03. Austin Core Transportation (ACT) Plan Phase 1 and 2 Public Engagement Summary

Design Commission – Feb. 24, 2025

03. Austin Core Transportation (ACT) Plan Phase 1 and 2 Public Engagement Summary — original pdf

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Austin Core Transportation (ACT) Plan Phase 1 & 2 Engagement Summary August–October 2022 | November 2022–March 2023 1. "What is the ACT Plan" informational brochure 2. Phase I Feedback Summary 3. Phase I Engagement Report 4. Phase 2 Feedback Summary 5. City Council Mobility Committee May 11, 2023 Presentation WHAT IS THE AUSTIN CORE TRANSPORTATION (ACT) PLAN? The ACT Plan is studying mobility options into, out of, through and within Downtown Austin. With Project Connect transit plans and the I-35 Capital Express Central rebuild project bringing significant change to the area, it is important to reexamine the form and function of the street network to interact with those changes and meet future needs and modes of transportation. WHAT WILL ACT DO? The ACT Plan will produce a list of projects and a vision for how Downtown Austin streets should operate. These projects will work within our real-world constraints, providing safe and efficient mobility enhancements. Whether people are delivering food, commuting to work, enjoying entertainment or appreciating our public spaces, the ACT Plan seeks to make accomplishing those tasks easier. WHAT WILL ACT DO? Austin Transportation Department wants to hear from all stakeholders and travelers to downtown Austin. Comments are best provided through online surveys, emailing the team or attending community meetings. Scan here for more info AustinTexas.gov/ACTplan ACTplan@AustinTexas.gov @AustinMobility /ATXtransportation 512-974-23OO ¿QUÉ ES EL PLAN DEL CASCO CENTRAL DE AUSTIN (ACT)? El Plan ACT está estudiando opciones de movilidad hacia, desde, a través y dentro del centro de Austin. Con los planes de tránsito del Proyecto Connect y el proyecto de reconstrucción de la I-35 Capital Express Central trayendo cambios significativos al área, es importante reexaminar la forma y función de la red de calles para interactuar con esos cambios y satisfacer las necesidades futuras y los modos de transporte. ¿QUÉ HARÁ ACT? El Plan ACT producirá una lista de proyectos y una visión de cómo deberían operar las calles del Centro de Austin. Estos proyectos funcionarán dentro de nuestras limitaciones del mundo real, brindando mejoras de movilidad seguras y eficientes. Ya sea que las personas estén entregando alimentos, yendo al trabajo, disfrutando del entretenimiento o apreciando nuestros espacios públicos, el Plan ACT busca facilitar el cumplimiento de esas tareas. ¿CÓMO PUEDO PARTICIPAR EN ACT? El Departamento de Transporte de Austin quiere escuchar a todas las partes interesadas y viajeros al centro de Austin. Puede enviar comentarios a través de encuestas en línea, enviando un correo electrónico al equipo o asistiendo a reuniones comunitarias. Escanear aquí para obtener más información AustinTexas.gov/ACTplan ACTplan@AustinTexas.gov @AustinMobility /ATXtransportation 512-974-23OO Austin Core Transportation Plan What We’ve Heard So Far A community survey to hear from residents about mobility downtown was open from August 1 through September 30, 2022. The next phase of the plan will present more refined scenarios to the community. 2100 The survey was answered by more than 2,100 respondents, including English, Spanish, digital and paper responses. 20 The team attended more than 20 in-person community events and meetings. 30 Results were broken down by 30 different demographic groups, showing the preferences of different genders, races, ages, occupations and income levels of Austinites. 19 The survey was shared in newsletters from 19 different organizations. SPACES FOR PEOPLE WALKING Sidewalks are the most preferred street element • 66% of respondents scored sidewalks a 10 on a scale of 1-10 • Sidewalks (9.09) scored 79% higher than mixed vehicle lanes (5.08) • 26 of 30 demographic groups scored sidewalks as their No. 1 priority SPACES FOR PEOPLE BIKING Protected bicycle/micromobility lanes were a high priority for survey respondents • 59% of respondents scored protected bicycle/ micromobility lanes a 10 on a scale of 1-10 across all demographic populations. • Protected bicycle/micromobility lanes (8.32) scored 64% higher than mixed vehicle lanes (5.08) • 33% of respondents use a bicycle to get around downtown. In an ideal world, 47% would like to use a bicycle. SPACES FOR PEOPLE TAKING TRANSIT • Transit-only lanes were rated at an average score of 6.36, they scored 25% higher than mixed vehicle lanes. • 21% of respondents take the bus to get around downtown. In an ideal world, 32% said they would like to take the bus. • Among non-white respondents, 31% take the bus normally and 46% would like to take the bus in an ideal world. MOBILITY GOALS • 56% of respondents drive alone to get around downtown. In an ideal world, only 16% would like to drive alone. • More than half of all respondents (51%) ranked moving within downtown as the most important mobility priority, as compared to moving into, out of, or through Downtown. Plan de Transporte del Casco de Austin Lo que hemos oído hasta ahora Hubo una encuesta comunitaria disponible entre el 1 de agosto y el 30 de septiembre de 2022 para oír de los residentes sobre la movilidad en el centro de la ciudad. La próxima fase del plan presentará situaciones más refinadas a la comunidad. 2100 Más de 2,100 personas respondieron la encuesta, incluyendo en inglés, español, de manera digital e impresa 20 El equipo asistió a más de 20 eventos y reuniones comunitarias presenciales 30 Los resultados se desglosaron en 30 grupos demográficos diferentes, mostrando las preferencias de distintos géneros, razas, edades, ocupaciones y niveles de ingresos de los austinianos. 19 La encuesta se compartió en boletines de 19 organizaciones diferentes. ESPACIOS PARA PERSONAS QUE CAMINAN ESPACIOS PARA PERSONAS EN BICICLETA Las aceras son el elemento de calles de mayor preferencia. • El 66% de los que respondieron les dieron a las aceras una puntuación de 10 en una escala del 1 al 10. • Las aceras (9.09) recibieron una puntuación 79% más alta que los carriles de vehículos mixtos (5.08) • 26 de 30 grupos demográficos posicionaron las aceras como su prioridad número uno. Los carriles protegidos para bicicletas/micromovilidad son una alta prioridad para los que respondieron la encuesta • 59% de los que respondieron les dieron a los carriles protegidos para bicicletas/micromovilidad una puntuación de 10 en una escala del 1 al 10 entre todas las poblaciones demográficas. • Los carriles protegidos para bicicletas/ micromovilidad (8.32) recibieron una puntuación 64% más alta que los carriles de vehículos mixtos (5.08) • El 33% de los que respondieron se desplazan en bicicleta por el centro de la ciudad. En un mundo ideal, el 47% quisiera usar una bicicleta. PARA PERSONAS QUE USAN TRANSPORTE PÚBLICO METAS DE MOVILIDAD • Los carriles exclusivos para transporte público recibieron una puntuación promedio de 6.36, una puntuación 25% más alta que los carriles de vehículos mixtos. • El 21% de los que respondieron toman el autobús para trasladarse por el centro de la ciudad. En un mundo ideal, el 32% quisiera tomar el autobús. • Entre las personas no blancas, el 31% normalmente toma el autobús y el 46% quisiera tomar el autobús, en un mundo ideal. • El 56% de los que respondieron manejan solos para desplazarse por el centro de la ciudad. En un mundo ideal, el 16% quisiera manejar solo. • Más de la mitad de todos los que respondieron (51%) clasificaron el mudarse dentro del centro de la ciudad como la prioridad de movilidad más importante, comparado con mudarse fuera de ella o por el centro de la ciudad. Phase 1 Engagement Report November 2022 Created by the Austin Transportation Department Introduction The Austin Core Transportation (ACT) Plan is a study of transportation and mobility options in Downtown Austin. The plan will coordinate with and facilitate several major downtown projects, such as Project Connect, I-35 Capital Express Central and the Palm District Planning Initiative. This project is being led (ATD). by Transportation Department Austin the The ACT Plan study area is shown in Map 1. It consists of the area between Lady Bird Lake to the south, Martin Luther King, Jr Blvd to the north, I-35 to the east, and Lamar Blvd to the west. The Plan will include a list of projects to help us achieve our mobility