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1 1. Introduction Station Planning Process Station Characteristics Commuter Rail Station Design Parameters STATION EVALUATION APPENDIX A TABLE OF CONTENTS STAKEHOLDER INVOLVEMENT... 2 STATION FACILITY PLANNING PROCESS... 2 GENERAL STATION CHARACTERISTICS... 5 STATION EXAMPLES... 6 COMMUTER RAIL ALIGNMENT AND STATION ENVIRONMENT LOW PLATFORMS PLATFORM LENGTHS L PLATFORM WIDTHS PLATFORM ACCESS A PARK AND RIDE FACILITIES Commuter Rail Station Concepts WEST DURHAM STATION DURHAM STATION NORTH RTP STATION TRIANGLE METRO M CENTER STATION S MCCRIMMON PARKWAY STATION DOWNTOWN CARY STATION WEST RALEIGH STATION NCSU STATION DOWNTOWN RALEIGH STATION HAMMOND ROAD / RUSH STREET S STATION GARNER STATION GREENFIELD PARKWAY STATION LIST OF FIGURES Figure 1 Station Facility Planning and Station Area Planning Process... 1 Figure 2 Three Key Ingredients for Transit Station Development... 3 Figure 3 Transit Mode Comparison Figure 4 Transit Station Site Accesss... 6 Figure 5 Transit Station Examples... 7 Figure 6 Transit Station Components... 8 Figure 7 Vehicle Circulation Examples Figure 8 Examples of Park and Ride Facilities Figure 9 Basic Station Configurations Durham-Wake County Corridor Alternatives Analysis July 2011 Append i

2 1. Introduction This technical report presents the Durham Wake Corridor transit station planning and preliminary concept design process and recommendations. 2. Station Planning Process Station locations for the Durham Wake Corridor were developed throughh a combination of stakeholder involvement and parallel engineering and planning studies. The Station Planning Process is shown in Figure 1. Figure 1 Station Facility Planning and Station Area Planning Process This report presents the stakeholder involvement process for the Station Facility Planning and Station Area Planning Processes. It also presents the Station Facilityy Planning Process and recommendations in more detail. The Station Area Planning (TOD) process is documented in the TOD Assessment Report. Durham-Wake County Corridor Alternatives Analysis July 2011 Append 1

3 2.1. Stakeholder Involvement Stakeholder involvement revolved around three sets of very productive workshops that were held in October Station Planning Stakeholder Participants 2010, December 2010, and January Workshop City off Durham participants included planning and transportation staff Town of Chapel Hill Town of Carrboro from the municipal and county governments within the Durham County study area as well as other agencies and organizations Orange County with an interest in or responsibility for planning in those Triangle J Council of Governments areas. Research Triangle Foundation University of North Carolina at Chapel The table on the right lists the organizations and agencies Hill/UNC Health Care System whose representativess were invited to and participated in Duke University and Medical Center most, if not all, of the workshops. Additional meetings Durham Chapel Hill Carrboro Planning Organization review individual station locations. Capital Area Metropolitan Planning Organization Subsequent to the workshops and meetings, project were also held with a limited number of agencies to Metropolitan North Carolina Department of Transportation stakeholders, including staff from local governments and Durham Area Transit Authority other organizations, provided additional information and Chapel Hill Transit local knowledge to assist the consultant team in refining Triangle Transit and advancing plans at each of the station locations. Participation by local governments and other agencies was extensive and has resulted in ongoing inter in jurisdictional collaboration. Summary notes from each meeting are appended to this document. Following is an overview of the three sets of workshops: The October 2010 workshops focused on reviewing station locations that had been identified previous studies or subsequently proposed by one or more of the agencies or the consultant team. In addition, the need for and amount of supporting facilities or infrastructure was discussed, including park and ride, feeder bus services, platform location and configuration, and vehicular, bus and pedestrian accesss and circulation. An overview of transit oriented development (TOD) and the forthcoming assessments were also discussed at this meeting in preparation for more detailed planning and analysis at future meetings. At the December 2010 workshops, station locationss and concepts which had been revised as a result of the October workshops were presented for additional discussion and further refinement. TOD typologies reflecting the different types of Light Rail Transit (LRT) stations were reviewed and the results of initial assessmentss of TOD potential were presented for many of the station locations. The January 2011 workshops focused on the results of more detailed assessments and the potential for TOD at each station location, ranking of station locations, and initial station area development diagrams Station Facility Planning Process For Commuter Rail Transit (CRT) system design, there are typically three key planning and design components that need to be considered in selecting the locations and configuration of transit stations, as depicted in Figure 2. These components were the basiss of criteria used in the assessment of both previously identified and new station locations in order to identify the preferred locations. Durham-Wake County Corridor Alternatives Analysis July 2011 Append 2

