Treatments Used at Pedestrian Crossings of Public Transit Rail Services (2015) / Chapter Skim
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From page 53... ...
CHAPTER 6: SITE VISITS Members of the research team visited several public transit rail services crossings within select regions as part of this research. These visits provided the opportunity to observe the challenges faced by pedestrians at public transit rail services crossings.
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Research Staff for Visits Three key personnel, representing rail (Jeff Warner) , pedestrians with disabilities (Billie Louise Bentzen)
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• Used the crossing(s) in multiple directions, noting any features or issues from a pedestrian's perspective.
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Site Visit in Boston The Boston MBTA light rail system had several different alignments: • Semi-exclusive alignment category b.1 separate right-of-way; see example in Figure 12 (Green Line: D-branch)
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source: Fitzpatrick Figure 13. Example of a median-running train approaching a pedestrian and roadway crossing.
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source: Warner Figure 15. Example of commuter rail.
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General Observations for Boston The following are general observations for Boston: • Because of the number of segments traveled, and the fact that these segments often involve different transit agencies, the entire door-to-door trip for a pedestrian using transit can vary greatly along the way with regard to usability and safety features. One of the pedestrian advocates indicated that better consistency is needed in signing, markings, and other treatments between the rail segment and the road segment of a multimodal trip.
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• Yellow paint may also be used to indicate the dynamic envelope of trains (see Figure 24 and Figure 25)
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source: Fitzpatrick Figure 18. Example of crosswalk markings for roadway and rail; note the lack of curb ramp between the roadway and the median.
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source: Fitzpatrick Figure 22. Example of no pavement markings or detectable warnings for pedestrian-rail crossing and solid red bricks within white transverse lines for the nearby pedestrian-roadway crossing.
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source: Fitzpatrick Figure 25. Example of challenges in waiting area within narrow median – bicyclist is waiting in area painted yellow.
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source: Fitzpatrick Figure 27. Sign used at several pedestrianrail crossings.
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source: Fitzpatrick Figure 30. Example of a stop sign used between tracks to indicate train operators should stop train prior to the pedestrian-rail crossing.
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Observations Related to Active Traffic Control Devices – Signals or Audible Warning Devices for Boston The following are observations related to signals or audible warning devices: • Exclusive style of pedestrian phasing (i.e., the WALK signal is on for all approaches at the same time) can result in long waits for pedestrians, especially at complex intersections with many turning vehicles.
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source: Warner Figure 32. Example of single automatic gate for both sidewalk and roadway.
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higher speed operations to justify having a grade separation of the crossing. The novel design of this structure permits pedestrians who can manage stairs to travel a shorter route.
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From page 69... ...
Observations Related to Orientation and Mobility for Boston The following are observations related to orientation and mobility: • Consistent wayfinding cues help blind pedestrians. Natural cues like grass lines or curbs can provide good wayfinding information for travelers with visual impairments who are familiar with a station, but may not help those who are unfamiliar with a station.
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From page 70... ...
• When the tracks cross at an angle to the roadway, additional challenges are presented with communicating the desired path and with respect to wheelchairs or bicyclists being able to cross the rail at right angles (to minimize the chance of a wheel being caught in the flangeway gap)
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source: Fitzpatrick Figure 38. Example of rubber panels providing a distinctive edge of crossing, however, an uneven edge because of the nature of the panels and the angle crossing at this location.
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source: Fitzpatrick Figure 41. Approach to bike crossing of railroad tracks.
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• In some cases, the fence or a barrier was used between two tracks to completely restrict pedestrian-rail crossings. Examples are shown in Figure 48.
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source: Fitzpatrick Figure 46. Example of fence used between two tracks within a station that ends prior to a marked pedestrian crossing.
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source: Fitzpatrick Figure 48. Example of fence used to restrict pedestrians walking across the rails and a pedestrian grade separate structure to accommodate the need to move from one station platform to the other.
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source: Fitzpatrick Figure 49. Example of mirror in a station.
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source: Fitzpatrick Figure 50. Example of train doors showing stop, state law message.
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Observation Development for Portland During the site visit in Portland, each team member independently developed a list of key observations based on the site visits and the meetings. While on the site visit, several brainstorming sessions occurred in which general observations were noted.
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source: Fitzpatrick Figure 51. Sign informing pedestrians of constructionrelated disruptions.
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source: Fitzpatrick Figure 53. Example of gap between guardrail and barrier fencing where pedestrians could bypass safety treatments.
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source: Fitzpatrick Figure 54. Multi-use path crossing at the Gateway Center Transit Center.