vision for downtown, as well as an implementation plan. The ACT Plan public engagement process began in the spring of 2022; this report describes activities that took places in the preliminary and first phases of the ACT Plan, which ended on September 30, 2022. Public Engagement Strategy and Goals The ACT Plan is using a two-phase planning process. Early in the process, the ACT Plan team identified stakeholders and focus populations and reached out to alert them to this process, as well as to request additional names of people or organizations to whom to reach out. Once stakeholders were identified, Phase 1 began with several goals. It was the first opportunity to learn which right-of-way elements people prefer and what transportation modes they wish to use to travel to, from, and within Downtown. It was also the first opportunity to familiarize people with the ACT Plan, to create awareness about the project, and to validate the technical work around identifying mobility needs within the ACT Plan study area. Phase 2 will follow in the winter of 2022, which will present refined Downtown mobility scenarios to the public. ACT Plan Phase 1 engagement focused on identifying and including the many different populations of people that access and use Downtown Austin. The ACT Plan team identified many different groups, organizations, interests, and perspectives to inform the ACT Plan’s recommendations. Twenty-two different groups were specifically identified as focus populations within Downtown, in addition to the greater Austin community. These populations are listed in Appendix A. 1The ACT Plan team gathered input from these groups and included their perspectives when identifying potential projects as part of the plan. In addition to the focus populations, the ACT Plan team also identified more than 70 organizations to connect with based on their relationship to Downtown. Ultimately, the list of organizations, groups, interests, perspectives, and general people were sorted into different categories to help guide engagement throughout the process. The ACT Plan team developed the following engagement goals prior to launching outreach: • Engage with, and receive input from, a diverse group of stakeholders • Ensure historically underserved and underrepresented Downtown stakeholders are centered • Ensure all options presented to stake holders are realistic alternatives and opportunities that can throughout engagement be feasibly developed downtown • Operate on an engagement level of Involve and Collaborate based on the International Association for Public Participation’s (IAP2) Spectrum of Public Participation (Figure 1) • Present opportunities to participate in the process in different locations, on different days, and at different times of day to expand opportunities to participate • Ensure public input opportunities are available in multiple media and utilize multiple streams of information to collaborate with the public • Create an open dialogue with the project team to respond to questions and provide information as • Provide information in all languages requested by stakeholders and provide information in both desired by the public English and Spanish to start. Figure 1. IAP2 Spectrum of Public Participation 2Phase 1 Public Engagement ACT Plan Phase 1 public engagement had three arms: a public survey, meetings with focus populations and interested groups, and a Working Group organized by the Downtown Austin Alliance. The public survey was available online and on paper, in both English and Spanish. An example of the paper survey can be found in Appendix B. It launched on August 1, 2022 and closed on September 30, 2022. The Phase 1 survey asked people’s opinions on three aspects of Downtown mobility: • What type of Downtown mobility on which to focus (I.e., transportation to Downtown, transportation from Downtown, transportation through Downtown, or transportation within Downtown) • Which right-of-way elements are most important to people Downtown (i.e., building frontages, sidewalks, street tree and furniture zone, curb zone, transit-only lanes, mixed vehicle lanes, and protected bicycle/micromobility lanes) • How do people currently move around Downtown and what is their ideal way to move around Downtown. Respondents’ answers to these questions will be used to inform our development and selection of preferred street cross-sections downtown. To ensure that the ACT Plan reached the Phase 1 engagement goals, the ACT Plan team and Austin Transportation Public Information Office staff conducted a media push at the start of the survey. The survey was advertised in the Austin Mobility newsletter as well as at least twenty other newsletters over the course of Phase 1. There were over 20 social media posts about the survey from organizations and City partners, and multiple stories with local news outlets. In addition to the outreach through newsletters, media, and social media, the ACT Plan team also held meetings with partners, presented to several community groups, and attended many in-person events over the course of Phase 1. The following table (and the map in Appendix C) details the meetings and events the ACT Plan team attended during Phase 1: Type Organization Date Location Meeting Austin Texas Musicians Org Meeting 7/21/2022 242 W 2nd St, Austin, TX 78701 Event Event Event Event Night Shift #1 Austin Texas Musicians Org 8/2/2022 711 Red River St, Austin, TX 78701 Hot Summer Nights - Red River Cultural District 8/4/2022 912 Red River St, Austin, TX 78701 Hot Summer Nights - Red River Cultural District 8/5/2022 710 Red River St, Austin, TX 78701 Hot Summer Nights - Red River Cultural District 8/6/2022 607 Red River St, Austin, TX 78701 Meeting Austin Young Chamber Meeting 8/8/2022 Virtual Meeting Coalition of Texans with Disabilities Meeting 8/10/2022 1716 San Antonio St, Austin, TX 78701 Meeting Austin Economic Development Corporation Meeting 8/11/2022 242 W 2nd St, Austin, TX 78701 Meeting Safe Streets Austin Meeting 8/15/2022 Virtual Meeting Austin Public Health Meeting 8/15/2022 Virtual Meeting Austin Hotel and Lodging Meeting 8/16/2022 Virtual Event Whole Foods Headquarters Office tabling 8/17/2022 501 Bowie St, Austin, TX 78703 Meeting East Cesar Chavez NPCT Presentation 8/17/2022 41 Navasota St, Austin, TX 78702 Meeting Austin Texas Restaurant Association Meeting 8/18/2022 Virtual 3Hip Hop in the Park Republic Square Event 8/20/2022 422 Guadalupe St, Austin, TX 78701 Austin Hotel & Lodging Hospitality Expo Event 8/22/2022 101 Red River St, Austin, TX 78701 Meeting ACT Plan DAA Working Group Meeting #2 8/24/2022 515 Congress Ave., Austin, TX 78701 Meeting ATX Musicians Advisory Panel Presentation - ATX Musicians Org 8/26/2022 Virtual Event Pease Nights Event Pease Park 8/26/2022 1100 Kingsbury St, Austin, TX 78703 Meeting Salvation Army Social Services Center Meeting 8/31/2022 501 E 8th St, Austin, TX 78701 Sustainable Food Center Farmers Market Tabling 9/3/2022 422 Guadalupe St, Austin, TX 78701 Night Shift #2 Austin Texas Musicians Org 9/6/2022 711 Red River St, Austin, TX 78701 Meeting HACA Meeting 9/9/2022 Virtual Event HAAM Day tabling at Waterloo Park 9/13/2022 500 E 12th St, Austin, TX 78701 Meeting HACA Meeting 9/15/2022 Virtual Viva Mexico Event Mexican American Cultural Center 9/17/2022 600 River St, Austin, TX 78701 HACA National Night Out 10/4/2022 85 Trinity St, Austin, TX 78701 Event Event Event Event Event Event Public Engagement Phase 1 Results The Phase 1 survey received a total of 2,129 responses over the two-month engagement period. Survey results were broken down by 30 different demographic groups, detailing the preferences of Austinites of different genders, races, ages, occupations and income levels (Appendix D). The following key takeaways from the survey stood out to the ACT Plan team upon analysis. Spaces for people walking: • Of all street elements respondents would prefer, sidewalks scored the highest o 66% of respondents scored sidewalks a 10 on a scale of 1-10 o Sidewalks (9.09) scored 79% higher than mixed vehicle lanes (5.08) o 26 of 30 demographic groups scored sidewalks as their number 1 priority Spaces for people biking and using micromobility: • Protected bicycle/micromobility lanes were a high priority for survey respondents o 59% of respondents scored protected bicycle/micromobility lanes a 10 on a scale of 1-10, across all demographic focus populations o Protected bicycle/micromobility lanes (8.32) scored 64% higher than mixed vehicle lanes (5.08) o 25 of 30 demographic groups scored protected bicycle/micromobility lanes as an 8 or above o 33% of respondents use a bicycle to get around downtown; in an ideal world, 47% said they would use a bicycle to get around Spaces for people taking transit: • Transit-only lanes scored lower than sidewalks and protected bicycle/micromobility lanes but at • an average score of 6.36, still scored 25% higher than mixed vehicle lanes. 