The areas in purple would be proactively rezoned by the city (sometime in mid-2022) into the -TOD overlay, with reduced parking standards, higher allowable density (e.g., 4-story apartments allowed on any lot, of any size, in any base zone), and an affordable housing bonus density provision. Properties within the gray corridors but not in purple would still be eligible to petition for a rezoning on their own for the -TOD overlay. A similar process may follow for the -TOD-R overlay, which has not yet been created yet.
That is pretty awesome, and a huge deal!!! The way FLUMs and actual zoning maps are traditionally not in sync with each other -at least, in the absence of developers pushing for such changes- have always weirded me out. It’s amazing to see the city flipping the script and thinking ahead in this case.
Oof saw this volunteer opportunity this morning and it made me a little sad (but also was thinking, doesn’t the 300 have pretty frequent service out there?)
It should be 30 minutes at that time I believe. Not sure why the bus would be taking that long (and I question the time). Per Google, it takes 30 minutes from 440/Western. I’m not sure how far the person lives from the bus stop.
GoRaleigh Route 9, which will bring fifteen-minute all-day service to Hillsborough St, is now planned for a phased implementation. Phase 1 is programmed for Jan 2023, and Phase 2 will follow the completion of the I-440 widening (estimated service in FY25).
Nothing in the presentation about the overlap with other routes, which, as a 4 rider, is disappointing. I wrote them recently asking that they move the 4 off of Hillsborough once the 9 comes into play in an effort to speed it up a bit. So far, I haven’t seen any indication that that’s even on the table.
No, in addition. Currently the only one-seat ride on the Hillsborough corridor is the GoTriangle 100 and the 12 services enough unique areas to keep it as is though it honestly could use more service.
While I think the idea that @colbyjd3 has of moving the 4 off Hillsborough has some merit, I think GoRaleigh wants to wait and see how ridership patterns settle after the 9 launches before rerouting it. Truth be told, the 9 should’ve been a thing back in the CAT days given how major of a corridor Hillsborough is bit that’s just me.
Some time ago, I crayoned a restructuring for West Raleigh bus routes.
This included moving the 4 to Wade/Capital, and making the Western Blvd BRT into an “Open BRT” route that would carry riders from the planned 9A Trinity and 9B Buck Jones all the way downtown.
I went back and forth about the 12, and wound up leaving its current route mostly intact, but I did consider moving it to the Western BRT as well. My rationale for not doing this is that nearly everywhere on this route along Method, Kent, and Gorman is less than a 10 minute walk from a planned stop on the Western BRT, so if people want a zippier trip downtown, they can just do that. If people want/need service that’s closer to door-to-door, then that’s what the 12 is for.
While I’m happy about the diverging diamond at western and 440, it completely ruins the BRT at that intersection. Buses will have to join regular traffic to go through that section.
Yeah seems short-sighted by the planners of all this, but I’m not surprised. In my experience there’s shocking levels of ‘silo-ness’ in large organizations/governmental planning bodies that don’t talk to each other.
What jumped out to me was how it was opening late and the contractor would be fined due to the tardiness. Reminded me of the Peace Street Bridge and it’s construction issues.
I’d guess it’ll be on the order of several millions of dollars.
I want to say the BRT project’s at-grade dedicated lanes cost like $11 million per mile or so? (see my older posts) …so it has to be much more than that. A flyover would have to clear Western and the Beltline, so it would need to be at least half a mile long. Add the cost of additional environmental clearances and right-of-way since Western Blvd. would need to warp around the edges of the flyover, and it sounds like you’d add an additional 5% to the BRT’s estimated cost.
A lot of transit projects have those singular pain points. For example, Virginia’s updated rail plan the majority of the cost will go to a single new rail bridge. Same AMTRAK and a potential new NYC/NY rail tunnel.
But, doesn’t the commuter rail route basically go over the same route so maybe this route is not a priority for such a costly update.
Raleigh’s BRT is supposed to also have more low-key infrastructure investments like bus-only signals. I feel like this is the sort of place where that could help, too. It’s hard to tell, though, since we don’t know what traffic on Western Blvd. will be like with the new interchange but without BRT.
Speaking of which, it was supposed to open today, but it got pushed back due to some sort of contractor delay:
