RFP No. F-21-017-LI_Attachment G_3 of 3.pdf

CHAPTER 6

BRT and Rail Station Design

CHAPTER 6 : BRT and Rail Station Design

Accessing Transit | June 2013 180

Accessing Transit | June 2013 181

CHAPTER 6

BRT and Rail Station Design

6.1 BRT Station Design

BRT typically is identified as an enhanced bus system that operates on bus lanes or other running ways to combine the flexibility of buses with the efficiency of rail. However, BRT in mixed traffic combined with transit preferential treatments is also being used where dedicated bus lanes or running ways are not feasible. BRT is intended to operate at faster speeds, providing greater service reliability and increased customer convenience than traditional bus service. A combination of advanced technologies, infrastructure, and operational investments allows BRT to provide significantly better service. Figure 6.1.1 provides overviews of some of the most common elements of BRT.

Figure 6.1.1 | Features of a BRT system.

Running Ways Stations Vehicles

Running ways—lanes in which BRT vehicles operate—are improved to help decrease travel time, increase predictability and increase a sense of permanence Examples of improvements include: vehicles using dedicated lanes or guideways. semi-dedicated lanes (including high occupancy

Stations or shelters provide additional rider amenities and differentiate BRT from standard bus service Amenities

Stylized vehicles run on alternative fuels or hybnd technology for a cleaner and quieter trip. BRT vehicles are also often designed to carry more riders and improve boarding with multiple can include, among other things, weather-proofing, safety improvements, vehicle (HOV) or high occupancy toll (HOT) lanes). public art and landscaping boarding doors or low floors

Intelligent Transportation Systems (ITS)

Improves service reliability by providing prionty for BRT vehicles at intersections or extending a green light

Accessing Transit | June 2013 182

BRT stations have the ability to function as development nodes in a BRT corridor, introducing new activity centers into a community or reinforcing existing activity centers in an urban area. They benefit developers by attracting typical transit markets (people who either do not have automobiles or are not able to drive, as well as discretionary riders) and by reducing the parking requirements for new development.2 Enhanced BRT stations may attract economic investments more than basic bus stops, particularly for those systems operating in grade-separated running ways, due to BRT’s unique appeal and its ability to enhance the perception of system permanence.

Figures 6.1.2 and 6.1.3 provide examples of BRT stations.

While BRT systems use rubber-tire vehicles (i.e., buses), they combine characteristics more commonly associated with light rail transit. Transit agencies typically brand BRT systems as unique from local bus service and model BRT systems and facilities similar to light rail design features.

This unique appearance and system operational performance generally provide passengers with an experience that is more like rapid transit than bus.3 BRT stations are designed to reflect this uniqueness of the mode, as described in the remainder of this section.

TYPES OF BRT STATIONS

A BRT station might include rail-like station amenities such as an exclusive right-of-way or protected transit way lane, platform signage, detectable warnings on platform edges, level boarding (or near-level boarding), off-vehicle fare payment, canopies, and other design elements common to a light-rail station. Because BRT is

Figure 6.1.3 | BRT station, Cleveland, Ohio.

BRT Service

Expanded service and improved frequency along BRT lines increase ridership for many transit agencies. One agency experienced a 70 percent increase on weekdays and a 150 percent increase on weekends due to improved coverage and the presence of its busway.1

Figure 6.1.2 | BRT station, Eugene, Oregon.

Quick Facts

Accessing Transit | June 2013 designated as bus and not rail service, the minimum ADA Standards design elements for bus stops are applicable to all BRT services unless rail station amenities are included, which must also comply with ADA Standards requirements for rail.3

Similar to the traditional bus station hierarchy, BRT stations can be organized into the following hierarchy based on industry-wide practices: basic stops, enhanced stops, stations, transit centers, and terminus facilities.2

Basic Stop

A basic BRT stop, sometimes referred to as a simple BRT shelter, is located typically on the side of a road, is low capacity, and may include a small bus shelter but few, if any, additional passenger amenities (see Figure 6.1.4). While they are quick, easy, and inexpensive to install, they do little to distinguish BRT from traditional bus service and do not communicate permanence. These features limit a basic stop’s ability to attract discretionary riders and its ability to encourage TOD. Basic stops generally are not recommended when designing stops for BRT service, but they may be used for temporary conditions or as a transitional strategy.