21% of respondents normally take the bus to get around downtown; in an ideal world, 32% of respondents would take the bus o Among non-white respondents, 31% of respondents take the bus normally, and 46% would ride the bus in an ideal world 4Overall Mobility Goals: • 56% of all respondents normally drive alone to get around downtown; in an ideal world 16% would like to drive alone • More than half of all respondents (50.6%) ranked moving within downtown as most important (as compared to entering or exiting downtown) Additionally, the figures below display the overall responses received in Phase 1 survey. The first questions asked people what type of downtown mobility is most important to you: How to enter Downtown, how to leave Downtown, how to pass through Downtown, or how to move within Downtown? For this question, a lower number indicates a higher priority. The planning team looked at these answers in two ways: both the average of the responses (displayed in the blue graph in Figure 2), as well as looking at the top and bottom priority for respondents (shown in gray and orange in Figure 3). Figure 2 – Downtown Mobility Focus Ratings What type of Downtown mobility focus is most important to you? (Average for All Respondents) 2.77 2.27 The lower the number, the higher the priority, meaning “within” is the highest average priority 3.00 1.96 Enter Exit Through Within Figure 3 – Downtown Mobility Focus Preferences What type of Downtown mobility focus is most important to you? (Top and Bottom Priority for All Respondents) #1 #4 52.1% 50.6% 23.9% 12.1% 8.5% 20.2% 17.0% 15.6% Enter Exit Through Within 4.00 3.50 3.00 2.50 2.00 1.50 1.00 80% 60% 40% 20% 0% 5The majority of the survey focused on right of way elements. It asked people to identify the importance of seven different elements on a scale of 1-10, 10 being the highest importance. Elements could share scores; this was not a ranking. The planning team also looked at the overall average results for this question (Figure 4, in blue), as well as the top and bottom priorities (Figure 5, in gray and orange). Figure 4 – Street Element Ratings Average Rating per street element (All Respondents) 9.09 7.44 7.84 8.32 6.36 5.23 5.08 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 5 – Street Element Priorities Top and Bottom Priority street elements (All Respondents) 76.4% Rated 9 or 10 Rated 1 to 4 67.9% 44.8% 49.4% 40.4% 44.5% 28.9% 26.7% 19.6% 20% 15.2% 15.7% 11.0% 2.6% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane 11.8% G. Protected Bicycle/ Micromobility Lane 10 8 6 4 2 0 80% 60% 40% 0% 6Next Steps The ACT Plan team continues to analyze the responses and feedback collected during Phase 1 and will use this information to inform the development of different alternatives to be included in the upcoming Phase 2 survey. Phase 2 is planned to occur in late 2022 and early 2023, and will include both public events and a second public survey with modal network and cross-section options. During Phase 2 engagement the ACT Plan team will also hold meetings with focus populations, interested people and organizations, visit different neighborhoods Downtown, and continue to convene the Working Group. Upon completion of Phase 2 the ACT Plan team will combine the public engagement and technical results to put forth final ACT Plan proposals. Appendices Appendix A: ACT Plan Downtown Populations Appendix B: Paper Survey in English Appendix C: ACT Plan Engagement Events Map Appendix D: Survey Responses Results Breakdown 7Appendix A. ACT Plan Downtown Focus Populations Downtown Population Residents Office Workers Servers Musicians, performers, and venue owners and staff Late night staff (e.g., janitorial staff) Delivery drivers Ridehail/TNC/taxi drivers Government workers Construction workers Hotel staff Visitors/tourists People with physical mobility impairments People who are blind People who are deaf Unhoused and unhoused service providers Emma S. Barrientos Mexican American Cultural Center community (staff and visitors) Families Seniors Building developers Building managers Special Event Organizers Medical workers Reason for Inclusion These people live in the ACT Plan area Downtown is the primary employment center of Austin. These workers often have a standard schedule and utilize a variety of transportation modes. Downtown is home to a growing number of bars and restaurants serving people throughout the day. These industries are a major draw of Downtown. The Live Music Capital of the World relies on the myriad venues spread throughout downtown. Performers may have specific or atypical needs. Downtown’s buildings and hotels have different needs at night. The operation and maintenance of these locations relies on staff who are seeing things from a different perspective. Goods delivery occurs throughout the network (temporally and spatially), and the use of street space by these drivers is a major contributor to congestion. Identifying designs that help this group could ameliorate certain issues downtown. Similar to delivery drivers, ridehail, TNC, and taxi drivers utilize the entirety of the network and contribute to congestion. Downtown is the base for many government workers at multiple levels of government. The Capitol Complex is a node for thousands of commuters. Downtown’s construction and maintenance relies on these workers, who also utilize equipment that requires space. Downtown is the major tourist destination in Austin, and these staff arrive at different times throughout the day. Thousands of visitors come to Austin and spend the majority of their time downtown. It is critical that the network is comprehensible and easily usable for people who have never visited before. All new infrastructure must and should be designed for those with physical mobility impairments in mind. Infrastructure that works for them is infrastructure that works for everybody. All new infrastructure must and should be designed for people who are blind. Infrastructure that works for them is infrastructure that works for everybody. All new infrastructure must and should be designed for people who are deaf. Infrastructure that works for them is infrastructure that works for everybody. There is a large unhoused population in Downtown, as well as the city’s main service provider. The ESB-MACC is a major cultural anchor downtown. They are a pillar of a network of organizations and businesses Downtown that support Mexican- American Austinites. As Downtown grows it is important that the area isn’t only for young adults, but supports growing families, as well. They may have different needs from the transportation network. As Downtown grows it is important that the area isn’t only for young adults, but supports our senior population, as well. They may have different needs from the transportation network. Downtown’s growth has been shaped by the new development occurring throughout the ACT Plan area. Future growth and construction could usher in major future changes. How buildings operate once they are built affects the downtown ecosystem. Building managers see the needs and habits of their occupants. Downtown is home to many high-profile events. The hospitals and Innovation District bring huge numbers of medical workers to the area, at varying times and with potential different needs. 