Environmental Spring 2019Lane Transit District Assessment of the Emerald Express Gateway Corridor RJ Theofield • Dr. Yizhao Yang Advanced GIS PPPM 408/508 Spring 2019 Lane Transit District Environmental Assessment of the Emerald Express Gateway Corridor RJ Theofield Report Author • School of Planning, Public Policy, and Management Dr. Yizhao Yang Associate Professor • School of Planning, Public Policy, and Management Acknowledgments The authors wish to acknowledge and thank Lane Transit District (LTD) for making this project possible. We would like the following LTD Staff for their assistance and contributions that were instrumental to the completion of this report: Thomas Schwetz, Director of Planning and Development Jennifer Zankowski, Senior Development Planner This report represents original student work and recommendations prepared by students in the University of Oregon’s Sustainable City Year Program for Lane Transit District. Text and images contained in this report may not be used without permission from the University of Oregon. Contents 4 About SCI 4 About SCYP 5 About Lane Transit District 6 Course Participants 7 Executive Summary 9 Introduction 10 Overview: Emerald Express Gateway Corridor 12 Methodology 13 Findings 14 Neighborhoods 32 Accessibility & Connectivity 38 Land Use Mix 40 Stations and Vicinity 41 Springfield, E Street, and F Street Stations 50 Centennial and Q Street Station 55 Hayden Bridge, Riverbend, and Sacred Heart 65 Pavilion and International Way East Stations 71 Kruse Way and Postal Way Stations 72 Gateway Station 76 Guy Lee and Pheasant Stations 79 Summary of Analyses and Recommendations 82 Conclusion 83 Appendices Winter 2019 Environmental Assessment of the Emerald Express Gateway About SCI The Sustainable Cities Institute (SCI) 2. Our Urbanism Next Center, which is an applied think tank focusing on focuses on how autonomous vehicles, sustainability and cities through applied e-commerce, and the sharing economy research, teaching, and community will impact the form and function of partnerships. We work across cities. disciplines that match the complexity of cities to address sustainability In all cases, we share our expertise challenges, from regional planning to and experiences with scholars, building design and from enhancing policymakers, community leaders, and engagement of diverse communities project partners. We further extend to understanding the impacts on our impact via an annual Expert-in- municipal budgets from disruptive Residence Program, SCI-China visiting technologies and many issues in scholars program, study abroad course between. on redesigning cities for people on SCI focuses on sustainability-based bicycle, and through our co-leadership research and teaching opportunities of the Educational Partnerships for through two primary efforts: Innovation in Communities Network (EPIC-N), which is transferring SCYP 1. Our Sustainable City Year Program to universities and communities (SCYP), a massively scaled university- across the globe. Our work connects community partnership program that student passion, faculty experience, matches the resources of the University and community needs to produce with one Oregon community each innovative, tangible solutions for the year to help advance that community’s creation of a sustainable society. sustainability goals; and About SCYP The Sustainable City Year Program learning courses to provide students (SCYP) is a year-long partnership with real-world projects to investigate. between SCI and a partner in Oregon, Students bring energy, enthusiasm, in which students and faculty in courses and innovative approaches to difficult, from across the university collaborate persistent problems. SCYP’s primary with a public entity on sustainability value derives from collaborations and livability projects. SCYP faculty resulting in on-the-ground impact and students work in collaboration with and expanded conversations for a staff from the partner agency through community ready to transition to a a variety of studio projects and service- more sustainable and livable future. 4 About Lane Transit District About Lane Transit District LTD provides more than 10 million trips per year on its buses and EmX Bus Rapid Transit line in Lane County, Oregon. Encompassing the Eugene-Springfield metro area, LTD is a special district of the state of Oregon and led by a seven- member board of directors appointed by Oregon’s Governor. LTD also operates RideSource, provides community members with the a paratransit service for people necessary information and resources to with disabilities, and numerous assist them in identifying opportunities transportation options programs to to drive less by discovering promote sustainable travel county transportation choices that meet their wide, and Point2Point, an initiative that individual lifestyles. 5 Winter 2019 Environmental Assessment of the Emerald Express Gateway Course Participants EVE E. ADRIAN, Community and Regional Planning Graduate AUSTIN BARNES, Planning, Public Policy, and Management Undergraduate JACK BLASHCHISHEN, Planning, Public Policy, and Management Undergraduate GRANT DAUTERMAN, Planning, Public Policy, and Management Undergraduate FINELY HEEB, Planning, Public Policy, and Management Undergraduate EMERSON HOAGLAND, Community and Regional Planning Graduate KATIE HOUSE, Planning, Public Policy, and Management Undergraduate ALAN LINHARES, Nonprofit Management Graduate CHRIS LUNA, Community and Regional Planning Graduate AMANDA MARINO, Environmental Studies Undergraduate MATT RAGSDALE, Planning, Public Policy, and Management Undergraduate LEAH RAUSCH, Community and Regional Planning Graduate ANNA SHANK-ROOT, Planning, Public Policy, and Management Undergraduate RJ THEOFIELD, Community and Regional Planning Graduate CURTIS THOMAS, Community and Regional Planning Graduate MEGAN WINNER, Community and Regional Planning Graduate 6 Executive Summary Executive Summary The Emerald Express (EmX) Gateway Corridor is a Bus Rapid Transit (BRT) line developed and operated by Lane Transit District (LTD) that connects main centers in the cities of Eugene and Springfield. BRT is a high-quality bus-based transit neighborhoods along the EmX Gateway system that delivers fast, comfortable, Corridor. Throughout the research, and cost-effective services. BRT a mix of data collection and analysis achieves this through the provision methods were used. ArcGIS’s ArcMap of dedicated lanes, off-board fare software was used extensively to create collection, and more frequent service. the maps found within this report and LTD’s EmX is one of only a few BRT lines perform spatial analyses. Data for currently available in the United States this report were provided by the Lane (Lane Transit District, 2019). In 2011, LTD Council of Governments, collected expanded EmX service by developing from the American Community Survey and constructing the EmX Gateway line. (ACS), or collected by students using The EmX Gateway line provides daytime the survey instrument Survey123. service between Springfield Station, Students collected these survey data Gateway Station, and Sacred Heart at each station, its walkshed, and Station. connecting street segments on May 17, Nearly a decade later, the EmX 2019. Gateway Corridor experiences the Overall, this report finds the EmX lowest ridership of LTD’s three EmX Gateway Corridor suffers not from system lines. To better understand why, issues of inadequate facilities or LTD partnered with the University of amenities, but from incompatible Oregon’s Sustainable Cities Institute land uses nearby and the absence to reexamine the corridor and conduct of a well-connected transportation a multi-scale environmental study. To system. In response to this finding, develop this report, undergraduate we recommend LTD consider the and graduate students enrolled in following actions outlined in Table X, the University of Oregon’s Advanced which are organized by neighborhood, Geographic Information Systems accessibility and connectivity, and land course collaborated with LTD staff to use mix. Specific recommendations provide a summary of neighborhood for each station can be found later in characteristics, accessibility and the report in the Stations and Vicinity connectivity, and land use mix for section. 7 Winter 2019 Environmental Assessment of the Emerald Express Gateway Coordinate with the City of Springfield to encourage further infill development in the EmX Gateway Neighborhood to increase population and housing densities to support ridership. Consider reducing financial barriers (e.g. fare waiver) for households below the poverty line to encourage ridership and reduce household transportation costs. Evaluate bus stops in areas where there are high female populations (i.e. Census Block Groups 2, 10, and 12) to ensure adequate amenities are in place to facilitate female ridership. Coordinate with the City of Springfield to ensure the areas in the EmX Gateway Corridor meet the housing needs of people aged 25 to 54 to match the EmX Gateway line’s capacity for likely riders. Coordinate with the City of Springfield to prioritize the siting of bike facilities around EmX Gateway Corridor stations to improve accessibility and street connectivity. Re-evaluate the viability of very poorly connected and accessible EmX Gateway line stations, such as Postal Way Station and Kruse Way Station, where no facilities exist, the PCR is 0.00, and no bus stops are within a one-quarter mile or one-half mile radius. Further evaluate the travel behavior of users to identify frequented destinations to prioritize station and station service area improvements. Build upon the success at Springfield Station Bay B to increase ridership by focusing resources to further enhance the pedestrian experience/increase PCR to make the surrounding facilities more accessible. Coordinate with the City of Springfield to increase the intensity of uses and mix of uses in station service areas. Focus on up-zoning areas where current information shows ridership potential based on existing land use mix and accessibility and connectivity attributes. FIG. 1 Recommendations 8 LAND USE MIX ACCESSIBILITY & CONNECTIVITY NEIGHBORHOOD CHARACTERISTICS Introduction Introduction This report was produced for the Spring 2019 PPPM 408/508 Advanced Urban GIS Sustainable City Year Program (SCYP) project. In this term’s SCYP project, the class worked in collaboration with Lane Transit District (LTD) to conduct a multi-scale environment study of the Emerald Express (EmX) Gateway Corridor. The purpose of this report is to Corridor. This report is organized provide a summary of neighborhood into two sections: (1) Findings characteristics, accessibility and and (2) Summary of Analyses and connectivity, and land use mix for Recommendations. neighborhoods along the EmX Gateway 9 Winter 2019 Environmental Assessment of the Emerald Express Gateway Overview: Emerald Express Gateway Corridor The EmX Gateway Corridor is a Bus Rapid Transit (BRT) line developed and operated by LTD that connects main centers in the cities of Eugene and Springfield. BRT is a high-quality bus-based transit system that delivers fast, comfortable, and cost-effective services. BRT achieves this through the provision of dedicated lanes, off-board fare collection, and more frequent service. LTD’s EmX is one of only a few BRT 1 Block Group 1, Census Tract 21.02, lines currently available in the United Lane County, Oregon States (Lane Transit District, 2019). In 2011, LTD expanded EmX service by 2 Block Group 2, Census Tract 33.02, developing and constructing the EmX Lane County, Oregon Gateway line. The EmX Gateway line provides daytime service between 3 Block Group 3, Census Tract 33.01, Springfield Station, Gateway Station, Lane County, Oregon and Sacred Heart Station. However, the line’s passenger boarding totals 4 Block Group 1, Census Tract 33.02, are consistently approximately one- Lane County, Oregon half to one-quarter EmX’s other two lines — Franklin and EmX West. 5 Block Group 3, Census Tract 21.02, As shown in Figure 1, the study Lane County, Oregon area, or EmX Gateway Corridor, is comprised of 12 census block groups 6 Block Group 1, Census Tract 32.01, that total 4,422 acres or 6.9 square Lane County, Oregon miles adjacent to the EmX Gateway bus route. These census block groups were 7 Block Group 1, Census Tract 21.01, identified by selecting those within a Lane County, Oregon 500-foot buffer of the EmX Gateway route. The EmX Gateway Corridor is 8 Block Group 3, Census Tract 32.02, located along the western portion of Lane County, Oregon the city of Springfield and is to the east of the city of Eugene. The EmX Gateway 9 Block Group 2, Census Tract 33.02, route runs north along Pioneer Parkway Lane County, Oregon West, turns left to Harlow Road, heads north on Gateway Street, west along 10 Block Group 2, Census Tract 21.02, Beltline Road, and then south on Martin Lane County, Oregon Luther King Jr. Parkway. There are 50 stops along the route within the study 11 Block Group 2, Census Tract 21.01, area. For clarity, the study area census Lane County, Oregon block groups were each assigned a number from 1 to 12. Full Census Block 12 Block Group 1, Census Tract 35.00, name details are provided below: Lane County, Oregon 10 Overview: Emerald Express Gateway Corridor FIG. 2 Study Area 11 Winter 2019 Environmental Assessment of the Emerald Express Gateway Methodology For this report, a mix of data collection and analysis methods was used. To create maps and perform spatial analyses, ArcGIS’s ArcMap software was used extensively. Data for this report were provided by the study area. The land use mix for the Lane Council of Governments, each station’s service areas was then collected from the American analyzed by calculating its land use Community Survey (ACS), or collected mix entropy to understand the balance on-site via a survey instrument called of the area’s land uses. Lastly, for Survey123. The analysis of the study each station, its walkshed, and street area’s neighborhood characteristics segment, an in-person environmental was based on 2013-2017 ACS data. The audit was conducted and recorded ACS data were analyzed at the census using Survey123. The survey instrument block group level in Microsoft Excel used for the environmental audit was and then visualized cartographically developed by students to collect data in ArcMap. To analyze the accessibility relevant to walkability, road and station and connectivity of stations, advanced safety, accessibility, and public use and spatial analyses were conducted. For public life. A more detailed description this, ArcMap’s network analyst tool was of methodology is provided in each used to compute quarter- and half- corresponding section of the report. mile service areas for each station in 12 Findings This section contains the analysis and findings for the EmX Gateway Corridor’s neighborhoods and its stations and their vicinity. 