PAWG Meeting #2...2. Study Goals Understand existing conditions (to frame project needs and goals)...

PAWG

Meeting #2

May 17, 2017

LYNX Central Station – Open Area

1

Study Area

▪ 23 Miles along SR 436

▪ Regional and gateway corridor

▪ Connects 7 jurisdictions

▪ 11 LYNX routes along and 8 LYNX

routes across the corridor

▪ 3 SuperStops

RECAP COMMUNITY INPUT ISSUES & OPPORTUNITIES GOALS & OBJECTIVES

OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

2

Study Goals

▪ Understand existing conditions (to frame project needs and goals)

▪ Analyze relationship between transit and land use

▪ Identify feasible alternatives to achieve project goals


3

Schedule

2017 2018Jan Mar May Jul Sep Nov 2018 Mar May

1/17 - 5/17

What are the issues, opportunities, & objectives?

6/17 - 8/17What are our

alternatives?

9/17 - 12/17Which alternatives best meet our

goals, needs, & objectives?

1/18 - 4/18Which alternatives do we want to move forward?

5/18 -

6/18How can we best fund & implement

the preferred alternative?


4

Stakeholder

Interviews

IN-PERSON

INTERVIEWS


5


Community

Events

EVENTS

6


Community

Events

EVENTS

7

Gateway Orlando Rebranding

Full Sail SCA Networking

Summit

Semoran Block Party

Casselberry EarthFest

Neighborhood Leadership

Council*

Orlando Gateway Guardian*

Red, Hot, and Boom** Future


Website

KPAGE VIEWS

8


Survey Highlights

RESPONSES

9


What’s your

Home ZIP?

10


What’s your relationship to SR 436?

11


Modes of Travel on SR 436

12

91%

16%

13%

9%

8%

7%

2%

NOTE: Numbers do not add up to 100% because percentages calculated based on unique respondents (N= 286)


Why not bus?

13

73%

27%

17%

17%

16%

14%

8%

6%

NOTE: Numbers do not add up to 100% because percentages calculated based on unique respondents that did not take the bus (N= 267)


Common Likes

14

“Lots of businesses, stores and

restaurants”

“Traffic flows pretty well”

“Straight path to the airport”


Common Dislikes

15

“Too much traffic and too many

signals out of sync”

“Lack of pedestrian and bike

accommodations”

“Pedestrians crossing at midblock”

Existing Conditions


16

Existing Conditions

“”


17

What are the corridor issues and

opportunities that can help

frame project goals and

objectives?

18


One Street, Many Roles

19


One Street, Many Roles

▪ Context classification informs

planners and engineers about the

type and intensity of users along

various roadway segments.

▪ For non-limited-access

roadways, the FDOT Design

Manual (FDM) provides design

criteria and standards based on

context classification

FDOT Context Classification

FDOT Design Manual Design Speed Ranges for Non-limited Access Facilities

Context ClassificationAllowable Design Speed Range for

Non-SIS (mph)

C1 – Natural 55-70

C2 – Rural 55-70

C2T – Rural Town 25-45

C3 – Suburban 35-55

C4 – Urban General 30-45

C5 – Urban Center 25-35

C6 – Urban Core 25-30

Context Classification Matrix

Context

ClassificationDistinguishing Characteristics

Primary Measures Secondary Measures

22


FDOT Context

Classification

OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

23


Character SegmentsRed Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

OIA Expansion ▪ New intermodal facility and new south terminal coming to OIA soon