8Appendix B. Paper Survey in English The Austin Core Transportation (ACT) Plan is a study of transportation and mobility options in Downtown Austin. The plan will coordinate with and facilitate several major downtown projects, such as Project Connect, I-35 Capital Express Central and the Palm District Planning Initiative. This project is being led by the Austin Transportation Department (ATD). The ACT Plan will include a list of projects to help us achieve our mobility vision for downtown, as well as an implementation plan. This survey is the first step in this process to help staff learn more about the different transportation elements you would like to see in downtown streets, how you travel to and within downtown now, and how you would like to do so in the future. Future phases of the ACT Plan will ask for your input on how you want specific streets to look, and ATD anticipates having draft street plans available for input by late 2022. This survey should take you about 5-10 minutes to complete. If you have any questions or issues regarding the survey or the ACT Plan, please visit our ACT Plan website or email ACTPlan@AustinTexas.gov. The ACT Plan applies to Downtown Austin, which is bound by Martin Luther King Jr. Boulevard to the north, Lamar Boulevard to the west, Lady Bird Lake to the south and Interstate 35 to the east. To improve mobility and connectivity, ATD needs to understand why and how people use Downtown streets. To prepare design options that best respond to the needs of our community, we’d like to know which of these ways are most important to you. Please rank each of these four mobility priorities based on what is most important to you, with 1 as the most important and 4 as the least important. For example, if getting into Downtown quickly and efficiently is most important to you, please rank that 1. What is most important to you? RANK the following options 1 to 4, 1 being most important, 4 being least important. • • • • ____ How to enter Downtown ____ How to leave Downtown ____ How to pass through Downtown (excluding I-35) ____ How to move within Downtown 9 Street Design and Features Street space is limited, especially Downtown, so ATD staff would like to know which street elements you would prefer to see. A street element refers to the different components that make up our streets, such as vehicle lanes, sidewalks, parking areas and bicycle lanes. As part of the ACT Plan, ATD will work to provide options for evaluation that include the street elements that are most important to our community members. The below images are intended as guides to display different street elements. These images are not proposals that will be put forward by the ACT Plan. Legend: A. Building Frontages (street cafes, sandwich boards, seating, etc.) B. Sidewalk (pedestrian through zone) C. Street Tree and Furniture Zone (lighting, benches, tree, public art, bicycle parking, scooter and other micromobility parking) D. Curb Zone (on-street parking, passenger loading, commercial loading, parklets) E. Transit-Only Lane (vehicle travel dedicated to buses) F. Mixed Vehicle Lane (travel lanes for all vehicles - private automobiles, buses, and/or bicycles) G. Protected Bicycle/Scooter Lane (dedicated travel space with behind-the-curb separation from motor vehicle area) Image 1 10Image 2 We’d like to know how important each individual street element is to you. Please rate each element on a scale from 1-10 stars, with 10 stars representing a strong desire to see that element included on the average street, and 1 star indicating that the element is not important for inclusion. Ratings can be the same for certain (or all) elements. For example, if both mixed vehicle lanes and sidewalks are the most important to you, you may rate them each as 10 stars. Please rate each element on a scale from 1-10 stars * A. Building Frontages (street cafes, sandwich boards, seating, etc.): _____ stars out of 10 * B. Sidewalk (pedestrian through zone): _____ stars out of 10 * C. Street Tree and Furniture Zone (lighting, benches, trees, public art, bicycle parking, scooter and micromobliity device parking): _____ stars out of 10 * D. Curb Zone (on-street parking, passenger loading, commercial loading, parklets): ___ stars out of 10 * E. Transit-Only Lane (vehicle travel dedicated to buses): _____ stars out of 10 * F. Mixed Vehicle Lane (travel lanes for all vehicles - private automobiles, buses, bicycles): ___ stars out of 10 * G. Protected Bicycle/Micromobility Lane (dedicated travel space with behind-the-curb separation from motor vehicle area): _____ stars out of 10 11Do you live downtown? Yes No Do you work downtown? Yes, I work downtown but from home (full-time) Yes, I work downtown (outside of my home at least some of the time) Sometimes. Some of my work is from home or is located downtown, but sometimes I leave downtown for work No, I work outside downtown No, I do not currently work How do you normally get around downtown? Taxi/rideshare/ridehail/TNC (Uber, Lyft, etc.) Bicycle Bus Carpool/Vanpool Drive Alone Scooter Walk Other (please specify) Bicycle Bus Carpool/Vanpool Drive Alone In an ideal world, how would you like to get around downtown? Scooter Train Walk Other (please specify) Taxi/rideshare/ridehail/TNC (Uber, Lyft, etc.) 12Is there anything else you would like to tell us about mobility downtown? The following demographic questions are optional; the information provided helps us tune our engagement to make sure we are hearing from a representative set of Austinites. If you have any questions about this survey or the ACT Plan, please visit the ACT Plan website or email ACTPlan@AustinTexas.gov. To stay up to date on the ACT Plan, as well as all other mobility happenings around Austin, please consider subscribing to Austin Mobility News. In what ZIP code do you live? What is a major intersection near where you live? Examples: 7th and Chicon, South 1st and Oltorf, Pleasant Valley and Riverside. Which of the following best represents your gender identity? Which of the following best represents your cultural identity? Select all that apply. Female Male Another gender Asian cultural identity Black and/or African American Hispanic and/or Latino/Latina/Latinx Native/Indigenous White Other 13What is your yearly household income? 0-$25,000 $25-000-$49,999 $50,000-$74,999 $75,000-$99,999 $100,000-$149,999 $150,000+ Do you identify as someone with a disability? Yes, I have a cognitively- or intellectually-related disability Yes, I have a hearing-related disability Yes, I have a vision-related disability Yes, I have a mobility-related disability No, I do not identify as having a disability. What is your age? Under 15 years old 15-24 years old 25-34 years old 35-44 years old 45-54 years old 55-64 years old 65 years old and older Please indicate which, if any, group(s) you are part of. Construction workers (working or has worked downtown) Delivery drivers (delivering downtown) Hotel staff (located downtown) Janitorial and other late-night staff (located downtown and not included in other listed groups) Musicians/performers/entertainers (who have performed downtown) Office workers (located downtown) Performance and entertainment venue staff (located downtown) People with physical mobility impairments People who are blind or deaf People aged 65 or older Restaurant and bar staff (located downtown) Rideshare, taxi, TNC or pedicab drivers State workers (located downtown) Social service providers (working with downtown populations) 14Appendix C: ACT Plan Engagement Events Map 15Appendix D: Survey Responses Results Breakdown The following figures detail survey results broken down by the following key demographics: • Respondents who live downtown • Respondents who work downtown • Gender: o o Identifies as Woman Identifies as Man • Ethnicity/Cultural Identity: o Asian o Black and/or African American o Hispanic/Latinx o Native/Indigenous o White • Household Income: o Under $50K o Over $100K • People with a Disability • Age: o 15-24 years old o 25-34 years old o 35-44 years old o 45-54 years old o 55-64 years old o 65 years and older 16Figure 6: Average rating per street element – Lives Downtown Average Rating per Element (Downtown Residents) 9.05 7.88 7.71 7.99 5.27 5.82 5.06 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 7: Top and bottom priority street element – Lives Downtown Top and Bottom Priority (Downtown Residents) 80% 75.5% 60% 54.5% 50.3% Rated 9 or 10 Rated 1 to 4 65.2% 44.5% 40.0% 33.3% 25.5% 18.5% 20.6% 14.8% 12.1% 12.1% 3.0% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane G. Protected Bicycle/ Micromobility Lane 10 8 6 4 2 0 40% 20% 0% 1710 8 6 4 2 0 80% 60% 40% 0% Figure 8: Average rating per street element – Works Downtown Average Rating per Element (Downtown Workers) 9.02 7.35 7.77 8.20 6.21 5.17 5.11 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 9: Top and bottom priority street element – Works Downtown Top and Bottom Priority (Downtown Workers) Rated 9 or 10 Rated 1 to 4 66.3% 42.8% 41.7% 44.0% 49.9% 29.1% 27.4% 20% 16.3% 12.1% 14.9% 19.4% 12.9% 74.7% 2.8% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane G. Protected Bicycle/ Micromobility Lane 18Figure 10: Average rating per street element – Gender: Identifies as woman Average Rating per Street Element (Women) 9.26 8.01 7.32 8.49 6.60 5.90 5.31 