13 Winter 2019 Environmental Assessment of the Emerald Express Gateway Neighborhoods This section provides a summary of analysis and findings for neighborhood characteristics. METHODS POPULATION To conduct the analysis for this section, The population of the study area is data were collected from 2013- 16,754 people and has an overall 2017 American Community Survey population density of 7.0 people per datasets and analyzed to generate acre. As shown in Map 2 in Appendix descriptive information using Excel. A and in Chart 1 below, Census Block This information was then joined with Group 8 has the highest population the census block groups located density in the study area with a within the study area to identify population density of 11.2 people per patterns and themes for findings and acre, while Census Block Group 7 has recommendations. the lowest population density with 1.1 people per acre. One-third of Census Block Groups have a population greater than 1,500. FIG. 3 Population by Census Block Group, 2017 Source: American Community Survey 2013-2017 14 Neighborhoods FIG. 4 Population Density by Census Block Group, 2017 15 Winter 2019 Environmental Assessment of the Emerald Express Gateway HOUSING 5.6 units per acre. Census Block Group Within the study area, there are 7,774 12 has the lowest housing density with housing units, and on average the 0.3 units per acre. One-third of census housing density is 3.2 units per acre. block groups have a housing density As shown in Map 3 in Appendix A and greater than or equal to 3.0 units per in Chart 2 below, Census Block Group acre, while two-thirds have a housing 8 has the highest housing density with density less than 3.0 units per acre. FIG. 5 Housing Density by Census Block Group, 2017 Source: American Community Survey 2013-2017 16 Neighborhoods FIG. 6 Housing Density by Census Group Block, 2017 17 Winter 2019 Passive Heating Strategies for Dunes City NON-WHITE POPULATION and in Chart 3 below, Census Block According to the American Public Group 9 has the highest rate of non- Transportation Association (APTA), white residents with 35 percent of the nearly 60 percent of public population identifying as non-white. transportation riders describe Census Block 12 has the lowest rate of themselves as a race other than white. non-white residents with only 5 percent Overall, 12 percent of the study area of the population identifying as non- population identifies as non-white. white. As shown in Map 4 in Appendix A FIG. 7 Percent Non-white by Census Block Group, 2017 Source: American Community Survey 2013-2017 18 Neighborhoods FIG. 8 Non-whte Population by Census Block Group, 2017 19 Winter 2019 Environmental Assessment of the Emerald Express Gateway HOUSEHOLD-SIZE DISTRIBUTION percent within the study area. As shown According to the APTA, “two persons in Map 5 in Appendix A and in Chart 4 is the most common transit rider below, Census Block Group 5 has the household size, reported by 26.4 highest rate of two-person households percent of all public transportation with 18 percent, while Census Block riders.”3 Overall, there are 712 two- Group 7 has the lowest with a rate of 3. American Public Transportation Association, 2007 person households and the average zero percent. rate of two-person households is 9 FIG. 9 Percentage of Two- person Households by Census Block Group, 2017 Source: American Community Survey 2013-2017 20 Neighborhoods FIG. 10 Percent Two-person Households by Census Block Group, 2017 21 Winter 2019 Environmental Assessment of the Emerald Express Gateway AGE DISTRIBUTION area population is aged 25 to 54 years According to the APTA, the majority old. As shown in Map 6 in Appendix of trips taken on public transportation A and in Chart 5 below, Census are taken by people between 25 and Block Group 3 has the highest rate of 54 years in age.4 This is higher than the residents aged 25 to 54 at 50 percent, 4. American Public Transportation Association, 2007 43.6 percent of Americans who are in while Census Block Group 1 has the the same age group of 25 to 54 years lowest rate at 22 percent. of age. Overall, 39 percent of the study FIG. 11 Percentage of Population Aged 25 to 54 by Census Block Group, 2017 Source: American Community Survey 2013-2017 22 Neighborhoods FIG. 12 Population Aged 25 to 54 by Census Block Group, 2017 23 Winter 2019 Environmental Assessment of the Emerald Express Gateway HOUSEHOLD INCOME DISTRIBUTION 7 in Appendix A and in Chart 6 below, According the ATPA, in the United Census Block Group 9 has the highest States the household income of public rate of household income below transportation users is widely varied.5 $15,000, while Census Blocks 7 and 12 5. American Public Transportation Association, 2007 The majority (55 percent) of households have the highest rates of households in the study area earn between earning above $100,000. However, $50,000 and $99,000 in income per within every Census Block Group in the year. A further 8 percent of the study study area except Census Block Group area population earns an income 4, the largest household income group greater than $100,000. As show in Map is $50,000 to $99,000. FIG. 13 Household Income by Census Block Group, 2017 Source: American Community Survey 2013-2017 24 Neighborhoods FIG. 14 Income Distribution by Census Block Group, 2017 25 Winter 2019 Environmental Assessment of the Emerald Express Gateway VEHICLES rate of households owning three or Overall, 88 percent of households in more vehicles and the lowest rate of the study area own at least one vehicle. households owning no vehicle — 95 Thirty-nine percent own one vehicle, percent of households own at least one while only 12 percent of households vehicle. Within all census block groups, do not own a vehicle. As shown in the most common vehicle ownership Map 8 in Appendix A and in Chart 7 group was one vehicle and the least below, Census Block 7 has the highest common was no vehicle. FIG. 15 Vehicle Ownership as a Percent by Census Block Group, 2017 Source: American Community Survey 2013-2017 26 Neighborhoods FIG. 16 Vehicle Ownership by Census Block Group, 2017 27 Winter 2019 Environmental Assessment of the Emerald Express Gateway POVERTY LEVEL Group 12 has the lowest rate of poverty. Twenty-five percent of households are Two-thirds of census block groups in below the poverty rate within the study the study area have poverty rates above area. As shown in Map 9 in Appendix 20 percent, while only two census A and in Chart 8 below, Census Block block groups have rates below 10 Group 2 has the highest rate of poverty percent. at 44 percent, while Census Block FIG. 17 Poverty Rate by Census Block Group, 2017 Source: American Community Survey 2013-2017 28 Neighborhoods FIG. 18 Poverty Rate by Census Block Group, 2017 29 Winter 2019 Environmental Assessment of the Emerald Express Gateway FEMALE POPULATION percent, while Census Block Group 3 According the APTA, “over 55 percent has the lowest rate of women residents of all public transportation trips are with 34 percent. Only one census block taken by women.”6 Overall, 43 percent group has a female population rate 6. American Public Transportation Association, 2007 of the population in the study area greater than or equal to 50 percent. In is female. As shown in Map 10 in fact, 60 percent of the census block Appendix A and in Chart 9 below, groups have female population rates 42 Census Block Group 12 has the highest percent or lower. rate of women residents with 56 FIG. 19 Percent Female by Census Block Group, 2017 Source: American Community Survey 2013-2017 30 Neighborhoods FIG. 20 Female Population by Census Block Group, 2017 31 Winter 2019 Environmental Assessment of the Emerald Express Gateway Accessibility & Connectivity This section outlines a summary of the service area, accessibility, and street connectivity analyses conducted for the outbound stations along the EmX Gateway line. The section is organized into three subsections: 1) Methods, 2) Quarter-Mile Service Area, and 3) Half-Mile Service Area. These three areas of analysis were operationalized using the following criteria: 1. Services Zones — defined as areas 3. Street Connectivity — defined as the within walking distance around the level of interconnectedness of streets EmX facilities; measured as quarter- and measured by the Pedestrian and half-mile buffer areas based on Catchment Ratio (PCR). A PCR is street network along the corridor and the ratio of the walkable zone, or around each station. pedestrian catchment area, to the theoretical circle around the same 2. Accessibility — defined as point. The PCR is used to measure concentration of destinations within the amount of walkable area. the service areas; measured as the Generally, a PCR of 0.60 or higher is total number of destinations by considered “good.”7 7. Stevens, 2005 service type. 32 Accessibility & Connectivity METHODS accessibility of by foot or bike to each A series of geospatial analyses were station. Next, the Pedestrian Catchment conducted using ArcGIS’s ArcMap Ratio (PCR) was calculated for each and ArcCatalog for this report. First, station’s quarter-mile and half-mile ArcGIS Network Analyst was used to service area. Then, with both station generate service areas within the EmX service areas in place, several clips Gateway Corridor. This step used street were conducted to create feature and outbound EmX Gateway Corridor classes showing facilities, LTD bus station data provided by the Lane stops, non-residential buildings, and Council of Governments (LCOG). The bike facilities for each. The Spatial service areas around each outbound Join tool was then used to join the EmX Gateway stop were calculated data from each of the aforementioned at a quarter-mile and half-mile. These feature classes with the station service distances differ from a typical buffer areas. This generated attribute tables analysis that would simply produce a where each element was organized ring around the feature class because by station service area name. Lastly, the service areas account for the these attribute tables were summarized street network connectivity around and then edited in Microsoft Excel for each station. This method yields a formatting. more accurate representation of the 33 Winter 2019 Environmental Assessment of the Emerald Express Gateway QUARTER-MILE SERVICE AREA location. In total, there are 131,180 feet of As shown in Table 1 in Appendix B, bike facilities within all quarter-mile station there are 25 total facilities within the service areas. For individual station service quarter-mile station service area for all areas, bike facilities range from a low stations. Fourteen of the facilities are of 1,706 feet to a high of 9,456 feet. On located in the Springfield Station Bay average, the PCR is 0.09 within all quarter- B service area. Twelve station service mile station service areas. For individual areas have no facilities and nine have station service areas, the PCR ranges from only one facility, which account for a low of 0.02 to a high of 0.14. No station 84 percent of station service areas. service areas have a PCR higher than the LTD Park & Ride facilities are the most 0.60 threshold that indicates a pedestrian- common facility type, and three are friendly condition. There are only three located within the EmX Gateway station total LTD bus stops located within the service areas. Overall, facilities were station service areas. Map X below highly dispersed and there were no presents this information visually. apparent clusters of facility types by 34 Accessibility & Connectivity FIG. 21 Quarter-Mile Service Area Accessibility & Connectivity 35 Winter 2019 Environmental Assessment of the Emerald Express Gateway HALF-MILE SERVICE AREA volume of bike facilities with 21,779 As shown in Table 2 in Appendix B, feet. International Way East Station within the half-mile station service area, Outbound has the lowest distance there are 43 total facilities. The majority of bike facilities with 2,185 feet. On of facilities (19) are located within the average, the PCR for all station service Springfield Station Bay B service area. areas is 0.07. This overall PCR indicates All other station service areas have the area has poor conditions for three facilities or less. The most and pedestrians. Springfield Station Bay B’s second-most frequently occurring service area has the highest PCR with facilities within the service areas are 0.12, while Postal Way Station and the parks and care facilities, with seven west side of Gateway South of North and five, respectively. Both parks and Access have the lowest PCRs with care facilities are dispersed throughout 0.00. There are a total of 18 LTD bus the service areas with one of each stops located in the station areas. The located in four separate service areas. E Street Station’s service area has nine In total, there are 199,678 feet of bike LTD bus stops, and Springfield Station facilities. Again, Springfield Station B’s service area has six (see Map: X Bay B’s service area has the greatest below). 