If they are used, they should include branding elements, at a minimum.2

Enhanced Stop

An enhanced stop typically includes a few amenities, such as a small shelter, passenger information, seating, lighting, and branding elements. Typically, these stops are smaller in size and scale than stations. Enhanced stops are quick and easy to install and are inexpensive in comparison to full stations. However, these stops may only moderately distinguish BRT service from traditional bus service may offer few, if any, passenger amenities, and may provide only limited encouragement for TOD. Figure 6.1.5 is an example of an enhanced BRT stop.

Station

BRT stations typically include a wide array of components generally identified with BRT, Figure 6.1.4| Basic BRT stop, Pittsburgh, Pennsylvania.

Figure 6.1.5 | Enhanced BRT stop, Seattle, Washington.

BRT Stops

BRT enhanced stops are recommended when:2

There is a limited budget or a strong need to save money.

Quick deployment is a priority.

Travel demand is expected to be low.

Space limitations preclude installation of stations.

The stops are planned for short-term use due to temporary conditions or as a transitional strategy.

Accessing Transit | June 2013 184 including an enhanced shelter, level boarding, advanced fare collection, a distinctive look and feel (branding), real-time passenger information, lighting and security, seating, and other features typically associated with rapid or rail transit stations.2 Stations are recommended for most BRT applications.

BRT stations can serve as gateways for the community and can encourage TOD. These types of stations may be designed with the anticipation of conversion to rail stations in the future. BRT stations offer substantially more passenger amenities than enhanced stops and can accommodate a higher volume of passenger traffic.

Transit Center

BRT transit centers are a variation of stations and are located on or off a transit line to enable passengers to transfer to another transit line or service, generally without leaving the physical boundaries of the station.

End-of-Line or Terminus Facility

Some BRT transit center stations function as end-of-line facilities for some routes and may include certain design components needed for an end-of-line or terminus facility. As the endpoint, such station designs should allow areas for vehicles to

BRT Stations and Terminus Facilities

BRT stations are recommended when:2

Sufficient space permits installation of stations.

High demand is expected.

Passenger experience is a high priority.

It is desired to protect passengers from weather conditions.

TOD is desired or proposed.

BRT terminus facilities are recommended when:2

The BRT alignment ends or interfaces with a network of other transit services on local streets.

Demand warrants placement of an endpoint station.

Required by operational strategies.

Figure 6.1.6 | BRT terminus station, Eugene, Oregon.

turn around and wait, or to perform minor vehicle maintenance or facilities for bus operators to take a break/rest, and should provide opportunities for transfers to local buses and other modes or access to park-and-ride lots. Agencies should keep in mind that this station option may require more space to accommodate spare or replacement vehicles, and it may be less attractive for TOD-type developments. Terminus facilities will include features such as park-and-ride lots, kiss-and-ride lanes, bicycle parking, and local bus connections to ensure modal transfers. Figure 6.1.6 provides an example of a BRT terminus station.

LOCATION

Locations for BRT stations depend on the running way type proposed for the service, including on-street or exclusive-use lanes. Mixed-traffic BRT uses public right-of-way that is open to all modes of street traffic, whereas exclusive-use lane BRT travels on right-of-way that is restricted to use by specific types of traffic.

Unlike traditional bus stops that require relatively less investment and typically can be moved easily, locating a BRT station warrants additional planning for agencies.

Accessing Transit | June 2013

Local zoning ordinances should be reviewed to ensure that existing regulations allow for stations and support facilities. Zoning within walking distance of a planned station also should be reviewed. If a station is proposed for an area zoned for industrial or automobile-oriented commercial uses, agencies should consider a change in zoning or moving the station to another location. Conversely, areas zoned for high-density residential or a mixture of residential, commercial, and office uses would be compatible with a new transit station. Agencies should also consider the availability of additional space to include park-and-ride lots.