4 Figure 2 Three Key Ingredients for Transit Station Development The initial and alternative station locations evaluated were primarily based on previous studies, including the Phase I Regional Rail Final Environmental Impact Statement (2002) and the US Major Investment Study (2001), as well as changes, additions, or deletions made by local governments subsequent to those studies or in the early phases of the Alternatives Analysis prior to the October 2010 Station Planning Workshops. The preferred station locations are described in Section 5. These locations are the outcome of the workshops as well as engineering and planning studies. The locations and general station elements have been agreed to by the local governments and other agencies, with the understanding that adjustments can be made in later phases of the project. Corridor Fit The first component in transit station design is the fit of thee transit stations into the community setting or fabric. Transit stations should be located where they optimize service to the community while minimizing the amount of disruption or negative impacts on the surrounding land uses and facilities. Transit stations should be located to optimize: Service to the maximum number of users including major activity nodes, employment centers, and housing concentrations Available right of ways and transit station sites Compatibility with adjoining land uses and major existing or proposed development Durham-Wake County Corridor Alternatives Analysis July 2011 Append 3

5 Avoidance of sensitive land uses and facilities such ass parks, open space, wetlands and other natural environments, and cultural and historic resources Minimum disruption to existing major utilities Transit Station Function The second major component of transit station planning iss the ability of the proposed transit station sites to meet the transit station facility functional requirements. Each proposed transit station site must be able to accommodate all the required transit functions identified forr each particular location. The functional requirements for transit stations can include one or more of the following: Feeder bus circulation, feeder bus turnarounds, and feeder bus bays for inter modal transfers Convenient vehicular, bicyclist, and pedestrian accesss to the transit station sites with minimum disruption to the area traffic circulation patterns Pedestrian and bicyclist access, paths, and bicycle storage Drop off and pick up areas At grade park and ride validating, and security equipment Transit shelters and site amenities, including landscaping Storm water retention areas In addition, all transit facilities must meet the Americans with Disabilities Act (ADA) requirements and lots or parking structures/ramps Ticketing, address special local or neighborhood needs and conditions. Transit Station Area Development The third component in locating transit stationss is the potential to createe transit oriented development (TOD) around the transit stations. Transit stations should be located where they maximize opportunities for creating new TODs that support and complement the transit facilities. Well designed TODs can: Increase the population base, and thus the ridership for the transit system Attract new retail, service, office, and residential developments Further local planning and redevelopme ent goals and objectives Therefore, some of the primary considerations in selecting potential transit station sites should include the following: Potential to develop undeveloped or underutilized parcels around or in the vicinity of the transit stations (the station area) Potential to increase densities in the surrounding new or infill developments Potential for mixed use and multi use developments that offer a variety of living, working, learning, shopping and entertainment opportunities Durham-Wake County Corridor Alternatives Analysis July 2011 Append 4

6 3. Station Characteristics 3.1. General Station Characteristics Commuter Rail stations can take many forms and shapes and can be configured in a number of ways. Generally, commuter rail systems are larger than Light Rail Transit (LRT) and Bus Rapid Transit (BRT) facilities. Figure 3 provides a comparison of the different transit modes. Each type can be designed to be relatively simple or quite elaborate and extensive. Figure 3 Transit Mode Comparison The two primary features of commuter rail systems, which represent the most highly visible elements to the general population, are: Guideway or commuter rail tracks, which typically aree placed on ballast Commuter Rail stations, which include station platforms, shelters,, and other station amenities, such as lighting, informational displays, benches, litter receptacles, and security equipment In addition, commuter rail systemss require auxiliary facilities, such as vehicle storage and maintenance facilities. One of the most critical elements for successful transit stations is good station access. Figure 4 illustratess the various access modes that need to be considered in transit station design. Although commuter rail stations tend to serve primarily intermodal transfers and park and ride users, walk in traffic can be a significant component, especially for stations in urban areas. Therefore, a Durham-Wake County Corridor Alternatives Analysis July 2011 Append 5

7 comprehensive pedestrian and bicyclist path system (Image 4 a) is essential. The path systems need to extend beyond the station limits and link all major transit user generatorss within at least a ½ mile radius, which represents a 10 minute walking distance, to the transit stations.. For peoplee arriving by other travel modes (Image 4 b), feeder bus bays, van or shuttle service stops, pick up and drop off areas, and parking spaces for park and ride users need to be provided. Figure 4 Transit Station Site Access 3.2. Station Examples The commuter rail stations are one of the key components of commuterr rail systems, because they are the contact points or gateways between the transit users and the transitt facilities and one of the most highly visible elements. Figure 5 provides examples of somee typical transit station designs from around the country. Durham-Wake County Corridor Alternatives Analysis July 2011 Append 6

8 Figure 5 Transit Station Examples Station Components Commuter Rail stations include a number of key componentss that are either essential for the safety and security of the transit users or are amenities that make using the transit system more comfortable and enjoyablee and thus encourage more ridership. Figure 6 illustrates some of the major components that make up commuter rail systems and stations. Durham-Wake County Corridor Alternatives Analysis July 2011 Append 7