36 Accessibility & Connectivity FIG. 22 Half-Mile Service Area Accessibility & Connectivity 37 Winter 2019 Environmental Assessment of the Emerald Express Gateway Land Use Mix This section provides a summary of information on the overall land use mix for station half-mile service areas of the EmX Gateway Corridor. This is organized into two subsections: (1) methods and (2) findings. METHODS Where: To conduct the analysis for this report, 1. Pi is area percentage of land use a series of geospatial analyses were category i within a service zone. conducted using ArcGIS ArcMap. First, Land use categories considered the tax lot data were joined with the in this analysis included: vacant, previously-created station half-mile residential, commercial, industrial, service station areas. By doing this, the and other. land use data became identified for 2. S is the number of land use each of the station service areas, which categories considered in this was essential for this report’s analyses. analysis. Then, the total number of parcels and total acreage for each land use type Last, the land use mix entropy (Vacant, Residential, Commercial, and calculation was joined with the station Industrial) was calculated through a service area shapefile. The maps series of selections and calculations. and tables shown later in this report Next, the Summarize function was used summarize the findings from this to create a table that showed these land analysis. use data organized by station service area. These data were then exported FINDINGS to an Excel spreadsheet to allow for The Sacred Heart Station has the the calculation of the land use mix highest land use mix entropy at 0.86, entropy for each station service area. while International Way East Outbound The land use mix entropy is the level of Station has the lowest land use mix distribution of different land uses within entropy at 0.29 (see Appendix A: an area. A land use mix entropy of 1.00 Figure 13 and Map 13 and Appendix indicates a perfectly even distribution B: Table 3). Springfield Station Bay of land uses, while a land use mix B has the highest total number of entropy of 0.00 indicates a highly commercial parcels and acreage at uneven distribution of land uses. The 184 parcels and 49 acres, respectively formula used to calculate land use mix (see Appendix A: Map 14). International entropy is provided below: Way East Outbound Station also has the lowest total number of commercial parcels and acreage at one parcel and 1.61 acres. Hayden Bridge Station Outbound has the highest total number of residential parcels and acreage at 460 parcels and 112 acres, while International Way East Outbound Station has the lowest with zero parcels FIG. 23 and acres (see Appendix A: Map 15). Land Use Mix Formula 38 Land Use Mix FIG. 24 Springfield Station Bay B also has Almost two-thirds of the station service Land Use Mix Entropy by Half-Mile Service the highest total number of industrial areas have zero parcels and zero acres Area parcels and acreage at 11 parcels and of industrial land. 37 acres (see Appendix A: Map 16). 39 Winter 2019 Environmental Assessment of the Emerald Express Gateway Stations and Vicinity This section provides a summary of information for the stations, walksheds, and street segment connections along the EmX Gateway Corridor. For each of these elements, analysis has been conducted to determine the level of safety, accessibility, and comfort. METHODS Students in the course were paired For this section, a comprehensive together and organized to ensure each and detailed environmental audit was station along the corridor was visited conducted at and around EmX Gateway and audited. Students used ESRI’s Corridor stations from 1:00 pm to 4:00 Survey 123 for ArcGIS data collection pm on May 17, 2019. For this audit, app to collect text, photographs, and multiple physical environments were spatial data during the audit. The data analyzed: the EmX stations, walkshed collection instrument, the survey, was surrounding each station (one-quarter developed by students based on their mile and/or one-half mile network own insights and a literature review that service area), and street segments and analyzed walkability, road and station intersections between two stations. safety, accessibility, and public use and public life. 40 Springfield, E Street, and F Street Stations Springfield, E Street, and F Street Stations This section presents the findings for Springfield, E Street, and F Street Stations. It is organized by unit of analysis and individual station, when appropriate. STATIONS from a major intersection along the At each of the three stations, the highly trafficked Pioneer Parkway. The project team observed the presence of stations are not easily accessible by key amenities, as summarized in Figure a bike path but generally are large 6 below. E and F Street Stations are enough to accommodate peak traffic high quality with nearly all observed and are free of undesirable conditions amenities present, with the exception and pollutants. Overall, the stations of significant landscaping or public themselves are well-maintained and art. The stations use a shared lane provide significant amenities but lack FIG. 25 Transit Station rather than a designated bus lane, connectivity to safe pedestrian and bike Amenities Report Card and the station itself is under 50 feet infrastructure. 41 Winter 2019 Environmental Assessment of the Emerald Express Gateway FIG. 26 Springfield, E Street, and F Street Stations 42 Springfield, E Street, and F Street Stations STATION WALKSHEDS AND STREET Figure 2 displays the summary of SEGMENTS land use mix for the E Street, F Street, The majority of facilities are and Springfield Stations study areas. Of concentrated in downtown Springfield greatest consequence are the entropy near Springfield Station. Within the value and distribution of commercial quarter-mile service area, only nine and residential parcels. Entropy values facilities (35 percent) fall outside of across the station service areas vary the Springfield Station and E/F Street greatly. The station service areas with Station service areas. When extended the least mix, or lowest entropy values, to a half-mile service area, the number include the more residential areas of of facilities outside downtown grows to downtown Springfield. 19 (44 percent). Downtown Springfield The Springfield Station service follows a grid system, allowing for area has a significant number of higher walkability and stations with commercial parcels (184), more an improved PCR. When extended to than seven times the next most a half-mile service area, Springfield concentrated commercial service Station is one of only two stations that area. With Springfield Station serving maintain a PCR above 0.1. the Main Street business district, Springfield Station also boasts the this concentration is not surprising. greatest number of transportation Residential parcels are more evenly facilities, including a park and ride and distributed along the corridor. Several the highest concentration of non-EmX station service areas, including E and F bus stops. Additionally, there is some Streets, include a majority of residential connectivity to bike facilities within the acreage, leading to low entropy service areas, including 47,700 feet of values. Only Springfield Station has a bike lanes and paths in the quarter-mile high amount of both residential and service area and nearly 80,000 feet commercial area, leading to a higher within the half-mile service area. entropy value. Station Name Entropy Commercial Commercial Residential Residential Value Parcels Acres Parcels Acres E Street Station 0.29 5 559 386 43,146 F Street Station 0.37 23 2,928 387 49,263 Springfield 0.81 184 34,006 127 23,472 Station FIG. 27 Summary Table of Land Use Mix within Half-Mile Service Areas 43 Winter 2019 Environmental Assessment of the Emerald Express Gateway Springfield Station observed as “uninviting” or “okay,” For Springfield Station, an on-site (55 percent) and amenities included observation survey included six street trash receptacles, benches, and segments. Street segments observed planters. The most unpleasant element are listed below in Figure 28. for the pedestrian experience was Figure 3 summarizes the quarter- traffic (36.36 percent) followed by mile and half-mile walkshed and atmosphere, view, safety, and noise. indicates street segment and walkshed The biggest improvement to be made survey sites. The majority of data is a buffer between the sidewalk and were collected within the quarter-mile the street. The average building height service area. in the walkshed is 1.4 floors, and there Overall, the aesthetics of the is an average of 4.8 buildings on both Springfield Station walkshed were sides. Street Segments South A Street and 6th Street 6th Street and A Street Main Street and 7th Street Main Street and 6th Street FIG. 28 Springfield Station South A Street and 5th Street Walkshed Street Segments Observed FIG. 29 Springfield Station Walkshed Summary 44 Springfield, E Street, and F Street Stations Aesthetics of Walkshed Most Unpleasant for Pedestrian Experience Uninviting or OK: 55% Traffic: 36% Comfortable: 18% Atmosphere: 18% Pleasant or Good: 18% View: 18% FIG. 30 Safety: 18% Springfield Station’s Walkshed Aesthetics and Pedestrian Noise: 9% Experience Type of Improvements Percentage of Walkshed Buffer from Street 38% Regulated Crosswalk 19% Shade Trees 19% FIG. 31 Other (Benches or Speed Reduction) 19% Improvements Needed for Springfield Station’s Wider Sidewalks 6% Walkshed The ease of access for wheelchairs Throughout the walkshed, there within the study area is inconsistent, is typically continuous sidewalk on with observations noting inconvenient both sides with no obstacles (only wheelchair accessibility, some areas minor obstacles were observed) and with difficult or dangerous access a minimum path width of three feet. for wheelchairs, and others designed The street segment intersections are to facilitate wheelchair access. mainly modulated by stoplights and Additionally, the ADA conditions include clearly marked crosswalks. present include well-placed curb There is equal distribution of buffer cuts, eight feet of distance between types, including no buffer from roadway vehicles, and tactile pavement. It is and greater than four feet as a buffer. also important to note that there are People were observed mainly driving inconsistencies in visual aids for street above the speed limit, which poses a crossings. safety concern for pedestrians. 45 Winter 2019 Environmental Assessment of the Emerald Express Gateway Transportation Connectivity there were discrepancies between Springfield Station is noted as being a what was “advertised” and what was hub for bike connectivity and access, actually present. The station lacks as shown in Figure 5. However, when clearly marked bike lanes (No bike likes the project team observed bike marked: +75 percent) and continuous infrastructure and characteristics, bike lanes are also largely absent. FIG. 32 Regional Bike Lanes E STREET AND F STREET STATIONS For E and F Street Stations, the on-site observation survey included six street segments. Street segments observed are listed below in Figure 33. Street Segment Names F Street and Pioneer Parkway East E Street and Pioneer Parkway East C Street and Pioneer Parkway East E Street and Pioneer Parkway West Mill Street and F Street FIG. 33 E and F Street Stations C Street and Pioneer Parkway West Walkshed Street Segments Observed 46 Springfield, E Street, and F Street Stations Figure 4 summarizes the quarter- The highest priority for improvements mile and half-mile walkshed and to the pedestrian experience is indicates street segment and walkshed regulated crosswalks (40 percent), survey sites. The majority of data followed by wider sidewalks, shade were collected within the quarter-mile trees, buffer, having sidewalks, and service area. more activity. The average height of Within the E and F Street walkshed, buildings in this walkshed is 1.33 stories, the aesthetics were equally and the average number of buildings is “comfortable” (36.36 percent) and 2.67. The majority of this walkshed was “uninviting or okay” (36.36 percent). wheelchair accessible but was missing The most unpleasant element for universal design elements or presented pedestrian experience is traffic (36.36 difficult or dangerous conditions for FIG. 34 E and F Street Stations percent), followed by walking surface, wheelchair access. Walkshed Summary noise, lack of shade, and atmosphere. 