A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane G. Protected Bicycle/ Micromobility Lane Figure 11: Top and bottom priority street element – Gender: Identifies as woman Top and Bottom Priority Street Element (Women) 79.3% Rated 9 or 10 Rated 1 to 4 69.1% 42.7% 52.1% 20% 15.3% 8.7% 1.1% 40.0% 32.3% 31.8% 22.8% 24.4% 20.1% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane 9.7% G. Protected Bicycle/ Micromobility Lane 10 8 6 4 2 0 80% 60% 40% 0% 1910 8 6 4 2 0 80% 60% 40% 20% 0% Figure 12: Average rating per street element – Gender: Identifies as man Average Rating per Element (Men) 9.08 7.67 7.90 8.47 6.33 4.77 4.84 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 13: Top and bottom priority street element – Gender: Identifies as man Top and Bottom Priority (Men) Rated 9 or 10 Rated 1 to 4 A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane G. Protected Bicycle/ Micromobility Lane 2012 10 8 6 4 2 0 100% 80% 40% 20% 0% Figure 14: Average rating per street element – Ethnicity/Cultural Identity: Asian Average Rating per Element (Asian) 9.52 8.53 7.78 8.61 7.08 5.50 4.59 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 15: Top and bottom priority street element – Ethnicity/Cultural Identity: Asian Top and Bottom Priority (Asian) 83.2% Rated 9 or 10 Rated 1 to 4 60% 53.5% 60.4% 72.3% 52.5% 13.9% A. Building Frontages 0.0% B. Sidewalk 3.0% C. Street Tree and Furniture Zone 35.6% 32.7% 17.8% 13.9% 15.8% D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane 8.9% G. Protected Bicycle/ Micromobility Lane 21Figure 16: Average rating per street element - Ethnicity/Cultural Identity: Black and/or African American Average Rating per Element (Black and/or African-American) 8.57 7.55 7.04 7.96 6.96 5.98 5.70 10 8 6 4 2 0 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 17: Top and bottom priority street element - Ethnicity/Cultural Identity: Black and/or African American Top and Bottom Priority (Black and/or African-American) 62.3% Rated 9 or 10 Rated 1 to 4 58.5% 45.3% 24.5% 39.6% 41.5% 34.0% 30.2% 35.8% 28.3% 18.9% 5.7% 9.4% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane 9.4% G. Protected Bicycle/ Micromobility Lane 80% 60% 40% 20% 0% 22Figure 18: Average rating per street element - Ethnicity/Cultural Identity: Hispanic and/or Latino/Latina/Latinx Average Rating per Element (Hispanic/Latinx) 8.99 7.90 7.21 8.50 6.85 5.57 5.40 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 19: Top and bottom priority street element - Ethnicity/Cultural Identity: Hispanic and/or Latino/Latina/Latinx Top and Bottom Priority (Hispanic/Latinx) 74.1% Rated 9 or 10 Rated 1 to 4 71.4% 40.9% 16.8% 51.4% 11.4% 2.7% 36.8% 33.6% 40.5% 21.8% 19.1% 22.7% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane 10.9% G. Protected Bicycle/ Micromobility Lane 10 8 6 4 2 0 80% 60% 40% 20% 0% 2310 8 6 4 2 0 80% 60% 40% 20% 0% Figure 20: Average rating per street element - Ethnicity/Cultural Identity: Native/Indigenous Average Rating per Element (Native/Indigenous) 8.68 7.88 6.36 8.20 5.96 5.96 4.96 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 21: Top and bottom priority street element - Ethnicity/Cultural Identity: Native/Indigenous Top and Bottom Priority (Native/Indigenous) 68.0% 60.0% Rated 9 or 10 Rated 1 to 4 72.0% 44.0% 32.0% 44.0% 40.0% 32.0% 16.0% 16.0% 24.0% 20.0% 20.0% 4.0% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane G. Protected Bicycle/ Micromobility Lane 24Figure 22: Average rating per street element – Ethnicity/Cultural Identity: White Average Rating per Element (White) 9.21 7.61 8.00 8.59 6.44 5.07 4.86 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 23: Top and bottom priority street element – Ethnicity/Cultural Identity: White Top and Bottom Priority (White) 78.9% Rated 9 or 10 Rated 1 to 4 71.6% 45.7% 50.2% 42.5% 46.9% 29.1% 25.6% 16.3% 9.4% 12.5% 13.3% 8.5% 1.6% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane G. Protected Bicycle/ Micromobility Lane 10 8 6 4 2 0 80% 60% 40% 20% 0% 25Figure 24: Average rating per street element – Household Income: Under $50K Average Rating per Element (Household Income <$50k) 8.74 8.19 7.13 8.39 6.82 5.50 4.70 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 25: Top and bottom priority street element – Household Income: Under $50K Top and Bottom Priority (Household Income <$50k) 72.5% 54.4% Rated 9 or 10 Rated 1 to 4 67.9% 36.3% 39.9% 39.4% 21.2% 21.8% 18.7% 3.6% 7.3% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane 11.9% G. Protected Bicycle/ Micromobility Lane 10 8 6 4 2 0 43.5% 20% 15.0% 80% 60% 40% 0% 2610 8 6 4 2 0 80% 60% 40% 20% 0% Figure 26: Average rating per street element – Household Income: Over $100K Average Rating per Element (Household Income Over $100k) 9.16 7.68 7.91 8.43 6.16 5.16 4.96 A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane G. Protected Bicycle/ Micromobility Lane Figure 27: Top and bottom priority street element – Household Income: Over $100K Top and Bottom Priority (Household Income Over $100k) 77.6% Rated 9 or 10 Rated 1 to 4 69.1% 46.8% 49.1% 41.2% 45.8% 12.8% 13.7% 9.3% 1.8% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle 28.8% 25.8% 17.5% 10.7% Lane G. Protected Bicycle/ Micromobility Lane 27Figure 28: Average rating per street element – Identifies as someone with a disability Average Rating per Element (Identifies as someone with a disability) 9.03 8.00 7.40 6.89 5.55 5.24 7.81 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 29: Top and bottom priority street element - Identifies as someone with a disability Top and Bottom Priority (Identifies as someone with a disability) 76.0% Rated 9 or 10 Rated 1 to 4 65.3% 44.7% 47.3% 13.3% 4.0% 9.3% 35.3% 35.3% 40.7% 20.7% 20.7% 21.3% 17.3% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane G. Protected Bicycle/ Micromobility Lane 10 8 6 4 2 0 80% 60% 40% 20% 0% 2810 8 6 4 2 0 100% 80% 60% 40% 0% Figure 30: Average rating per street element – Age: 15-24 Average Rating per Element (15-24 years old) 9.44 7.74 8.07 7.54 8.59 4.80 4.54 A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane Figure 31: Top and bottom priority street element – Age: 15-24 Top and Bottom Priority Street Element (15-24 years old) 81.7% 1.0% 47.1% 50.0% 42.3% 45.2% 20% 14.4% 12.5% 7.7% 15.4% 11.5% 9.6% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane G. Protected Bicycle/ Micromobility Lane 69.2% 55.8% G. Protected Bicycle/ Micromobility Lane Rated 9 or 10 Rated 1 to 4 2910 8 6 4 2 0 100% 80% 60% 40% 20% 0% Figure 32: Average rating per street element – Age: 25-34 Average Rating per Element (25-34 years old) 9.30 8.25 7.89 8.98 6.52 4.70 4.38 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 33: Top and bottom priority street element – Age: 25-34 Top and Bottom Priority Street Element (25-34 years old) 80.1% 77.5% 49.5% 54.6% 48.5% 51.9% 28.4% 23.7% 9.3% 0.6% 11.2% 6.1% 11.0% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane 5.1% G. Protected Bicycle/ Micromobility Lane Rated 9 or 10 Rated 1 to 4 30Figure 34: Average rating per street element – Age: 35-44 Average Rating per Element (35-44 years old) 10 8 6 4 2 0 100% 80% 60% 40% 20% 0% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane G. Protected Bicycle/ Micromobility Lane Figure 35: Top and bottom priority street element – Age: 35-44 Top and Bottom Priority Street Element (35-44 years old) A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Rated 9 or 10 Rated 1 to 4 31Figure 36: Average rating per street element – Age: 45-54 Average Rating per Element (45-54 years old) 10 8 6 4 2 0 80% 60% 0% A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 37: Top and bottom priority street element – Age: 45-54 Top and Bottom Priority (45-54 years old) 76.0% 65.5% 17.8% 39.5% 40% 20% 17.4% 43.4% 41.1% 34.5% 20.5% 30.6% 26.7% 26.0% 12.0% 3.9% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane Rated 9 or 10 Rated 1 to 4 3210 8 6 4 2 0 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Figure 38: Average rating per street element – Age: 55-64 Average Rating per Street Element (55-64 year olds) 9.10 7.76 7.20 5.76 6.32 6.06 A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane Figure 39: Top and bottom priority street element – Age: 55-64 Top and Bottom Priority Street Element (55-64 years old) 78.4% 48.6% 39.5% 16.2% 18.9% 12.4% 2.7% 29.7% 28.6% 28.1% 30.3% 28.1% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane Rated 9 or 10 Rated 1 to 4 8.24 66.5% G. Protected Bicycle/ Micromobility Lane 10.8% G. Protected Bicycle/ Micromobility Lane 3310 8 6 4 2 0 80% 60% 40% 20% 0% Figure 40: Average rating per street element – Age: 65 and older Average Rating per Element (Aged 65 and older) 8.78 7.61 7.13 6.17 6.17 5.93 7.47 A. Building Frontages B. Sidewalk D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane C. Street Tree and Furniture Zone G. Protected Bicycle/ Micromobility Lane Figure 41: Top and bottom priority street element – Age: 65 and older Top and Bottom Priority (Aged 65 and older) 70.0% Rated 9 or 10 Rated 1 to 4 47.3% 46.7% 18.0% 13.3% 4.0% 32.7% 26.7% 30.0% 28.7% 33.3% 28.7% A. Building Frontages B. Sidewalk C. Street Tree and Furniture Zone D. Curb Zone E. Transit-Only Lane F. Mixed Vehicle Lane 56.0% 20.0% G. Protected Bicycle/ Micromobility Lane 34Austin Core Transportation Plan What We’ve Heard in Phase 2 The second phase of ACT Plan engagement presented more refined scenarios to the community, and collected feedback via a survey that was open from January 23 - March 31, 2023 1400 The survey was answered by more than 1,400 respondents, including English, Spanish, digitaland paper responses. 