(PDF) Pacific Northwest High Speed Rail: Background Information

PACIFIC NORTHWEST HIGH SPEED RAIL

[HSR Background Information]

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TABLE OF CONTENTS

[GOOD STATION CRITERIA]

[Criteria 1-6]

[Criteria 7-12]

[Criteria 13-18]

[NEW URBANIST AND SMART GROWTH

THEORY]

[New Urbanism]

[Smart Growth]

[Appendix]

[TRANSIT ORIENTED DEVELOPMENT]

[Appendix]

[3]

[4-7]

[8-11]

[12-18]

[19]

[20-23]

[24-26]

[27]

[28-31]

[32]

[HSR STATION DESIGN CRITERIA]

[Federal Rail Administration]

[Appendix]

[CA HSR Station Design Criteria]

[Appendix]

[HYPOTHETICAL HSR STATION DESIGN

PERSPECTIVES]

[Small Town Districts]

[Medium City Districts]

[33]

[34-35]

[36]

[37-43]

[44]

[45]

[46-47]

[48-49]

PACIFIC NORTHWEST HIGH SPEED RAIL

PAGE 2UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 •

PACIFIC NORTHWEST HIGH SPEED RAIL

[Good Station Criteria]

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PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [1-6]

PAGE 4UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Stephanie Christie, Autumn Ellison, Jamie Whitney

1. Proximity along the right-of-way for the high-speed trains

For a station to be effective, it will need to be located adjacent to the alignment right of way, as platforms (the

station proper) need to be attached directly to the tracks. There are common instances where this criterion will

need to be compromised for the rest of the station complex (plazas, parking, shopping, etc.), as it is unlikely that

land will be available along the immediate right of way of some alignments. Alignments down the center of

the interstate have to account for 2 lanes of high-speed trafc on either side of the station proper, while railway

lines tend to attract businesses that develop very close by in towns, leaving little space along the alignment.

When developable land directly along the alignment is not available, a direct linkage between the station

proper and complex may prove effective if the distance is very small.

High quality suitability

Site will have an appreciable amount, generally 5 acres or more, of developable land along the alignment right of way. Developable

land would include land that is vacant, unoccupied, underdeveloped, or of poor quality development.

Medium quality suitability

Site will have enough developable land nearby, but the land might be 1-2 blocks away from the alignment, or it may be fragmented,

necessitating linkages between sites and/or the alignment.

Low quality suitability

A low quality site will have a surrounding area that has high quality land use and healthy development all along the right of way.

2. Closer to the geographic center or historic downtown of the city

The location of a high speed rail station close to the urban center provides a fantastic opportunity to revitalize

a downtown area. Wherever there is an increased hub of urban activity there is high potential to renew urban

life. Most of the cities in Oregon along the I-5 corridor in consideration for HSR stations have weak downtowns,

making the addition of a HSR station within the center an attractive prospect. It is important to consider,

however, that many geographic and/or historic centers are located away from dense concentrations of

housing, major employment centers, and potential interstate right-of-ways. In addition, large areas of vacant

or readily replaceable land may not be available, and the price in land in such locations may be prohibitive.

High quality suitability

Site will be located within walking distance, or ¼ mile, of the highest value intersection (for small cities) or mapped central business

district (for medium to large cities).

Medium quality suitability

Site will be located greater than the ¼ mile walking distance, but less than one mile from the central locations specied above.

Low quality suitability

Site will be located greater than a mile from the city center, providing little proximity to potential downtown revitalization sites.

In the above image, the Gilroy, CA High Speed

Train Visioning Project locates 2 potential

sites for a HSR station, both along existing

alignments. One site is downtown, where there

is more dense existing development along the

alignment to work around, but higher potential

for urban revitalization. The other site is located

on the edge of the city, with more developable

land available, but less opportunity for renewal.

This project is still in its initial, visioning stages,

and shows some tradeoffs between potential

opportunities and existing constraints of

locating a HSR station.

[Fig 1]

PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [1-6]

PAGE 5UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Stephanie Christie, Autumn Ellison, Jamie Whitney

In the above map, various transportation and

pedestrian routes converge at a central location

making an ideal destination for a High-Speed Rail

Station.

3. High-Capacity Feeder Streets and/or Highways to the Site...

Incorporating high-capacity feeder streets and highways near proposed locations for High-Speed Rail Stations

has many benets. By establishing a central hub, a transit web is constructed linking regions and other city cen-

ters that people consistently travel to and from by providing easy transport from one destination to the next.

There is also the potential for economic development with the construction of a new station providing opportu-

nities for expanding retail and other commerce.

However, by funneling high-capacity streets into a central location, there is the concern of increased trafc

congestion. Proper trafc analyses would need to be conducted to determine current trafc volumes, ows

and circulations patterns so as to appropriately predict and plan for future volumes in order to minimize nega-

tive setbacks of trafc congestion.

High Quality Suitability

Site already has one or more high capacity arterial roads of 4 lanes or more, road size relative to town size, leading to potential

station location.

Medium Quality Suitability

Site has one high capacity arterial road leading to the potential station location or is within a 1-3 blocks.

Low Quality Suitability

Site has no high capacity arterial lanes nearby or existing.

4. Multiple Public Transit Routes and Bicycle Paths to the Site...

Building near existing public transportation stations and pedestrian trailways will make an efcient and effective

transition between the new High-Speed Rail Station and other transport systems to connect passengers to their

destinations. Pedestrian and vehicular circulation patterns will already be established providing safe and identi-

able corridors between transit stops.

When promoting central gathering locations for pedestrians, bicyclists, public transport system and personal

automobiles it is still important to consider the possibility of congestion. As with the inclusion of high-capacity

feeder streets, proper trafc studies would be advised when increasing volumes that could impact existing cir-

culation patterns.

High Quality Suitability

Existing bus station or terminal within one and half blocks, or walking distance, from desired HSR station location, as well as estab-

lished bike routes within 1-2 blocks to HSR station location. Established pedestrian greenway or trail system a plus.

Medium Quality Suitability

Existing bus station or terminal more than one and a half blocks away, with some established bicycle routes not necessarily near

preferred HSR station location. Pedestrian pathways present but not continguous.

Low Quality Suitability

No existing bust station or terminal with one bus lane, and no bicycle routes, greenways or pedestrian walkways.

Transit Map

Los Angeles

[Fig 2]

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PAGE 6UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Stephanie Christie, Autumn Ellison, Jamie Whitney

5. High-capacity parking at or near the site or well-linked to the site by rapid transit

High-capacity parking at or near the site or well-linked to the site by rapid transit will encourage use of the HSR

system and provide for a safe and efcient transition from the vehicle to the train. There may be a benet of

positioning the parking a short distance (1 or 2 blocks) from the station with commercial development of enter-

prises, such as cafe/restaurant, gift shops, etc. By taking advantage of the high volume of pedestrian trafc the

economic potential would be enhanced. In addition, parking may be divided into short-term and long-term

zones. The short-term parking is in close proximity to the station with a higher parking fee. The long-term parking

is situated at a further distance within 1/4 of a mile from the station with a lower parking fee.

High Suitability

An existing parking lot or sufcient vacant land is available within the next block of the HSR station.

Medium Suitability

Vacant land is located within 1/4 of a mile from the HSR station.

Low Suitability

Vacant land does not exist within walking distance from the site and a shuttle is required to link the parking to the HSR station.

6. Proximity or linkages to existing public transit hubs/stations, other train stations, airports

Proximity or linkages to existing public transit hubs/stations, other train stations, or airports are critical to develop

synergies within an integrated system of public transit. This synergy in the various modes of travel will assist to safe-

ly and efciently move high volumes of pedestrians without creating congested or chaotic public spaces. While

airports are generally less desirable to be located within the downtown center, due to noise and air pollution, a

well established shuttle system shall allow for an efcient linkage to the HSR station.

High Suitability

Public transit is already located in the same facility as the HSR station and services are centralized, providing easy and convenient

transfer from one mode of transportation to another.

Medium Suitability

Public transit hubs are located within 1/4 of a mile from the HSR station with linkages providing a connection to/from the station.

Low Suitability

Public transit hubs are not in close proximity and does not have established linkages between the stations.

A rendering of the High Speed Train Station Napoli-

Afragola, located in Naples, Italy. The station will

provide a 1,400 space parking area on site.

An architect’s rendering by Pelli Clarke Pelli.

The proposed San Francisco Transbay Transit Center

combines retail, bus, Caltrain and high-speed rail, and

park in a centralized facility. The multi-modal facility

will accommodate 11 transit operators and serve more

than 45 million passengers a year.

[Fig 4]

[Fig 3]

APPENDIX

[BIBLIOGRAPHY] [FIGURES]

Clark County 20 year Comprehensive Growth Management Plan

Napoli Afragola railway station. Wikipedia website. http://

en.wikipedia.org/wiki/Napoli_Afragola_railway_station

Paint and Coating Industry News. August 12, 2010. ‘Grand Cen-

tral Station of the West’ Kicks Off. http://www.paintsquare.com/

news/?fuseaction=view&id=4133

Federal Railroad Administration

1. Gilroy, CA High Speed Train Visioning Project: http://www.gilroyhigh-

speedtrain.org/about/

2. Image Source: http://www.thetransportpolitic.com

3. SocketSite. January 29, 2010. Proposed San Francisco Transbay

Transit Center. http://www.socketsite.com/archives/2010/01/400_

million_highspeed_stimulant_for_san_franciscos_tran.html

4. Zaha Hadid Architects. Napoli Afragola Railway Station Imag-

es. http://www.zaha-hadid.com/architecture/napoli-afragola-

high-speed-train-station/

PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [1-6] • Appendix

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PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [7-12]

PAGE 8UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Laura Culver, Justin Demeter, Jonathan Haller

45,000

40,000

35,000

30,000

25,000

20,000

15,000

10,000

5,000

50,000 100,000 150,000 200,000 250,000

San Diego Green

Los Angeles Gold

Charlotte Blue

Portland Yellow

Minneapolis Hiawatha

Phoenix Starter

Denver SE Corridor

Houston Red Line

Light Rail Ridership and Employment, 2008

Workers Within 1/2 Mile of Transit

Source: The Center for Transit-Oriented Development, 2008

Criteria #7- Potential for extensive system design to be proximate to highways, public

transit, bicycle routes and parking

HSR stations are best located near highways, public transit, bicycle routes, parking, and in places with links to

other transportation centers. The best station locations are those where multiple modes of transit converge (see

gure 1).