47 Winter 2019 Environmental Assessment of the Emerald Express Gateway Aesthetics of Walkshed Most Unpleasant for Pedestrian Experience Uninviting or OK: 36% Traffic: 36% Comfortable: 36% Walking Surface: 27% Good or Pleasant: 27% Noise: 18% Lack of Shade: 9% FIG. 35 E Street’s and F Street’s Walkshed Aesthetics Atmosphere: 9% and Pedestrian Experience Type of Improvement Percentage of Walkshed Regulated Crosswalks 40% Improved Sidewalks 27% Shade Trees 14% Buffer 14% FIG. 36 Improvements Needed Other (Activity) 5% for E Street and F Street Stations’ Walkshed The ADA conditions at these stations The presence of suitable walking included well-placed curb cuts, eight surface in this study included a majority feet of distance between vehicular and of sidewalks on both sides of the road, pedestrian traffic, and tactile paving. but there were some discontinuities Some areas were observed with no accompanied by minor problems. curb cuts, unpaved sections, and some Some areas (16.66 percent) had no poorly-placed curb cuts. Additionally, permanent sidewalks. Some areas the area lacks visual aids for deaf planting strips as buffers, but other individuals to safely cross the street. areas have no buffer. One hundred percent of individuals were observed driving above the speed limit. 48 Springfield, E Street, and F Street Stations Recommendations area stations are in close proximity Based on the outlined findings, the to regional bike routes along the project team recommends the following Willamette River, through Island Park, actions for consideration by LTD and and to the Dorris Ranch open space. partners at the City of Springfield: By including wayfinding signage and improving bike infrastructure on • Partner with downtown businesses buses and at stations, more riders to encourage transit use. The three may consider linking transit with stations within this study area are alternative transportation in a more unique due to Springfield Station’s connected area. concentration of community facilities and high land use mix. This is due • Improve pedestrian safety and to the concentration of commercial appeal. While the EmX stations in entities in the downtown district. the study area are of high quality Through creative partnership and maintain significant amenities, with these businesses, LTD can the pedestrian experience within improve ridership to and from these the service areas is variable. LTD can destinations. specifically improve the pedestrian experience in two locations: 1) the • Promote multi-modal connectivity crossing between Springfield Station by leveraging nearby regional and the downtown district along bike routes and improved bike South A Street, and 2) crosswalks infrastructure. LTD can encourage and sidewalks near E and F Street transit ridership by improving first- Stations that require more continuity mile/last-mile connections through and ADA accessibility. By targeting active transportation options. This these two areas, residents may feel multi-modal approach to transit more confident walking and using is in line with LTD’s stated values wheelchairs to and from the transit and the proximity of bike lanes and stops. routes in the area. The three study 49 Winter 2019 Environmental Assessment of the Emerald Express Gateway Centennial and Q Street Stations This section presents the findings for Centennial and Q Street Stations. It is organized by unit of analysis and individual FIG. 37 Centennial and Q Street station, when appropriate. Station Locations 50 Centennial and Q Street Stations STATIONS middle of Pioneer Parkway, a noisy This subsection outlines key findings street with heavy traffic and poor for the station audits conducted at pedestrian and bike connectivity Centennial and Q Street Stations. outside of the infrastructure provided Overall, students found Centennial by the station itself. The amenities listed and Q Street stations to be very well- in Figure 38 below are present at designed, comfortable, and accessible. both Centennial and Q Street Station. However, the station is located in the Amenities Present Shelter (16 ft. height) Trash receptacles Artwork element Lighting fixture Free-standing benches Bike racks Trees and landscaping ADA waiting area/ramps Route map Schedules information, FIG. 38 Station Amenities Present at Centennial Ticket vending machine and Q Street Stations 51 Winter 2019 Environmental Assessment of the Emerald Express Gateway FIG. 39 Centennial Station Looking North FIG. 40 Q Street Station Looking North 52 Centennial and Q Street Stations STATION WALKSHEDS A summary of both stations’ walkshed land use characteristics is provided below in Figure 41. Land Use Characteristics Centennial Q Street Land use mix entropy 0.64 0.58 Commercial 20 parcels 2 parcels Residential 16 parcels 23 parcels Industrial 5 parcels 4 parcels FIG. 41 Centennial Station Total acreage 37 acres 10 acres Looking North CENTENNIAL STATION quarter mile. This means that users of Facilities at Centennial Station include the EmX Gateway must walk well over a shopping center and a health care a quarter mile if they are to reach any facility. It has 10,524 feet of bike destination from this station. facilities, mostly in the Rosa Parks Path that goes down the center of Q STREET STATION Pioneer Parkway and as bike lanes on Facilities include shopping areas along Centennial Boulevard. However, the Q Street. There are 6,803 feet of bike pedestrian catchment ratio is 0.04, facilities, all of which are along the Rosa indicating that this walkshed almost is Parks Path. There is no connectivity by very poorly connected. There is one bike to areas along Pioneer Parkway LTD bus stop on Centennial Boulevard because there are no bike lanes on the to the west of this station, but it is on road and no bike lanes at the nearest the edge of the quarter-mile walkshed. intersection in the walkshed. The PCR The percent of households with no is 0.01, which is even lower than the vehicle range from 4 percent to 17 Centennial Station walkshed. There percent in the census block groups that are no connecting bus stops, and the intersect this walkshed. A significant no-vehicle households range from 10 amount of people do not have access percent to 14 percent. to a car, and the poor connectivity of this area indicates that they are not Street Segments being adequately served. The segment of street between the two On Pioneer Parkway, a path going walksheds of Centennial Station and down the middle of the road provides Q Street Station is defined by an exit north-south access to pedestrians and ramp and entrance ramp onto Highway bikes traveling along the road, but there 126. It has a very heavy concentration are no sidewalks along the side of the of vehicle traffic and goes under an street or crosswalks for more than a overpass. There is a bike path on the 53 Winter 2019 Environmental Assessment of the Emerald Express Gateway FIG. 42 Intersection between Centennial and Q Street Station west side, the By-Gully Bike Path, which give pedestrians access to locations ends abruptly at Pioneer Parkway. along the street, and more frequent This street segment is one of the least crosswalks along the Rosa Parks Path desirable places to be a pedestrian, would give users of the path access to with nowhere to go in the immediate adjacent neighborhoods. vicinity but north to the Q Street Station In the street segment, the By-Gully Walkshed or south to the Centennial Bike Path could be extended to the Station Walkshed. other side of Pioneer Parkway to continue along Highway 126, giving Recommendations pedestrians and bicyclists a separate Both stations’ walksheds have very poor route east from this area. This area connectivity. There is a path giving could also benefit from improvements pedestrians and bicyclists a way to to the crosswalk at Pioneer Parkway go north and south indefinitely but no and the Highway 126 entry/exit routes. connections to adjacent neighborhoods Potential conflict zones with bikes and or facilities along the street. Sidewalks cars could be painted green to improve are absent and there is often no way to visibility where bikes cross from the get to a neighborhood without going By-Gully Path and from the Rosa Parks more than a quarter mile north or south Path. In addition, introducing traffic to the nearest large intersection. These calming features could lower speeds areas are designed for cars, not people. and increase the safety of users of the To improve the walksheds, adding EmX line. sidewalks to Pioneer Parkway would 54 Hayden Bridge, Riverbend, and Sacred Heart Stations Hayden Bridge, Riverbend, FIG. 43 and Sacred Heart Stations Hayden Bridge, Riverbend, and Sacred This section presents the findings for Hayden Bridge, Riverbend, and Sacred Heart Heart Stations Stations. It is organized by unit of analysis and individual station, when appropriate. 55 Winter 2019 Environmental Assessment of the Emerald Express Gateway STATIONS rests for these benches so that the This subsection outlines key findings for station is a more comfortable place the station audits conducted at Hayden to wait and sit. Additionally, bicycle Bridge, Riverbend, and Sacred Heart facilities are rudimentary and do not Stations. offer sufficient protection. As previously mentioned, the station is on a main Hayden Bridge Station road, Pioneer Parkway, which greatly Hayden Bridge Station is similar to other impacts the comfort of the station. other EmX Gateway Corridor stations Cars travel at high speeds that result and is in generally good condition. in high traffic noise and pollution. A The station features several important consideration might be to have part of amenities. The station’s protected the station indoors. This would provide seating is appropriate for the weather protection from the sound as well as and climate of Oregon. Its electronic from the weather on inclement days. display is beneficial to riders because it allows them to know when to expect Riverbend and Sacred Heart Stations their bus. Further, ADA accessible Both the clockwise and sidewalks provide ways for people with counterclockwise Riverbend stations disabilities to easily travel to, onto, and are located at the intersection of from the bus. Martin Luther King, Jr. Parkway and Nevertheless, station improvements Riverbend Drive. Sacred Heart Station could enhance the rider experience. is located within the median along For example, seating comfort could be Riverbend Drive. Stations were clean improved. There are only two benches and possessed the amenities shown in at the station, which allows four people Figure 44 below. to sit. It might make sense to add back FIG. 44 Amenities Present Station Amenities Present at Riverbend Shelter (16 ft. height) and Sacred Heart Stations Trash receptacles Artwork element Lighting fixture Free-standing benches Bike racks Trees and landscaping ADA waiting area/ramps Route map Schedules information, Ticket vending machine 56 Hayden Bridge, Riverbend, and Sacred Heart Stations STATION WALKSHEDS walkshed for the station has an entropy This subsection outlines key findings of 0.60 and has 455 residential parcels for the analysis of station walksheds at and 112 acres of residential land. This Hayden Bridge, Riverbend, and Sacred means that the walkshed is not very Heart Stations. diverse, even when compared to the other homogenous walksheds along Hayden Bridge Station the corridor. Both of the residential The Hayden Bridge Station is the statistics for the Hayden Bridge fifth station for riders departing the walkshed are the highest among all downtown Springfield Station. It is of the Gateway Corridor walksheds. easily identifiable by the bright red The station serves two parks, one of sculpture that is adjacent to it. The which is near the northern part of the FIG. 45 Hayden Bridge Station, half-mile Pedestrian Catchment Area 57 Winter 2019 Environmental Assessment of the Emerald Express Gateway walkshed and the other is to the south. Safety in the walkshed could be There is also an assisted living center improved by adding more pedestrian on the western edge of the walkshed. infrastructure like street lighting. For The station falls on Pioneer Parkway, accessibility purposes, it would be a which is a major road in Springfield. challenge for an individual to move A roundabout with crosswalks helps around with a wheelchair because to combat high travel speeds. When of the inconvenient curb cuts. The riders depart these stations, they must connectivity of the western part of the use the roundabout crosswalks to get walkshed was lower in comparison to their final destinations. To the east to the east, and there could also be of the station, the service area is split improved connections from Pioneer by Hayden Bridge Way with notably Parkway itself. different neighborhoods on