RV 2014: HSR for Midsize Cities: TOD Lessons from Near and Far by Eric Eidlin
64
BEYOND THE PARK-AND-RIDE LOT Lessons for California on High Speed Rail from France and Germany Source: Sanna Siissalo Eric Eidlin, AICP | Federal Transit Administration 2013 – 2014 German Marshall Fund Urban and Regional Policy Fellow Rail~volution 2014 | Minneapolis, MN | September 23, 2014
-
Upload
railvolution -
Category
Travel
-
view
160 -
download
0
description
HSR for Midsize Cities: TOD Lessons from Near and Far High-speed rail is here. California and the Midwest are both planning HSR corridors to serve large and midsize cities within the next decade or two. Cities are working closely with agencies to carefully plan TOD to serve both statewide and local needs. Explore lessons, both pragmatic and visionary, from around the world. Start in Germany and France, then turn to more local experiences in Wisconsin and California. Hear from high-level state agency representatives, researchers and professionals experienced in HSR station area planning. Learn how they are working with federal, state and local agencies on TOD to address economic development; respond to climate change legislation; integrate public transit networks; and create dense activity centers within walking distance to future HSR stations. Moderator: Monica Villalobos, Senior Project Manager, AECOM, Los Angeles, California Eric Eidlin, Urban and Regional Policy Fellow, German Marshall Fund of the US/Federal Transit Administration, US Department of Transportation, San Francisco, California Katherine Perez-Estolano, Board Member, California High Speed Rail Authority, Los Angeles, California Barry Gore, Planner-Urban Designer, BGore Design/Campaign for Yahara Station, Madison, Wisconsin Vaughan Davies, Principal, Director of Urban Design, AECOM, Los Angeles, California
Transcript of RV 2014: HSR for Midsize Cities: TOD Lessons from Near and Far by Eric Eidlin
BEYOND THE PARK-AND-RIDE LOT
Lessons for California on High Speed Rail from France and Germany
Sou
rce:
San
na S
iissa
lo
Eric Eidlin, AICP | Federal Transit Administration 2013 – 2014 German Marshall Fund Urban and Regional Policy Fellow
Rail~volution 2014 | Minneapolis, MN | September 23, 2014
Overview
• Project objectives• Cities visited and rationale• Rationale for California High
Speed Rail (HSR)• HSR in France and Germany• Main themes raised in
interviews• Lessons for California
Project Objectives
Learn about:• Different approaches to station
siting• Best practices in promoting non-
auto access to HSR stations• Station design and the multiple
roles of stations• HSR-specific land uses• Parking
Interviewees
Interviewed 60 individuals in Europe:• National railways• Government officials:–Federal–Local (transit agencies, city
planning offices)• Researchers (think tanks,
universities)• Private consultants• Lay people
FRANCE
Lyon (home base)
Berlin (home base)
GERMANY
Le Creusot
Paris
Strasbourg
Aix-en-Provence
Avignon
Marseille
Important French
locations not
visited
Haute-Picardie
Lille
Münster
Kassel
Dresden
Hannover
Leipzig
Erfurt
Important
German locations
not visited
Freiburg
Limburg
Cologne
Montabaur
PARIS – MARSEILLE HSR CORRIDOR
31 million riders/year (2008)
(PO
PU
LATIO
N I
N M
ILLIO
NS
) 74 million riders/year, all lines (2009)
BERLIN – STUTTGART HSR CORRIDOR
Stuttgart, 1.5
Mannheim, 0.6
Frankfurt, 2.3Berlin, 3.4
million
39 million riders/year (2030)
PROPOSED CALIFORNIA HSR
0 100 200 300 400 500 600MILES
Paris Region12.0 million
CAHSR Station Area Planning
• Six cities to receive funds for land use planning in station areas
• Cities: Fresno, San Jose, Merced, San Jose, Gilroy, Bakersfield, Palmdale
• Plans range from $800k to $1.4 million, 50% federal (FRA stimulus funds)
FRANCE66 million inhab.260,558 sq. mi.302 people/ sq.
mi.
GERMANY82 million inhab.137,846 sq. mi.608 people / sq.
mi.
CALIFORNIA38 million inhab.163,696 sq mi.232 people / sq.
mi.
Network: 1265 mi.
114m riders/yrInitiation:
1981
Paris Gar de Lyon
• Country highly centralized politically and economically
• Paris by far largest urban area (12m); Lyon next (2m)
• Primary goal of HSR is to speed travel between Paris and second tier cities
• Mostly dedicated HSR trackFRANCE
• Network: 1265 mi.