High: Places where existing more than two of the following converge: highways, public transit, bicycle routes, and

parking

Medium: Places where more than one of these forms of existing transportation infrastructure converge

Low: Places where none of these forms of transportation infrastructure exist or converge

Criteria #8- Close to major center(s) of employment

Centers of employment draw commuters, who are potential train users, on a reliable basis. If new transit stations

are built to serve as many riders as possible, then connecting existing large employment centers may be success-

ful. Furthermore, research indicates that both transit ridership and quantity of real estate development around

transit stations are correlated to the number of jobs within a half-mile radius of transit (see gure 2).

High: Places near high concentrations of “regionally signicant employment,” which might be roughly dened as

those that offer health care to employees. Such centers of employment may include banks, government cen-

ters, universities, and some industrial parks

Medium: Places near medium concentrations of regionally signicant employment

Low: Places far from major centers of employment

[Fig 2]

[Fig 1]

PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [7-12]

PAGE 9UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Laura Culver, Justin Demeter, Jonathan Haller

Criteria #9- Close to dense concentrations of housing or mixed-use with housing

Placing HSR stations, “close to dense concentrations of housing or mixed-use with housing,” provides several dif-

ferent benets to the community at large. They will reduce the need for commuting to the station itself, saving

both time and money while at the same time reducing negative impacts associated with the use of automobile

trafc. As well, mixed-use developments will vitalize, or revitalize, their location by bringing both businesses and

residents into the area. Locating HSR stations in these areas also serves in encouraging economic development

at and near the station.

High: Both dense housing and mixed-use is preexisting at the location of the new station. Land suitable for devel-

opment may also be available.

Medium: Some mixed-use and housing already exists. Some land suitable for development may be available.

Low: Area is suburban with low density housing and little to no preexisting mixed-use. These may be areas that are

considered urban sprawl locations. Any land for development is in agricultural or natural areas.

Criteria #10- Close to major retail and/or service centers

Establishing HSR stations, “close to major retail and/or service center(s),” bring with them several positive gains in

value. The proximity to the services people are trying to access will reduce the need for automobile parking, while

at the same time increasing the overall accessibility of these services to a greater geographic region. It will also

give people a reason to stop in the location, thereby boosting the economic benets of increased commerce.

Employment offered by these retail and/or service centers will also bring jobs, and their proximity to the station al-

lows people to travel further to these jobs without the negative impacts of driving. This saves time, money, space

for parking and reduces pollution, while connecting a greater rang of geographic nodes.

High: Station is located in an area of preexisting, dense retail or service oriented establishments.

Medium: Some retail and service oriented establishments are preexisting. Land may be available for suitable de-

velopment.

Low: No preexisting retail or service oriented establishments are present. Area may require use of agricultural

lands or may contain low density residential sites.

[Fig 4]

[Fig 3]

PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [7-12]

PAGE 10UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Laura Culver, Justin Demeter, Jonathan Haller

Criteria #11- Close to governmental centers

Stations close to primary and secondary governemtnal centers provide employees daily access and visitors easy

access. Primary governmental centeres are courthouses, capitals, and city buildings. Secondary governmental

centers are agencies, post ofces, and public works buildings.

High: Proximity to high concentrations of federal, state and county centers. Both being comprised of primary and

secondary governemental centers.

Medium: close to secondary governemental centers in loose clusters.

Low: No governmental centers present, both primary and secondary.

Criteria #12- Close to major amenities, such as parks, stadiums, arenas, plazas, water-

fronts, etc...

Stations close to major attractions such as stadiums or arenas allow for reduction in vehicular trafc during event

times, and reduction in use of parking facilities. Stations are ideally placed near major landmarks or cultural cen-

ters that draw large numbers of users. Stations are also placed near major open space such as: parks, plazas, and

waterfronts. Open space also draws large numbers of daily users and visitors during events.

High: stations are placed in proximity to major landmarks, attractions, and open space. Stations are close to high

concentrations of amenities.

Medium: stations are placed near loose clusters of secondary landmarks, attractions, and open space.

Low: No major landmarks, attractions or open space are near the station.

[Fig 6]

[Fig 5]

APPENDIX

[FIGURES]

1. Converging Transportation Infrastructure Source: http://local-

lygrownnortheld.org/wp-content/uploads/wlw/Multimodal-

transithubplanned_D0B6/midTownHubJCTWeb.jpg

2. Light rail and employment: http://forum.skyscraperpage.com/

showthread.php?t=191020

3. Orenco: http://blog.costapacic.com/page/6/Resource

4. Westlake:http://picasaweb.google.com/KA7TVC/226

ND30004#5427596497645376114

5. DCMetro: http://www.greg-vassilakos.com/dcmetro2006/dc-

metro2006.htm

6. Millenium Park: http://mbiru.com/tour/millennium-park.htm

PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [7-12] • Appendix

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PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [13-18]

PAGE 12UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Kristina Koenig, Pete Retkowski, Rena Schlachter

[Fig 1 • Inll development project in Norway created retail, housing

& rail station on a former light industry site.]

Goal 13: Inll Development

Select sites that have large areas of vacant or

readily replaceable sites, i.e. worn out areas,

for both the station and associated urban

redevelopment of several surrounding blocks.

Description & Importance

Inll development is the process of developing

vacant or under-used parcels within existing urban

areas that are already largely developed. By

siting high speed rail stations on former under-

utilized areas the rail station functions as a

catalyst for redevelopment of the surrounding

blocks, transforming the properties into areas

of high desirability for both retail and housing.

Ideally, inll development involves more than the

narrowly focused development of individual lots.

Instead, a successful inll development program

will focus on creating complete, well-functioning

neighborhoods with residential densities high

enough to support improved transportation

options as well as a wider range of convenience

services and amenities.

Example

In the example shown at the upper right of

Nedre Elvehavn, Norway, the former light

industrial property was developed into a mixed-

use inll project. The waterfront was enhanced

from the former shipping piers into several high-

density housing units and retail spaces. The area

developed a rail station along

an existing rail line, encouraging

residents to utilize public

transportation for commuting

and local trips.

Quality Ratings

High Quality Site: Ideal sites are

properties that were formerly

used for manufacturing or light

industry, but are no longer in

production. Sites with ample

opportunity for development

of surrounding blocks should be

considered rst.

Medium Quality Site: Sites that

contain large tracts of low-quality

buildings that are nearing the

end of their designed life expectancy and could

be purchased for redevelopment.

Low Quality Site: Areas that should not be

considered are densely populated communities

that have existing high-value buildings and

consisting of residential and retail spaces.

Supporting Goals:

Goal 17: Preserve high-value infrastructure

Goal 18: Sensitive to residential areas

Conicting Goals:

Goal 14: Sites next to or near existing landmarks

or nodes

PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [13-18]

PAGE 13UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Kristina Koenig, Pete Retkowski, Rena Schlachter

[Fig 2 • This rail terminal in Cleveland is designed to create a landmark

green space along a busy travel route.]

Goal 14: Enhance Paths, Edges, &

Nodes

Use or create an imaginable place, at an urban

node, landmark, district center and/or the

intersection of strong landscape paths or district

edges, etc.

Importance

According to Kevin Lynch an imaginable place is

the ease with which people can understand the

layout of a place. Lynch’s research evaluated

the mental legibility of a place based on ve

elements: paths, edges, districts, nodes and

landmarks.

Description

Locations to consider for a high-speed rail station

should be located near or around existing

landmarks and/or along major paths or routes

of transportation. Ideally the landmark will be a

node, a natural gathering area that serves as a

landmark or hub to the surrounding community.

Example

The transportation hub proposed by Cerver

Design Studio to be located in Cleveland, OH, is

located along an existing transportation corridor.

Not only does the rail station design create a hub

between two adjacent formerly disconnected

districts in the city, it also creates a public green

space enjoyed by the community that serves as

a natural gathering space.

Quality Ratings

High Quality Site: Ideal locations

for a rail station should be sited at

existing iconic nodes that serve

as gathering places for the area

residents. Highly successful sites

incorporate the station as both

a landmark and a functional

center for transportation.

Medium Quality Site: Sites located

near existing travel routes with

characteristics that can be

developed into landmarks are

moderately desirable. These

locations have the potential

to become popular gathering

places and serve as nodes to the

community, but do not function as such in their

current state.

Low Quality Site: Poor choices for a station

location are outlying sites that are disconnected

from the community and have no visual identity.

These stations tend to be at the terminus, or

dead-end, of routes that people infrequently

travel.

Supporting Goals:

Goal 2: Proximity to geographic city centers

Goal 8: Close to centers of employment

Goal 10: Close to retail centers

Conicting Goals:

Goal 13: Inll Development

PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [13-18]

PAGE 14UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Kristina Koenig, Pete Retkowski, Rena Schlachter

[Fig 3 • This high-speed rail in Taiwan has been built over and under

sensitive habitat areas.]

Goal 15: Environmental Sensitivity

Avoid adverse impacts to sensitive habitats,

steep slopes, wetlands, and places that now

produce valuable ecosystem services.

Importance

Preservation of environmentally sensitive areas

conserves and protects our natural resources

which ultimately improves biodiversity and

quality of life.

Description

High-speed rail station location and design

should assure that planned development would

occur in a manner that protects the overall

quality of environmental resources present,

especially ones considered to be sensitive or

unique. An environmentally sensitive area is one

that is susceptible to habitat or hydrological

degradation and/or houses valuable biological

resources including, but not limited to, diverse

ecological habitats, topography with steep

slopes, identied wetlands, and spaces that

produce and offer valuable ecosystem services

such as sources for drinking water, valuable

mineral deposits, and seed banks.

Example

The high-speed rail line in Taiwan has been

designed to transcend and traverse many

environmentally sensitive areas. The rail line runs

on viaducts or through tunnels

with technology based primarily

on Japan’s Shinkansen system

mixed with European standards

and components. There are 13

stations along the high-speed

line. Of the 13 stations, 5 of the

stations are underground, 7 are

elevated, and 1 is at ground level

(Xinzuoying Station which is the

largest).

Quality Ratings

High Quality Site: A site that is

rated high quality for the location

of a high-speed rail (the site area

itself is dened as covering a ¼

mile radius) should not be sited in

close proximity to (within ½ mile

of) any space dened as an environmentally

sensitive area.

Medium Quality Site: A site that is rated medium

quality for the location of a high-speed rail

(the site area itself is dened as covering a ¼

mile radius) should not be sited in immediate

proximity to (within ¼ mile of) any space dened

as a environmentally sensitive area.

Low Quality Site: A site that is rated low quality for

the location of a high-speed rail disregards the

value of environmentally sensitive areas. The site

has an environmentally sensitive area located

in immediate proximity to or on the site location

itself (the site area itself is dened as covering a

¼ mile radius).

Supporting Goals:

Goal 16: Social and Cultural Sensitivity

Conicting Goals:

Goal 12: Close to major amenities, such as parks,

stadiums, arenas, plazas, waterfronts, etc.

Goal 14: Enhance nodes, edges, and corridors

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PAGE 15UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Kristina Koenig, Pete Retkowski, Rena Schlachter

Goal 16: Social and Cultural Sensitivity

Avoid adverse impacts to socially/culturally-

valued places not to be disturbed or replaced.

Importance

Social and cultural preservation conserves and

promotes a strong sense of community identity.

Respecting and preserving social and cultural

sensitive sites strengthens the diversity of value

systems and tangible aspects of identity within a

community.

Description

High-speed rail station location and design should

assure that planned development would occur

in a manner that is sensitive to and protects the

overall quality of social and cultural resources

present. Site location should consider the

potential impacts to areas of social and cultural

value. An area with social and cultural value is

one that is sensitive to development and houses

valuable resources including, but not limited to,

popular park areas, historically signicant sites,

churches, outdoor markets, etc.

Example

High Speed 2 (HS2) is a proposed high-speed

railway between London and the North of

England. Later stages of the rail line will potentially

connect to the central belt of Scotland. The

project is being developed by High Speed Two

Ltd, a company established

by the British government that

is making strides to site the rail

and rail stations at locations that

minimize the impact of social and

cultural sites.

Quality Ratings

High Quality Site: A site that is

rated high-quality for the location

of a high-speed rail should

preserve all socially and culturally

signicant areas.

Medium Quality Site: A site that

is rated medium-quality for the

location of a high-speed rail

might have some adverse impacts on socially

and/or culturally signicant areas.

Low Quality Site: A site that is rated low-quality

for the location of a high-speed rail causes a

signicant negative impact on socially and/or

culturally sensitive areas.

Supporting Goals:

Goal 16: Environmental Sensitivity

Goal 17: Preserve High-Value Infrastructure

Conicting Goals:

Goal 2: Closer to the geographic center or

historic downtown of the city

Goal 11: Close to governmental centers

Goal 12: Close to major amenities, such as parks,

stadiums, arenas, plazas, waterfronts, etc.

Goal 14: Enhance nodes, edges, and corridors

[Fig 4 • The proposed HS2 high-speed rail will run

between London and North England.]

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PAGE 16UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Kristina Koenig, Pete Retkowski, Rena Schlachter

Goal 17: Preserve High-Value Land

Uses

Do not replace, but do complement, newer and

highly productive economic or institutional uses

that cannot reasonably be soon replaced.

Importance

A signicant initial or long-term investment makes

these land uses valuable and demolition or loss

of these uses may result in economic waste.

Description

The location of High-Speed Rail station (HSR)

should preserve existing high-value land uses.

High-value land uses can be dened as buildings

that are of signicant value, have high-embodied

energy, or have high value added enterprise

signicance. Buildings with high value include

those that have either been recently constructed

or remodeled or have high improvement value.

Those with a high-embodied energy include

those that have received continual investments

over time to keep the structure in good condition

(i.e. historical buildings, etc.). Buildings with

high value added enterprise signicance house

businesses that contribute signicantly to the

local economy (I.e. employ a large number of

local residents). While these uses shouldn’t be

removed it may be desirable to site a HSR station

in close proximity to these sites.

Example

Preservation Alliance is trying to preserve the

Hillman Medical Center (photo above) in

Philadelphia, a structure that they feel is at risk

of redevelopment.

Quality Ratings

High Quality Site: Preserves all existing high-value

land uses. In addition it may be benecial to

locate in close proximity to these sites.

Medium Quality Site: Some modication or

removal of high-value land uses.

Low Quality Site: Signicant loss of high-value

land uses.

Supporting Goals:

Goal 13: Large area of vacant or readily

replaceable land use for both the station and

associated urban redevelopment in several

blocks around it.

Goal 16: Avoid adverse impacts to socially/

culturally valued places not to be disturbed or

replaced.

Conicting Goals:

Goal 8: Close to major center(s) of employment

Goal 10: Close to major retail and/or service centers.

Goal 12: Close to major amenities, such as parks,

stadiums, arenas, plazas, waterfronts, etc.

[Fig 5 • Hillman Medical Center in Philadelphia’s

Preservation Alliance’s Endangered Properties List.]

PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [13-18]

PAGE 17UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Kristina Koenig, Pete Retkowski, Rena Schlachter

Goal 18: Sensitive to Residential Areas

Place station away from, or appropriately

buffered from, established, cohesive and

successful residential neighborhoods that would

be adversely impacted by the trafc, new

development and crowds associated with a

station.

Importance

A High-speed rail (HSR) station could create

signicant impacts to residential areas within a

community including increased noise, increased

pedestrian/bike/vehicular trafc through the

residential areas, parking concerns, loss of

connectivity to local amenities (i.e. parks, schools,

local grocery store) and safety concerns along

the HSR corridor. It can also lower the property

values of adjacent landowners.

Description

The location of a HSR station should be sensitive to

any areas with existing residential development.

HSR stations are more appropriately sited in

areas with no currently existing residential

development. If sited in or adjacent to residential

developments a buffer should be provided to

minimize any of the potential negative impacts

listed above. Buffer design may include physical

or structural separation of the station from the

residential areas.

Example

California High Speed Rail Authority (CHSRA)

received some opposition to HSR plans through

Potrero Hill, CA because the public perceived

it would enhance hazards for pedestrians and

cyclists at a main intersection in town and

would separate the Mission Bay neighborhood

from Potrero Hill/Showplace Square. Other

communities across California have expressed

concern about noise impacts of HSR and CHSRA

has responded by performing noise impact

studies that are available on their website.

Quality Ratings

High Quality Site: A high quality site would have

no established residential neighborhoods on or

in close proximity to the site.

Medium Quality Site: A medium quality site would

have no established neighborhoods on the site,

but some in close proximity to the site. Ideally

neighborhoods in close proximity should be high-

density and the community’s Comprehensive

Plan should not designate medium or low-density

housing in that area.

Low Quality Site: A low quality site has established

neighborhoods on the site.

Supporting Goals:

Goal 2: Closer to the geographic center or

historic downtown of the city.

Goal 8: Close to major retail and/or service

center(s)

Conicting Goals:

Goal 9: Close to concentrations of housing or

mixed-use with housing

[Fig 6 • Proposed high-speed rail projects received

opposition throughout small communities across the

UK due to anticipated impacts.]

APPENDIX

[FIGURES]

1. Image Source: www.regjeringen.no

2. Image Source: www.archdaily.com

3. Image Source: www.state.gov/g/oes/env/

4. Image Source: www.thetransportpolitic.com

5. Image source: http://www.preservationalliance.com

6. Image source: http://paper.li/olima3/1289065884/2010/12/26

PACIFIC NORTHWEST HIGH SPEED RAIL • Good Station Criteria [13-18] • Appendix

PAGE 18UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 •Kristina Koenig, Pete Retkowski, Rena Schlachter

PACIFIC NORTHWEST HIGH SPEED RAIL

[New Urbanism And Smart Growth Theory]

[TEAM LOGO HERE]

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism and Smart Growth Theory

PAGE 20UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Katie Martin, Leanne Wagener

INTRODUCTION TO THE THEORY

According to the Charter of the New Urbanism (by the Congress for

New Urbanism): “We advocate the restructuring of public policy and

development practices to support the following principles: neighbor-

hoods should be diverse in use and population; communities should

be designed for the pedestrian and transit as well as the car; cities and

towns should be shaped by physically dened and universally acces-

sible public spaces and community institutions; urban places should

be framed by architecture and landscape design that celebrate lo-

cal history, climate, ecology, and building practice.