24


Development and

Redevelopment Trends

▪ OIA and Airport Influence Area

▪ Lee Vista Area

▪ Full Sail Area

▪ City of Casselberry

▪ City of Altamonte Springs

25


OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

Retail, Hospitality, and Other Services

Manufacturing and Logistics

Healthcare, Education, and Government

Professional Services

Source: Robert Manduca, using LEHD 2014 data

Employment

▪ Dense employment

pockets provide natural

transit anchors


OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408






Employment


OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408






“Only 2% of OIA

employees took LYNX

to work in 2015, down

from 7% in 2000”Source: GOAA Employee TDM Survey

Employment


OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

Travel Patterns


▪ Travel patterns

emphasize need for

system-level

thinking

▪ 86% of trips start or

end outside of the

corridor

Source: AirSage Data (April 2015), obtained from MetroPlan Orlando29

43%

43%

14%

0% 10% 20% 30% 40% 50%

Outbound

Inbound

Internal

Percentage of Trips Interacting with the Study Corridor

Travel Patterns



14%

8%

18%

12%

0% 5% 10% 15% 20%

AllTrips

HBW

HBO

NHB

Percentage of Trips Internal to the Study Corridor▪ Travel patterns

emphasize need for

system-level

thinking

▪ 86% of trips start or

end outside of the

corridor

Travel Patterns



▪ Short-distance trips

within character

districts

April 2015 - All Day

Trips From

Trips To

Airport_F

Airport

Influence

Area

Mid-Density

Est.

Communities

Suburban

Communities

Suburban

Commercial

Rest of

Region

Airport_F 26,679 31,490 3,448 1,853 1,335 165,792

Airport Influence Area 32,721 42,709 5,918 2,947 1,878 197,578

Mid-Density Est.

Communities 3,981 6,547 28,540 5,867 1,568 112,333

Suburban Communities 2,114 3,142 5,756 61,093 12,647 209,594

Commercial Areas 1,417 1,840 1,590 12,317 53,622 204,726

Rest of Region 178,230 205,901 111,130 207,876 205,121 6,594,352

Travel Patterns


32Source: Lynx On-Board Survey (January to April 2017)

▪ Most SR 436 riders

must transfer routes

Bu

s T

ran

sfe

rs

Travel

Patterns


33Source: Lynx On-Board Survey (January to April 2017)

▪ Lots of transfers in one

location (Fern Park)

Transportation Infrastructure


34

▪ Infrastructure not inviting

to pedestrians and

bicyclists

▪ Ample ROW could be used for multimodal infrastructure

▪ Several planning and implementation efforts targeted to address safety


35


36

Development

Patterns


37Source: FDOT CARS data (2011-2015)

▪ Development is

primarily suburban

and car-oriented

Development

Patterns


38

▪ Wide setbacks

▪ Large blocks that average 770 feet long,

but can range up to 2,600 feet.

Access

Management

39

▪ Access management is

often not consistent

with land uses

▪ Signals are spaced

1,600 ft. apart (on

average)


OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

Safety


40

▪ Half of all fatal

crashes involved

pedestrians

Source: FDOT CARS data (2011-2015)

0% 10% 20% 30% 40%

Sideswipe

Head On

Right Turn

Fixed Object/Run-Off Road

Bicycle

Left Turn

Other

Angle

Pedestrian

Rear End

% of Incapacitating Injury and Fatal Crashes

Incapacitating Injury

Fatal

Housing &

Transportation

Affordability


Source: Center for Neighborhood Technology, American Community Survey 2011-2015 41

▪ Many residents

burdened by the

cost of housing and

transportation

OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

≤ 45%

> 45% and ≤ 60%

> 60% and ≤ 75%

> 75% and ≤ 90%

> 90%


42

Housing &

Transportation

Affordability

Source: Center for Neighborhood Technology, MetroPlan Orlando Fact Sheet:

http://htaindex.cnt.org/fact-sheets/?focus=cbsa&gid=281#

▪ In the MetroPlan Orlando

region, the average household

is also burdened (61%)

Auto Traffic Operations


43

Average Travel Speeds


44

▪ Slowdowns are

limited to certain

segments

▪ No LOS F conditions

▪ Speeding is common

in off-peak

Source: HERE/NPMRDS Data (2016). Obtained from FDOT Central Office

OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

15-18 mph

18-23 mph

23-31 mph

31-50 mph

50+ mph

Signalized

Intersection Operations


45

• Turning movement

counts

• Pedestrian and

bicyclist activity

• Queuing and signal

delay analyses

OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

Transit Operations


46

Ridership


48

▪ Links 436N and 436S

account for ~7% of

LYNX ridership

-

0.5

1.0

1.5

2.0

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015

Annual R

iders

hip

Mill

ions

-12%

-10%

▪ Recent declines mirror

systemwide LYNX trends

Source: LYNX (2003-2015)

