National Academies Press: OpenBook

Guidelines for Providing Access to Public Transportation Stations (2012)

Chapter: Chapter 7 - Pedestrian Access to Transit

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Suggested Citation:"Chapter 7 - Pedestrian Access to Transit." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 7 - Pedestrian Access to Transit." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Suggested Citation:"Chapter 7 - Pedestrian Access to Transit." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
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Page 62
Suggested Citation:"Chapter 7 - Pedestrian Access to Transit." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
×
Page 62
Page 63
Suggested Citation:"Chapter 7 - Pedestrian Access to Transit." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
×
Page 63
Page 64
Suggested Citation:"Chapter 7 - Pedestrian Access to Transit." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
×
Page 64
Page 65
Suggested Citation:"Chapter 7 - Pedestrian Access to Transit." National Academies of Sciences, Engineering, and Medicine. 2012. Guidelines for Providing Access to Public Transportation Stations. Washington, DC: The National Academies Press. doi: 10.17226/14614.
×
Page 65

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

59 This chapter outlines planning and design principles to enhance pedestrian access to high- capacity transit stations. Providing safe and accessible pedestrian access to and through transit stations is important for several reasons, even at stations with extensive park-and-ride facilities. Walking has no environmental impacts, and accommodating pedestrians at stations is consider- ably less expensive than providing parking or feeder transit services. Encouraging walking also promotes social equity, as walking is associated with no additional costs to passengers and is available even to those riders without access to private vehicles or feeder transit service. Finally, even at stations where pedestrian access is low, some patrons will choose to walk. Thus, some level of pedestrian access should always be provided, even for the most auto-oriented stations, to ensure safe access for transit patrons. Context Historically, walking (as well as feeder transit in the form of surface-running streetcars) was the primary means of accessing transit stations, and most transit systems built before World War II continue to rely heavily on pedestrian access for ridership. More recently, the development of transit systems in lower-density areas—often parallel to freeways, with large park-and-ride facilities—has increased the importance of auto and feeder transit access relative to walking in many newer systems. While this pattern fits generally, detailed examination indicates that the extent of pedestrian access depends primarily on station characteristics and adjacent land uses (i.e., station typology and the connectivity and character of the street network) rather than on the age of the transit system or age of surrounding development. For example, WMATA’s heavy rail system, constructed entirely since 1970, exhibits widely differing pedestrian access patterns between stations. Subur- ban stations in low-density areas (e.g., Greenbelt, West Falls Church) have fewer than 10 percent of passengers arrive as pedestrians, whereas pedestrian access accounts for over 70 percent of access at many urban stations in the District of Columbia and Arlington County. Similarly, TriMet has achieved a system-wide pedestrian access mode share of over 50 percent at non-CBD stations through focusing new rail lines in areas with existing or planned pedestrian-friendly development. These examples suggest that transit agencies (and partner transportation agencies) may be able to influence the number of pedestrian access trips to some degree, as well as the quality and safety of those trips. This is particularly true in the development of new stations, where there may be several options for station location and pedestrian connections to adjacent land use. At existing stations, pedestrian access can be enhanced by the addition of sidewalks (if not present), crossings, curb ramps, and other improvements to increase safety and accessibility. C H A P T E R 7 Pedestrian Access to Transit

60 Guidelines for Providing Access to Public Transportation Stations Improved pedestrian facilities at some existing stations may have the potential to substantially increase pedestrian access. For example, a study of the El Monte bus station in Los Angeles showed that nearly 13,000 people live within 1 km (0.6 miles) of the station, but less than 1,000 have a feasible walking path to it due to connectivity barriers. As a result, the pedestrian mode share is only 4 percent, far below what the research indicates it should be. The author further estimated that moderate improvements to the pedestrian pathways could increase the walk-in population by as much as eight-fold (31). Interagency Coordination As described in Chapters 2 and 6, interagency coordination is essential to achieve improved transit access; this is also true for pedestrian access, as the responsibility for providing sidewalks, traffic signals, crosswalks, and other pedestrian improvements on roadways approaching the station usually falls on the local jurisdiction or state DOT rather than the transit agency (which is typically responsible only for the land it owns). As a result, transit agencies may not be able to achieve many of the design principles listed below without coordination with roadway agencies. One example of interagency coordination is Denver’s RTD, which works with numerous local jurisdictions to improve pedestrian access to stations. One purpose of its 2009 Access Guidelines is to provide guidance to local jurisdictions for station area improvements to ensure a consistent approach system-wide. While RTD places pedestrian access at the top of its access hierarchy, working to implement pedestrian improvements located outside of RTD property can be a challenge. While local jurisdictions may ask RTD to pay for these improvements, RTD will typically only fund improvements located on its property. TOD policies and processes are an exception to this general rule, where the agency’s ridership needs are satisfied through employment, retail, and housing development near its stations. New York City’s Safe Routes to Transit program is another example of how a local government program can directly affect transit access. New York City Transit street supervisors help identify missing sidewalks for that element of the program, as part of a larger effort to create collaboration between the city government and transit agency. Buses that are more accessible offer a higher level of service to subway stations as well. Factors Affecting Pedestrian Access The primary factor affecting pedestrian access is distance. In general, stations with higher-density land uses in the surrounding area (i.e., more destinations within walking distance of the station) will have higher pedestrian access. This is both intuitive and documented through numerous data collection and modeling efforts. Traditionally, ½ mile has been assumed as the reasonable maximum walking distance for pedestrian access to high-capacity transit, in which those passengers located less than ½ mile from the station will walk, and others will not. However, surveys of walk access trips show that the mean rapid transit walk access trip length is nearly 0.5 miles, and that many pedestrians walk more than 0.5 miles to access rapid transit. This indicates that the traditional focus on only the first half mile may underestimate the actual potential for walking trips. In addition, the research shows that there are many factors other than distance that affect the decision whether to walk, including urban design, pedestrian facilities, crime, and individual characteristics. By considering these factors, agencies have the potential to increase walking mode share to stations (33).

