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Pedestrian Access to Transit 61
Exhibit 7-1. Example of a traffic signal on a
pedestrian route connecting BRT and heavy rail
stations (North Hollywood Station, Los Angeles).
Source: Kittelson & Associates, Inc.
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.
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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.
Exhibit 7-2. Pedestrian ramp providing station access
(County Line RTD Station, Englewood, CO).
Source: Kittelson & Associates, Inc.
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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.
Exhibit 7-3. Local area map within station
(Oakland, CA).
Source: Kittelson & Associates, Inc.
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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.
Exhibit 7-4. Example of a pedestrian route
through a station parking area (Sound Transit
Tukwila Light Rail Station, WA).
Source: Kittelson & Associates, Inc.
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Pedestrian Access to Transit 65
Exhibit 7-5. Rapid-flash beacons at pedestrian
crossing treatment leading to station entrance
(Metropark, NJ).
Source: Kittelson & Associates, Inc.
· Provide lighting at a pedestrian scale, with particular attention paid to locations with potential
vehiclepedestrian 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.