Ridership


49

▪ 15,400 daily boardings and alightings

▪ Steady ridership through midday hours

Source: LYNX Automatic Passenger Counter Reports, August 2016 Schedule Period

Revenue


50

▪ Ridership and farebox

revenues are high for

42, 436N, and 436S

$2.56 29%

Source: Lynx 2016 Performance Report

Passenger Flow


51

▪ Ridership is

dispersed along the

long corridor

Source: Lynx Automatic Passenger Counter Reports, August 2016 Schedule Period

OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4 I-4

Hoffner

Aloma

SR 408

Stops

52


▪ Enhancements at key stops can make for

a better transit experience

Stops

53


Bus riders must wait very

close to fast moving traffic

40% of stops are just

sticks in the ground

Real-time arrival info

app coming soon

OIA

Curry Ford

Red Bug Lake

SR 50

SR

43

4

I-4

Hoffner

Aloma

SR 408

Project Goals & Objectives

54



Definitions

Goal:

A desired result or outcome that an

organization:

• Envisions,

• Plans, and

• Commits to achieve

Ex: “Enhance transit experience to

support existing users and to attract

a wider range of potential users.”

Objective:

A step an organization can

take to achieve a goal.

• Specific

• Achievable

• Measurable

Ex: “Improve transit travel

times along the corridor”

Source: Wikipedia, Forbes55

Key Goals

▪ Enhance transit experience to support existing users and to

attract a wider range of potential users.

▪ Make walking and bicycling safer and more comfortable.

▪ Encourage development and redevelopment consistent with

community goals.

▪ Promote reliable and safe mobility options for all corridor users.

▪ Invest in multimodal improvements with a high return on

investment.

56


Enhance transit experience to support

existing users and to attract a wider range of

potential users.

▪ Improve transit travel times along the corridor

▪ Improve transit reliability

▪ Address congestion-related delay for transit vehicles


57

Make Walking and Bicycling Safer and

More Comfortable

▪ Provide safe and appealing pedestrian facilities and environments between transit and destinations

▪ Increase station area street connectivity

▪ Improve corridor permeability


58

Encourage Development and Redevelopment

Consistent with Community Goals

▪ Serve areas with development / redevelopment potential

▪ Serve areas with zoning/future land use that allows higher intensity development and mixed uses

▪ Minimize adverse environmental impacts


59

Promote reliable and safe mobility

options or all corridor users.

▪ Improve automobile travel time reliability

▪ Improve transit travel time reliability


60

Invest in multimodal improvements with

a high return on investment.

▪ Invest in cost-effective infrastructure

▪ Leverage investment to attract private/public partnership


61

Interactive Exercise

1. Five stations and five rounds of collaboration

2. Grab a stack of cards (five cards)

3. Go to the station in your first card

4. Work with your team to come up with a few objectives for that goal

5. When time is up, go to the station in your second card and repeat


62

Time


63

Potential

Objectives

64

Transit Technologies

65

Vanpool

▪ Single rail track that operates in an elevated

configuration at speeds up to 45 mph

▪ Fully-automated and grade-separated

▪ Serves relative small area such as airports,

parks of districts (downtown, for example)

▪ Typically operated by private entities

▪ Route length between 1 and 15 miles

▪ Capital Costs: $140 to $200 Million/mile

Las Vegas Monorail

Disney World Monorail

66

Space Coast Area Transit Vanpool

Vanpool

Average Daily Ridership 7 to 15

Typical Route Length 15 to 35 miles

Stop Spacing 15 to 35 miles (1 to 3 stops per

route )

Densities: Residential Low to Moderate

Densities: Employees Low to Moderate

Capital Costs Negligible*

Operating Cost $20 to $25 per vehicle hour

Defining characteristics - Provide shared rides in vans or

buses between homes or a

central location (park-and-ride

lot) to a regular destination

- Vans used for public transit

are typically owned by a

public transit agency and

riders are charged a weekly or

monthly fare

LYNX Vanpool

City Bus

Link 436 N

67

Link 28

Local/City Bus

Passengers per vehicle 40 to 75

Average Daily Ridership Varies

Typical Route Length Varies

Stop Spacing 500 feet to 1 mile (most

common spacing is 1,000 to

1,200 feet)

