

Aerial from east of Silver Creek to east of
Coyote Creek, aerial structure over Hwy 101
built north of the existing structure.
Option 3A-2: Aerial Crossing of Hwy 101
Option 3A-1: At-Grade Crossing
of Hwy 101
(Optional Silver Creek Station and At-Grade
McLaughlin Station)

• Light rail able to cross Hwy 101 on the existing bridge
  structure
• No additional right-of-way needed
• Optional Silver Creek Station would be aerial
• Design option would be similar to Story Road design
• McLaughlin Station would be at-grade; access via
  existing west-side crosswalk
Option 3A-2: Aerial Crossing of
Hwy 101
(Optional Aerial Silver Creek Station
and Aerial McLaughlin Station)

• Costs higher than at-grade option
• No additional right-of-way required, but additional
  construction challenges need to be identified
• Silver Creek and McLaughlin stations would need to
  be aerial
           Design Issue 3B:
    Location of Senter Road Station

Option 3B: Location at Senter Road
Pedestrian access via an overcrossing
spanning Capitol Expressway. Platform
located east of intersection
Option 3B: Location at Senter Road
Option 3B: Location at Senter Road
with pedestrian access via an overcrossing
spanning Capitol Expressway

• Identified during the Major Investment Study
• Spacing is good
• Strong existing transit demand
• Good connection to cross-town bus line
• Andrew High School could generate trips
          Design Issue 3C:
Station Location at Monterey Highway


Option 3C: Location at Monterey Hwy
with relocation of existing Caltrain station.
Potential sites for Park and Ride.
Option 3C: Location at Monterey Hwy
Option 3C: Location at Monterey Hwy
with relocation of existing Caltrain station

• Multi-modal facility with transfers to Caltrain, LRT,
  buses, and park and ride
• LRT would cross Monterey Hwy on existing bridge
• Access via tunnel and stairs or elevator
• Proximity to Capitol Theaters and Flea Market
           Design Issue 4A:
  Station Location at Vista Park Drive
Option 4A: Location at Vista Park Drive
Option 4A: Location at Vista Park Drive

• Identified during the Major Investment Study
• Spacing is good
• Surrounding land uses are residential, commercial,
  and private recreational
• Access via existing crosswalks
            Design Issue 4B:
          Location and Design
     of Capitol Station (Highway 87)


Option 4B-1: Location West of Hwy 87

Option 4B-2: Location Under Hwy 87
Option 4B-3: Aerial Connection with Guadalupe Line

Option 4B-4: Tunnel Connection with Guadalupe Line
Option 4B-1: Location West of Hwy 87
Option 4B-2: Location Under Hwy 87
Option 4B-1: Location West of Hwy 87

• Walk connection with Guadalupe LRT and Park and
  Ride
• Access via existing crosswalk
• Transfer connection works well

Option 4B-2: Location Under Hwy 87

• Intersection to Hwy 87 southbound ramps not
  affected by LRT operations (except for tail tracks)
• Walk connection to Guadalupe LRT and Park and
  Ride
• Transfer connection works well
Aerial connections with Guadalupe Line
Tunnel connection with Guadalupe Line
   Park and Ride Location Options


Option 5A: Ocala Ave (New Facility)
Constructed on the southwest corner of Ocala Ave/
Capitol Expressway

Option 5B: Eastridge Transit Center
Expansion of the existing park and ride facility
Option 5C: Monterey Transit Center
(Relocated Caltrain Facility)

Northwest quadrant of Monterey Highway/Capitol
Expressway, or eastside of Monterey Highway
north of the west-bound ramp
   Park and Ride Location Options




Ocala Avenue

               Eastridge Transit
                    Center
                                   Monterey Transit Center
Option 5A: Ocala Ave (New Facility)
• Needed to meet anticipated demand
• Feasibility depends on station location selected

Option 5B: Eastridge Transit Center
• Serves Eastridge Mall and existing bus transit
  center
• Size could be increased from 133 to 380 stalls to
  meet demand

Option 5C: Monterey Transit Center
(Relocated Caltrain Facility)
• Facility would serve relocated Caltrain station
• Multi-modal connections with relocated Caltrain
  and new bus exchange