9 Figure 6 Transit Station Components Vehicles Although not directly a part of the commuter rail transit stations, the design characteristics of the commuter rail vehicles dictate how the commuter rail stations need to be configured. The type of commuter rail vehiclee that might be used for the Durham Wake County commuter rail system is illustrated in Figure 6 a. Since commuter rail trains are essentially moving advertisements for the Durham-Wake County Corridor Alternatives Analysis July 2011 Append 8

10 commuter rail system, a well designed graphics scheme for the commuter rail vehicles can help improve the overall image of the transit system. Station Platforms The commuter rail station platforms are typically the largestt physical components in the commuter rail station areas. Their height, length, and width can vary considerably, depending upon the planned commuter rail system characteristics and the station requirements, and they can be constructed of various materials and with a wide range of finishes. Major features of commuter rail station platforms are the slightly raised platforms and the tactile edge strips. The tactile edge strips, which serve to mark the loading edges of the platforms for transit patrons withh disabilities are usually two feet wide and have a textured surface. In addition, due to the freight train clearance requirements, a four foot clear zone is demarcated with a yellow stripe (Figure 6 b). Station Shelters Station shelters, whichh can be designed in various themes and styles, frequently are the signature pieces of commuter rail systems. They protect waiting passengerss from the elements and can include special features such as passenger information displays, sound systems, unique lighting, and heating elements. Some examples of typical shelter designs for transit stations are illustrated in Figure 5. Station Furniture Station furniture (Figure 6 c) includes, in most cases, items such as light fixtures, benches, litter receptacles, information cases, and railings. Ideally, they are designed to be coordinated and to match the overall station design theme. Items such as benches need to be carefully designed to discourage vagrancy and loitering. Ticket Vending and Validating Equipment Commuter Rail systems typically operate on a pre paid fare basis. In order to facilitate faster boarding and reduce train dwell time at the stations, tickets need too be purchased before boarding the trains. Station platforms are typically considered a paid fare zone, which means that patrons waiting on platforms should have a valid ticket. Each platform should have access to at least one ticket vending and validating machine (Figure 6 d) and each station area shouldd have a minimum of two machines, in case one breaks down. Generally, this means that for stations with two separate platforms, a ticket vending and validating machine is provided for each platform; for stations with a single platform, two ticket vending machines are provided on the same platform, or adjacent to the platform. In some transit systems, the ticket vending and validating machines are located off the platforms, while in others they are all located on the platforms. Ideally, the ticket vending equipment should be placed under a canopy or other form of weather protection. Security Equipment Depending upon local circumstances and capital cost considerations security equipment, such as loudspeakers and video cameras (Figure 6 e), can be incorporated in the station designs. Durham-Wake County Corridor Alternatives Analysis July 2011 Append 9

11 Schedule and Area Information Cases A display case with the schedule should be provided that includes information about transit routes, the transit fare structure, and safety information (Figure 6 f). Some transit systems also incorporate display cases thatt provide information about area businesses and local attractions. Bicycle Storage If feasible, bicycle racks or loops (Figure 6 g) should be provided for bicycle users at transit stations. Bicycle lockers are another option that provide better safety and security and encourage more bicycle usage. Some transit systems, especially in Europe, include extensive bicycle storage facilities. An evaluation needs to be made for each of the proposed transit stations to establish what bicycle usage might be expected and how large the bicycle storage facilities need to be. Typically, bicycle storage facilities are located off station platforms, in the immediate vicinity of the stations. Lighting Good lighting is essential for the comfort and security of thee transit users. Lighting can include built in light fixtures in the shelters (Figure 6 h), as well as bollards and free standing light poles on the platforms (Figure 6 b and 6 c). Signs Signs are essential for identifying the transit stations, providing safety information, and for posting regulatory guidelines for the station areas. Advertising signs can provide extra revenue for transit systems, but should be used judiciously in order to minimize clutter and avoid obstructing views. Vertical Circulation For stations that are grade separated from the surrounding street systems and neighborhoods, or where a grade separated crossing of a roadway or railroad is needed, vertical circulation may be required. Unless the grade differences are not too great and there iss sufficient room for pedestrian ramps, the vertical circulation components may need to include staircases and elevators. For some transit stations with high volumes of pedestrian traffic, escalators may alsoo be a desirable amenity. Figure 7 provides examples of various vertical circulation features, including ann aerial station with staircases and elevators directly accessible from the station platform (Figure 7 a), a pedestrian overpass bridge (Figure 7 b), two examples of vertical circulation cores at the sides of transit corridors (Figure 7 c and Figure 7 d), a pedestrian overpass over a freight railroad corridor (Figuree 7 b), and a pedestrian underpass under a freight railroad corrido (Figure 7 f). Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 10

12 Figure 7 Vehicle Circulationn Examples Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 11

13 Park and Ride Facilities At some commuter rail stations, especially end of line stations or at stations in the middle of longer transit corridors, park and ride facilities are required to accommodate transit users arriving by car. Besides the park and ride facilities, these stations typically include feederr bus bays and bus turn around areas and drop off and pick up areas. Some park and ride sites in the middle of the transit corridor can be relatively small, in the range of 50 to 200 parking spaces, while others at the end of line provided depends on ridership forecasts and available sites for stations may have several thousand spaces. The actual number of park and ride spaces the park and ridproviding park and ride facilities and they provide future development flexibility. Figure 8 provides examples of a small and a very large commuter rail park and ride facility. Both include feeder bus bays facilities. Where feasible, surface parking lots are the most cost effective way of and circulation and drop off/pick up areas. Figure 8 Examples of Park andd Ride Facilities Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 12

14 Drop Off and Pick Up Areas Where feasible, all transit stations should include areas that are designated for dropping off and picking up passengers. These drop off and pick up areas can be located on street along curbs or they can be integrated into park and ride facilities. 4. Commuter Rail Station Design Parameters Following is a description of the key design parameters and criteria proposed for the commuter rail stations for the Durham Wake County corridor: 4.1. Commuter Rail Alignment and Station Environment The proposed commuter rail system for the Durham Wake County corridor will be located exclusively in the existing freight railroad corridors. The commuter rail station environments include the existing railroad corridors, fully developed urban areas, and undeveloped land. The new commuter rail system will have a variety of station types and configurations in order to fit in the various alignment and station settings Low Platforms Commuter rail systemss can be designed with platforms of various heights. The platform height depends on the type of vehicle that will be used and the operational requirementss in the commuter rail corridor. For the proposed Durham Wake County commuter rail system, which will be operating in a freight rail corridor, there are two options. One option would be to use gauntlett tracks at the stations, which would permit full length, level entry boarding. The platforms would need to be between 24 and 51 high, depending upon what type of commuter rail vehicle selected. Iff the high platforms are used, access ramps to the platforms would be required. The other option would be to have low platforms, approximately 8 high, with mini high block ramps (see lower right image in Figure 5) for ADA access to the trains. For current planning purposes, it is assumed that the low platforms with mini high blocks will be used for the Durham Wake County commuter rail corridor Platform Lengths For commuter rail systems, the platform lengths are based on the length of the commuter rail vehicles and the available space for the transit stations. The lengths of the actual commuter rail vehicles and platforms selected for any given project is primarily dictatedd by the mostt restrictive available length for any station in the proposed transitt system, as well as factors such as forecasted ridership and available funding. For the Durham Wake County commuter rail system, 440 long platformss are proposed, which would be able to accommodate four commuter rail cars plus an engine. Some of the basic commuter rail station configurations are illustrated in Figure 9. If high platforms are selected, additional length would be required for access ramps to the platforms. Type 1: One Center Platform with a 440 foot long station Type 2: Two Side Platforms with a 440 foot long station Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 13

15 Type3: One Side Platform with a 440 foot long station. This type of commuter rail station would apply in corridor segments with one track operations where the trains in both directions would stop at the same side platform Figure 9 Basic Station Configurations 4.4. Platform Widths Commuter rail station platform widths may vary, depending upon the station configuration and site constraints. Ideally, double sidedd center platforms, where loading occurs on both sides of the platforms, should be 30 feet wide. Where space is restricted, the minimum width would be 22 feet. For side, single sided platforms, where loading occurs on one side only, the ideal platform width is 16 feet. Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 14

16 4.5. Platform Access Commuter rail station platform access would vary based upon site conditions and traffic requirements. Ideally, access to the commuter rail stations should be made as directly and conveniently as possible. This means that in order to optimize access to the stations from all directions, access to both ends of the station platforms is preferable. However, since all the commuter raill stations would be located in railroad corridors where access may be restricted, safe station access might be available only at one end of the station, or via pedestrian overpasses Park-and-Ride Facilities Commuter rail systems typically require larger park and ride facilities att the end of linarriving from outlying areas by stations or at other strategically located stations, to provide parking for commuters car. Smaller park and ride lots should be located somewhere in the middle of the commuter rail alignment, to provide park and ride options for people living along the commuter rail alignment. For the Durham Wake County corridor, larger park and ride facilities have been identified for the West Raleigh Station, whichh has good regional highway access, and for the end of line station at Greenfield Parkway. Smaller park and ride facilities are planned to be located throughout the Durham Wake County commuter rail corridor. 5. Commuter Rail Station Concepts This section summarizes the concept designs for the proposed Durham Wake County corridor commuter rail stations. These conceptual station plans represent preliminary ideas for general location and overall site requirements. On the conceptual plans, station platforms are shown as red rectangles superimposed on the track alignment which is shown in yellow when the tracks are at grade and blue when the tracks are on an aerial structure. For stations withh park and ride spaces, the area required for parking is illustrated in a yellow box. These conceptual plans are only diagrammatic representations of the approximate area required for the LRT station sites and do not represent site specific recommendations. The commuter rail stations are discussed in sequence starting at the westerly end, at the West Durham Station, and ending at the easterly end, at the Greenfield Parkway Station. The first step in the design process was the identification and selection of potential alignments and station sites. For commuter rail systems the general recommended transit station spacingg is typicallyy five miles between stations, depending upon the local conditions and the density of the surrounding developments. The average spacing of the commuter rail stations in the Durham Wake County corridor is 3.4 miles, which is slightly denser than the general 5 mile spacing standard. The actual station spacing varies somewhat which is a reflection of the existing general landd development patterns and densities. The program requirements for the commuter rail stations vary considerably and range from simple walk in stations to stations with large park and ride and feeder bus facilities. Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 15