We represent a broad-based citizenry, composed of public and pri-

vate sector leaders, community activists, and multidisciplinary profes-

sionals. We are committed to reestablishing the relationship between

the art of building and the making of community, through citizen-

based participatory planning and design.” Ratied 1996

PRINCIPLES AND APPLICATIONS

Of the 27 principles of New Urbanism, 12 can be applied to high-

speed rail stations and station areas.

Principle 4

Development patterns should not blur or eradicate the edges of the

metropolis. Inll development within existing urban areas conserves

environmental resources, economic investment, and social fabric,

while reclaiming marginal and abandoned areas. Metropolitan re-

gions should develop strategies to encourage such inll develop-

ment over peripheral expansion.

[Fig 1 • REPRESENTATIVE NEW URBAN DESIGN]1

• Locate the HSR station towards the interior of the urban area and

in a area with low amounts of current use.

• Develop the HSR station area with inll in mind. If possible, avoid

destruction of existing neighborhoods.

Principle 6

The development and redevelopment of towns and cities should re-

spect historical patterns, precedents, and boundaries.

• Design the HSR station and station areas so that they reect histori-

cal architectural styles and patterns of the area.

• In the design of the HSR station area, consider how it ts in with the

rest of the urban area.

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism and Smart Growth Theory

PAGE 21UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Katie Martin, Leanne Wagener

[RESOURCE IMAGE HERE] [RESOURCE IMAGE HERE]

Principle 8

The physical organization of the region should

be supported by a framework of transporta-

tion alternatives. Transit, pedestrian, and bi-

cycle systems should maximize access and

mobility throughout the region while reduc-

ing dependence on the automobile.

• HSR stations should be accessible by pe-

destrians, bicycles, buses and automo-

biles.

• Sidewalks, bike and trafc lanes surround-

ing HSR stations should connect to the

larger urban framework in which it resides.

Principle 15

Appropriate building densities and land uses

should be within walking distance of transit

stops, permitting public transit to become a

viable alternative to the automobile.

• HSR stations should ideally be located

within walking distance of public ameni-

ties and multimodal transit stops.

Principle 20

Individual architecture projects should be

seamlessly linked to their surroundings. This is-

sue transcends style.

[Fig 4 • VERNACULAR ARCHITECTURE IN NEW

ORLEANS]4

• Design of HSR stations should reect place,

not time, in essence reecting the nature

of the environment around the station

rather than the interest of one architect

at a particular time.

• The design of the HSR station and station

area should represent a series of design

choices that reect the values of local

residents, and that strive for permanence

and harmony with its regional setting.

Principle 21

The revitalization of urban spaces depends

on safety and security. The design of streets

[Fig 2 • MULTIMODAL ACCESSIBILITY IN

PORTLAND]2

[Fig 3 • WALKABILITY IN ATLANTIC STATION,

ATLANTA]3

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism and Smart Growth Theory

PAGE 22UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Katie Martin, Leanne Wagener

[RESOURCE IMAGE HERE]

and buildings should reinforce safe environ-

ments, but not at the expense of accessibil-

ity.

• HSR stations must have a sense of human

presence in and around the station area.

Windows are a symbol of this presence

whether people are visible behind them

or not.

• The dimensions and scale of HSR stations

should encourage comfortable interac-

tions among people.

• Mechanical security devices at HSR sta-

tions should be invisible, however a police

presence should be personal.

• HSR stations should afford open views into

and out of the space. HSR stations should

also be adequately well-lit at night.

• Public right of ways in HSR station areas

should be clearly marked and designed

to ensure safety.

• HSR stations must be well connected to

the urban network of streets and open

spaces to make visitors feel they have ac-

cess to others who make the space safe.

• HSR stations should be discernibly con-

nected to the city so that visitors can de-

tect their location within the city.

Principle 22

In the contemporary metropolis, develop-

ment must adequately accommodate au-

tomobiles. It should do so in ways that re-

spect the pedestrian and the form of public

space.

[Fig 6 • REGIONAL ARCHITECTURE IN SANTA

FE]6

• HSR station should be accessible by auto-

mobile.

• HSR stations should provide adequate

long and short-term parking for automo-

biles.

Principle 23

Streets and squares should be safe, comfort-

able, and interesting to the pedestrian. Prop-

erly congured, they encourage walking

and enable neighbors to know each other

and protect their communities.

• HSR stations should be well situated within

the landscape and easily accessible by

pedestrians from the right of way.

Principle 24

Architecture and landscape design should

grow from local climate, topography, histo-

ry, and building practice.

• HSR station and landscape design should

reect the regional genius loci.

Principle 25

Civic buildings and public gathering places

require important sites to reinforce commu-

[Fig 5 • COMFORTABLE STREET IN BETHESDA,

MARYLAND]5

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism and Smart Growth Theory

PAGE 23UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Katie Martin, Leanne Wagener

upon the designer to create an HSR sta-

tion and station area that draws upon the

regional genius loci, including any histori-

cal elements, to create a recognizable

civic landmark.

Principle 26

All buildings should provide their inhabitants

with a clear sense of location, weather, and

time. Natural methods of heating and cool-

ing can be more resource-efcient than me-

chanical systems.

• HSR stations should be designed with op-

erable windows to allow natural lighting,

air and a connection to the outside world.

• HSR stations should be designed to take

advantage of the regional climate to pro-

vide natural sources of heating, cooling

and interior lighting.

Principle 27

Preservation and renewal of historic build-

ings, districts, and landscapes afrm the con-

tinuity and evolution of urban society.

• The placing of HSR stations in historic dis-

tricts or buildings may be considered if

functional program requirements can be

met within the site while preserving the his-

toric integrity of the district or building.

nity identify and the culture of democracy.

They deserve distinctive form, because their

role is different from that of other buildings

and places that constitute the fabric of the

city.

• As a civic building, HSR stations should be

distinctive in the landscape.

• HSR stations should be made of quality

materials.

• As a critique, this principle may seem a

contradiction to other previously men-

tioned principles that state HSR stations

should t seamlessly into the regional and

urban setting in which it is situated. To

reconcile these two principles the onus is

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism and Smart Growth Theory

PAGE 24UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Katie Martin, Leanne Wagener

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism & Smart Growth Theory• Smart Growth

cal conditions with careful thought.

Principle 1

Mix Land Uses.

Integrating a variety of land uses in a single

area attracts a broad range of users, from

residents, to visitors, to companies.

• In the design and planning of the station

area, seek to incorporate commercial,

residential, civil, and industrial land use.

• Develop mixed-use projects within the sta-

tion area, for example buildings with busi-

nesses on the ground oor and residences

on the upper oor(s).

INTRODUCTION TO THE THEORY

Smart Growth theory was codied in 1996

by the Smart Growth Network, a coalition

of non-prots and governmental organiza-

tions. It responds to urban sprawl by advo-

cating for ten new principles for urban de-

velopment, each of which aims to grow a

community’s economy, build civic strength,

and protect the environment.

PRINCIPLES AND APPLICATION

The ten principles and ideas on applying

them to HSR station and station area devel-

opment are listed on the following pages.

The ideas are broad recommendations;

each must be applied and adapted to lo-

Principle 2

Take Advantage of Compact Building De-

sign.

Compact building design encourages ef-

cient use of space and allows for more walk-

ability.

• Consider designing a multi-story HSR sta-

tion rather than a one-story station.

• In the design of the station area, encour-

age multi-story building design.

• Provide areas of easily-accessible open

space in the station area, close to com-

pact residential development.

Principle 3

Create a Range of Housing Opportunities

and Choices.

A variety of housing options allows for a

neighborhood with residents of many eco-

nomic levels.

• If possible, locate the HSR station in an

area where a range of housing opportu-

nities exists.

• In the design of the station area, encour-

age the development of multiple-income

housing opportunities. These may include

mobile homes, townhomes, single-family

residences, condominiums, and apart-

ment buildings.

[Fig 7 • SMART GROWTH VISION FOR AUSTIN, TEXAS]7

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism and Smart Growth Theory

PAGE 25UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Katie Martin, Leanne Wagener

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism & Smart Growth Theory• Smart Growth

Principle 5

Foster Distinctive, Attractive Communities

with a Strong Sense of Place.

Developing a sense of place in a community

is just as important as providing for other

basic needs. Communities with a sense of

place encourage civic pride.

• Invest in a HSR station design that speaks

to local architectural traditions.

• Use local building and plant materials.

• Design the station area with a sense of

place in mind. Consider utilizing unique

visual cues, such as distinct lighting or

plantings.

Principle 4

Create Walkable Communities.

Pedestrian trafc boosts community health

and vitality by enabling people to better en-

gage with their community.

• Locate the HSR station in an area where

some users could potentially walk to the

station from their residence or workplace.

• In the design of the station and the sta-

tion area, utilize pedestrian-friendly street

design principles, such as street trees, wel-

coming building facades, and seating

opportunities.

Principle 6

Preserve Open Space, Farmland, Natural Beauty,

and Critical Environmental Areas

Preservation of open space has been shown

to increase the quality of life and the economic

vitality of a community.

• Avoid locating the HSR station on land currently

used for agriculture, parks and recreation, or

conservation.