39 The team attended more than 39 in-person community events and meetings. 30 Results were broken down by 30 different demographic groups, showing the preferences of different genders, races, ages, occupations and income levels of Austinites. 20 The survey was shared in newsletters from 20 different organizations. CROSS SECTIONS TRANSIT-ONLY LANES Respondents were asked to rate options from 1-10, 10 being most preferable. • Option 2 shown above (7.62, 53% rated a 9 or 10) Respondents were asked about support or opposition for transit-only lanes. • Strong support (86%) for targeted dedicated transit- with bidirectional bicycle lanes and two travel lanes is preferred only lanes through downtown for CapMetro service • Strongest support for transit-only lanes amongst lowest-income respondents BICYCLE NETWORK DIRECTION CONVERSIONS Respondents were asked to rank 3 different scenarios for the bicycle network. • 72% of respondents said the biggest expansion was the best option Respondents were asked about one-way to two-way street conversion scenarios. • Slight preference for full conversion scenario, but not at the cost of bicycle and transit lanes. MOST POPULAR UP-VOTED COMMENTS “We need protected bike lanes on every street, and transit lanes where they make sense. Reduce the car lanes as needed.” “Increasing the amount of public transit options and their efficiency is crucial for the future of our city and...especially lower income residents. Individual car usage must be de-prioritized.” “I do not like three lanes for vehicles. A dedicated transit lane should remove a vehicle lane.” “Please prioritize pedestrian, transit, and bicycle infrastructure downtown. Downtown is a destination and a place where people live, work and play. It is not a place to prioritize moving *through* via private automobiles.” “Shared bus/bike lanes continually put cyclists at risk of cars that disregard the lane. Modalities of walking, transit, and biking should be separated for the efficiency and comfort of all users.” Plan central de transporte de Austin Lo que hemos escuchado en la Fase 2 La segunda fase de la participación en el Plan ACT presentó escenarios más detallados a la comunidad y recogió opiniones a través de una encuesta que estuvo disponible desde el 23 de enero hasta el 31 de marzo de 2023. 1400 La encuesta fue completada por más de 1,400 personas; incluyendo respuestas en inglés, español, digital y papel. 39 El equipo asistió a más de 39 eventos y reuniones comunitarias presenciales. 30 Los resultados fueron desglosados en 30 grupos demográficos diferentes, mostrando las preferencias de los distintos géneros, razas, edades, ocupaciones y niveles de ingresos de los Austinenses 20 La encuesta se difundió en boletines informativos de 20 organizaciones diferentes 2o Opción Potencial 3º Opción Potencial SECCIONES TRANSVERSALES CARRILES EXCLUSIVOS PARA TRANSPORTE PÚBLICO Se solicitó a los encuestados que valoraran las opciones del 1 al 10, siendo 10 la más preferible. • La opción 2 mostrada anteriormente (7,62, 53% valorada con un 9 o 10) con carriles bidireccionales para bicicletas y dos carriles de circulación es la preferida Se preguntó a los encuestados si apoyaban o se oponían a los carriles exclusivos para el transporte público. • Gran respaldo (86%) a los carriles exclusivos para el transporte público a través del centro de la ciudad para el servicio de CapMetro. • Mayor apoyo a los carriles exclusivos para el transporte público entre los encuestados con menos ingresos. RED CICLISTA CONVERSIONES DE SENTIDO Se pidió a los encuestados que valoraran 3 escenarios diferentes para la red ciclista. • El 72% de los encuestados opina que la mayor ampliación es la mejor opción. Se preguntó a los encuestados por los escenarios de conversión de calles de sentido único a doble sentido. • Ligera preferencia por el escenario de conversión total, pero no a expensas de los carriles ciclistas y de transporte público. LOS COMENTARIOS POPULARES MÁS VOTADOS “Necesitamos carriles protegidos para bicicletas en todas las calles, y carriles de transporte donde tengan sentido. Reducir los carriles para vehículos según sea necesario.” “Aumentar la cantidad de opciones de transporte público y su eficiencia es crucial para el futuro de nuestra ciudad y.., especialmente para los residentes de ingresos más bajos. El uso individual del vehículo debe dejar de ser prioritario.” “Por favor, den prioridad a las infraestructuras para peatones, transporte público y bicicletas en el centro de la ciudad. El centro es un lugar donde la gente vive, trabaja y se divierte. No es un lugar para priorizar la movilidad *a través* de vehículos privados.” “Por favor, den prioridad a las infraestructuras para peatones, transporte público y bicicletas en el centro de la ciudad. El centro es un lugar donde la gente vive, trabaja y se divierte. No es un lugar para priorizar la movilidad *a través* de vehículos privados.” “Los carriles de bus/bici compartidos ponen en peligro continuamente a los ciclistas por los vehículos que no respetan el carril. Las modalidades de caminar, transportarse y andar en bicicleta deberían estar separadas para la eficiencia y comodidad de todos los usuarios.” 奥斯汀市核心交通规划我们在第二阶段中听到了什么内容 ACT 计划参与的第二阶段向社区提供了内容更为丰富详细的方案，并于 2023 年 1 月 23 日至 3 月 31 日期间公示调查回收的反馈 1400 1400 多名受访者回答了这份调查问卷，其中包括英语版本、西班牙语版本、数字版本和纸质版本的调查问卷。 39 该团队参加了 39 多次社区活动和会议。 30 结果按 30 个不同的人口群体细分统计得到，显示了不同性别、种族、年龄、职业和收入水平的奥斯汀市民的偏好。 20 在 20 个不同组织的内部简报中分享了这项调查。备选方案 2 备选的公交专用车道方案 3 横截面公交专用车道受访者需按要求对选项赋分（1-10 分，10 分为“最喜欢”）。受访者被问及是否支持公交专用车道。 • 在上述的方案中，有双向自行车道和两条车道的方案 2（7.62，53% 的受访者赋了 9 或 10 分）更受欢迎持度最高 • 途径市中心的公交专用车道（由 CapMetro 提供服务）的支持度很高（86%） • 受访者中，收入最低的群体对公交专用车道的支自行车网络方向转换受访者被要求对 3 种不同的自行车网络方案进行赋分。受访者被问及单向更改为双向道路的方案。 • 72% 的受访者表示最大程度地扩宽道路是最佳方案 • 稍微受欢迎的方案是完全转换方向的方案，但不以舍弃自行车道和公交车道为代价。最受欢迎的点赞评论方法 “我们需要每条街道上都有受保护的自行车道，以及充满意义的公交车道。应根据需要减少汽车通行的车道。” “增加公共交通选择的数量及其效率对我们城市的未来至关重要……尤其是低收入居民。必须取消个人用车的优先级。” “我不喜欢三个车道都给了汽车的方案。不应该设置公交专用车道。” “请优先考虑市中心的行人、公共交通和自行车基础设施。市中心是人流涌向的地方，也是人们生活、工作和娱乐的地方。它不是一个让私家车优先通行的地方。” “与公交车/自行车共用车道，汽车会无私车道的存在，会使骑自行车的人持续遭受安全风险威胁。为了让所有使用者都能高效地通行，获得舒适度，行人、公交车和自行车应该分开。 Quy hoạch Giao thông Cốt lõi của Austin Tổng quan về Giai đoạn 2 Thỏa thuận về giai đoạn thứ hai của Quy hoạch ACT trình bày các kịch bản chi tiết hơn cho cộng đồng và thu thập phản hồi thông qua một cuộc khảo sát bắt đầu mở từ ngày 23 tháng 1 - ngày 31 tháng 3 năm 2023 1400 Cuộc khảo sát đã thu nhận câu trả lời từ hơn 1.400 người tham gia bằng tiếng Anh và tiếng Tây Ban Nha, ở dạng kỹ thuật số và trên giấy. 30 Kết quả được chia nhỏ theo 30 nhóm nhân khẩu học khác nhau, phản ánh các ưu tiên khác nhau theo giới tính, chủng tộc, độ tuổi, nghề nghiệp và mức thu nhập của người dân Austin. 