Pedestrian Access to Transit 61 The following issues are therefore essential to consider when designing pedestrian access to a station: • Directness and speed of route. Pedestrians want direct walking routes, with minimum delays when crossing streets. • Safety and security. Pedestrians need to perceive that their route is secure and visible to other road users, particularly in the evening. Highway safety is also important, particularly when crossing busy roadways (Exhibit 7-1). Overall roadway design issues are discussed in the chapter on automobile access. • Pedestrian-friendly design. Lighting, building setbacks and orientations, and sidewalks are important determinants of whether a pedestrian feels like an “unwelcome guest” or perceives that the street is designed to meet their needs. They should be designed at a “human scale.” • Information. New, occasional and visiting travelers particularly need wayfinding information to reach local destinations (34). Design Principles There are two primary components of pedestrian station access: (1) station approaches and areas adjacent to stations and (2) station entrances and platforms. The latter is primarily outside of the scope of this research effort, and is covered extensively in other guidance documents. For example, Part 7 of TCRP Report 100: Transit Capacity and Quality of Service Manual, 2nd Edition provides detailed information on pedestrian level of service and circulation on walkways, stairways, queuing areas, and other station elements. TCRP Report 69: Light Rail Service: Pedestrian and Vehicular Safety provides information on incorporating pedestrian safety into light rail station design, including appropriate pedestrian control devices and rail crossing treatments. In addition, numerous transit agencies have station design guidelines or criteria covering pedestrian circulation, safety, and queuing within stations. ADA standards also play a major role in transit station design. Source: Kittelson & Associates, Inc. Exhibit 7-1. Example of a traffic signal on a pedestrian route connecting BRT and heavy rail stations (North Hollywood Station, Los Angeles).

62 Guidelines for Providing Access to Public Transportation Stations The remainder of this chapter focuses on pedestrian access beyond the station entrance. Note that the following guidelines serve only as general principles; detailed design guidance for pedes- trian facilities are available from a variety of sources (e.g., TCRP, US Access Board, AASHTO, NCHRP, state departments of transportation, and transit agencies). The guidance is based on the researchers’ observations, as well as a synthesis of guidance from the access guidelines for BART, WMATA, and Denver RTD. Design Pedestrian Routes Within the Station to Be Direct and to Minimize Conflicts • Minimize walking distances, while ensuring that sufficient circulation space is provided. People always seek the shortest walking route to their destination; station design should recognize this. The Transit Capacity and Quality of Service Manual provides detailed procedures for calculating the pedestrian capacity and level of service of walkways based on actual or anticipated pedestrian demand. • Provide sufficient space through waiting areas (e.g., feeder bus stops) to safely accommodate demand for both waiting passengers and through pedestrians. • Minimize elevation changes or avoid them altogether wherever possible. Where necessary, ramps, small inclines, escalators, or elevators should be provided instead of, or in addition to, steps (Exhibit 7-2). • Keep pedestrian routes clear of structural elements such as pillars, to increase accessibility, ease circulation, and maintain visibility and security. All routes should meet ADA requirements for accessibility. • Locate information points, such as real-time information displays, in locations that avoid impeding pedestrian flows. Adequate space should be provided to allow customers to stand out of travelways while reading displays. The bottom of a stairway, for example, is an inappropriate location. • Wherever possible, provide multiple access routes to increase accessibility from all directions and to help distribute the flow of people during peak travel periods. • Introduce traffic calming measures as necessary to control vehicle speeds in the station area. • Design pedestrian routes to meet accessibility standards for people with disabilities. Source: Kittelson & Associates, Inc. Exhibit 7-2. Pedestrian ramp providing station access (County Line RTD Station, Englewood, CO).