Densities : Residential 3 du/acre

Densities: Employees 2 to 5 jobs/acre

Capital Costs Less than $1 million/mile

Operating Costs $85 - $130 per vehicle hour

Defining characteristics - Fixed route and fixed

schedule

- Mix of federal and local

funding

Express/Enhanced Bus

Albuquerque Rapid Ride Red Line

▪ Up to 120 passengers per vehicle

▪ Runs in mixed-traffic

▪ Fewer stops; farther apart

▪ Longer routes, connecting city centers to

smaller suburban centers

▪ May have enhanced stations

▪ May have transit signal priority

▪ Typically have strong branding and image

▪ Regular buses or larger buses

▪ Peak periods or all-day service

▪ Capital Costs: $1-2 Million/mile

68

Fort Lauderdale, FL

Orlando, FL

Express/Enhanced Bus

Passengers per vehicle Up to 120

Average Daily

Ridership

Varies


Stop Spacing Fewer stops, farther apart

Densities: Residential 10 du/acre

Densities: Employees 5 jobs/acre

Capital Costs $1 to $2 million/mile

Operating Cost $85 - $130 per vehicle hour

Defining

characteristics

- Runs in mixed-traffic

- Longer routes, connecting city

centers to suburban centers

- May have enhanced stations

- Typically have strong branding and

image

- Regular buses or larger buses

Bus Rapid Transit

Average Daily Ridership 4,500 to 1M+


Stop Spacing Dependent on land use

Densities: Residential 5 to 20 du/acre




Defining characteristics - Enhanced stations

- Off-board fare payment

- Branding

- Transit signal priority

- Can run in mixed traffic

or on exclusive lanes

- Rubber tire vehicles with

modern design

Bus Rapid Transit

Cleveland Health Line

Orlando Downtown LYMMO 69

Elements of Bus Rapid Transit

70

Corridor Based BRT

Fixed Guideway BRT

• Operates in mixed traffic

• Frequent bi-directional

service on weekdays

• Defined stations

• Transit Signal Priority

• Short headway times

• Operates in exclusive

lane on >50% of

alignment during peak

periods


service on weekdays and

weekends

• Defined Stations



*FTA BRT Categories

Elements of Bus Rapid Transit

71

Corridor Based BRT*

Fixed Guideway BRT*

• Operates in mixed traffic


service on weekdays

• Defined stations



• Operates in exclusive

lane on >50% of

alignment during peak

periods


service on weekdays and

weekends

• Defined Stations



BRT Standard Ranking Criteria

Criteria Available Points

BRT Basics

Dedicated Right-of-Way 8

Busway Alignment 8

Off-Board Fare Collection 8

Intersection Treatments 7

Platform-Level Boarding 7

Service Planning

Multiple Routes 4

Express, Limited and Local Services 3

Control Center 3

Located in Top Ten Corridors 2

Demand Profile 3

Hours of Operations 2

Multi-Corridor Network 2

Infrastructure

Passing Lanes at Stations 4

Minimizing Bus Emissions 3

Stations Set Back from Intersections 3

Center Stations 2

Pavement Quality 2

Stations

Distances Between Stations 2

Safe and Comfortable Stations 3

Number of Doors on Bus 3

Docking Bays and Sub-Stops 1

Sliding Doors in BRT Stations 1

Communications

Branding 3

Passenger Information 2

Access and Integration

Universal Access 3

Integration with Other Public Transport 3

Pedestrian Access 4

Secure Bicycle Parking 2

Bicycle Lanes 2

Bicycle Sharing Integration 1

*FTA BRT Categories

Modern Street Car

▪ Exclusive Lanes or mixed traffic

▪ Runs on embedded steel rail tracks

▪ Typical station spacing is between ½ mile to 1

mile

▪ Historic trolleys or modern street car

▪ Short segments, can be 5 miles or less within

urban core and neighborhoods

▪ Typically slower in speeds than LRT


Seattle Streetcar

Portland Streetcar

72

Portland, OR

Washington, DC

Modern Streetcar

Average Daily Ridership 5,000 to 25,000


Stop Spacing Between ½ to 1 mile





Defining characteristics - Exclusive lanes or mixed

traffic

- Runs on embedded steel rail

tracks

- Short segments, can be 5

miles or less within urban core

and neighborhoods

- Typically slower in speed than

LRT

Light Rail Transit

MAX Green Line

Charlotte Blue Line

73

Light Rail



Stop Spacing Between 1 to 3 miles





Defining characteristics - Electric powered rail cars

typically propelled by

overhead wires (some battery

sections)