each side. Spatial analysis revealed that the Note: The two parks in the walkshed pedestrian catchment ratio (PCR) were not observed during the analysis. is 0.12 in quarter mile and 0.10 in the half mile. Considering that PCR Riverbend Station ratios above 0.5 are considered to The quarter-mile pedestrian catchment be desirable, the PCRs in the Hayden area (PCA) is made up primarily of Bridge walkshed are cause for concern. residential lots. There are no facilities The PCRs indicate that there is very within the quarter-mile service area for low connectivity in the area, especially the Riverbend station. A health clinic is towards the western side of the station. the only commercial destination. The However, when comparing the half- PCR of the quarter-mile service area mile PCR to the other walksheds along is 0.09, which is significantly lower the corridor, the station is the second than the 0.5 to 0.6 that is described highest out of 17. The highest is the as the minimum for a walkable area. Springfield Station walkshed, which The quarter-mile service area may not has a PCR of 0.12. This means that an accurately reflect pedestrian and cyclist ideal PCR of 0.5 or even 0.6 is an unfair accessibility due to streets within comparison. the service area being closed to foot As identified in the PCR, the access. walkshed is one of the largest along The half-mile PCA is almost the the Gateway Corridor. This is due same as the quarter-mile. Due to an to the connectivity in the “North” increase in total area but little increase and “South” neighborhoods split in catchment area, the PCR goes down by Hayden Bridge Way. The “North” to 0.02. The half-mile land use mix is neighborhood has limited sidewalks similar to the quarter-mile catchment but aesthetically pleasing landscaping. area. There are 42 residential parcels, The “South” neighborhood has but the two commercial lots in the area sidewalks on both sides of the street make up over half of the total land. throughout the neighborhood but There are 20 acres of residential land has a less appealing look. Both and 24 acres of commercial land. The neighborhoods are clearly auto- land mix entropy for this service area centric, and the GIS class observed is 0.84, which suggests a fair mix of only two pedestrians during the land uses. Note that entropy calculates walkshed review. land distribution by area. Because the acreage is similar, the entropy is high, 58 Hayden Bridge, Riverbend, and Sacred Heart Stations but the number of parcels steeply In the service area, there were a few differs. safe walking and biking paths. These From the observations and paths were completely separated from collection of data points, we found traffic with trees and other greenery that a large portion of the land in the landscaping strip. The paths accessing the station is undeveloped. had lighting, and the landscaping strip There is also only one commercial provided a significant distance from destination in the service area and the street. To the east, there was also a the rest is residential. sidewalk with a landscaping strip with FIG. 46 Riverbend Station, half-mile Pedestrian Catchment Area 59 Winter 2019 Environmental Assessment of the Emerald Express Gateway trees, lighting, and a bike lane that was a higher PCR for the half-mile PCA at part of the right-of-way. Everywhere 0.05, though this still qualifies the area else there was no sidewalk, bike lane, as not well connected, accessible, or or any path along the roadway. All of walkable. the roads in the service area have a The half-mile PCA was used to higher speed limit (35 to 45 miles per analyze land use mix and entropy. The hour) that created an unsafe place area boasts a 0.51 land use mix entropy, for pedestrians and cyclists. The EmX giving the area about an average land stations were close enough to these use mix. The land use mix entropy streets that waiting at the station feels analysis yielded 142 residential parcels unsafe due to the speed of cars. and nearly 30 acres of residential The protected paths for pedestrians parcels. An additional 10 parcels were and cyclists provide the only safe space deemed vacant (32 acres) and other (30 for people near the station, yet they are acres), four were deemed commercial disconnected from destinations. The (28 acres) taking into account the fact streets that do connect to destinations that sections of the PCA are adjacent to such as houses are not suitable for non- or intersect the hospital, and zero were car travel. deemed industrial. A church is also Another concern is connectivity located within the area. to neighborhoods. There is no The quarter-mile PCA is largely crosswalk or safe way of accessing the vacant. The area consists of open neighborhood at Game Farm Road and fields between Game Farm Road and Mallard Avenue. The neighborhood Riverbend Drive and sections for the to the south surrounding Robin Park north and south hospital parking lots. is separated by a large wall, which A power plant is also within the area. prevents access entirely. Pavilion Station on the north end of The intersection of Riverbend Riverbend Drive is also very close and Drive and Martin Luther King, Jr. nearly within the northern section of Parkway prioritizes throughput and the quarter-mile PCA. As noted above, had significant wait times for bike and no facilities lie within the area. pedestrian access. The area along Riverbend Drive is quiet and calm, with ADA accessibility Sacred Heart Station to the station as well as along sidewalks The PeaceHealth Sacred Heart on both sides of the street. The Riverbend Hospital is located 0.2 intersections are smaller, allowing miles from the counterclockwise pedestrians to have enough time to station and is the only facility within safely cross the stop-sign-modulated the PCA. Large lots of land lie between intersection at Riverbend Drive and Game Farm Road and Martin Luther Cardinal Way, and speeds are slower King, Jr. Parkway. The area has the at 25 miles per hour, and traffic noise second lowest calculated PCR at 0.07, does not create an issue here. Greenery meaning the area is not well connected, around the station and overall area was accessible, or walkable, and therefore welcoming. The only destination in the not suitable for pedestrians. area, the hospital, is well-connected Similar to the quarter-mile PCA, the with sidewalks and bike lanes on both half-mile PCA does not include the sides of the road. The area also feels nearby PeaceHealth Sacred Heart safe and walkable given lower speeds Riverbend Hospital. The area does have and smaller intersections. 60 Hayden Bridge, Riverbend, and Sacred Heart Stations FIG. 47 Further down Martin Luther King, The above descriptions of the Sacred Heart Station, Jr. Parkway and Cardinal Way (also Riverbend Drive and Martin Luther quarter- and half-mile Pedestrian Catchment within the half-mile PCA, but this is King, Jr. Parkway and Cardinal Way Areas the only major intersection within the intersections apply within the half- quarter-mile PCA) speeds are faster mile PCA as well. The residential at 45 miles per hour, and the area neighborhood, which takes up most of is highly unwalkable. Bike lanes are this PCA, was also found to be highly disconnected on both sides of the road unwalkable due to the lack of sidewalks leading into the intersection, and a in the area. A trail along Game Farm sidewalk is only available on one side of Road is only accessible on one side of Martin Luther King, Jr. Parkway (though the road, though this sidewalk is well- it is buffered). The major intersection buffered from the road by greenery. modulated by a stop light did not have Many crossings are either unmodulated audible cues. The area felt generally or modulated by stop signs. Speeds are unsafe, disconnected, and not very 35 miles per hour in the area with no walkable. designated bike lanes. 61 Winter 2019 Environmental Assessment of the Emerald Express Gateway SUMMARY & DISCUSSION Land Use Mix and Destinations The area has an average mix of land uses, but the area lacks destinations for EmX riders. With EmX ridership low, it is important to identify ways to make the service useful and attractive for present and potential commuters. Sacred Heart Station Parcels, Facilities, and PCR Station Residential Facilities ¼ PCR ½ PCR Entropy Sacred 142 1 0.065 0.046 0.5115 Heart STREET SEGMENTS the neighborhoods may increase FIG. 48 Overall, the street segments could awareness of the bus station and benefit from improvements that therefore increase ridership. encourage walkability and bicycle access. The main street segments RECOMMENDATIONS that are near the station are Pioneer The recommendations for the stations Parkway, Hayden Bridge Way, and reviewed in this subsection are Harlow Road. These arterial streets organized by station. combine at a busy roundabout. Despite the traffic at the roundabout, there Hayden Bridge Station are many visual cues for pedestrians The following recommendations are to safely cross. Even though motorists made for the Hayden Bridge Station: travel at a high speed towards the roundabout, flashing lights make for • Remove or eliminate bicycle parking a sufficient warning system that tells at the station: There are currently motorists to be alert to the presence three spots to park a bicycle at the of pedestrians. However, an existing Hayden Bridge Station. If a rider crosswalk was removed from Hayden chooses to park their bicycle there, Bridge Way, limiting connectivity and they have to leave it unattended safety for pedestrians. (presumably locked) while going Opportunities exists for more robust on their journey. In the analysis, bike infrastructure along the street visual surveillance features were not sections. The bike lanes on the main identified, which means that there roads are unprotected, and no cyclists is poor security for the bike racks. were present during the GIS class’s Adding a security guard would not be visit to the station. This area may have a better solution because that could low demand for cycling due to the low discourage ridership by vulnerable density. populations. The bike racks take The area lacks signage indicating up valuable real estate within the that a bus station is nearby. The visible station, and the area could be put signage is at the station itself. An to better use. An alternative solution increase in wayfinding signage within is to expand the number of bicycles 62 Hayden Bridge, Riverbend, and Sacred Heart Stations that can be transported on the EmX building density and adding coaches from the current maximum destinations. of three. Riverbend • Improve connectivity to the The EmX stations at Riverbend are “South” walkshed area: The “South” comfortable and have all of the neighborhood has connected necessary amenities for a comfortable sidewalks throughout its entirety. wait. The surrounding area, however, The density of homes is higher than has fast moving cars that are likely to the neighborhood north of Hayden exceed the stress tolerance of many Bridge Way and makes for a better riders. For the neighborhoods within target for the BRT. There could be the service area, poor connectivity better access points along Pioneer makes accessing the station unsafe Parkway in order to reach this at best, and at worst, completely neighborhood. In the current state, impossible. residents can only reach the station Data collected on the Riverbend by crossing at the roundabout. Station show that it is a primarily residential area with very poor • Improve connectivity to the assisted pedestrian connectivity and few living center: Similar to the issues destinations. The acreage of different in the “South” neighborhood, the land uses is fairly even, generating assisted living center could have entropy despite the stark difference in better access to the EmX. Currently, the number of parcels. the walking route is significantly Riverbend Station could benefit longer than the actual distance from consideration of the following between the station and the center. A recommendations: possible improvement may be to add a sidewalk that runs along the east • Put in crosswalks at Game Farm Road side of Pioneer Parkway, similar to the and Mallard Avenue sidewalk on the west side. • Look into options for implementing • Encourage the City of Springfield sidewalks in the neighborhoods to continue to improve pedestrian elements such as street lighting, • Prioritize lights at Martin Luther King, additional seating, increased density, Jr. Parkway and Riverbend Drive for added signage, etc.: It is important pedestrians and cyclists to acknowledge that many of the observations are within LTD’s • Create paths so neighborhoods to jurisdiction. However, LTD can work the south can access the station with the City by being a part of the conversation when making policy • Implement traffic calming measures decisions regarding the pedestrian on Martin Luther King, Jr. Parkway experience. Some of the pedestrian for increased pedestrian and cyclist changes, such as improving signange comfort and adding seats along sidewalks, are lighter, quicker, and cheaper than • Develop vacant lots near the station other changes such as increasing to bring activity into the area 63 Winter 2019 Environmental Assessment of the Emerald Express Gateway Sacred Heart Station The implementation of more