Pedestrian Access to Transit 63 • Create visible pedestrian pathways through parking facilities delineated by sidewalks or surface markings. • Design pedestrian waiting areas with enough space to accommodate passengers waiting to be picked up, with lighting, seating, and weather protection. It may be possible to combine transit and drop-off waiting areas, providing that automobiles do not delay transit vehicles. Create a Strong Sense of Security for Customers • Ensure that station agents and other staff have a highly visible presence. If station agents are present, their post should be able to view all entrance points and circulation areas. The prominent use of closed circuit television (CCTV) should be considered where this is not possible. • Avoid blind corners, alcoves, and other secluded locations. • Ensure that shrubbery or other pedestrian enhancements do not block visibility of pedestrians or create hidden areas that create a security risk. Passengers Should Be Able to Orient Themselves Quickly and Easily • Minimize the need for wayfinding through direct line-of-sight connections along pedestrian desire lines where possible, particularly to bus stops, connecting rail platforms, and parking areas. • Avoid changes in direction and blind corners, which can disorient customers. • Where line-of-sight connections are not possible, provide wayfinding within stations, particularly to parking areas, bus and rail transfer points, and key local destinations. • Wayfinding should be consistent across stations. Typefaces and symbols should be legible and signs should not be obscured by other signs or equipment. • Prominently display maps in each station to enable customers to locate destinations. Maps should include station plans, locations of parking, transit connections, bicycle racks, the local street network, and key nearby destinations (Exhibit 7-3). • Design the station to be as visible as possible from the surrounding area. Where stations are incorporated into other built structures, they should have a distinctive street presence. Source: Kittelson & Associates, Inc. Exhibit 7-3. Local area map within station (Oakland, CA).

64 Guidelines for Providing Access to Public Transportation Stations Create a Network of Safe, Direct, and Appealing Walking Routes to the Station • Allow pedestrians to exit directly onto the street sidewalk without passing through a parking area or bus transit center. Where this is not possible, pedestrian routes and crossing points should be clearly marked and as direct as possible (see Exhibit 7-4). • Use a variety of design treatments to ensure safe and comfortable pedestrian crossings of roads and driveways in the station area. These can include marked crosswalks, traffic signals, median islands, and curb bulb-outs (see Exhibit 7-5). There are a wide variety of sources available to assist in the planning and design of safe and effective pedestrian crossing improvements. These include the Manual on Uniform Traffic Control Devices and TCRP Report 112: Improving Pedestrian Safety at Unsignalized Crossings. • Do not compromise pedestrian safety to accommodate greater auto volumes. Double right-turn lanes and free right-turn lanes should be avoided throughout the station area and particularly along primary pedestrian routes. • Incorporate pedestrian-friendly design and operations into the traffic signals in the vicinity of the station (e.g., pedestrian signal-heads with countdown timers, adequate pedestrian clearance time, and well-marked crosswalks). As appropriate, additional improvements such as leading pedestrian intervals, curb extensions, and exclusive pedestrian phases should be considered. Source: Kittelson & Associates, Inc. Exhibit 7-4. Example of a pedestrian route through a station parking area (Sound Transit Tukwila Light Rail Station, WA).

Pedestrian Access to Transit 65 • Provide lighting at a pedestrian scale, with particular attention paid to locations with potential vehicle–pedestrian conflicts. • Provide trees, wider sidewalks, and seating and other street furniture to make routes more appealing to pedestrians. Shade or shelter from wind may be a priority in different neighbor- hoods, depending on prevailing climate. The Highway Capacity Manual 2010 procedures for calculating pedestrian level of service (described in detail in Appendix B: Evaluation Tools) can be used to evaluate the quality of both existing routes and potential improvements. Source: Kittelson & Associates, Inc. Exhibit 7-5. Rapid-flash beacons at pedestrian crossing treatment leading to station entrance (Metropark, NJ).

Next: Chapter 8 - Bicycle Access to Transit »
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TRB’s Transit Cooperative Research Program (TCRP) Report 153: Guidelines for Providing Access to Public Transportation Stations is intended to aid in the planning, developing, and improving of access to high capacity commuter rail, heavy rail, light rail, bus rapid transit, and ferry stations. The report includes guidelines for arranging and integrating various station design elements.

The print version of TCRP Report 153 is accompanied by a CD-ROM that includes a station access planning spreadsheet tool that allows trade-off analyses among the various access modes--automobile, transit, bicycle, pedestrian, and transit-oriented development--for different station types. The appendices to TCRP Report 153 are also available on the CD-ROM.

The items contained in the CD-ROM are also available for download below.

In 2009 TRB released TCRP Web-Only Document 44: Literature Review for Providing Access to Public Transportation Stations, which describes the results of the literature review associated with the project that developed TCRP Report 153.

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