- Can operate in mixed-traffic

or exclusive ROW

- Dedicated stations; off-board

ticketing

- Typically in urban centers and

neighborhoods

Commuter Rail

▪ Exclusive lanes

▪ Diesel powered locomotives

▪ Longer distance, “commuting”

travel

▪ Typical station spacing is 3 miles

or more

▪ Can cross streets but typically

separated from roadway ROW

▪ Typically shares or uses freight

corridors

▪ Capital Costs: $3 to $25

Million/mile

MARC Train, MD

74

SunRail, FL

Commuter Rail



Stop Spacing 3+ miles

Densities: Residential 1.3 to 35 du/acre



Operating Cost $1,250 - $5,500 per vehicle

hour

Defining characteristics - Exclusive lanes

- Diesel powered trains

- Longer distance,

“commuting” travel

- Typically shares or uses

freight corridors

- Can cross streets but

typically separated from

roadway ROW

Heavy Rail

▪ Typically consist of steel-wheeled, electric

powered vehicles operating in trains of two or

more cars

▪ Provides regional, urban type of service

▪ Typical distance between stations in the urban

core is less than one mile while in the periphery

between 1 and 5 miles

▪ Does not operate in roadway rights-of-way


Chicago “L” Train

Washington D.C. Metro

75

Heavy Rail

Average Daily Ridership 60,000 or more


Stop Spacing Urban core: < 1 mile

Periphery: 1 to 5 miles




Operating Cost $1,100 - $2,000 per vehicle

hour

Defining characteristics - Steel-wheeled, powered by

in-ground electrified third

rail

- Provides regional, urban

type of service

- Does not operate in

roadway rights-of-way

Monorail








▪ Capital Costs: $140 to $200 Million/mileSeattle Center Monorail

Las Vegas Monorail


76

Walt Disney World Monorail

Monorail

Average Daily Ridership Varies


Stop Spacing Varies

Densities: Residential Varies

Densities: Employees Varies


Operating Cost $800 to $1,100 per vehicle hour*

Defining characteristics - Single rail track that operates

in an elevated configuration at

speeds up to 45 mph

- Fully-automated and grade-

separated

- Serves relatively small areas

such as airports, parts of

districts (i.e. Downtowns)

- Typically operated by private

entities

*Limited information available due to the fact that most monorail systems are privately owned and operated

Gondola








▪ Capital Costs: $140 to $200 Million/mileMi Teleférico Gondola System, La Paz, Bolivia

Las Vegas Monorail


77

Ngong Ping 360 Gondola System, Hong Kong

Gondola


Typical Route Length 0.5 to 4.5 miles

Stop Spacing Varies (up to 1.88 miles)

Densities: Residential Low to High

Densities: Employees Low to High

Capital Costs NA*

Operating Cost NA*

Defining characteristics - Aerial lift consisting of a large

number of relatively small (six

to 15 passenger) gondolas that

travel around a continuously

circulating ropeway

- Carriers move at higher speeds

along the line, but slow to a

creep speed or stop for

passenger loading and

unloading

- Typically used in urban districts

and recreation or tourist areas

Personal Rapid Transit (PRT)