The greatest areas for improvement in connected sidewalks and bike the PCA of Sacred Heart Station are lanes can create a sense of safety connectivity and, in turn, safety. The for pedestrians and cyclists next priorities are accessibility and from knowing they will not have increasing destinations in the area. to potentially cross an unsafe LTD could encourage the following intersection or have to use a side of from the City of Springfield: the road without a sidewalk or bike lane to get to a destination. • Improve connectivity of sidewalks To create a greater sense of along Martin Luther King, Jr. Parkway place and more destinations in the and Game Farm Road PCA of Sacred Heart, revitalizing the lots between Game Farm • Improve connectivity of bike lanes Road and Riverbend Drive could along Martin Luther King, Jr. Parkway increase ridership to the area. The and Game Farm Road lots are currently zoned mixed-use commercial.1 • Revitalize lots identified in the Connecting more sidewalks and quarter-mile PCA findings to bike lanes to current and potential potentially create a sense of place in destinations could increase safety, the area connectivity, accessibility, and walkability of the walkshed and street segments within it. 64 Pavilion and International Way East Stations Pavilion and International Way East Stations This section presents the findings for Pavilion and International Way East stations. It is organized by unit of analysis and individual station, when appropriate. STATIONS sometimes disabled residents. This This subsection outlines key findings for makes the half-mile journey to the the station audits conducted at Pavilion EmX station too much of a burden for and International Way East Stations. many. The large loop in the middle of the area also creates a long walking Pavilion Station distance from housing to transit that The Pavilion Station is relatively well- could be shorter. This walk also involves connected to the surrounding area, and crossing a 45-mph road that does not the prevalence of bike infrastructure have audio or visual cues for motorists makes it accessible by bike. However, or pedestrians. These are the biggest the neighborhoods to the west of factors that are currently contributing the station are home to older and to low ridership at Pavilion Station. FIG. 49 Major Findings for Pros Cons Pavilion Station Motion activated audio/visual Road design encourages fast cues at crosswalk driving Different materials and colors Few signs indicating road communicate beginning/end speed of platform Safety Generous signage Well lit Clearly marked crosswalk Benches, trash cans, maps, Lack of art and place making Amenities tickets, rain cover, lights, etc. features 65 Winter 2019 Environmental Assessment of the Emerald Express Gateway International Way East Station Station has a much higher entropy The international Way East Station is level (0.77) compared to International attractive, featuring a contemporary Station (0.29). While there are not any design. The station is erected in the destinations as defined by LCOG, the middle of a large street, providing higher entropy level gives Pavilion station access to buses traveling Station a higher likelihood of attracting in either direction simultaneously. riders. There are several places for sitting and leaning, ADA access is high and Pavilion Walkshed unencumbered by obstructions. A The following are key findings for the touch of landscaping and splash of Pavilion Station walkshed: artistic details are incorporated in the design of the station. • All streets have sidewalks, bike lanes, Perhaps the most eye-catching or bike paths item is the motion-activated crossing system. When a pedestrian crosses • Lacking benches, trash cans, between the two white devices located pleasing aesthetics on both sides of the street and at the station, several automated processes • Low connectivity of street pattern are triggered: lights on the pedestrian reduces accessibility crossing signs are activated to alert o Residential parcels are in drivers to the crossing, and audio and sandwiched between commercial/ visual cues begin that accommodate industrial those with certain disabilities. o A loop must be made to access housing from Pavilion Station STATION WALKSHEDS Even though these two service areas • Intersections at Martin Luther King, Jr. are adjacent to one another, they have Parkway/Beltline Road are large and very different distributions of land lack safety features found at EmX use. With no residential parcels and the same number of vacant parcels as • Connections to other stations industrial, International Way East has are adequate, but not to other no real destinations for users to ride to destinations except work. Residents who do not live next to an EmX line are likely to drive to • No facilities or destinations within work. This is a major factor contributing walkshed to the low ridership here. Pavilion 66 Pavilion and International Way East Stations FIG. 50 Pavilion Station Walkshed 67 Winter 2019 Environmental Assessment of the Emerald Express Gateway International Way East Station Walkshed FIG. 51 International Way East Station Walkshed Safety Sidewalks: Walkability Sidewalks: Accessibility The median station is modern Long Low PCR 0.015 and attractive Audio and visual street crossing Well maintained Little land use variation cues Feels safe and comfortable, but Attractive landscaping Few destinations isolated FIG. 52 Findings for International Way East Station 68 Pavilion and International Way East Stations RECOMMENDATIONS otherwise known about it. For instance, These stations, like all EmX stations, the area is ideal for fitness fairs, runs are attractively built and possess all and walks, and many other community the amenities that one would expect events that take place on weekends, or need in a transit station. Buses providing opportunity for outreach. This are generally on time and can get will bring the most ridership to the EmX riders anywhere on the line in under Gateway line. 30 minutes. The major issue at these Recommendations for consideration stations is the surrounding land use in are as follows: the Gateway area. Analysis of the two stations reveals that there are no places Pavilion Station: for people to ride to for shopping, • Bring surrounding intersections to recreation, food, or uses other than the same level of safety as the station employment. The surplus of surface • Add additional stop near residential parking lots further encourages people housing or swap Pavilion/Sacred to drive to work rather than utilizing the Heart Station for a station serving the EmX. Because LTD cannot influence residential area private development, it is a waiting • Add station art or features that let the game until the rest of the vacant land rider know they have “arrived” gets filled in, ideally with mixed-use • With more development and development to foster an area that destinations, more riders will come supports both housing and jobs. There are a few features within the International Way East Station: half-mile study area that make the area • Hold family-oriented events on walkable and bikeable, but fundamental weekends elements of land use, urban design, • Fitness and activity related events and isolation limit ridership at these • 5k run stations to those employed in the area. • Food carts during lunch time/work Furthermore, vacant fields and large week parking lots contribute to pedestrian • Restaurants and shops at Gateway networks with few route options and • Community events near EmX longer distances for pedestrians to Gateway line have to travel. This service area has the lowest PCR of all the service areas, INTERNATIONAL WAY CENTER reflecting the fact only one road AND INTERNATIONAL WAY WEST intersects the study area. However, the STATIONS area is a very inviting place to walk, This section presents the findings run and even to bike thanks to long for International Way Center and bike lanes on several nearby streets. International Way West stations. It International Way, which does not have is organized by unit of analysis and a bike lane, may still be attractive to individual station, when appropriate. some cyclists. Though this study area is isolated STATIONS from many destinations, there are still Both International Way Center and opportunities to increase ridership. International Way WestsStations Social programs and events can are well-designed and provide a promote the area and the EmX system comfortable environment. The station to new riders who might not have has a park and ride facility. One 69 Winter 2019 Environmental Assessment of the Emerald Express Gateway obstacle observed is that a pedestrian • Traffic calming measures to combat crossing sign was blocked, which is a speeding safety issue. • Additional lightning and safety RECOMMENDATIONS measures To enhance safety, accessibility, and comfort at both stops, we recommend: • Addition of designated lanes for micro-mobility • Relocating crosswalk signs to ensure better visibility and awareness for • Re-painting of pedestrian crossings drivers. • Re-location of pedestrian crossing • Additional speed limit sign signage • Repainting of crosswalk paint • Park and ride awareness • Addition of designated lanes for micro-mobility uses 70 Kruse Way and Postal Way Stations Kruse Way and Postal Way Stations This section presents the findings for Kruse Way and Postal Way stations. It is organized by unit of analysis and individual station, when appropriate. STATIONS RECOMMENDATIONS: This subsection outlines key findings for The following are recommendations for the station audits conducted Kruse Way Kruse Way and Postal Way stations: and Postal Wayv stations. • Install traffic calming features such as Kruse Way Station speed bumps or narrowing the street Kruse Way Station was clean, well-lit, to limit noise pollution. and, overall, featured well-maintained facilities. However, some aspects • Connect bike lanes to bus stations present obstacles for users. While it using ramps does feature a digital schedule signage, • Bump station out into the street so the arrival and departure times were that pedestrians can see approaching inaccurate. The main challenge is its buses without stepping into the road. heavily-trafficked location. Additionally, getting to the station by bike is • Ensure that scheduling projections challenging with disconnected bike are accurate and updated. lanes and intersections. The oncoming buses were difficult to see because of • Improve crosswalk safety by obstructed visibility. including pedestrian islands, erecting signage, and providing flashing lights Postal Way Station to prompt drivers to stop when a Postal Way Station was overall well- pedestrian is crossing the street. maintained and well-lit. As opposed to Kruse Way Station, Postal Way Station • Narrow and limit breaks in the has good visibility of oncoming buses. sidewalks for driveways and parking However, this station suffers from poor lot entrances. ADA accessibility. It also displayed inaccurate information on the digital • Ensure that all sidewalks and stations schedule. are 100 percent accessible by wheelchairs. • Broaden side street sidewalks. 71 Winter 2019 Environmental Assessment of the Emerald Express Gateway Gateway Station This section presents the findings for Gateway Station. It is organized by unit of analysis. ANALYSIS (DEMOGRAPHICS) and 12 have a 100 percent ownership Population Density rate. Block two, which represents The population density, measured in the low end, has about a 96 percent individuals per acre, varies across the ownership rate. More generally, ten study area. At the high end (blocks of the twelve census blocks have an three, four, and five) the density average of two cars per household. measures between seven and 11 The remaining census blocks have an individuals per acre. At the low end, average of one car per household. blocks one and 12 measure between .6 and 1.1. The two largest blocks in the study area, which cap the north and ANALYSIS (SERVICE AREA) south ends, have the lowest densities, Station while the interior census blocks, which The physical condition of the station are smaller in area, are more densely itself was appealing in its design and populated. maintenance. There were no perceived traffic conflicts between vehicles, Percent of Population below the buses, pedestrians, and cyclists. One poverty Level-Households with possible improvement to the overall incomes <$25,100 quality of the station would be to add The distribution of population living art as a way to improve views. below the poverty level varies by about Unlike the station, the street 35 percent throughout the study area. segments and the encompassing Block 12 has the lowest percentage of walkshed presented a less satisfactory households living below the poverty pedestrian experience. Sixty percent level at 9.6 percent. Block eight has of the data points for the street the highest percentage of households intersections had no pedestrian living below the poverty level at 44.5 amenities. This makes it difficult to percent. The pattern seen in these data move to and from the station and poses reflects the distribution in household a barrier, especially given the proximity income: the census blocks with the to a shopping center where people may highest