• 114m riders/yr• Initiation: 1981
Paris Transit and HSR
• HSR quicker and more popular than air between many cities
Paris Gare de Lyon
Marseille St. Charles
Paris-Lyon:
virtually no more air travel
Network: 798mi. 235
under construction
75 million HSR riders/yrInitiation:
1991
GERMANY
Source: Koeln.de• Federal country with more even distribution of population• Berlin largest urban
area at 3.5m, next largest Hamburg at 1.7m• Many cities with 400k-
1m inhabitants, so trains stop frequently• Mostly blended HSR
system
Source: Koeln.de
Cologne Main Station
• HSR trains serve historic city center stations• Little HSR-specific
land use planningGERMANY
Source: Koeln.de• HSR not a fundamentally new thing, but rather the next evolution in an existing technology• First rate highway
system and well-developed network of airports compete with HSR• Heavy focus on
intermodality• DB operates own
carshare and bikeshare servicesGERMANY
Speed Versus Connectivity
PARIS – STRASBOUR
G474 KM / 295
MI2:20 / 0 STOPS
126 MPH AVG
OFFENBURG - BERLIN
750 KM / 466 MI
5:55 / 13 STOPS
78 MPH AVG
SÜDKREUZ
STATION
HOME
SÜDKREUZ
STATION30 minutes travel time savings in
southbound direction
BerlinTransit and HSR
Station Types
Central City - Erfurt
Central City - Erfurt
City population: 204,000Station renovation completed 200634,000 passengers/day10 tracks390 parking spaces (underground garage)Mid point along future Berlin – Munich HSR
Exurban - Le Creusot
“Gare Betterave”
Exurban - Aix-en-Provence TGV
Exurban - Aix-en-Provence TGV
Opened: 200110 miles from downtown Aix, pop. 143,0007,000 passengers/day2860 parking spaces4 tracks (2 pass-through)
Peripheral -- Avignon TGV
Peripheral - Avignon TGV
Opened: 20012.5 miles from downtownAvignon pop. 95,0007,300 passengers/day1,890 parking spaces4 tracks (2 pass-through)New rail transit link
Avignon “Virgule”
2.5
mile
s
New Center City – Lyon Part Dieu
New Center City - Lyon Part Dieu
Lyon Perrache
Lyon Part-Dieu
2 miles
• Opened for service in 1983
• Station built for 35,000 people/day
• Station now sees 120,000/day
• Busiest rail station in France for connections
New Center City - Lyon Part Dieu
New Center City - Lyon Part Dieu
0 500’
Walk35%
Bike3%
Transit40%
Taxi5%
Car17%
How intercity rail travelersget to Lyon Part-Dieu
Opened: 1983Lyon pop. 2 million (in region)Center of new downtown districtCentral node in local transit and national rail networks120,000 people/day2,060 parking spaces11 tracks
20,000 people use station as pedestrian tunnel daily
New Center City - Lyon Part Dieu
KEY NUMBERS- Second office district in France- 6.5 million sf new office space- 1.6 million sf new residential space- 2.2 million sf retail, event, and hotel spaceKEY CONCEPTS“Gare ouverte”“Gare connectrice”“Socles actifs”“Sol difficile” and “sol facile”
La Defense, Paris
Lyon Part Dieu
Station Design andLand Use
Downtown Station / Mall - Leipzig
Downtown Station / Mall - Hannover
Hannover Main Station
Station / Mall – Paris St. Lazare
Convention Center Station – Cologne Deutz
Source: Thomas Wolf
HSR Station vs. Airport
11,000 sf office5,500 jobs
245 hotel rooms
11 million sf office 45,000 jobs2,000 hotel rooms
10,000 parking spaces
5,000 parking spaces
26 million passengers (2011)
8 million passengers in 2011
Lyon St. Exupéry AirportLyon Part-Dieu HSR
Permeable Station – Berlin Stadtbahn
Intermodal Connections andPayment Systems
Blended Stations
Blended Stations
½-
mile
SAN JOSE DIRIDON
150 HSTs/day + 400 other
trains
LYON PART-DIEU LA UNION
64 HSTs/day (2029)#? other trains
Integrated Fares and Ticketing
VBB = “Transportation alliance” for Berlin / Brandenburg
Mobility Services
Integrated Fares and Ticketing
Mobility Services
Includes:• Annual public transit pass• Carshare membership• Car rental discounts• 20 % discount on taxis,
cashless payment• German Rail discount card• Integrated mobility bill for all
basic costs, carshare and taxi trips
Integrated Navigation and Ticketing
Ticketless Travel
The Bicycle:A Space-Efficient Access Mode
National Cycling Plan - Germany
“The promotion of cycling benefits everyone, including pedestrians and motorists. Cycling is an environmentally friendly means of transport that does not produce noise or harmful emissions.It requires little space.In combination with local public transport and walking, it makes it possible to reduce [vehicle] traffic, especially in city centres, thereby tackling congestion and lowering pollutant and noise emissions.”
Münster
Münster Bike Station
• 3,300 bike parking spaces (largest garage in Germany)
• Importance of intermodalism
Münster
Münster
Lessons Learned
Lessons Learned
HSR has distinct advantages over other modes of travel. We must be clear about these advantages and design to take full advantage of them.
Stations should be sited in dense urban districts that are preeminent destinations and central nodes of urban transit networks.
Extensive planning work may make other locations feasible, but existing infrastructure and/or development are usually preconditions for success.
Lessons Learned
There are tradeoffs between maximizing travel speeds and connections.
Secondary stations in large cities can bring HSR closer to many without significantly slowing service.
Lessons Learned
Station buildings need to be well-designed and large enough to serve multiple public purposes. Financing such structures is challenging.
It is essential to articulate vision for project first and figure out how to realize vision within constraints.
Lessons Learned
Innovations in payment systems can blur the divide between public transit and the private car and enhance the competitiveness of non-auto modes.
Fragmented governance in transit leads not simply to poorly coordinated schedules among providers, but also to intermodal facilities that are inefficient and difficult to navigate.
Bicycles can be a cost-effective and space-efficient access mode to HSR, but supportive policies and infrastructure must be provided.
Lessons Learned
HSR can be transformational in terms of development.
Most of California’s planned HSR stations are in places that are centrally located, have significant development potential, and are anticipating rapid population growth.
California’s HSR system will not mature for many decades. We must be careful not to make decisions that we will regret in 50 years.
[email protected] urbancurrent.org/author/ericeidlin
BEYOND THE PARK-AND-RIDE LOTLessons for California on High Speed Rail from France and Germany
Sou
rce:
San
na
Siis
salo
Eric Eidlin, AICP | Federal Transit Administration 2013 – 2014 German Marshall Fund Urban and Regional Policy Fellow
Rail~volution 2014 | Minneapolis, MN | September 23, 2014