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source: Warner Figure 55. Example of detectable warning at station pedestrian crossing.
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• At locations where it may appear that there is sufficient space between tracks for people to wait, DON'T WAIT HERE pavement markings were placed between the tracks (example shown in Figure 58)
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Observations Related to Traffic Control Devices – Signs for Portland The following are observations related to signs: • There is extensive use of signs with black LOOK BOTH WAYS letters throughout the system. There were three different designs noticed: oncoming trolley with the Tri-Met logo (see Figure 60)
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source: Fitzpatrick Figure 63. Example of MUTCD LOOK sign (left side)
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Observations Related to Active Traffic Control Devices – Signals or Audible Warning Devices for Portland The following are observations related to signals or audible warning devices: • The active blank out signal directing pedestrians to look both ways was used at several locations. It provides a white silhouette of a trolley car with red arrows alternating in opposite directions.
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From page 87... ...
source: Fitzpatrick Figure 66. Example of active blank out signal with audible warning.
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Observations Related to Active Traffic Control Devices – Automatic Gates for Portland The following are observations related to automatic gates: • No automatic pedestrian gates were observed during the site visit. It was indicated that they maintain these at one location but prefer the use of the swing gates over the pedestrian gate arms.
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source: Fitzpatrick Figure 70. Example of a pedestrian-only crossing configuration for a median-running train.
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right-of-way width compared to a station with both platforms together. One advantage is if a train overruns the station it will not slide into an intersection.
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challenges with installation and presents a concern for stray current, which could shock a guide dog. They are exploring an epoxy to break the seal with the ground to minimize the shock potential.
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• When the flashing red lights within a pedestrian flashing light assembly are mounted lower than 7 ft (as they are in Portland) the lights should be 2 ft from sidewalk.
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locations where people were bypassing existing fencing. They identified several locations for corrective measures with this technique.
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• The pedestrian swing gate design stops momentum, requiring the pedestrian to stop and look before entering the track space. They are used throughout the Tri-Met system but were characterized as one of the tools in the toolbox and are an item of last resort due to maintenance issues and reliability concerns.
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source: Fitzpatrick Figure 81. Swing gate being pushed open by wind.
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source: Fitzpatrick Figure 83. Example of barrier preventing crossing other than at designated spot.
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Observations Related to Train Operations for Portland The following are observations related to train operations: • Trains reduce their operating speeds down to 20 mph at several locations near school zones (see Figure 85)
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Observations Related to Other Features for Portland The following are observations related to other features: • It was noted at one station that classical music was played over speakers at the station, with the theory to calm people at the station and/or drive people away who are loitering. • Some of the in-street operations in the downtown Portland area had a different surface than the neighboring vehicle lanes to show visually and tactually where the train operates.
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source: Fitzpatrick Figure 87. Example of surface treatments and a dynamic envelope surface treatment involving brick.
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source: Fitzpatrick Figure 89. Sign indicating lane only for light rails.
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LOS ANGELES SITE VISIT Meetings in Los Angeles The research team visited with several individuals during meetings held at the LA Metro office and at orientation and mobility specialists' offices. Site Visits in Los Angeles The team visited 15 light rail grade crossings in the LA Metro system, some at stations adjacent to a motor vehicle crossing, some adjacent to a motor vehicle crossing (no station)
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commonly used to prevent pedestrians from crossing rails where no crossing is intended (see Figure 95)
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source: Fitzpatrick Figure 91. The pictogram within this blank out sign shows a side view of a train approaching from the left.
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source: Fitzpatrick Figure 93. Fencing between roadway and tracks.
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source: Fitzpatrick Figure 95. Fencing prevents pedestrians from crossing at the corner and leads to the swing gates at crossing location.
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Observations Related to Traffic Control Devices – Markings and Detectable Warnings for Los Angeles The following are observations related to markings and detectable warnings: • When detectable warnings are used consistently, their presence on a curb ramp or blended curb indicates the location of a pedestrian crossing, their presence on islands and medians indicates the location of a refuge (between a set of detectable warnings) , and their presence on transit platforms indicates a safe distance to wait for a train.
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are placed on a pedestrian way to indicate that immediately beyond them, there is a hazard. Pedestrians who are visually impaired usually wait behind detectable warnings.
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source: Fitzpatrick Figure 97. Detectable warning along full length of platform edge with an adjacent yellow line that has STAY BEHIND YELLOW LINE word marking.
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source: Fitzpatrick Figure 99. Detectable warning installed inside swing gates.