39 Nhóm phụ trách đã tham dự hơn 39 cuộc họp và sự kiện cộng đồng trực tiếp. 20 Thông tin về cuộc khảo sát đã được chia sẻ trong các bản tin của 20 tổ chức khác nhau. Phương án Tiềm năng 2 Phương án Tiềm năng 2 ẢNH MẶT CẮT NGANG LÀN ĐƯỜNG DÀNH CHO Người tham gia được yêu cầu đánh giá các phương án theo thang điểm từ 1-10, trong đó 10 là mức ưu tiên cao nhất. • Phương án được ưu tiên là phương án 2 ở trên (7,62, được 53% số người tham gia đánh giá là 9 hoặc 10) có làn đường hai chiều dành cho xe đạp và hai làn đường đi lại Người tham gia được yều cầu cho biết họ ủng hộ hay phản đối làn đường dành cho phương tiện công cộng. • Ủng hộ mạnh (86%) các làn đường dành cho phương tiện công cộng được nhắm mục tiêu đi qua trung tâm thành phố cho dịch vụ CapMetro • Người tham gia có mức thu nhập thấp nhất ủng hộ mạnh nhất cho làn đường dành cho phương tiện công cộng MẠNG LƯỚI XE ĐẠP CHUYỂN ĐỔI CHIỀU LƯU THÔNG Người tham gia được yêu cầu xếp hạng 3 kịch bản khác nhau cho mạng lưới xe đạp. • 72% số người tham gia cho biết việc mở rộng với quy mô lớn nhất là phương án phù hợp nhất Người tham gia được yêu cầu góp ý về các kịch bản chuyển đổi đường một chiều sang đường hai chiều. • Kịch bản chuyển đổi hoàn toàn được ưu tiên hơn đôi chút, nhưng không hy sinh làn đường dành cho xe đạp và phương tiện công cộng. CÁC NHÂN XÉT ĐƯỢC BÌNH CHỌN NHIỀU NHẤT “Chúng tôi cần có làn đường dành cho xe đạp được bảo vệ trên mọi con đường và làn đường dành cho phương tiện công cộng ở những nơi phù hợp. Hãy cắt giảm làn xe ô tô nếu cần.” “Việc tăng số lượng và hiệu quả của các phương tiện giao thông công cộng rất quan trọng đối với tương lai của thành phố chúng ta và...đặc biệt là những cư dân có thu nhập thấp. Sử dụng ô tô cá nhân không nên được ưu tiên.” “Tôi không thích ba làn xe trên đường. Nên thay thế một làn xe bằng một làn đường dành cho phương tiện công cộng.” “Xin hãy ưu tiên cơ sở hạ tầng dành cho người đi bộ, phương tiện công cộng và xe đạp ở trung tâm thành phố. Trung tâm thành phố là điểm đến và là nơi mọi người sinh sống, làm việc và vui chơi. Đó không phải là nơi để ưu tiên cho việc *lưu thông* bằng ô tô tư nhân.” “Các làn đường chung cho xe buýt/xe đạp liên tục gây nguy hiểm cho người đi xe đạp vì nhiều xe ô tô không tuân thủ làn đường. Các phương thức vận chuyển như đi bộ, sử dụng phương tiện công cộng và đi xe đạp nên được tách riêng để mang lại hiệu quả và sự thoải mái cho tất cả những người tham gia giao thông. نتسوأ يف ةيسيئرلا لقنلا تامدخ ةطخ (Austin Core Transportation Plan) 2 ةلحرملا نايبتسا نم اهانعمج يتلا تاظحالملاو تاقيلعتلا نتسوأ يف ةيسيئرلا لقنلا تامدخ ةطخ نم ةيناثلا ةلحرملا يف ةكراشملا تصلخ (ACT Plan) عمتجملا ىلإ ةقد رثكأ تاهويرانيس ميدقت ىلإ 2023 سرام 31 - رياني 23 نيب ام ةرتفلا يف تانايبتسالا دحأ لالخ تعم ُج يتلا تاظحالملاو تاقيلعتلا ىلإ ا ًدانتسا كلذو يلحملا. تاعامتجاو ةيلاعف 39 نم رثكأ ينعملا قيرفلا رضح امك ا ًّيصخش ةيعمتجم. 39 ،صخش 1,400 نم رثكأ نايبتسالا ىلع درلا يف كراش ةينابسإلا ةغللاو ةيزيلجنإلا ةغللاب دودر كلذ لمشو ةيقرو جذامنو ةيمقر ةزهجأ مادختسابو. 1400 وحنل ةعبات ةيرابخإ تارشن يف نايبتسالا ةكراشم ىرجو ةفلتخم ةسسؤم 20. 20 ىلع ةفلتخم ةيناكس ةعومجم 30 بسح جئاتنلا تل ِّص ُف رامعألاو قارعألاو سانجألا فلتخم تاليضفت رهظ ُي وحن ةنيدم ناكس اهب عتمتي يتلا لخدلا تايوتسمو نهملاو نتسوأ. 30 3 ماعلا لقنلل لمتحم رايخ 2 لمتحم رايخ ماعلا لقنلل ةصصخملا تاراسملا ةيضرع عطاقم وأ نوديؤي اوناك ام اذإ لوح ةلئسأ نايبتسالا يف نيكراشملا ىلع حرط ماعلا لقنلل ةصصخملا تاراسملا ةركف نوضفري. نأ ىلع ،10 ىلإ 1 نم تارايخلا مييقت نايبتسالا يف نيكراشملا نم بل ُط ًليضفت رثكألا وه 10 مقرلا نوكي. ةدشب نوديؤي نيكراشملا نم (%86) نأ جئاتنلا ترهظأ امك لقنلا تابكرمل ةنيدملا طسو ةقطنم يف تاراسملا ضعب صيصخت .CapMetro ةلاكو اهلغشت يتلا ماعلا ماعلا لقنلل ةصصخملا تاراسملا هب ىظحت معد ىوقأ يتأي لقألا لوخدلا باحصأ نيكراشملا بناج نم. هالعأ نيبملا 2 رايخلل نيكراشملا ليضفت نايبتسالا جئاتن ترهظأ نيكراشملا نم %53 حنم ثيح ،7.62 مييقت طسوتم لجس يذلا) ةيئانث تاراسم ميمصتب قلعتي اميف كلذو (10 وأ 9 مييقت رايخلا اذه تابكرملا ةكرحل نيراسمو تاجاردلل هاجتالا. تاهاجتالا ليوحت تاجاردلا ةكبش عراشلا ليوحت تاهويرانيس لوح مهيأر نع ةلئسأ نيكراشملا ىلع حر ُط امك نيهاجتا ىلإ دحاو هاجتا نم. تاجاردلا ةكبشل ةفلتخم تاهويرانيس 3 مييقت نيكراشملا نم بل ُط. نيكراشملا نم 72% وحن دييأتب ىظح يذلا لضفملا ويرانيسلا ناكو عراوشلل تاعسوت ربكأ دهشي يذلا ويرانيسلا وه. ويرانيسل ليئض قرافب ليضفت كانه نأ نايبتسالا جئاتن ترهظأ تاجاردلا تاراسم باسح ىلع سيل نكلو عراوشلل لماكلا ليوحتلا ماعلا لقنلا تابكرمو. “ةيامحلاب ىظحت تاجردلل تاراسم ريفوت نم دب ال ةممصم تاراسم ريفوت كلذكو ،عراش لك يف رمألا بلطت ولو ىتح ،طقف ماعلا لقنلا تابكرمل ةصاخلا تابكرملا تاراسم ددع صيلقت.” “اهتءافكو ماعلا لقنلا تارايخ ددع ةدايز لثمي ناكسلل ا ًديدحتو ،انتنيدم لبقتسمل ا ًمساح اًرمأ نم ليلقتلا بجي يلاتلابو ؛ضفخنملا لخدلا يوذ ةصاخلا تابكرملا مادختسا.” يتلا تاقيلعتلا رثكأ دييأتلاب تيظح “نوكتل ةنيدملا طسو ةقطنم يف عراوشلا ميمصتو طيطخت ىلع ةيولوألا ءافضإ ىجر ُي نم ديدعلل ىقتلم وه ةنيدملا طسوف ،تاجاردلا بوكرو ماعلا لقنلا لئاسوو ةاشملل ةمئالم ةدايق ىلع ةيولوألا هيف ىفض ُي ناكم سيلو ،كانه نوبعليو نولمعيو نوشيعي نيذلا صاخشألا رخآ ىلإ ناكم نم لاقتنالل ةصاخلا تابكرملا.” “نم ا ًلدبف .تابكرملل تاراسم ةثالث دوجو لضفأ ال نكمي ،ماعلا لقنلا تابكرمل صصخم ديدج راسم ةفاضإ ةصاخلا تابكرملل ةصصخملا تاراسملا دحأ ةلازإ.” “ببستو راسملا يف ةدايقلا دعاوق لهاجتت دق تابكرملا نأل اًرظن رطخلل تاجاردلاو تالفاحلا نيب ةكرتشم تاراسم نومدختسي نيذلا تاجردلا يبكار رارمتساب ضرعتي اهمدختسي نم عيمجل ةحارو ةمئالم رثكأ عراوشلا نوكت ىتح تاجردلاو ماعلا لقنلا تابكرمو ةاشملا تاراسم نيب لصفلا نم دب ال َّمث نمو ؛مهل ثداوح.” ا Plan de transport central d’Austin Ce que nous avons entendu lors de la phase 2 La deuxième phase de l’engagement du Plan ACT a présenté des scénarios plus affinés à la communauté et a recueilli des commentaires via une enquête qui était ouverte du 23 janvier au 31 mars 2023. 1400 L’enquête a été remplie par plus de 1,400 répondants, y compris des réponses en anglais, en espagnol, numériques et sur papier. 39 L’équipe a participé à plus de 39 événements et réunions communautaires en personne. 30 Les résultats ont été répartis en 30 groupes démographiques différents, mettant en évidence les préférences des différents genres, races, âges, professions et niveaux de revenus des habitants d’Austin. 20 L’enquête a été partagée dans les bulletins d’information de 20 organisations différentes. Option potentielle 2 Option de transport en com- mun potentielle 3 DES SECTIONS TRANSVERSALES DES SECTIONS TRANSVERSALES Les répondants ont été invités à évaluer les options de 1 à 10, 10 étant la plus préférée. • L’option 2 présentée ci-dessus (7,62, 53% ont donné une note de 9 ou 10) avec des voies cyclables bidirectionnelles et deux voies de circulation est préférée. Les répondants ont été interrogés sur leur soutien ou leur opposition aux voies réservées aux transports en commun. • Fort soutien (86 %) pour des voies réservées aux transports en commun ciblées et dédiées dans le centre-ville pour le service CapMetro. • Le soutien le plus fort pour les voies réservées aux transports en commun vient des répondants à faible revenu. RÉSEAU CYCLABLE CONVERSIONS DE SENS Les répondants ont été invités à classer 3 scénarios différents pour le réseau de pistes cyclables. • 72% des répondants ont indiqué que la plus grande Les répondants ont été interrogés sur les scénarios de conversion de rue à sens unique en rue à double sens. • Une légère préférence pour le scénario de expansion était la meilleure option conversion complète, mais pas au détriment des voies réservées aux vélos et aux transports en commun. LES COMMENTAIRES LES PLUS POPULAIRES ET LES PLUS VOTÉS “Nous avons besoin de pistes cyclables protégées sur chaque rue, ainsi que des voies réservées aux transports en commun là où cela est pertinent. “Accroître le nombre d’options de transport en commun et leur efficacité est crucial pour l’avenir de notre ville et... en particulier pour les résidents à faible revenu. L’utilisation de voitures individuelles doit être mise en second plan.” “Je n’aime pas les trois voies pour les véhicules. Une voie réservée aux transports en commun devrait remplacer une voie pour les véhicules.” “Veuillez donner la priorité à l’infrastructure piétonne, de transport en commun et de vélo dans le centre-ville. Le centre-ville est une destination et un lieu où les gens vivent, travaillent et se divertissent. Ce n’est pas un endroit où il faut donner la priorité à la circulation à travers des voitures privées.” “Les voies partagées pour les bus et les vélos mettent constamment les cyclistes en danger de voitures qui ne respectent pas la voie. Les modes de déplacement à pied, en transport en commun et à vélo devraient être séparés pour l’efficacité et le confort de tous les utilisateurs.” ऑस्टिन मूल परिवहन योजना (Austin Core Transportation Plan) हमे ं चरण 2 मे ं जो प्रतिक्रिया मिलीं ACT प्लान कार्य के दूसरे चरण के द्वारा समुदाय के लिए और ज़्यादा स्पष्ट परिदृश्य प्रस्तुत किए गए, और एक सर्वेक्षण के ज़रिये प्रतिक्रिया एकत्र की गई जो 23 जनवरी - 31 मार्च, 2023 तक खुला था। 1400 सर्वेक्षण मे ं अंग्रेज़ी, स्पैनिश, डिजिटल और पेपर प्रतिक्रियाओं सहित 1,400 से ज़्यादा उत्तरदाताओं द्वारा, जवाब दिए गए थे। 39 टीम ने 39 से ज़्यादा व्यक्तिगत सामुदायिक कार्यक्रमों और बैठकों मे ं भाग लिया। 