proportions of households be travelling with bags or food. Forty living below the poverty level are percent of the data points for sidewalks the same blocks with the highest did not connect to destinations. In percentages of households earning fact, the most prominent destination, below $49,999. Gateway Shoppes, has minimal connections/access to the bus station Number of Vehicles Owned by along the main road. Most of the Households-Owner occupied businesses do not front the street in Most of the households in the study this area. area own a car. Blocks two, five, six, 11, 72 Gateway Station Forty-four percent of the data points • Gateway Station, Bay A has an above- taken in the walkshed indicate that the average entropy of .77 area is uninviting due to noise, traffic, • Gateway Station, Bay A is in good and the overall atmosphere. In terms condition of safety, 89 percent of the data points • Overall appealing design and comfort indicate that there is either no buffer or • No observed traffic conflicts that parking space is a buffer between • The pedestrian experience within the pedestrians and the road. That means service area is uninviting that throughout nearly the entire • 40 percent of intersection data walkshed, pedestrians have no relief points indicate that sidewalks do not from the sense of being adjacent to connect to destinations automobiles. Lastly, 89 percent of the • 60 percent of intersection data data points indicate a lack of universal points indicate that there are no design elements (curb cuts, tactile pedestrian amenities paving, auditory crosswalk cues, etc). • 44 percent of walkshed data points indicate that the area is uninviting Findings due to noise, traffic, atmosphere, or The following demographic, view connectivity, land use, and physical conditions are important to consider Walkshed when analyzing the quality and Quarter-Mile Service Area effectiveness of this station in serving As seen in Table 1, there are a total riders along this portion of the EmX of 25 facilities located within all of the route. stations’ quarter-mile service areas. Gateway Station, Bay A only has • The service area tends to be lower access to one transportation facility. income In comparison, Springfield Station, • Median household income is $36,303 Bay B has access to a majority of the • 29.01 percent of population is below facilities with a total of 14 covering 12 poverty level different types. Table 1 also shows • Population densities are lower than that most stations, with the exception what would typically support transit of Springfield Station, Bay B, only have • Population densities range from 1-11 access to one or in some cases zero persons per acre facilities. This means that most stations, • Most households own 2 cars on not just Gateway Station, are very average limited in their offerings. Individuals • 12 percent of households do not own would have to make multiple trips a car in order to reach multiple types of • The service area is not walkable facilities. • The quarter-mile PCR is .06 As shown in Table 2, the PCR is very • The half-mile PCR is .11 low across all of the stations with the • The service area has limited access to highest PCR being .14 at the Springfield facilities Station, Bay B and the Guy Field Station. • The half-mile service area only Comparatively, Gateway Station, Bay A accesses two facilities has a PCR of .06. The low PCR values • The service area has an equitable show that within a quarter-mile service distribution of land use area, none of the stations exist in a very walkable area. In fact, the average PCR 73 Winter 2019 Environmental Assessment of the Emerald Express Gateway for the entire study area is .08. In order area is mostly developed, but the to be considered a walkable area while development is generally low-density. using PCR as an indicator, a value of .5 The balanced mix of residential, would have to be reached. commercial, and other land-uses means that this station is as likely to serve as a destination as much as a starting point Half-Mile Service Area for riders. As seen in Table 3, when the service area is stretched to a half-mile, the total number of facilities accessible in ANALYSIS (PHYSICAL CONDITION OF the overall study area jumps to 42. It STATION) is important to note that the increase in service area does not result in a Street Segments directly proportional increase in facility Summary and Discussion accessibility: even though this is the Gateway Station is located in a service case for Gateway Station, Bay A, which area that comprises a fairly even land services two facilities within a half-mile use distribution but has a very low radius compared to one facility in the pedestrian catchment ratio. This is quarter-mile service area, Springfield due to the low street connectivity, Station, Bay B accesses 19 facilities and it results in reduced walkability within a half-mile and 14 within a and accessibility to key destinations. quarter-mile. In the half-mile service Gateway Station is well-maintained with area as well as the quarter-mile service high-quality design and condition but area, most stations are limited in the lacks overall comfort and aesthetics number of facilities reached, meaning within the surrounding area. This multiple trips have to be taken in order includes unsafe street intersections, to get to multiple types of facilities. walksheds with discontinuous Additionally, as the service area sidewalks, and a lack of crosswalks, increases so does the PCR. However, street buffers, and pedestrian street even with the increase in service area, amenities. There is low sidewalk, street, none of the stations’ PCR indicate a and bike path connectivity throughout walkable environment. Gateway Station, the walkshed, which inhibits utilization Bay A has a PCR of .11, which is below of the station. The overall atmosphere, the average PCR for the half mile traffic, noise, and view creates an service area of .13 for the study area. unpleasant environment within the Again, the increase in service area does walkshed. The area surrounding the not result in a directly proportional station is dominated by large parking increase in PCR. lots and lacks sidewalk connectivity to adjacent destinations. ANALYSIS (LAND USE MIX ENTROPY) As seen in Table 5, Gateway Station, RECOMMENDATIONS Bay A has a land-use mix entropy of Gateway Station could be improved .77, which is higher than the average by enhancing pedestrian amenities entropy of .64 for the total study area. within the intersections and walkshed It has a fairly even mix of residential area. This can include providing (40.4 acres), commercial (32.6 acres), seating and trashcans, incorporating and other (47.7 acres) area. This service universal ADA design elements, and 74 Gateway Station providing vegetated buffers between the corridor. These suggested sidewalk and traffic. The station could improvements to the surrounding also benefit from improving sidewalk intersections and walkshed could help and crosswalk connections to key transform the EmX into an accessible destinations. Incorporating public means of transportation, increase art can improve the user experience ridership, and enhance the overall rider and provide a sense of place along experience. 75 Winter 2019 Environmental Assessment of the Emerald Express Gateway Guy Lee and Pheasant Stations Guy Lee and Pheasant stations are located on the southern end of the Gateway Loop on Harlow Road in Springfield. The PCA for Guy Lee Station is 115 acres while Pheasant Station’s is 26 acres. Facilities located in the catchment area the station’s quarter-mile walkshed. include a park, a school, commercial Families with young children may walk shopping centers, and a senior care in the area and use the bus while there. facility. The PCR for Guy Lee Station While good ADA access exists along was 0.32 while Pheasant Station’s was the main street, including crosswalks 0.29. The land use mix is a combination located near the station, gaps occur in of residential and commercial uses. the walkshed area. The southern side of the Guy Lee STATION walkshed lacks consistent sidewalks, Overall Guy Lee and Pheasant stations which often results in residents having are well-equipped with amenities. to walk in the middle of the road. However, they are located on a busy This part of the walkshed is heavily road that may pose accessibility and residential, with many families who have comfort issues for riders. Key amenities children that attend the elementary include being located within 50 feet of school nearby. This creates an an intersection with auditory signals, uncomfortable experience for students shelter cover that provides shade and to walk as they go to and from school. protection from the elements, benches, However, the pedestrian experience is and an ADA-accessible ramp. However, also impacted by the large amount of the proximity of the bus stop to fast- tree cover, which makes the experience moving traffic creates air and noise positive for walking without vehicles. pollution, which might make some Pedestrians can easily see vehicles riders feel uncomfortable or unsafe along the street, but the proximity of when waiting for the EmX. During the pedestrians to cars within the street field study, it was difficult to maintain causes discomfort and can discourage an average-volume conversation with pedestrian use of the area. others at the stop due to traffic noise. The northern side of the Pheasant Station walkshed presents similar issues WALKSHED including a lack of consistent sidewalks Most areas in the catchment area are once one diverts from Pheasant safe, but proximity to busy streets may Boulevard. This includes roads with cause discomfort for transit riders. sidewalks on one side of the road and Drivers tend to speed along the main roads with no sidewalks at all, which is corridor. The main street is not very also evident north of Oakdale Avenue. appealing to wait on, even though stations provide primary amenities. STREET SEGMENTS This could be problematic especially The street connecting these two for the population served by Guy Lee stations has large sidewalks and bike Elementary School, which is within lanes on both sides, although high- 76 Guy Lee and Pheasant Stations FIG. 53 Study Area and Catchment Zones 77 Winter 2019 Environmental Assessment of the Emerald Express Gateway speed vehicle users along the four-lane to the work that Lane Transit District highway negatively impacts pedestrian implements, and some suggestions and bicycle comfort. are more applicable to the City of Springfield. In general, the stations RECOMMENDATIONS themselves were in good condition In summary, the Guy Lee and Pheasant visually, practically, and were close to stations are well-equipped for places that the population of the area transit riders, but surrounding areas might utilize. However, the surrounding could be more rider-friendly. Our walkshed around each station was recommendations include considering unsafe for pedestrians, which could improving sidewalk connectivity, negatively impact the efforts of the increasing landscaping on major EmX and its ridership. The residents corridors to provide buffers from traffic, and the ridership of the EmX of these and improving pedestrian comfort areas could benefit from increased on major corridors and in walksheds. pedestrian network connectivity. Some of the suggestions are pertinent 78 Summary of Analyses and Recommendations Summary of Analyses and Recommendations This section provides a summary of findings and discussion of implications for the EmX Gateway Corridor. KEY FINDINGS street or to travel through noisy, auto- This subsection summarizes the key centric intersections. findings from the analysis conducted The second area for continued for the EmX Gateway Corridor Study improvement, surrounding land Area as a whole. The findings for uses, could expand the demand and the stations, walksheds, and street accessibility of the existing stations. segments are located in their respective The Gateway Corridor EmX line serves subsections. a variety of neighborhoods within each station service area, which vary greatly Discussion in land use mix. While many stations There are two main elements LTD and serve mostly residential areas, a limited its partners can continue to improve number serve districts with significant upon: connectivity and surrounding land use mixes. The Springfield Station land uses. The first element to improve pedestrian catchment area has the upon, connectivity, will complete the highest entropy value and mix of physical gaps and remove barriers residential and commercial parcels, that prevent potential transit riders while the E and F Street Stations areas already in the area from riding. Active are mostly residential. Aside from transportation connectivity along the stations in and near downtown the EmX Gateway Corridor is limited. Springfield, the surrounding land While the more central stations uses are either too dispersed or do within the study area include more not generate ridership. The area connectivity and infrastructure than surrounding stations could be up- the rest of the corridor, they still have zoned, and mixed-use development relatively low PCR. Both community could be allowed to increase activity and alternative transportation facilities and the