17 5.1. West Durham Station The West Durham Station would be a medium park and ride e and feeder bus station and it would be the westerly end of line station for the Durham Wake County corridor commuter rail system. The freight rail corridor currently has a single track. A second freight/commuter rail track and an extra commuter rail track would be added south of the existing track with the commuter rail platform to be located between the two new tracks. The southerly commuter rail track would extend west beyond the station for storing trains. An existing path link on a vacated railroad spur bridge provides a connection to the Duke University campus, which is located south of Highway 147. Location: In the existing railroad Right Of Way (ROW), on the west side of Hicks Street, south of Main Street, directly south of the existing freight rail track. Existing Conditions: Commercial and industrial uses. Service: Intermodal bus transfers, park and ride users, the existing developments, and potential TODs in the station vicinity. Key Features: Medium park and ride and feeder bus station At grade station platform, with access from both ends, for a total station length of 440 feet 30 foot wide, double sided, center platform A pedestrian overpass, at the west end of the station, over the freight rail tracks and Main Street with two vertical circulation cores, one on each side, with staircases and elevators, to link the station platform to the feeder bus bays on Main Street and the adjoining developments 400 park and ride spaces 2 feeder bus bays along the curbs of Main Street Path link on the vacated railroad spur bridge to Dukee University Estimated station site size, if parking is in a surface lot = 220,000 SF or 5.1 acres Estimated station site size, if parking is in a 4 level parking ramp = 60,000 SF or 1.4 acres Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 16

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19 5.2. Durham Station The Durham Station would be part of a multi modal transit complex. In addition to commuter rail trains, it would serve Amtrak trains. It would be located adjacent to the proposed Durham LRT Station, and it would be across the street from the Durham Station Transportation Center, which serves local, regional and intercity bus service, as well as taxis. Duke Street, at the west end of the station, currently has an at grade crossing of the railroad tracks. Chapel Hill Street, at the east end of the station, has an underpass at the railroad corridor. The Amtrak Station currently has a single, side platform. Location: In the existing railroad ROW, between the existingg Amtrak/freight track and a second track to be added. Existing Conditions: Fully developed with commercial and institutional uses. Service: Intermodal transfers, park and ride users, and thee Durham Performing Arts Center (DPAC), Durham Bulls Athletic Park, Judicial System facilities, and Downtown Durham which includes potential redevelopment and infill areas. Key Features: Walk in station with intermodal transfers from the feeder bus service in the Durham Station Transportationn Center, the proposed LRT Station, andd the Amtrak trains At grade station platform at the elevation of the existing rail track. Since the platform would also serve Amtrak trains, which require a 600 foot long platform, the platform would need to be 600 feet long and would extend over Chapel Hill Street 30 foot wide, double sided, center platform with vertical circulation core for access to a pedestrian overpass Pedestrian overpass linking the Amtrak terminal, the Commuter Rail/Amtrak platform, the LRT station platform, and the Durham Station Transportation Center, which is located south of Chapel Hill Street Triangle Transit currently has an agreement for 150 shared parking spaces in the City/County parking deck Potential park and ride and LRT Stations site or TOD on the triangular site directly south of the Commuter Rail/Amtrak Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 18

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21 5.3. North RTP Station The North RTP Station would be a small park and ride and feeder bus station. IBM Drive currently has an at grade crossing at the railroad tracks. There is potential for TOD in the station vicinity. A corridor for a potential future LRT alignment is being reserved alongg the east side of the commuter/freight rail tracks. Location: In the existing railroad ROW, west of Miami Boulevard, directly south of IBM Drive. Existing Conditions: RTP developments, recreational facilities, and undeveloped land. Service: Intermodal transfers, park and ride and feeder bus station At grade station with primary access to the platformss from IBM Drive, for a total station length of 440 feet. users, the existing RTP developments, and potential TODs. Key Features: Small park and ride Two, 16 foot wide, side platforms 200 park and ride spaces 6 feeder bus bays Estimated station site size = 180,000 SF or 4.1 acres Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 20

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23 5.4. Triangle Metro Center Station The Triangle Metro Center Station would be a small park and ride station with a relatively large feeder bus facility. Nelson Chapel Hill Highway has an underpass att the railroad corridor. There is potential for TOD in the station vicinity. A corridor for a potential futuree LRT alignment is being reserved along the east side of the commuter /freight rail tracks. Location: In the existing railroad ROW, west of Miami Boulevard, south off Nelson Chapel Hill Highway. Existing Conditions: Commercial developments and undeveloped land Service: Intermodal bus transfers, park and ride users, the existing developments, and potential TODs in the station vicinity. Key Features: Small park and ride and large feeder bus station At grade station with a total station length of 440 feet Two, 16 foot wide, side, platforms A pedestrian overpass, including two vertical circulation cores with staircases and elevators, at the south end of the station, for crossing the freight rail corridor 200 park and ride spaces 10 feeder bus bays Ramped path links from both platforms to the Nelsonn Chapel Hill Highway underpass Estimated station site size = 220,000 SF or 5.1 acres Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 22

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25 5.5. McCrimmon Parkway Station The McCrimmon Parkway Station would be a mediumm park and ride and feeder bus station. McCrimmon Parkway currently has an at grade crossingg at the railroad corridor. Plans call for McCrimmon Parkway to be looped to the north and grade separated att the railroad tracks, by others. There is potential for TOD in the station vicinity. A corridor for a potential future LRT alignment is being reserved along the east side of the commuter/freight rail tracks. Location: In the existing railroad ROW, west of Chapel Hill Road, directly south of the new McCrimmon Parkway alignment. Existing Conditions: Primarily industrial uses and undeveloped land. Service: Intermodal bus transfers, park and ride users, and potential TODs in the station vicinity. Key Features: Medium park and ride station with a total station length of 440 feet Two, 16 foot wide, side platforms Two, vertical circulation cores with staircases and elevators, at the north end of the station, for and feeder bus station At grade connecting the two side platforms directly to the proposed McCrimmon Parkway overpass 400 park and ride spaces 4 feeder bus bays Path links along the new overpass to potential new TOD Estimated station site size = 260,000 SF or 6.0 acres Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 24

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27 5.6. Downtown Cary Station The Downtown Cary Station would be part of a multi modal transit complex. Besides commuter rail trains, it would also serve Amtrak trains, it would be located adjacent to the Downtown Cary LRT station, and it would have on street feeder bus bays. It would also have a small park and ride facility. Harrison Avenue, at the westerly end of the station, has an at gradee crossing att the railroad tracks. Academy Street, to the east of the station, also currently has an at grade crossing at the railroad corridor, until NCDOT s ultimate full build out of the Amtrak platform, att which time current NCDOT plans call for closing the street. Location: In Downtown Cary, in the existing railroad ROW, att the current location of the existing Amtrak station, between Harrison Avenue and Academy Street, directly south of the proposed LRT alignment and station. Existing Conditions: Fully developed with commercial, industrial, residential, and institutional uses, except for the parcel directly north of the station, which has been designated for a mixed use commercial and parking facility. Service: Intermodal transfers, park and ride users, and the downtown area of Cary. Key Features: Walk in station with intermodal transfers from feeder buses, the proposed Downtown Cary LRT Station, and the Amtrak trains At grade station platform. Since the platform would also serve Amtrak trains, which require a 600 foot long platform, the platform would need to be 600 feet long and eventually, at NCDOT s ultimate full build out, extend over Academy Street 30 foot wide, double sided, center platform The Harrison Avenue at grade crossing would providee Interconnection between the various transit facilities and the surrounding developments 200 park and ride spaces, to be developed in a mixed use commercial and parking facility directly north of the station 4 feeder bus bays along the curbs of Harrison Avenuee Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 26

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29 5.7. West Raleigh Station The West Raleigh Station, which is located close to I 40 andd has good regional access, would be a very large park and ride station. It would also serve as an intermodal transfer station, since it would be located directly adjacent to the West Raleigh LRT Station. Corporate Center Drive is proposed to be extended to the south with a grade separation at the railroadd corridor, by others. An existing wetland is located north of the station. Location: In the existing railroad ROW, on the east side off the extension of Corporate Center north of Hillsborough Street, directly south of the proposed LRT alignment and station. Drive, Existing Conditions: Industrial, commercial, and office uses, as well as a few undeveloped parcels and a wetland area north of the station. Service: Intermodal transfers from the LRT station, park and ride users, the existing commercial and office uses, and potential TODs in the station vicinity. Key Features: Very large park and ride and intermodal transfer station At grade station with a total station length of 440 feet Two, 16 foot wide, side platforms Two vertical circulation cores with staircases and elevators, at the west end of the station, for connecting to a pedestrian overpass In order to link the commuter rail station, the park and ride facility, the LRT station, and the north and south sides of the railroad corridor, a pedestrian overpass and vertical circulation cores with staircases and elevators should be developed at the west end of the commuter rail station 1,,000 park and ride spaces Estimated station site size, if parking is in a surface lot = 500,000 SF or 11.5 acres Estimated station site size, if parking is in a 4 level parking ramp = 125,000 SF or 2.9 acres Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 28