30 ं विभाजित किया गया था, जो विभिन्न परिणामों को 30 अलग-अलग जनसांख्यिकीय समूहों मे लिंगों, जातियों, आयु, व्यवसायों और ऑस्टिन के निवासियों के आय स्तर की प्राथमिकताओं को ं। दर्शाते है 20 सर्वेक्षण को 20 अलग-अलग संगठनों के ं साझा किया गया था। न्यूज़लेटर्स मे संभावित विकल्प 2 संभावित ट्रांज़िट विकल्प 3 क्रॉस सेक्शन केवल-ट्रांज़िट लेन उत्तरदाताओं को विकल्पों को 1-10 तक रेट करने के लिए कहा गया, जिसमे ं 10 का मतलब सबसे बेहतर था। उत्तरदाताओं से केवल-ट्रांज़िट लेन के लिए समर्थन या विरोध के बारे मे ं पूछा गया। • दो-तरफ़ा साइकिल लेनों और दो ट्रैवल लेनों के साथ ऊपर दिखाए गए (7.62, 53% ने 9 या 10 रेट किया है) विकल्प 2 को प्राथमिकता दी गई। • कैपमेट्रो (CapMetro) सेवा के लिए शहर से लक्षित समर्पित केवल-ट्रांज़िट लेनों के लिए मज़बूत समर्थन (86%) था • सबसे कम आय वाले उत्तरदाताओं के बीच केवल- ट्रांज़िट लेनों के लिए सबसे मज़बूत समर्थन था साइकिल नेटवर्क दिशाओं मे ं परिवर्तन उत्तरदाताओं को साइकिल नेटवर्क के लिए 3 अलग-अलग परिदृश्यों को रै ंक करने के लिए कहा गया। उत्तरदाताओं से एक-तरफ़ा से दो-तरफ़ा सड़क मे के परिदृश्यों के बारे मे ं पूछा गया। ं परिवर्तन • 72% उत्तरदाताओं ने कहा कि सबसे बड़ा विस्तार सबसे • पूर्ण परिवर्तन परिदृश्य के लिए थोड़ा समर्थन था, अच्छा विकल्प था लेकिन साइकिल और ट्रांज़िट लेनों की कीमत पर नहीं। सबसे ज़्यादा पॉप्युलर ं वोट किए समर्थन मे “हमे ं हर सड़क पर सुरक्षित बाइक लेन चाहिए, और ट्रांज़िट लेन वहाँ, जहाँ उनकी ज़रुरत है। आवश्यकतानुसार कार लेनों को कम करे ं।” गए कमे ंट्स “सार्वजनिक परिवहन विकल्पों की मात्रा बढ़ाना और उनकी दक्षता हमारे शहर के भविष्य और... ख़ास तौर से कम आय वाले निवासियों के लिए बेहद ज़रूरी है। व्यक्तिगत कार के इस्तेमाल को प्राथमिकता नहीं दी जानी चाहिए। “मुझे वाहनों के लिए तीन लेने ं पसंद नहीं है। व्हीकल लेन को हटा कर एक समर्पित ट्रांज़िट लेन कर दी जानी चाहिए।” “कृपया शहर के मुख्य भाग मे को प्राथमिकता दे लोग रहते है ं पैदल यात्री, पारगमन और साइकिल इंफ़्रास्ट्रक्चर ं। शहर का मुख्य भाग एक ऐसा गंतव्य और एक ऐसी जगह है जहाँ ं। ये निजी ऑटोमोबाइल द्वारा *आवागमन* ं, काम करते है ं और खेलते है को प्राथमिकता देने वाली जगह नहीं है।” “साझा बस/बाइक लेनों से लगातार साइकिल चालकों को लेन को फ़ॉलो नहीं करने वाली कारों से खतरा बना रहता है। सभी उपयोगकर्ताओं की दक्षता और आराम के लिए चलने, ट्रांज़िट और बाइकिंग के तौर-तरीकों को अलग किया जाना चाहिए।” 오스틴 (Austin) 중심가 교통 계획 2단계에서 청취했던 내용 ACT 계획 참여의 2단계에서 커뮤니티에 더 정교한 시나리오가 제시되었으며 2023년 1월 23일부터 3월 31일까지 진행된 설문 조사를 통해 의견을 수집하였습니다 1400 설문 조사에서는 영어, 스페인어, 디지털/ 서면 응답 등의 방법으로 1,400명 이상이 응답했습니다. 39 팀은 39회가 넘는 대면 커뮤니티 이벤트와 회의에 참석했습니다. 30 결과는 오스틴 주민의 다양한 성별, 인종, 연령, 직업, 소득 수준별 선호를 보여주는 30개의 서로 다른 인구통계학적 그룹으로 세분되었습니다. 20 설문조사는 서로 다른 20개 기관의 소식지를 통해 공유되었습니다 잠재적 옵션 2 잠재적 환승 옵션 3 교차로 환승 전용 차선 응답자들에게 1-10 옵션의 평가를 요청하였으며, 10이 가장 바람직한 것으로 나타났습니다. • 양방향 자전거 차선과 2개의 주행 차선이 있는 위에 표시된 옵션 2(7.62, 53%가 9 또는 10으로 평가)가 선호되었습니다. 응답자들에게 환승 전용 차선에 대한 지지/반대를 물었습니다. • CapMetro 서비스를 위해 도심을 통과하는 타깃형 환승 전용 차선에 대한 강력한 지지(86%) • 최저소득 응답자 사이에서 환승 전용 차선에 대한 가장 강력한 지지 자전거망 방향 전환 응답자들에게 자전거망에 관한 3가지 다른 시나리오의 순위 평가를 요청했습니다. 응답자들에게 일방통행에서 양방향 도로로 전환하는 시나리오에 대해 질문했습니다. • 응답자의 72%는 최대한 크게 확장하는 것이 최선의 선택이라고 말했습니다. • 완전 전환 시나리오에 대한 소폭의 지지, 그러나 자전거 및 환승 차선을 희생시키지 않아야 함 가장 인기 있는 투표 댓글 “우리는 모든 거리에서 보호되는 자전거 차선이 필요하며 합리적인 환승 차선이 필요합니다. 필요하다면 자동차 차선을 줄이십시오.” “대중 교통 환승 옵션의 양과 효율성을 높이는 것은 우리 시의 미래와...특히 저소득 주민들에게 매우 중요합니다. 개인 차량 사용은 우선순위를 낮추어야 합니다.” “저는 3개 차선을 차량용으로 하는 것을 좋아하지 않습니다. 전용 환승 차선을 위해서는 차량용 차선을 없애야 합니다.” “도심에서는 보행자, 환승, 자전거 인프라를 우선해 주십시오. 도심은 사람들이 생활하고, 일하고, 즐기는 목적지이자 장소입니다. 개인 차량으로 *통과해* 이동하는 것을 우선시하는 장소가 아닙니다.” “버스/자전거 공동 차선은 차선을 무시하는 차량의 위험에 자전거 이용자를 지속적으로 노출시킵니다. 모든 사용자의 효율성과 편의를 위해 보행, 환승, 자전거 이용의 세부 원칙을 분리해야 합니다. Austin Core Transportation (ACT) Plan City Council Mobility Committee | May 11, 2023 Upal Barua, P.E., PTOE Dan Hennessey, P.E., PTOE, RSP1 Transportation and Public Works Department Presentation Outline • ACT Plan 101 • Process and Deliverable • Next Steps/Timeline • Questions • Public Engagement Process and Results 1/22/2025 Austin Core Transportation (ACT) Plan 2 MLK Jr. Blvd . d v B l r a m a L What is the ACT Plan? • Study of transportation connections to, from, and within downtown I n t e r s t a t e 3 5 • Multimodal in nature • Reviews existing plans, including: • Great Streets Master Plan (2001) • Downtown Access and Mobility Plan (2002) • Downtown Austin Plan Transportation Framework Plan (2008) • Downtown Austin Plan (2011) • Downtown Austin Parking Strategy (2018) • Austin Strategic Mobility Plan (2019) • Identify feasible options to accommodate recognized needs • Coordinate with Project Connect, I-35 Capital Express Central, future growth • Communicate to public the ultimate plans for right-of-way downtown • Create implementation plan • Develop community support for build out of surface-level projects Lady Bird Lake • Goals 1/22/2025 Austin Core Transportation (ACT) Plan 3 Why Now? • Began in 2019  Paused in 2020  Restarted in early 2022 • Update with latest on: • I-35 Capital Express Central (including cap-and-stitch) • Project Connect • 2016/2020 Mobility Bond efforts • Identify actionable items for: • City and public agencies • Input for ATP and TxDOT • DAA, partners, and stakeholders • Understand funding required • Action Item 87 in the ASMP 1/22/2025 Austin Core Transportation (ACT) Plan 4 Current I-35 Capital Express Central Schematic 1/22/2025 Austin Core Transportation (ACT) Plan 5 Potential Project Connect Changes to Downtown 1/22/2025 Austin Core Transportation (ACT) Plan 5 Project Recommendations Identify needs Determine right-of-way/ curb-to-curb space Establish feasible modal networks Review TCM and Great Streets Develop feasible project options Review w/stakeholders and community Refine project options based on comments Compile full draft plan for review Complete cost estimates Final plan with implementation strategies Austin Core Transportation (ACT) Plan 7 Deliverable – Sample Austin Core Transportation (ACT) Plan 7 Deliverable – Sample • Focused on feasible design solutions that have broad community consensus • Identify funding needs and other barriers to implementation • Coordinate improvement phasing with Project Connect and I-35 Capital Express Central construction • Identify quick wins and complements to other on-going mobility projects 8 Public Engagement • Working with Downtown Austin Alliance • More than 80 Downtown stakeholders • Public events, pop-ups, and community meetings • Integration with other Downtown focused projects and programs (e.g., Palm District, Project Connect, etc.) • Geographic coverage of Downtown based on Downtown Austin Plan • Identification of 20 different focus populations 1/22/2025 Austin Core Transportation (ACT) Plan 10 1/22/2025 11 1/22/2025 12 Phase 1 Survey Results 2,100+ responses Street Element Preferences – Rating from 1 (Least Preferred) to 10 (Most Preferred) Protected Bicycle/ Micromobility Lane 8.33 Mixed Vehicle Lane Transit-Only Lane Curb Zone Sidewalk Building Frontages Street Tree and Furniture Zone 5.08 5.21 6.35 7.85 7.45 9.11 0 2 4 6 8 10 All Respondents Austin Core Transportation (ACT) Plan 13 Phase 1 Survey Results 2,100+ responses Access to/from/within Downtown Preferences People would like to use these modes more Train Bicycle Bus Walk Scooter Carpool/Vanpool Taxi/TNC Drive Alone -60% -40% -20% 0% 20% 40% 60% 80% Mode Preference Change Austin Core Transportation (ACT) Plan 14 Phase 1 Survey Results 2,100+ responses – Green shows most preferred ranking, red shows least preferred Austin Core Transportation (ACT) Plan 15 Phase 2 Survey Results 1,400+ responses Review Existing Downtown Cross-Sections Support: 16% Oppose: 73% Support: 36% Oppose: 44% Austin Core Transportation (ACT) Plan 16 Phase 2 Survey Results 1,400+ responses Review Potential Downtown Cross-Sections Support: 34% Oppose: 40% Support: 60% Oppose: 23% Support: 71% Oppose: 17% Austin Core Transportation (ACT) Plan 17 Phase 2 Survey Results 1,400+ responses Review Potential Bicycle Networks and Transit Facilities 72%: Scenario 3 is best 82%: Existing Conditions is worst 86% support, 11% oppose targeted installation of dedicated transit lanes Austin Core Transportation (ACT) Plan 18 Phase 2 Survey Results 1,400+ responses Review Street Directionality (One-Way vs. Two-Way) Existing: 31% support, 42% oppose Option 1: 31% support, 45% oppose Option 2: 48% support, 33% oppose Austin Core Transportation (ACT) Plan 19 Phase 2 Survey Results 1,400+ responses Austin Core Transportation (ACT) Plan 20 Next Steps and Timeline • TxDOT – Final EIS on I-35 Capital Express Central • Austin Transit Partnership – Final Preferred Alternative for Project Connect • Develop Draft Plan for Review – May/June • Modal networks • Signature projects • Implementation plan summer • Boards/Commissions/Council for review and comment – Through the 1/22/2025 Austin Core Transportation (ACT) Plan 21 QUESTIONS? ACTPlan@austintexas.gov AustinTexas.gov/ACTPlan