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source: Fitzpatrick Figure 101. Detectable warning at swing gate on side opposite rails.
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source: Fitzpatrick Figure 103. Preferred use of detectable warnings on curb ramp along with swing gate.
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source: Fitzpatrick Figure 105. Visually impaired pedestrian has no warning of hazardous counterweight ahead.
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source: Fitzpatrick Figure 107. Smooth area within stamped crosswalk provides ADA compliant surface for pedestrians in wheelchairs.
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Source: Fitzpatrick Figure 109. Symbol and word pavement markings supplementing signs to indicate where pedestrians should not be walking.
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• On grade crossings not associated with stations, the only sign was typically a yellow diamond sign with the message LOOK BOTH WAYS, (see Figure 117 for roadway application and Figure 111 for swing gate example)
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source: Fitzpatrick Figure 111. Example of swing gate.
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From page 117... ...
source: Fitzpatrick Figure 113. Example of swing gate for emergency exit.
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source: Fitzpatrick Figure 115. Sign directing pedestrians to the ramp to the boarding platform.
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source: Fitzpatrick Figure 117. LOOK BOTH WAYS sign.
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source: Fitzpatrick Figure 119. Example of pedestrian signal head used at a pedestrian crossing near a station in Los Angeles; note the addition of the blank-out sign showing the train (close-up shown in Figure 121)
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source: Fitzpatrick Figure 122. Another example of train blank-out signs mounted next to pedestrian signal head since that is the area where pedestrians should be looking.
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parallel to the crosswalk. The LA Metro preference is to allow clearance time for pedestrians to cross the full width of the roadway, including the rail right-of-way.
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source: Fitzpatrick Figure 125. Fencing channelizes pedestrians to crossing location; figure shows well-located APS.
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Observations Related to Active Traffic Control Devices – Automatic Gates for Los Angeles The following are observations related to automatic gates: • The design now preferred by LA Metro includes both four-quadrant automatic pedestrian gates and swing gates opening away from the track, where there is sufficient right-of-way as shown in Figure 127. Where there is insufficient room, swing gates alone may be used.
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source: Fitzpatrick Figure 128. Crossing with automatic pedestrian gate arm with LED flashers at pedestrianonly crossing.
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Observations Related to Design of the Crossing for Los Angeles The following are observations related to design: • Design of crossings and platforms is constrained by the fact that in most cases, LA Metro and Metrolink use old rail rights-of-way that are median- or side-running and that in many places are characterized by narrow sidewalks and relatively narrow streets. The available width of center platforms on center-running lines is 16 feet.
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crossing, but close to the entrance to a large housing complex, installation of a platform lift is planned to provide access instead of a ramp. • A pedestrian planner also observed that where two boarding platforms for the same station are on opposite sides of a motor vehicle crossing, passengers who need to reverse direction have to travel a long way, which may be difficult for elderly or disabled passengers.
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From page 128... ...
source: Fitzpatrick Figure 131. Pedestrian refuge too small to hold many pedestrians.
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From page 129... ...
source: Fitzpatrick Figure 133. Another example of the flexible delineators.
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source: Fitzpatrick Figure 135. Z-crossing with bollards but not a detectable warning at the edge of the median refuge.
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• Channelizing fencing can help guide travelers who are visually impaired to appropriate crossing locations; however, the quantity of fencing could also be confusing. Figure 140 shows an example of pedestrian fencing used to guide pedestrians along a long ramp needed to achieve needed elevation change.
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From page 132... ...
source: Fitzpatrick Figure 137. Ramp with attached ADA compliant handrails.
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From page 133... ...
source: Fitzpatrick Figure 139. Ramp from station level to street above.
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From page 134... ...
source: Fitzpatrick Figure 141. Abundance of identical handrails at this station would be confusing to pedestrians who are visually impaired who are trying to find the crossing, which is out of view to the left.
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source: Fitzpatrick Figure 143. Diagonal crossing at an offset intersection.
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source: Fitzpatrick Figure 144. Precast concrete panels.
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From page 137... ...
source: Fitzpatrick Figure 145. Fencing along with the signs clearly indicates there is no pedestrian crossing at this location.
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source: Fitzpatrick Figure 147. Fencing between rails and street.
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From page 139... ...
source: Fitzpatrick Figure 149. Channelization that guides pedestrian to appropriate crossing location.
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From page 140... ...
addressed by the agency. Ambassadors are trained to blow a whistle, explain the improper behavior, and instruct travelers in the appropriate behavior required to safely traverse the system.
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