• In the design of the station area, preserve and

conserve land with important natural resources.

These could include stands of trees or wetlands.

• Utilize the latest green infrastructure system

designs, including stormwater and wastewater

treatment systems, to help mitigate environmental

consequences of development.

• If possible, create a network of trails or greenways

in the station area.

Principle 7

Strengthen and Direct Development Towards

Existing Communities.

Investing in existing communities is often an

economically and environmentally positive

alternative to developing on urban edges, as

existing infrastructure can be utilized and open

space can be preserved.

• Locate the HSR station within the existing

boundaries of a community.

• Consider browneld remediation for the HSR

station.

[Fig 8 •A WALKABLE STREETSCAPE]8[Fig 9 • SENSE OF PLACE IN NEW ORLEANS ]9

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism and Smart Growth Theory

PAGE 26UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Katie Martin, Leanne Wagener

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism & Smart Growth Theory• Smart Growth

Principle 9

Make Development Decisions Predictable,

Fair, and Cost Effective.

Smart growth decisions can be difcult to

achieve with existing zoning codes. Govern-

ment and the private sector must partner to

reduce barriers for smart growth projects.

• Modify zoning codes to allow for smart

growth development.

• Create nancial incentives for developers

to undertake smart growth projects in the

station area.

• Use governmental funds to develop smart

growth infrastructure, such as improved

sidewalks or community spaces, within

the existing station area.

Principle 10

Encourage Community and Stakeholder

Collaboration.

Nothing is more vital for a project’s success

than support from the local community.

• Bring the community into the conversation

about HSR station location and station ar-

eas as soon as possible. Partner with local

ofcials to develop a support base for the

project.

• Use a variety of forums and methods for

community participation in order to in-

clude all possible members of the com-

munity. These might include public meet-

ings and door-to-door conversations.

Principle 8

Provide a Variety of Transportation Choices.

Designing for multi-modal transportation helps

mitigate trafc congestion, improve public

health, and encourage use of public space.

• Accommodate a range of transportation

options in road and parking design, from

bicycles, to scooters, to cars, to buses at

the HSR station. Connect these options to

one another.

• In the design of the station area, the

above transportation choices should also

be provided.

• Create zones of commercial and

recreational activity around transit centers.

[Fig 10 • PARIS STREET DESIGN]10

APPENDIX

[BIBLIOGRAPHY] [FIGURES]

• Congress for the New Urbanism, Charter of the New Urbanism,

McGraw-Hill, San Francisco, 2000

• Smart Growth Network, Getting to Smart Growth: 100 Policies

for Implementation, International City/County Management

Association, United States, 2002

1. http://www.austinchronicle.com/news/2008-05-16/625020/

2. http://trailnetstl.blogspot.com/2010/05/st-louis-complete-

streets-bill-heading.html

3. http://gtresearchnews.gatech.edu/newsrelease/pedestrian.

htm

4. http://www.travelandleisure.com/articles/americas-most-ro-

mantic-cities/5

5. http://placeshakers.wordpress.com/2011/04/22/gettin-paid-

placemaking-and-the-importance-of-compensation/

6. http://www.travelblog.org/Photos/4299794

7. http://www.smartgrowthamerica.org/2011/08/25/austin-tx-

considers-plan-to-improve-downtown-with-better-parks-hous-

ing-and-transportation-choices/

8. http://www.houstontomorrow.org/livability/story/study-smart-

growth-communities-yield-higher-sales-prices/

9. http://www.innitedial.com/ten_best_markets/

10. http://www.onestreet.org/resources-for-increasing-

bicycling/66-street-design

PACIFIC NORTHWEST HIGH SPEED RAIL • New Urbanism & Smart Growth Theory • Appendix

PAGE 27UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Leanne Wagener and Katie Martin

PACIFIC NORTHWEST HIGH SPEED RAIL

[Transit Oriented Development]

[TEAM LOGO HERE]

PACIFIC NORTHWEST HIGH SPEED RAIL • Transit Oriented Development

PAGE 29UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Michael LeClere

Create dense cells of lively places that cultivate

meaning and belonging. Include a variety of

different types of places that provides activity

for all interests.

[TRANSIT ORIENTED DEVELOPMENT]

Transit Oriented Development (TOD) has been

pioneered by Peter Calthrope and the New Ur-

banits. It is a concept that unites urrban plan-

ning, transportation, environment, and social

justice under the same umbrella. By focusing on

accessibility, mobility of people and goods, mul-

tiple transportation modes, and infrastructures

TOD’s aim to achieve a more sustainable and

holostic model for living and working.

TOD’s is a strategy for renewal, interest, invest-

ment, and revitalization of urban centers as well

as a means to control sprawl.

Make the pedestrian the focus whithout exclud-

ing the auto. Create walkable and bikable

neighborhoods that are easily accessible. “Cells”

should provide a variety of places for people to

live, work, and play. Convenient routes for cy-

clists and pedestrians will be safe augement the

streetscape.

[Fig 1 • TOD Diagram, Peter Calthorpe] [Fig 2A Human Cell • Fig 2B • TOD Node] [Fig 3 • Pedestrian Focus]

PACIFIC NORTHWEST HIGH SPEED RAIL • Transit Oriented Development

PAGE 30UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Michael LeClere

Create high quality civic spaces. Parks, plazas,

and gathering places should be well designed

with nature in mind. Provide places to sit, places

for shade, places for sun, and places for shelter

through out the urban cell. Create public plac-

es that incorporate varying degrees of prospect

and refuge. Development should adapt to site

terrain so that natural features and topography

can be preserved.

All necssary community ammenities should be

located witin 1/4 mile of a transporation station.

People should easily be able to access a pub-

lic transporation network within a short distance

rather it is bus, train, or light rail. Necessary com-

munity ammenities include parks, plazas, gro-

cery stores, pharmacies, places of worship, civic

centers, small commercial, and residential areas,

Accommodate multiple forms of transportation

through a network of streets, bike paths, pedes-

trian paths, bus routes, and/or light rail. Trans-

portation hubs should serve as the nucleus to a

dense urban cell providing multimodal options

for getting places and connect to larger existing

networks.

[Fig 4 • Easily Accessible Ammenities

Diagram: Peter Calthrope]

[Fig 5 • Quality Civic Spaces] [Fig 6 • Multiple Forms of Transporation

Bordeaux, France]

PACIFIC NORTHWEST HIGH SPEED RAIL • Transit Oriented Development

PAGE 31UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Michael LeClere

Incorporate retail that serves both Main Street

and commuters. Include mixed use develop-

ment to allow for living and working in the same

area. Keeping a people presence on the street

after business hours deters crime and vandelism.

Parking on the street should be encouraged,

and excessive paved parking lots should be

avoided.

Design for a variety of housing types for a range

of income and ages. TOD Urban Cells should

not be exclusive but encourage a healthy diver-

sity of people and ideas as a way to avoid slums

and neglected neighborhoods. By desiging for

diversity, more eyes are put on the street encour-

aging belonging and ownership.

TOD’s consider the regional scale in which they

are located. They should be compatible and

complimentary with neighboring communities

as well as connect with them. Access should be

provided through several transporation options.

[Fig 7 • Variety of Housing] [Fig 5 • Retail] [Fig 7 • Compatibility and Connectivity]

APPENDIX

[BIBLIOGRAPHY] [FIGURES]

• Abramson, Ronna. “Fruitvale Transit Village Project.” Editorial.

The Oakland Tribune 1 Oct. 1999: 2-13. Print.

• The Cedar Falls Plan. A Smart Plan for the Future of Cedar Falls.

City of Cedar Falls, Iowa | RDG Planning & Design | Applied

Ecological Services Inc., 30 June 2011. Web. 27 Sept. 2011.

www.cedarfalls.com/index.aspx?NID=414

• Lecture 11 Planning. The University of Florida College of De-

sign, Construction, and Planning. Web. 27 Sept. 2011. <http://

www.powershow.com/view/151327-MjExM/Lecture_11_Plan-

ning_ash_ppt_presentation>.L

• Jones | Multiplex Developments, Evan. New Urbanism in Aus-

tralia and New Zealand. Tech. no. CNU XIV Providence. Austra-

lian Council for New Urbanism, June 2006. Web. 2 Sept. 2011.

<cnunext.org/icharrette/documents/899Morris.pdf>.

• De Las Rivas Sanz, Juan Luis. Strategies for a Low Carbon Ur-

ban Built Environment. Universidad De Valladolid School of Ar-

chitecture, Spain, Apr. 2007. Web. 27 Sept. 2011. <www.lcube.

eu.com/conference/.../RIVASSANZ180407.pdf>.

1. TOD Diagram: Peter Calthrope, Pg. 16 <http://www.power-

show.com/view/151327-MjExM/Lecture_11_Planning_flash_

ppt_presentation>.L

2. A. Photograph. TurboSquid. Stubbord 3D. Web. 27 Sept. 2011.

<http://www.turbosquid.com/3d-models/3d-model-human-

cell/624911>.

B. TOD Node Diagram: Peter Calthrope, Pg. 40 <www.lcube.

eu.com/conference/.../RIVASSANZ180407.pdf>.

3. Pedestrian Focus Diagram. Personal photograph by author.

2011.

4. TOD Node Diagram: Peter Calthrope, Pg. 13 www.cedarfalls.

com/index.aspx?NID=414

5. A Pedestrian Revolution, Pg. 17 <www.lcube.eu.com/confer-

ence/.../RIVASSANZ180407.pdf>.

6. Bordeaux, France. Pg. 29 <www.lcube.eu.com/confer-

ence/.../RIVASSANZ180407.pdf>.

7. Portland, Oregon. Pg. 17 <http://www.powershow.com/

view/151327-MjExM/Lecture_11_Planning_flash_ppt_

presentation>.L

8. Retail. Pg. 1 www.cedarfalls.com/index.aspx?NID=414

9. Jackson Square at San Marco: CRVI Phillips LLP. Pg. 17 <http://

www.powershow.com/view/151327-MjExM/Lecture_11_Plan-

ning_ash_ppt_presentation>.L

PACIFIC NORTHWEST HIGH SPEED RAIL • Transit Oriented Development • Appendix

PAGE 32UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 •Michael LeClere

PACIFIC NORTHWEST HIGH SPEED RAIL

[HSR Station Design Criteria]

[TEAM LOGO HERE]

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [Federal Rail Administration]

PAGE 34UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Logan Bingle

Fig 1] • This is an example of the FRA’s

recommended scales using Portland’s Union

Station.

[Federal Railroad Administration

Suggestions]

The Federal Railroad Administration

(FRA) is responsible for managing the United

State’s railroad system. This is a summary of the

FRA’s suggestions on station design for future

high speed rail stations and locales. The FRA

breaks their station design considerations into

three principles: location, transportation and

development.

Within each principle, the FRA lays out a

variety of points to be considered when locating

and designing a station. These suggestions apply

to a variety of scales starting at a city or regional

scale. The FRA also suggests looking at the areas

in a ½ mile, ¼ mile and 600-300’ radius of the

station. A full list of the FRA’s points within each

principle is included on the next page.

[Notable Differences from Studio

Planning and Design Goals]

While a majority of our studio goals and

objectives t with the FRA’s, it is important to

note that several are either discouraged or not

discussed. For example, the FRA discourages

the construction of large parking lots or garages

in connection with stations. Instead, they

suggest using existing under used parking and

encouraging ride sharing and public transit use.

Of course, there should be car access to the

station but the station should not serve as a park

and ride.

Besides discouraging parking near the

station, the FRA also fails to discuss three of our

studio goals. While the FRA encourages planners

to keep “lovable buildings,” they do not mention

a need to locate the station on vacant or readily

replaceable land uses. The FRA also does not

mention a need to avoid sensitive habitats and

areas providing ecological services. Finally, the

FRA does not discuss a need to buffer established

residential neighborhoods from the station.

[Conclusion]

While the FRA’s guidelines have many good

ideas, these ideas should be open to critique.

The FRA’s failure to suggest buffering sensitive

ecological areas and residential neighborhoods

shows an obvious gap in their thinking. However,

their suggestions on scale and goal setting

could be helpful in thinking about planning and

locating stations. Therefore, the FRA suggestions

should be used as one of many sources for station

planning and design.

1/2 Mile

1/4 Mile 600 Feet

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [Federal Rail Administration]

PAGE 35UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Logan Bingle

[Transportation]

1. Map existing transit, bicycle, and pedestrian

routes and evaluate access to other activity

centers

2. Map: streets, pedestrian routes, bicycle

routes, transit stations, kiss-n-ride lots, taxi

areas and parking

3. Group Public Streets as boulevard, avenue

or street and develop criteria for allocation of

right-of-way to pedestrians, bicycles, transit,

cars, trucks and how these are separated

4. Describe services in terms of Frequency:

Vehicle Size: Ridership

5. Evaluate ease of access to transfers based

on distance, elevation change, access to

ticketing and signage

6. Apply Universal Design Principles

7. Minimize parking at or near site

[Planning and Design Goals]

[Location]

1. Document population and employment

2. Identify local contributors to the economy

such as industry, business, government,

activity centers, etc.

3. Diagram the relationship between station

and community

4. Dene station area in ¼ and ½ mile radii

and identify important landmarks in those

areas

[Development]

1. Use design around station to spur design

in region

2. Design a framework that encourages peo-

ple to linger, use and enjoy the environment

around the station

3. In ½ to ¼ mile radii develop a hierarchy

of spaces centered on the station by setting

Height:Width ratios for public spaces

4. Establishing a street grid that encourages

walking by break up large blocks with streets

5. Within 300-600’ of station, further dene

space with paving, lighting, landscaping,

and signage

6. Create a people centered policy that

monitors population changes in the area

7. Create a program for Art and Design ex-

cellence that runs a percentage for the arts

program and station design competition

8. Map existing and proposed develop-

ment

9. Set short term goals (5-10 years) and long

term goals (10-20 years) for development

that balances the number of jobs and the

amount of residential, retail and restaurant

space around the station

10. Engage landowners

11. Recycle old “loveable” buildings

[Fig 2] [Fig 3]

[Fig 4]

APPENDIX

[BIBLIOGRAPHY] [FIGURES]

• US Department of Transportation: Federal Railroad Administra-

tion, Station Area Planning for High Speed and Intercity Pas-

senger Rail, Washington DC, 2011, www.fra.dot.gov

• US Department of Transportation, Federal Railroad Administra-

tion, Washington DC, www.fra.dot.gov

1. Google, Google Earth

2. Cumberland College, Map of Cumberland College, www.

cumberland.ac.nz

3. Hillsborough Metropolitan Planning Organization, Exploring our

Transit Future, Tampa, www.mpotransit.org

4. Ngeditor, $5 billion urban development project in the Aqaba

Special Economic Zone (ASEZ), 4-8-2006, indonesiaarab.word-

press.com

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [Federal Rail Administration] • Appendix

PAGE 36UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Logan Bingle

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [CA HSR Design Standards]

PAGE 37UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • , Lauren Schwartz, Claudia Sims

[INTRODUCTION]

The passage of California Proposition 1A (2008) set

in motion a complete reconstruction of the railroad

that runs up the peninsula. Inspired by successful

high-speed train systems worldwide, California’s elec-

trically-powered high-speed trains will help the state

meet ever-growing demands on its transportation in-

frastructure. Initially running from San Francisco to Los

Angeles/Anaheim via the Central Valley, and later

to Sacramento and San Diego, high-speed trains

will travel between LA and San Francisco in under 2

hours and 40 minutes, at speeds of up to 220 mph,

and will connect with other transportation alterna-

tives, providing an environmentally friendly option to

traveling by plane or car.

The California High Speed Rail Authority (CHSRA) has

developed a series of technical memos that form the

prescriptive framework for all of the engineering de-

sign, statewide. These can be downloaded as PDFs

at the following website for additional information:

http://caltrain-hsr.blogspot.com/2011/03/prescrip-

tive-framework-update.html. The ofcial website for

this project can be found at: http://www.cahigh-

speedrail.ca.gov/. All information from this report

was collected from these two sources.

The following is a synopsis of the published guidelines

for station site design, especially aspects that are

particulary relevant to HSR development in the Pa-

cic Northwest. Much of the information found in this

prescriptive framework is consistent with the 18 prin-

ciples determined by UO to be central to the deter-

mination of HSR location.

[Fig 1 • Example of proposed high speed rail station]

However, there are a few transferable lessons that Oregon should take away from California’s efforts

that are unique to this comparison. For example, California has chosen to pusue a vague identic-

aiton and planning of station sites through the designation of a relatively wide alignment of 1 mile.

Oregon should endeavor to be very specic in site selection and evaluate each site in detail. A

more constructive and productive design and public process can occur when a specic location is

under debate. In addition, California is seeking to privatize parking and all commercial opportunities

(eg. cafes, restaurants, etc). Oregon will need to evaluate this approach to meet its own needs and

market opportunities. Additionally, this series of technical memos outlines a framework for designat-

ing and programming stations of various scales.

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [CA HSR Design Standards]

PAGE 38UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • , Lauren Schwartz, Claudia Sims

[SITE DESIGN OBJECTIVES]

[Access Hierarchy]

To ensure a safe, efcient and high quality

high-speed train service, a hierarchy of access

modes to and from HSR stations is presented to

resolve potential conicts among travel modes.

The criteria for establishing the hierarchy of sta-

tion access is as follows:

• Promote efciency of person trip access to

high-speed train stations

• Ensure multimodal balance of station area

access

• Ensure safe multi-modal access

Priority of Access Modes (High to Low priority):

1. Rail-to-rail transfers (HST, Amtrak and/or com-

muter)

2. Pedestrians (walk trips to and from the sta-

tion)

3. Transit

4. Bicycles

5. Drop-Off & Pick Up

6. Automobile Parking

[Types of Access]

1. Pedestrian

2. Bus

3. Bicycle

4. Car (personal, rental, taxi, carpool, shuttle)

5. Other vehicle (service, emergency)

In designing all access types the following prin-

ciples should be followed:

• Design should comply with all applicable lo-

cal codes and ADA

• Design all modes with direct station access

but without conict among modes

• Safe, simple, and direct movement of peo-

ple and vehicles

• Promote connectivity to existing pedestrian,

bicycle, transit and street networks

• System-wide consistency in signage and sys-

tem identity

• Efcient design and placement of site infra

structure to maximize economies of scale

in acquisition and maintenance costs

For further specics, see each mode discussed

below.

[Fig 2 • Diagram of Access Hierarchy]

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [CA HSR Design Standards]

PAGE 39UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • , Lauren Schwartz, Claudia Sims

[PEDESTRIAN FACILITIES]

[Pedestrian Network]

Station area buildings should open direct-

ly to sidewalks with windows and public en

trances facing passing pedestrians. There

should be minimal front or side setbacks,

blank walls and surface parking lots that abut

sidewalks.