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31 5.8. NCSU Station The NCSU Station would be primarily a walk in station. The existing Free Expression tunnel underpass is located directly east of the station site. Location: In the existing railroad ROW, on the west side directly south of the proposed LRT alignment. of the Free Expression tunnel underpass, Existing Conditions: Fully developed with institutional uses. Service: The central portion of the NCSU campus and the rest of the NCSU campus via the NCSU transit system. Key Features: Walk in station At grade station, at the elevation of the existing railroad tracks, with a total station length of 440 feet Two, 16 foot wide, side platforms. Two vertical circulation cores with staircases and elevators, at the east end of the station, for connecting to the Free Expression tunnel underpass and the surrounding campus Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 30

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33 5.9. Downtown Raleigh Station The Downtown Raleigh Station would be part of a multi modal transit complex. It would serve feeder buses, the Amtrak Station, which is located to the southeast across the railroad tracks, and possibly a proposed LRT station, which, depending upon which downtown alternative is selected for the LRT alignment, could be located directly adjacent to the commuter rail station, or 5 blocks away. This commuter rail station would have a single, side platform, which would serve as a stop for commuter trains in both directions. Location: In the existing railroad ROW, at the intersection of West and Davie Streets, along a designated commuter rail track to be located directly northeast of the freight rail tracks. Existing Conditions: Fully developed with industrial, commercial, and institutional uses. Service: Intermodal transfers and service to the southeasterlyy quadrant of the Raleigh downtown area. Key Features: Walk in and intermodal transfers from feeder buses, the Amtrak Station, and the proposed LRT station At grade station with a total station length of 440 feet A single, 16 foot wide, side platform, which would serve as a stop for commuter trains in both directions A vertical circulation core with a staircase and an elevator for connecting to a pedestrian overpass In order to link the commuter rail station, the feeder bus facility, the Amtrak Station, and the developments on both sides of the railroad corridor, a pedestrian overpass and vertical circulation cores with staircases and elevators shouldd be developed at the southeast end of the commuter rail station Estimated station site size = 60,000 SF or 1.4 acres Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 32

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35 5.10. Hammond Road / Rush Street Station The Hammond Road/Rush Street Station would be a medium park and ride and would have a single, side platform, which would serve as a stop for commuter trains in both directions. Location: In the existing railroad ROW, between Hammondd Road and Garner Road, at the end of the and feeder bus station. It would be located on a single, commuter rail/freight train track Raleigh View Road alignment. Existing Conditions: Industrial and low density residential. Service: Intermodal transfers, park and ride and intermodal transfer station At grade station with a total station length of 440 feet A single, 16 foot wide, side platform, which would serve as a stop for commuter trains in both directions 300 park and ride spaces users, and potential TODs in the station vicinity. Key Features: Medium park and ride 2 feeder bus bays Path link to Garner Road Estimated station site size = 185,000 SF or 4.2 acres Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 34

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37 5.11. Garner Station The Garner Station would be a medium park and ride and feeder bus station. It would be located on a single, commuter rail/ freight train track and would have a single, side platform, whichh would servee as a stop for commuter trains in both directions. Benson Road has an underpass at the railroad corridor. There are plans to redevelop the station area as a multi use TOD district. Location: In the existing railroad ROW, south of Garner Road, between, between Benson Road and St. Mary s Street. Existing Conditions: Industrial, commercial, and low density residential. Service: Intermodal transfers, park and ride and intermodal transfer station At grade station with a total station length of 440 feet A single, 16 foot wide, side platform, which would serve as a stop for commuter trains in both directions 400 park and ride spaces users, and potential TODs in the station vicinity. Key Features: Medium park and ride 2 feeder bus bays Ramped path link to Benson Road Estimated station site size = 240,000 SF or 5.5 acres Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 36

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39 5.12. Greenfield Parkway Station The Greenfield Parkway Station would be a very large park and ride and feeder bus station and it would be the easterly end of line station for the Durham Wake County corridor commuter rail system. The mainline freight and commuter rail alignment has a single track. However, at the Greenfield Parkway Station two commuter rail tracks would be added south of the mainline alignment. The commuter rail platform would be located between the two commuter rail tracks, which would extend to the southeast beyond the station, for storing commuter rail trains. Regional park and ride traffic is expected to access the station from US 20, as well as Garner Road. There is potential for TOD in the station vicinity. Location: In the existing railroad ROW, between Greenfieldd Parkway and Garner Road, northwest of Auburn Road. Existing Conditions: Low density residential and undevelopedd land. Service: Intermodal transfers, park and ride and intermodal transfer station At grade station with a total station length of 440 feet 30 foot wide, center platform 1,,000 park and ride spaces users, and potential TODs in the station vicinity. Key Features: Very large park and ride 4 feeder bus bays Estimated station site size = 540,000 SF or 12.4 acres Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix A 38

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41 Detailed Definition of Alternatives Technical Report Appendix B Construction Impacts Durham-Wake Corridor Alternatives Analysis July