Coordination among pertinent agencies is critical due to the issues involved and the magnitude of the effort and investment if an agency is considering a comprehensive BRT station. For more information on agency coordination, see Chapter 7 of this handbook.

Five location options may be considered for on-street BRT stations, with two related to the placement of the running way (curb or median) and three related to station position in relation to proximate intersections (near-side, far-side, mid-block).2

Figure 6.1.7 | Curb-side station, Miami, Florida.

Curb-Side Station

A curb-side station is located adjacent to the curb or parking lane of a street and is often integrated into a surrounding sidewalk. Curb-side stations can be located far-side, near-side, or mid-block. Figure

6.1.7 provides an example of a curb-side station.

Median Station

A median station is located in the median of a divided street or roadway and associated with a median running way or bus lanes. In many cases, the option for a median station may not exist.

Currently, in Florida, the building of a shelter in the median of a state roadway is prohibited; however, if warranted, exemptions from state law can be obtained through administrative processes.

Some agencies have purchased buses with left-side door capabilities to allow median platform use on both sides of the platform for travel in a single direction. Figure 6.1.8 provides an example of a median BRT station.

Near-Side Station

A near-side station is located just before an intersection (“upstream” of the intersection) with another roadway. It is useful at intersections that have queue-jump capabilities with a through right-

Figure 6.1.8 | Median BRT station, Cleveland, Ohio.

Accessing Transit | June 2013 186 turn lane for buses only. See Figure 6.1.9 for an example of a near-side station.

Mid-Block Station

A mid-block station is located between intersections and is typically unique to mid-block locations that have large trip generators located nearby. Mid-block stations may also be useful in situations where an agency wishes to implement transit signal priority (TSP) because they provide enough distance to the upcoming intersection to be able to trigger signal adjustments after the vehicles stop.1 See Figure 6.1.10 for an example of a mid-block station.

Far-Side Station

A far-side station or stop is located just after an intersection (“downstream” of the intersection) with another roadway. A far-side stop may be useful working in tandem with a queue-jump lane or TSP.

Locating the stop on the far side of the intersection reduces the conflict with right-turning traffic and places the transit vehicle beyond the traffic signal, thereby improving flow and possibly reducing the occurrence of having to merge.1 Figure 6.1.11 is an example of a far-side station.

Table 6.1.1 summarizes advantages and disadvantages by type of on-street BRT stations.

BRT STATION AND STOP DESIGN

There are a variety of different station types for BRT. From the most basic stop along a transitional route upgrading to BRT to a grade-separated busway with branded stations and pre-pay fare systems, each agency needs to customize its stops/stations to meet the needs of its system.

The following is a basic introduction to the typical design characteristics for consideration for each type of station.

Figure 6.1.9 | Near-side BRT station, Miami, Florida.

Figure 6.1.11 | Far-side BRT station, Cleveland, Ohio.

Figure 6.1.10 | Mid-block BRT station, Orlando, Florida.

Accessing Transit | June 2013

Space likely to be available; possible to avoid taking street space by using existing sidewalk area.

Possible to use standard bus stop and share facility with traditional bus service.

Eliminates need for some pedestrian street crossings.

Buses must use curb lane to serve stop, potentially creating conflicts with right-turning vehicles, parked cars, bicycles, etc. (use of a curb extension will help mitigate this issue).

Generally requires two platforms (one in each direction) and may conflict with other uses of sidewalk.

In commercial areas, may be difficult to distinguish station stop signs from other signage.

In cases where level boarding is desired, there may be grade issues because the typical platform height (14”) is higher than the standard curb height (6”).

Median

Can serve both directions simultaneously and feels more “rail-like.” Such stops maximize speed by minimizing car conflicts and make TSP easier because of unique signals and signal phasing.

Can take advantage of unused medians and may enable curb-side parking.

Makes it easier to create a distinct station to identify and enhance system visibility.

Does not create a visual obstruction for businesses and avoids having passengers waiting in front of nearby storefronts, which can be a concern for local businesses.

May require taking of more street space than curb-side options; may conflict with other uses of road, such as left turn lanes (far-side vs. near-side), and may require unique signal timing specifications.