proximity of riders. Through are concentrated within the downtown these new developments, connectivity Springfield district. There are several and accessibility improvements could key areas where connectivity can be be made or financed as well. However, improved such as along the Rosa Parks it is important to note LTD does not Path. When traveling along the Rosa have the capacity to achieve these Parks Path, there are no connections improvements alone — partnership is to adjacent uses except for existing required. LTD and partners like the City intersections. This issue makes of Springfield will need to coordinate traveling to and from stations longer for their efforts to see the full potential of pedestrians and bicyclists and forces the EmX Gateway Corridor route. them to either risk running across the 79 Winter 2019 Environmental Assessment of the Emerald Express Gateway The EmX Gateway Neighborhood is denser than the city of Springfield as a whole. In 2017, the study area’s population density of 7.0 people per acre was slightly higher than the city of Springfield, which had 6.6 people per acre. The study area’s housing density of 3.2 houses per acre was slightly higher than the city of Springfield average of 2.6 people per acre. The EmX Gateway Neighborhood has higher rates of people living below the poverty line than the city of Springfield as a whole. In 2017, 25 percent of the study area’s population were below the poverty line, while the poverty rate for the city of Springfield overall was 21.3 percent. The EmX Gateway Neighborhood has a low percentage of female residents. In 2017, 43 percent of the population in the study area was female. Vehicle ownership rates are high in the EmX Gateway Neighborhood. In 2017, 88 percent of households in the study area owned at least one vehicle. The largest percentage of households, 39 percent, owned one vehicle, while only 12 percent of households did not own a vehicle. Springfield Station Bay B has the most facilities and highest PCR for both the quarter- mile and half-mile service areas. This station is by far the most connected and accessible station given these attributes. This finding makes sense since the station is located directly adjacent to downtown Springfield, the most urbanized area of the city. All station service areas have very low PCRs for both quarter-mile and half-mile service areas. No station service area in the EmX Gateway Corridor had a PCR higher than 0.50, which would indicate good pedestrian conditions. In fact, no station service area has a PCR higher than 0.14. This indicates the station service areas have very poor street connectivity. Most station service areas have very few facilities. Aside from Springfield Station Bay B, all station service areas had three facilities or less within both the quarter-mile and half- mile service areas. With no nearby facilities, people may have little reason to ride to these stations. Springfield Station Bay B has one of the highest land use mix entropies, highest number of commercial and industrial parcels, and most acreage of commercial and industrial land in the Gateway Corridor. Springfield Station Bay B’s service area has one of the overall most diverse land mixes. Hayden Bridge Station has the most residential parcels and acreage. With 460 parcels and nearly 111 acres, the Hayden Bridge Station Service Area provides the largest access to residential riders. FIG. 54 Summary of Key Findings 80 LAND USE MIX ACCESSIBILITY & CONNECTIVITY NEIGHBORHOOD CHARACTERISTICS Summary of Analyses and Recommendations RECOMMENDATIONS route and stops. The recommendations This section provides recommendations are organized into three categories: informed by neighborhood Neighborhood Characteristics, characteristics for LTD to consider Accessibility & Connectivity, and Land as they re-evaluate the EmX Gateway Use Mix. Coordinate with the City of Springfield to encourage further infill development in the EmX Gateway Neighborhood to increase population and housing densities to support ridership. Consider reducing financial barriers (e.g. fare waiver) for households below the poverty line to encourage ridership and reduce household transportation costs. Evaluate bus stops in areas where there are high female populations (i.e. Census Block Groups 2, 10, and 12) to ensure adequate amenities are in place to facilitate female ridership. Coordinate with the City of Springfield to ensure the areas in the EmX Gateway Corridor meet the housing needs of people aged 25 to 54 to match the EmX Gateway line’s capacity for likely riders. Coordinate with the City of Springfield to prioritize the siting of bike facilities around EmX Gateway Corridor stations to improve accessibility and street connectivity. Re-evaluate the viability of very poorly connected and accessible EmX Gateway line stations, such as Postal Way Station and Kruse Way Station, where no facilities exist, the PCR is 0.00, and no bus stops are within a one-quarter mile or one-half mile. Further evaluate the travel behavior of users to identify frequented destinations to prioritize station and station service area improvements. Build upon the success at Springfield Station Bay B to increase ridership by focusing resources to further enhance the pedestrian experience/increase PCR to make the surrounding facilities more accessible. Coordinate with the City of Springfield to increase the intensity of uses and mix of uses in station service areas. Focus on up-zoning areas where current information shows ridership potential based on existing land use mix and accessibility and connectivity attributes. FIG. 55 Recommendations 81 LAND USE MIX ACCESSIBILITY & CONNECTIVITY NEIGHBORHOOD CHARACTERISTICS Winter 2019 Environmental Assessment of the Emerald Express Gateway Conclusion In this report, we analyzed each of Lane Transit District’s EmX Gateway Corridor’s 17 stations, their walksheds (one- quarter- and one-half-mile service areas), street segments, and surrounding neighborhoods. At each of these units of analysis, the places. In its current state, the EmX characteristics of walkability, safety, Gateway Corridor represents a superb accessibility, and public use and transit system that needs to be more public life were assessed. Our findings integrated with its context if it is going suggest, overall, LTD’s EmX Gateway to increase its ridership. However, if Corridor suffers not from issues of improvements to connectivity and inadequate facilities or amenities, but surrounding land uses are made, the from incompatible land uses nearby EmX Gateway Corridor line stands and the absence of a well-connected ready to facilitate the transformative transportation system. impacts it was originally installed to As noted throughout this report, the create for the Eugene-Springfield station audit found nearly all stations community. With the information featured the amenities expected provided in this report, LTD can now to create a safe, comfortable, and move forward by implementing data- accessible transit station. Unfortunately, driven recommendations to enhance more often than not, these stations the corridor for its riders, neighbors, were well-designed islands in poorly and the greater LTD community. connected, noisy, and destination-less 82 Appendix A 83 Winter 2019 Environmental Assessment of the Emerald Express Gateway FIG. 56 Number of Commercial Parcels by Half-Mile Service Area 84 Appendix A FIG. 57 Number of Residential Parcels by Half-Mile Service Area 85 Winter 2019 Environmental Assessment of the Emerald Express Gateway FIG. 58 Number of Industrial Parcels by Half-Mile Service Area 86 Appendix B 87 Winter 2019 Appendices Environmental Assessment of the Emerald Express Gateway Table 1: Quarter-Mile Service Area Facilities, Bike Facilities, PCR, and LTD Bus Stations by Station, 2019 OUTBOUND STATION SERVICE AREA FACILITIES BIKE FACILITIES PCR LTD BUS (FEET) STATIONS Centennial Station Outbound (10) 0 3,899 0.05 0 E Street Station (7) 1 3,174 0.09 1 Park 1 E/S of Gateway S of North Access (16) 0 6,111 0.04 0 F Street Station (23) 1 9,456 0.10 0 School District Office 1 Gateway Sta.-Bay A (to Spfd) (2) 1 4,930 0.06 0 LTD Transit Station 1 Guy Lee Station (11) 2 8,235 0.14 0 Care Facility 1 Elementary School 1 Hayden Bridge Station Outbound (12) 1 7,999 0.12 0 Care Facility 1 International Center Station Outbound (1) 1 6,065 0.11 0 LTD Park & Ride 1 International Way East Station Outbound (17) 0 1,706 0.07 0 International Way Station West Outbound (6) 1 3,545 0.10 0 University 1 Kruse Way Station (15) 0 4,930 0.00 0 Pavilion Station Outbound (20) 0 5,882 0.09 0 Pheasant Station (8) 1 5,200 0.13 0 Fire Station 1 Postal Way Station (9) 0 4,930 0.01 0 Q Street Station Outbound (13) 0 5,030 0.05 0 River Bend Station (21) 0 9,104 0.09 0 Sacred Heart Station (18) 0 6,694 0.07 0 Springfield Station, Bay B (4) 14 8,521 0.14 2 Alternative School 1 City Hall 1 Jail 1 Library 1 LTD Park & Ride 2 LTD Transit Sta 1 Museum 1 Park 1 Police Station 1 Pub Charter School 1 The Arts 2 Water Pump Station 1 W/S Gateway Street S of Postal (14) 1 4,930 0.03 0 Shopping Center 1 W/S of Gateway N of Game Farm Rd E (3) 0 4,704 0.08 0 W/S of Gateway N of Gateway Lp (19) 0 4,930 0.06 0 W/S of Gateway S of Beltline (22) 1 6,276 0.10 0 Clinic 1 W/S of Gateway S of North Access (5) 0 4,930 0.02 0 TOTAL 25 131,180 0.09 3 88 Appendix B Table 1: Quarter-Mile Service Area Facilities, Bike Facilities, PCR, Table 2: Half-Mile Service Area Facilities, Bike Facilities, and LTD Bus Stations by Station, 2019 PCR, and LTD Bus Stations by Station, 2019 OUTBOUND STATION SERVICE AREA FACILITIES BIKE FACILITIES PCR LTD BUS (FEET) STOPS Centennial Station Outbound (10) 3 10,524 0.04 0 Care Facility 1 Shopping Center 2 E Street Station (7) 2 10,648 0.07 9 Park 1 High School 1 E/S of Gateway S of North Access (16) 0 6,528 0.01 0 F Street Station (23) 3 19,893 0.08 1 Community Center 1 School District Office 1 Park 1 Gateway Sta.-Bay A (to Spfd) (2) 2 5,253 0.04 0 LTD Transit Station 1 Care Facility 1 Guy Lee Station (11) 3 10,126 0.08 2 Care Facility 2 Elementary School 1 Hayden Bridge Station Outbound (12) 3 11,467 0.10 0 Care Facility 1 Park 2 International Center Station Outbound (1) 1 10,750 0.04 0 LTD Park & Ride 1 International Way East Station Outbound (17) 0 2,185 0.02 0 International Way Station West Outbound (6) 1 3,261 0.03 0 University 1 Kruse Way Station (15) 0 4,937 0.00 0 Pavilion Station Outbound (20) 0 15,492 0.06 0 Pheasant Station (8) 1 7,331 0.07 0 Fire Station 1 Postal Way Station (9) 0 4,937 0.00 0 Q Street Station Outbound (13) 0 6,803 0.01 0 River Bend Station (21) 0 8,080 0.02 0 Sacred Heart Station (18) 0 11,118 0.04 0 89 Winter 2019 Appendices Environmental Assessment of the Emerald Express Gateway OUTBOUND STATION SERVICE AREA FACILITIES BIKE FACILITIES PCR LTD BUS (FEET) STOPS Springfield Station, Bay B (4) 19 21,779 0.12 6 Alternative School 1 Boat Ramp 1 City Hall 1 Jail 1 Library 1 LTD Park & Ride 2 LTD Transit Station 1 Museum 1 Park 3 Police Station 1 Pub Charter School 1 Post Office 1 Public Utility 1 The Arts 2 Water Pump Station 1 W/S Gateway Street S of Postal (14) 2 4,937 0.01 0 Post Office 1 Shopping Center 1 W/S of Gateway N of Game Farm Rd E (3) 1 5,946 0.03 0 Treatment 1 W/S of Gateway N of Gateway Lp (19) 0 4,937 0.01 0 W/S of Gateway S of Beltline (22) 2 7,809 0.06 0 Senior Mfd Park 1 Clinic 1 W/S of Gateway S of North Access (5) 0 4,937 0.00 0 TOTAL 43 199,678 0.07 18 90 Appendix B Table 3: Summary of Land Use Mix by Half-Mile Station Service, 2019 STATION SERVICE AREA LAND COMMERCIAL RESIDENTIAL INDUSTRIAL NAME USE MIX PARCELS PARCELS PARCELS ENTROPY Total Total Total Total Total Total Number Acreage Number Acreage Number Acreage Sacred Heart Station 0.86 3 27.85 141 29.32 0 0.00 River Bend Station 0.84 2 26.09 42 20.53 0 0.00 Springfield Station, Bay B 0.83 184 49.03 127 25.43 11 36.97 Pavilion Station Outbound 0.78 3 25.46 22 18.44 3 3.23 Gateway Station Bay A 0.76 8 24.90 162 40.76 0 0.00 Guy Lee Station 0.74 15 26.05 344 71.98 4 1.52 Pheasant Station 0.72 18 20.42 238 79.98 0 0.00 F Street Station 0.67 23 20.03 385 75.41 0 0.00 W/S of Gateway S of Beltline 0.67 29 38.47 22 9.85 0 0.00 International Way Station 0.66 10 28.89 0 0.00 3 7.10 West Outbound International Center Station 0.65 2 8.15 8 7.78 3 11.46 Outbound Centennial Station 0.64 20 24.67 16 8.37 5 3.80 Outbound E Street Station 0.61 5 17.17 389 66.67 0 0.00 W/S of Gateway N of 0.60 28 20.10 1 5.43 0 0.00 Gateway Lp Hayden Bridge Station 0.59 3 3.04 460 111.86 5 1.38 Outbound W/S Gateway Street S of 0.58 6 16.22 2 5.78 0 0.00 Postal Q Street Station outbound 0.58 2 3.25 23 5.70 4 1.45 W/S of Gateway N of Game 0.58 16 39.58 1 0.05 1 3.33 Farm Rd E W/S of Gateway S of North 0.54 2 14.35 15 2.69 0 0.00 Access E/S of Gateway S of North 0.54 9 32.13 5 5.51 0 0.00 Access Kruse Way Station 0.50 7 5.83 1 5.43 0 0.00 Postal Way Station 0.46 2 11.47 2 4.72 0 0.00 International Way East 0.29 1 1.61 0 0.00 0 0.00 Station Outbound 91 SCI Directors and Staff Marc Schlossberg SCI Co-Director, and Professor of Planning, Public Policy, and Management, University of Oregon Nico Larco SCI Co-Director, and Professor of Architecture, University of Oregon Megan Banks SCYP Manager, University of Oregon Sean Vermilya Report Coordinator Katie Fields SCYP Graduate Employee Jonathan Yamakami Graphic Designer