▪ Small automated vehicles can

operate very quietly on grade

separated, exclusive-use guideway

at an average speed of 25-45 mph

▪ Typically serve relatively small

areas such as academic campuses

and airports

▪ Often used as a “last-mile”

application in conjunction with

other transit modes

▪ Can operate at extremely low

headways (as low as 2 seconds) to

provide almost continuous vehicle

availability

▪ Typical capital cost per mile is $10

to $26 million

Heathrow Airport PRT, London, England

Morgantown PRT, WV

78

Personal Rapid Transit



Stop Spacing Varies




Operating Cost NA*

Defining characteristics - Small, automated vehicles that

operate quietly on grade

separated guideways at an

average speed of 25-45 mph

- Typically serve small areas such as

academic campuses and airports

- Often used as a “last-mile”

application in conjunction with

other transit modes

- Can operate at low headways (as

low as 2 seconds) to provide

almost continuous vehicle

availability

*Limited information available for PRT cost per vehicle-hour

MagLev (Magnetic Levitation)

▪ MagLev is relatively new and currently

has three public systems around the

world (Japan, China, and South Korea)

▪ Average top speeds are between 250-350

mph

▪ Operations occur on a raised track above

ground; cannot be paired with other

transit types

▪ Technology based on magnet attraction

and repulsion; may have less track noise

but more wind noise than other rail

modes)


Shanghai MagLev

JR-MagLev in Japan

79

MagLev

Average Daily Ridership 30,000


Stop Spacing Varies




Operating Cost $2,100 to $2,500 per vehicle mile

Defining characteristics - Relatively new mode – currently

has three public systems around

the world

- Average top speeds range

between 250-350 mph

- Operations occur on a grade-

separated track; cannot be paired

with other transit types

- May have less track noise but

more wind noise than other rail

modes

Emerging and Automated

Transit Modes

▪ On-demand transit

▪ Driverless shuttles and buses

▪ Dynamic bus routes – Chariot, Citymapper etc.

▪ Automated People Movers

▪ Uber Pool/Lyft Line

80

Local Motors Citymapper

APM, Miami

Transit ModeTypical Length

(miles)

Typical Densities

Residential Employees

(dwelling units/ac) (jobs/acre)

Capital Cost

(million per

mile)

Operating Cost

(per vehicle hour)***

Average Daily

Ridership

Local/City Bus Varies 3 2 to 5 $0.25 to $0.5 $85 - $130 Varies

Rapid/ Enhanced

Bus15 to 35 10 5 $1 to $2 $85 - $130 1,000 to 6,000

Vanpool 15 to 35Low to

Moderate

Low to

Moderate<$0.5 $20 to $25 7 to 15

Bus Rapid Transit 4 to 25 5 to 20 30 $4 to $40 $95 - $150 4,500 to 20,000

Modern Streetcar 2 to 10 20 to 35 60 $25 to $50 $150 - $300 5,000 to 25,000

Light Rail Transit 10 to 30 5 to 35 60 $45 to $130 $300 - $450 7,500 to 40,000

Commuter Rail 20 to 100 1.3 to 35 30 $3 to $25 $1,250-$5,500 2,500 to 9,000

Heavy Rail 10 to 30 12 to 35 200 $50 to $250 $1,100 -$2,000 60,000

Gondola 0.5 to 4.5 Low to High Low to High 4,000 to 60,000

Personal Rapid

Transit (PRT)2 to 10 $10 to $26 1,000 to 16,000

Monorail 1 to 15 $140 to $200 $800-$1,100** Varies

Magnetic Levitation 4 to 600 $100 to $650 $2,100-$2,500

*Limited information available**Limited information available due to the fact that most monorail systems are privately owned and operated.*** Operating cost per hour varies with frequency and span of service

Characteristics of Transit Technologies

81

Next Steps

▪ Next PAWG meeting in late June/early July 2017

▪ Refined Goals/Objectives/Performance Measures

▪ Begin developing Long List of Alternatives

▪ Visit and share our website: www.lynxsr436.com

▪ Help us distribute our survey: https://form.jotform.com/70656151609154

▪ Comments on the map: http://maps.kittelson.com/436transitstudy#

▪ Look out for meeting minutes in your inbox

82

http://www.lynxsr436.com/

https://form.jotform.com/70656151609154

http://maps.kittelson.com/436transitstudy

Questions?

83

Thank You!

84

PAWG Meeting #2...2. Study Goals Understand existing conditions (to frame project needs and goals)...

Documents

Transcript of PAWG Meeting #2...2. Study Goals Understand existing conditions (to frame project needs and goals)...