[Walkways and Sidewalks]

Walkways and sidewalks encompass the major-

ity of pedestrian circulation. Guidelines for these

facilities are as follows:

• Steps or abrupt changes in level shall be

avoided

• Weather protection, such as canopies, is en-

couraged in transfer walkways or other high

pedestrian trafc areas

[Pedestrian Bridges and

Underpasses]

Ground-level pedestrian paths are preferable

in order to reduce costs, increase safety and

activate the street. Grade-separated crossings

are necessary at some high-speed train station

sites. This could include when passengers are re-

quired to cross tracks to reach the station, in or-

der reduce major conicts with other modes, to

take advantage of site topography or to signi-

cantly improve directness of circulation. In the

case of bridges, protective screens are to be

used to prevent objects from being dropped

from the bridge.

[TRANSIT FACILITIES]

At the station site, facilities are required to allow

access and boarding and alighting of transit.

With multiple transit modes and routes converg-

ing at a high-speed train station site, the sta-

tion sites have potential to be transfer points for

non-users of the high-speed train system. Sta-

tion design should consider the following fac-

tors:

• The number of routes servicing the station

(through and end destination)

• Operating schedules and the transit ridership,

including boardings and alightings by time of

day at the HST station

• Transit facilities should be visible from the

high-speed train station, arterial streets and

nearby activity areas to increase visibility and

security of waiting patrons

[Bus]

The sizing of bus facilities depends on the num-

ber of routes serving the facility, bus operational

plans, expected ridership and other factors.

These facilities should provide a safe, acces-

sible place for bus boarding and alighting while

providing an efcient operating space for bus

routes.

Bus facility design should consider the following:

• The area should be sized and planned to re-

main active and busy throughout the day—

avoiding vacant, underutilized space during

off-peak periods.

• Located with easy access from major bus

routes and be designed to accommodate

future bus service growth

• Site should include shelter, seating, lighting,

service information, and other user amenities

[Bicycle Facilities]

All bicycle user types, from recreational users to

daily commuters, should be considered in site

design. Bicycle area design should consider the

following:

• Bicycle racks and lockers shall be provided

at all station sites with the quantity deter-

mined by demand which depends on sur-

rounding land uses, terrain, bicycle facilities

and other factors

• Bicycle parking should be located as close

to the station entrance as practicable given

site constraints and other design guidelines.

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [CA HSR Design Standards]

PAGE 40UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • , Lauren Schwartz, Claudia Sims

[PICK-UP AND DROP-OFF FACILITIES]

Passenger pick-up and drop-off facilities are

used by multiple modes including, private au-

tomobile kiss and ride, taxi stands, paratransit,

private shuttle buses, and rental car pick-up or

drop-off. Facility design should:

• Ensure right-hand drop-off and pick-up and

recirculation without leaving the station site

in order to reduce congestion on surrounding

streets

• At stations with high demand for pick-up and

drop-off, it may be appropriate to provide a

waiting area for automobiles outside of the

pick-up and drop-off zone

[Kiss and Ride]

Passenger kiss-and-ride areas are set aside for

private automobile drivers to pick-up and drop-

off of high-speed train customers. Design of these

areas should consider:

• Stalls and aisles for passenger drop-off areas

should be larger than those in long-term park-

ing areas due to the frequent turnover.

[Taxi]

The taxi volume will determine the oper-

ational characteristics of the taxi areas:

• Low volume: Taxi operations mix with shuttle

vans and kiss-and-ride

• Medium volume: Taxi operations are segre-

gated from other non-SOV modes of arrival,

may consider leaving taxi operations mixed

with other modes if pick-up and drop-off ar-

eas are segregated

• High volume: Taxi operations are segregated

from other non-SOV modes of arrival; further

segregation of taxi pickup and drop-off areas

[Private Shuttle/Van]

Shuttle van access may also be located in the

pick-up and drop-off area. Shuttle vans may in-

clude private paratransit, parking shuttles, hotel

shuttles, and other services. Separation from oth-

er modes would depend on demand.

[Rental Car]

Rental car drop-off or pick-up service may be

integrated into the kiss-and-ride area. Scale of

facilities varies by demand and Authority policy.

[PARKING]

[Automobile Parking]

Station parking may include short-term, all-day

or long-term parking facilities. If parking is devel-

oped, the following standards ensure adequate

access and performance of parking facilities:

• For stations where adequate on-site parking

cannot be provided adjacent to the station

or within a short walking distance, off-site fa-

cilities may be developed which are served

by parking shuttle services

Parking Garage Facilities should be designed to

include the following standards:

• Layout oriented to reduce the walking dis-

tance to the station entrance for station pa-

trons once they leave their automobiles

• Continuous covered walkways will connect

parking structures and station entrances

[Motorcycle Parking]

Motorcycle/scooter parking stalls should be pro-

vided as part of station parking at all sites. Local

codes shall be considered in facility design.

[Carpool/Vanpool]

When appropriate, reserved parking stalls should

be provided for people who arrive at the station

in vanpools and carpools. Initial planning and

environmental assessment for the facility should

identify potential need for these stalls. If imple-

mented, the stalls should be located closer to

the station entrance than general parking.

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [CA HSR Design Standards]

PAGE 41UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • , Lauren Schwartz, Claudia Sims

[Carsharing/Station Car Parking]

Where appropriate, reserved parking stalls for

car-sharing vehicles (i.e., ZipCar, CityCarShare,

etc.) vehicles should be provided. Initial plan-

ning and environmental assessment for the facil-

ity should identify potential need for these stalls. If

implemented, the stalls should be located closer

to the station entrance than general parking.

[Parking for People with Disabilities]

Accessible parking shall be provided at all facili-

ties where parking is provided, in accordance

with requirements of ADA and state building

code. ADA parking should be located closest to

the station entrance. A direct, accessible path

should lead to the station entrance. Spaces

should be sited so that people using this park-

ing do not have to walk or wheel behind parked

cars.

[Staff Parking]

Parking stalls used by high-speed train and transit

partner staff that need convenient and accessi-

ble parking at station facilities shall be consistent

with functional needs yet should not pre-empt

convenient passenger spaces.

[Parking Management System]

Because parking will be provided at market

rates, control at access and egress points may

be necessary.

Facilities shall be designed to allow for queuing

for pay-on-entry or pay-on-exit systems.

[ROADWAYS AND VEHICLE ACCESS]

The location and design of vehicle entrances

and exits should take into account the following

factors:

• Extending and interconnecting with the exist-

ing and planned street network

• Access roadways should be designed to con-

tain sufcient trafc storage capacity to meet

expected patronage at peak times and to

prevent trafc backing up onto public streets

• Exclusive turn lanes should only be provided

where necessary to maintain acceptable traf-

c operations. Additional lanes will increase

pedestrian crossing length which should be

avoided where possible

[Service and Maintenance Vehicle

Access]

All station sites should have loading and parking

spaces with special access routes separate from

other trafc provided for delivery trucks, service

trucks, garbage trucks and other maintenance

vehicles.

[Emergency Access]

Access for emergency response by re depart-

ment and paramedic equipment/personnel,

shall be provided, consistent with local codes.

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [CA HSR Design Standards]

PAGE 42UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • , Lauren Schwartz, Claudia Sims

HighspeedTrain

Typology GlobalCenter RegionalCenter CityCenter SuburbanCenter TownCenter SpecialCenterAirport

Ridership Highest High Moderatetolow Moderate Moderatetolow High

EconomicandTravel

Characteristics

Primarycenterof

economicandcultural

activities,Centerof

regionalcommutepatterns

Significantcenterof

economicandcultural

activitywithregionalscale

destinations

Centeroflocaleconomic

andculturalactivityand

travelpatterns

Centeroflocal

economicactivityand

travelpatterns

Centeroflocalized

economicandcultural

activityandtravelpattern

Intermodalcenterbasedon

travelandtourismactivity

Density HighestDensity HighDensity Moderatetolowdensity Moderatetolowdensity Modertatetolowdensity NA

LandUseMix

Highestintensityof

employmentand

commercialuses,mixed

withhighdensity.

Highintensityofemployment

andresidentialuse

Mediumtolowintensity

ofemployment,retailand

residentialactivities.

Highormedium

intensityresidential

useswithmediumto

lowemployment

density

Mediumtolowintensityof

employment,retailand

residentialactivities.

NA

UrbanForm

Densestreetgridwith

smallblocksizes.Mixof

highriseandmidrise

buildings

Densestreetgridwithsmall

blocks.Mixofmidriseandlow

risebuildings.

Traditionalurbangridpattern.

Lowormidrisebuiltform

Relativelylargerstreetgrid.Mix

oflowrisewithsomemidrise

buildings

Largesuburbangridpattern.

Primarilylowbuiltform NA

ModeofAccess HighestlevelofaccessbytTransit

andtTaxis

Highestlevelofaccessbytransit,

taxis,privatevehicle

Highestaccessbyprivate

vehicle

Highestaccessbyprivate

vehicle

Highestlevelofaccessbytransit,

taxis,privatevehicle

TransitConnectivity

Stationswithhighestaccessto

regionalandlocaltransitsystems.

Modesincludecommuter/heavy

rail,lightrail,BRT,expressand

localbusetc

Highaccesstoregionalandlocal

transitsystems.Modesinclude

commuter/heavyrail,lightrail,

BRT,expressandlocalbusetc.

Accesstolocaltransitand

shuttleservices.Transitmodes

primarilyincludeexpressor

localbustransit.

Accesstoregionalandlocal

transitwithmoderate

frequency.Modesinclude

expressandlocalbusorBRT.