42 Construction Impacts A p p endix B CONSTRUCTION IMPACTS FOR DURHAM WAKE LINE BY SEGMENT Introduction This write up pertains to the commuter rail push pull locomotive and DMU alternatives for the Durham Wake Corridor. For construction along the existing freight rail corridor, it is common to make use of the corridor in one area as a staging zone for construction in ann adjacent area with grading work and track construction progressingg in a linear fashion. A finished guideway zone is a good area for staging construction materials for the next zone thus minimizing the need for additional construction staging areas and for a consistent area for delivery of materials for certain reaches of guideway construction. The materials are then distributed linearly along the guideway corridor as the work progresses. It is common to sometimes dictate working hours and sometime construction noise levels depending on the sensitivity of the surrounding areas. Sometimes nighttime construction is required to minimize traffic impacts (such as the aerial crossing of an expressway) and other times nighttime construction is prohibited such as in a residential setting. Erosion control and water run off control during construction is common to all types of railroad corridor construction and is typically mandated by the authority having jurisdiction. Types of Construction and Typical Construction Impacts Associated with Each At Grade Guideway Construction Heavy equipment is used to clear and grub the guideway path and earth moving equipment is used to either distribute fill material or for excavating material. Suitable material excavated from one area can be used in another as fill material. It is common for suitable materials to be stockpiled in selected areas, typically along the alignment or in designated staging areas for use later when construction activities advance to the area in need. Otherwise, the soil is redistributed locally as much as possible. Construction impacts include the hauling and redistribution of materials and for the delivery of new materials for guideway construction, namely, ballast, concrete or paving materials, concrete ties and rail. Other construction materials include drainage pipes and graded materials for base and sub base for pavements and for drainage trenches. This heavy equipment results in noise and traffic impacts to the surrounding area. Where the guideway crosses streets at grade, local automobile traffic can be disrupted and it is common to either close the streett and detour the traffic away and around the constructionn site or to construct the grade crossing in stages without closing the street entirely by detouring traffic locally around the construction zone making use of one half of the street being crossed. This process is then reversed to build the other half of the street. This necessitates the use of flagman and traffic detour signs. Aerial Guideway Construction Substructure Constructing foundation for the columns of the aerial guideway can either be by drilled caissons, auger cast piles or driven piles and this iss dependent on the soil types and also the sensitivity of the construction to the surrounding area. Pile driving has the most impact due to noise Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix B 1

43 Construction Impacts A p p endix B and vibration and drilled caissons/auger cast piles have moree impact forr the hauling away of drilled soils. Large equipment is used for all of these types of foundations. Superstructure The guideway superstructu ure can either be constructed with cast in place construction or by means of pre cast elements such as box girders or concrete/steel I beams. Box girders can be anywhere from 80 feet to 130 feet in length and usually there is a box girder or set of I beams for each track. The top deck is then poured in placed unifying the box girders or I beams. Delivery of the pre cast elements can impact the traffic since the specialized vehicles used for delivery sometimes need to make use of the entire street, especially for turning movements. Another method is to use segmental precast boxes and these are typically delivered in 10 foot long segments. This method is common for longer spans above 130 feet up to about 2000 feet and in extreme cases can be used for even longer spans with more specialized elements in the design. Thesee units are typically casted to accommodate both tracks due to their nature of erection. Hence, these 10 foot units can be 30 to 35 feet wide to accommodate the double lane or double track cross section. For all superstructure installations, cranes are used to unload the pre cast units and other guideway materials such as rebar, rail, and miscellaneous materials. The stagingg of construction is an important aspect for all aerial construction. Construction workers will be required to take railroad construction safety courses and meet all the requirements of Norfolk Southern, CSXT, and North Carolina Railroad (NCRR). Railroad Flaggers will need to be on site during construction to control and coordinate the construction with on going railroad operations. The following sections describe the types of construction in each segment and the construction impacts presented above are indicative to that type of construction and hence are not repeated in each individual section. Other items unique to the segment are highlighted. West Durham Station to Durham Amtrak Station (Segment A) Starting from the West Durham Commuter Rail Station eastt of Hillandale Road, a pair of commuter rail tracks will be constructed within the existing freight rail corridor as they leave the center platform station. New second track construction will follow the existing track impacting existing grade crossings at 15 th Street, Swift Street, and Buchanan Blvd. Roadbed grading, ncluding the construction of side ditches, will be contained within the existing railroad right of way.. Track construction along the Pettigrew Street side and Peabody Street side of the corridor will cause intermitten traffic interruptions at various locations on public streets adjacent to the freight track corridor. Proposed railroad bridge construction at existing (E) and proposed (P) railroad overpasses at Erwin Road (E) Campus Drive (E), and Gregson Street (E) will warrant long term roadway closures at the respective locations. Detour routes will be signed accordingly. Anyy construction activity that impacts existing public streets, (albeit lane closures or detour routes), will require coordination with the City of Durham, NCDOT, the operating railroads, and NCRR. Durham-Wake County Corridor Alternatives Analysis July 2011 Appendix B 2