A. Trolley History
The San Diego Trolley began as a result of a natural disaster that hit the area in September 1976. Tropical Storm Kathleen destroyed parts of Southern Pacific's railroad line connecting San Diego with Arizona, therefore making San Diego an isolated portion of their rail system. Instead of repairing the damaged line, Southern Pacific asked for abandonment of the line at the same time mass transit planning studies were occurring in San Diego. This led to San Diego successfully negotiating with Southern Pacific to purchase the damaged rail line for $18.1 million in 1978. The agreement was to preserve both rail freight services to the Imperial Valley and designated any available right-of-way for future transit use.
Construction …show more content…
Hazard Center is a largely market-driven TOD. Relatively little government assistance was needed to build the project. The combination of worsening traffic congestion, shifting demographics, and a receptive policy environment made Hazard Center a perfect TOD site. Wide sidewalks, street trees, benches, and clear crosswalks help make Hazard Center a pedestrian-friendly environment. Additionally, the high-density, mixed land uses, and pedestrian-friendly environment make Hazard Center a perfect prototype of TOD. The station supports self-containment: people can live, work, and shop locally within a couple minutes walking distance. Workers can also commute via the Blue Line from this site, improving the efficiency of the Blue Line by bringing transit riders from an increased, expansive area. All factors presented make the case for Hazard Center spawning San Diego’s newest generation of …show more content…
While no trolley lines serve the neighborhood, several bus stations/services make up the transportation network in this community, which is excellent for anyone considering implementing a TOD. In a plan to revitalize City Heights, a redevelopment project (it was considered at the time) containing three subprojects was built, one of them being the City Heights Urban Village. The Urban Village was made possible through the cooperation of several public agencies, a private enterprise (CityLink Investment Corporation, the master developer of the City Heights Urban Village), and Price Charities, a non-profit organization. The project brings mixed land uses, affordable housing, and high-quality transportation to the area.
The City Heights project occupies nine blocks bounded by University Avenue, 45th Street, Landis Street, and 43rd Street. The project differs from most TOD projects, which are mostly located by light-rail stations, in being served only by surrounding bus lines. Together, the bus lines end up serving significant portions of the city, providing accessibility to downtown San Diego and job centers to the north. The City Heights Urban Village contains townhomes, access to several schools in the area, an office building, retail space, a theater, a park with soccer fields, and a recreation
The San Diego Trolley began as a result of a natural disaster that hit the area in September 1976. Tropical Storm Kathleen destroyed parts of Southern Pacific's railroad line connecting San Diego with Arizona, therefore making San Diego an isolated portion of their rail system. Instead of repairing the damaged line, Southern Pacific asked for abandonment of the line at the same time mass transit planning studies were occurring in San Diego. This led to San Diego successfully negotiating with Southern Pacific to purchase the damaged rail line for $18.1 million in 1978. The agreement was to preserve both rail freight services to the Imperial Valley and designated any available right-of-way for future transit use.
Construction …show more content…
Hazard Center is a largely market-driven TOD. Relatively little government assistance was needed to build the project. The combination of worsening traffic congestion, shifting demographics, and a receptive policy environment made Hazard Center a perfect TOD site. Wide sidewalks, street trees, benches, and clear crosswalks help make Hazard Center a pedestrian-friendly environment. Additionally, the high-density, mixed land uses, and pedestrian-friendly environment make Hazard Center a perfect prototype of TOD. The station supports self-containment: people can live, work, and shop locally within a couple minutes walking distance. Workers can also commute via the Blue Line from this site, improving the efficiency of the Blue Line by bringing transit riders from an increased, expansive area. All factors presented make the case for Hazard Center spawning San Diego’s newest generation of …show more content…
While no trolley lines serve the neighborhood, several bus stations/services make up the transportation network in this community, which is excellent for anyone considering implementing a TOD. In a plan to revitalize City Heights, a redevelopment project (it was considered at the time) containing three subprojects was built, one of them being the City Heights Urban Village. The Urban Village was made possible through the cooperation of several public agencies, a private enterprise (CityLink Investment Corporation, the master developer of the City Heights Urban Village), and Price Charities, a non-profit organization. The project brings mixed land uses, affordable housing, and high-quality transportation to the area.
The City Heights project occupies nine blocks bounded by University Avenue, 45th Street, Landis Street, and 43rd Street. The project differs from most TOD projects, which are mostly located by light-rail stations, in being served only by surrounding bus lines. Together, the bus lines end up serving significant portions of the city, providing accessibility to downtown San Diego and job centers to the north. The City Heights Urban Village contains townhomes, access to several schools in the area, an office building, retail space, a theater, a park with soccer fields, and a recreation