Canalsohaveaccessto

commuter/heavyrailorLRT

Accesstolocaltransitandshuttle

services.Transitmodesprimarily

includeexpressorlocalbus

transit.

Accesstopeoplemover/shuttlebuses

directlyconnectingwithairport

facilities.Canalsohaveothertransit

connectingtothecityorregion

PeakTransitFrequency <5min 515min 515min 1530min 1530min 515min

Parking Marketrate,highestcost Marketrate,highestcost Marketrate,lowercost Marketrate,moderatecost Marketrate,lowcost Marketrate,optiontosharewith

airportparking

types has been created. This set of identifying features

aims to clarify the variability between stations due to

different station locations, ridership demands, potential

intermodal conections, differerent trip purposes and lo-

cal land use and building codes.

The high-speed train (HST) system will have a wide

range of station types along its alignment. Some HST

stations will be located in bustling downtowns at the

center of internationally-known cities while others will be

[STATION CATEGORIES]

The California High Speed Train Project (CHSTP) is using

design criteria for international high-speed train systems,

along with criteria used for stations used by Caltrain,

Metrolink and Amtrack, as several stations will be served

by both high-speed trains and conventional passenger

train systems. This approach may not be as relevant in

the Pacic Northwest, however, it is worth noting that

an efcient system for identifying “Station Category”

located in the heart of suburban communities or near

airports or universities. Each station will serve a signi-

cant number of riders, communters and tourists on a

daily basis. Based on their ridership volumes, intermodal

access, location and regional context, the HST stations

can be categorized into six broad categories: Global

Center, Regional Center, City Center, Suburban Center,

Town Center, Special Station/Airport.

[Fig 3 • Station Categories]

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [CA HSR Design Standards]

PAGE 43UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • , Lauren Schwartz, Claudia Sims

station is located within walking distance but

sparate from the conventional rail station.

• Same Site, Adjacent Facilities: This congura-

tion would provide a single station with com-

mon access and major landside facilities;

operation facilities within the station are kept

separate between the HST and other opera-

tors, resulting most likely in a larger building/

site footprint.

[STATION FACILITY PROGRAMMING]

In addition to the station classications identi-

ed above, there is an important distinction to

be made among the various types of HST sta-

tions that also serve other conventional passen-

ger train systems. These “Rail-to-Rail” transfer

stations generally fall into three sub-categories:

• Separate Sites: In this conguration, the HST

• Integrated Facilities: the preferred congura-

tion from the passenger service point of view,

would provide a single rail stations serving all

railroad operators

The programming of station site facililities varies

by station categories, and is explained further in

Figure #.

[Fig 4 • Station Facility Programming By Type]

StationCategory PedestrianAccess BikeAccess RailTransit BusTransit Dropoff&PickUp AutomobileParking

GlobalCenter

Partofmultimodal

stationstructurewith

direct,covered

pedestrianconnection

Veryhighvolumeofdrop

off;Separatedropoffand

pickupbayorlane,

separationofmodes

required

RegionalCenter

Highvolumeofdropoff&

pickup;Separatedrop

offandpickupbaysor

lanesandseparationof

modesdesirable

CityCenter

Moderatetolow

pedestrianvolumes

requiremoderatesize

sidewalksandwalkways,

fewerentrances&

connections

Moderatevolumeofdrop

off&pickup;Locationfor

dropoffandpickupmay

becombined;Modesmay

becombined,especially

lowervolumemodes

SuburbanCenter

TownCenter

Wellconnectedwithcity

andregionalbike

network;Lowvolumebike

storagefacility

Moderatetolowcapacity

structuredparking

SpecialCenter

Airport

Widesidewalksand

walkwaysto

accommodatehigh

pedestrianvolumes;

Multipleentrancesand

connections

Wellconnectedwithcity

andregionalbike

network;Moderate

volumebikestorage

facility

Partofmultimodal

stationwithdirect,

coveredpedestrian

connection

Veryhighvolumeofdrop

off;Separatedropoffand

pickupbayorlane

required;modes

separated

Highvolumefacilitywith

structuredparking;Separate

shorttermandlongterm

parking.Potentialforshared

parkingwithairport.

Moderatevolumefacility

withstructuredparking;

Strongprospectsforshared

parking,provisionbyother

group.

Highpedestrianaccess

volumesrequirewide

sidewalksandwalkways

connectingtoadjacent

pedestrianfacilities.

Wellconnectedwithcity

andregionalbike

network;Highvolume

bikestoragefacility

Partofmultimodal

stationstructurewith

direct,covered

pedestrianconnection

Sidewalksandwalkways

mostlyservetoconnect

facilitieswithinstationsite

Wellconnectedwithcity

andregionalbike

network;Moderate

volumebikestorage

facility

Partofthestationsiteor

neartheentrancewith

directpedestrian

connection

Partofthestationsite

orneartheentrance

withdirectpedestrian

connection

Moderate/lowvolumeof

dropoff&pickup;

Combinedlocationfor

dropoffandpickup,

Modescombined

Moderatecapacity

structuredparking

APPENDIX

PACIFIC NORTHWEST HIGH SPEED RAIL • HSR Station Design Criteria [CA HSR Design Standards] • Appendix

PAGE 44UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Claudia Sims, Lauren Schwartz

[BIBLIOGRAPHY] [FIGURES]

• Tillier, Clem, Caltrain HSR Compatability Blog, 2011. <http://

caltrain-hsr.blogspot.com/2011/03/prescriptive-framework-

update.html.>

• California High Speed Rail Authority, 2011. http://www.ca-

highspeedrail.ca.gov/.

1. California High Speed Rail Authority, 2011. http://www.ca-

highspeedrail.ca.gov/.

2. Tillier Clem, Caltrain HSR Compatability Blog, 2011. <http://

caltrain-hsr.blogspot.com/2011/03/prescriptive-framework-

update.html.>

3. Tillier Clem, Caltrain HSR Compatability Blog, 2011. <http://

caltrain-hsr.blogspot.com/2011/03/prescriptive-framework-

update.html.>

4. Tillier Clem, Caltrain HSR Compatability Blog, 2011. <http://

caltrain-hsr.blogspot.com/2011/03/prescriptive-framework-

update.html.>

PACIFIC NORTHWEST HIGH SPEED RAIL

[Hypothetical HSR Station Design Perspectives]

[TEAM LOGO HERE]

PACIFIC NORTHWEST HIGH SPEED RAIL • Hypothetical HSR Station Design [Small Town District]

PAGE 46UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Michael Weir and David Fothergill

Retail corridor

High-density residential

Residential blocks

Main northeast/

southwest axis

Residential blocks

Landscaped parking

area for HSR station

Landscaped parking

area for HSR station

HSR station

Industrial district

Future mixed-use

development

Sports complex

City park / open space

Business and

government district

Main northwest/

southeast axis

Interstate and

major arterial access

Aerial perspective looking north

These drawings on the next four pages were made with the help of Jim Pettinari and Ron Kasprisin’s book, Visual thinking for Architects

and Designers. We wish to extend our thanks to Mr. Pettinari for his valuable feedback on our preliminary drawings and instilling the

importance of accurate, yet malleable, representations to help inform design. The nal drawings are largely hypothetical, but based on

actual cities in the western US; Gilroy, California, Merced, California, Ogden, Utah, and Springeld, Oregon respectively.

PACIFIC NORTHWEST HIGH SPEED RAIL • Group Title [Main Topic or Location]• Chapter/Section Title

PAGE 47UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Team Names PAGE 47

Train station with high capacity

parking

Close proximity to government buildings

(geographic center of city)

High capactiy feeder street

Park blocks

Residential

Within walking distance

of the retail center

Industrial center

PACIFIC NORTHWEST HIGH SPEED RAIL • Hypothetical HSR Station Design [Small Town District]

UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Michael Weir and David Fothergill

Aerial perspective looking north

Natural area park

Park adjacent to the station for

waiting

Residential

Hinterland within view

Connected to bike path network

Major arterial road

Mixed-use buildings with housing

PACIFIC NORTHWEST HIGH SPEED RAIL • Group Title [Main Topic or Location]• Chapter/Section Title

PAGE 48UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Team Names

PACIFIC NORTHWEST HIGH SPEED RAIL • Hypothetical HSR Station Design [Medium Size City District]

PAGE 48UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Alex Phillips and Jay Pezzotti

Hypothetical Station Area District - Medium Size City 90,000 - 150,000

Close to Government

center

Public Transit Hub

High Capacity Parking

Expansion Potential

High Capacity

Highway

Major Center of

Employment

High Speed Rail Train

Station

Close to Major Retail

Urban Center

Mixed Use Housing

Close to Historic City

Center

Close to Major

Amenities

Close to High Speed

Rail Right of Way

Proximity to Bicycle

Network

Aerial Perspective

PACIFIC NORTHWEST HIGH SPEED RAIL • Hypothetical HSR Station Design [Medium Size City District]

PAGE 49UNIVERSITY OF OREGON • LA PLANNING STUDIO • FALL 2011 • Alex Phillips and Jay Pezzotti

Hypothetical Station Area District - Medium Size City 90,000 - 150,000

Closer to historic

downtown of city

Bicycle paths to site

Close to major retail

Close to waterfront

Close to major centers

of employment

Close to high density

residential

Close to Plaza

Close to parks

Public transportation

hub/station

Proximity to High

Speed Right-of-Way

Close to medium

density residential

Close to government

centers

Close to mixed use

residential

High capacity

parking

High capacity

highway

Aerial Perpective

Pacific Northwest High Speed Rail: Background Information

Abstract

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