Requires all passengers to cross some street traffic at every stop and increases travel time for pedestrians if crosswalk is lengthened.

Median space may be limited, and station may be more difficult to maintain.

Near-Side

Can be used where limited property is available at a far-side location.

For curb-side stations, a near-side location can be used where a BRT route makes a right turn or provides an opportunity for a queue-jump lane.

Vehicle arrival is independent of traffic signal timing. Where there is no TSP, passenger loading/unloading may occur while signal is clearing.

For both curb-side and median platform stations, reduces distance customers need to walk between intersection and front door of bus (an important feature if fares are collected on-board).

Minimizes benefits or use of TSP; platforms may conflict with right-turn lanes, especially when bus stops at a green light (cars may try to pass the bus on left);

departures may be delayed by traffic signal cycle (does not apply for median stations with side platforms).

Bus operators could have difficulty seeing pedestrians crossing in front of bus.

Passengers may be inclined to jaywalk, especially where they alight at rear of the bus.

Near-side stop is set back from the intersection.

Mid-Block

Both arrival and departure at platform are independent of traffic signal timing and, for curb-side stations, possibilities are better for exclusive use of lane at platform.

Offers staging space to store buses between preceding intersection and platform and between platform and subsequent intersection (important when service is frequent, such as for headways equal to or less than traffic signal intervals).

Mostly apply in unique situations, such as a large trip generator located mid-block.

Need designated crosswalk to enable passengers to access station; without crosswalk, customers may need to walk to an adjacent intersection to cross street or may choose to jaywalk, especially when block is particularly long.

Far-Side

Improves travel time if TSP is available.

Makes it easier to implement bus bulbs.

Passengers may be safer crossing at the intersection behind the bus.

Potentially requires buses to stop twice at an intersection—once for a red signal and a second time to load and unload passengers at station.

For a stop designed to serve multiple buses stopping at the same time, stop needs to be moved two or more vehicle lengths beyond intersection to accommodate multiple vehicles.

Table 6.1.1 Advantages and Disadvantages by BRT Station Location2

Curb-Side Station

Advantages Disadvantages

Accessing Transit | June 2013 188

Basic Stop

A basic BRT stop is designed according to the bus stop design guidelines discussed throughout this handbook (refer to corresponding guidance in Chapters 3 and 4). Figure 6.1.12 shows a basic BRT stop design. Figure 6.1.13 shows a bus stop that acts as both a BRT stop and a local stop.

Enhanced Stop

Also referred to as an enhanced shelter, enhanced stops are often specially-designed for BRT to differentiate them from other bus stops in the system. They are designed to provide additional features such as more weather protection, additional lighting, BRT branding and marketing, and higher-quality amenities that users may associate with more premium, rail-like transit. This BRT station type often incorporates additional design treatments such as walls made of glass or other transparent material, high-quality material finishes, and passenger amenities such as benches, trash cans, or pay phones. Enhanced shelters are often installed for on-street BRT applications to integrate with the sidewalk infrastructure.4 Figure 6.1.14 shows an enhanced BRT stop design.

Station

Stations can be designed as station enclosures or station buildings.4 Stations must be designed to maintain all of the barrier-free access and ease of entry and transfers as the most basic stop. More complex stations require additional design attention to ensure that this happens.3

Enclosure

Station enclosures are designed specifically for a BRT system and are fabricated off-site, allowing for identical and modular designs for multiple locations (see Figure 6.1.15). A station enclosure may include level passenger boarding and alighting, a full range of passenger amenities including retail service, and a complete array of passenger information.4

Figure 6.1.12 | Basic BRT stop design, Seattle, Washington.

Figure 6.1.13 | Bus stop that serves both BRT and traditional transit, Seattle, Washington.

Building

Typically, a station building is a large enclosure designated for BRT. Designs for station buildings are specific to each station location and often include enclosures for passengers waiting in both directions of travel, pedestrian passageways, pre-pay fare systems, accessibility features such as ramps and elevators, grade-separated connections from one platform to another, and a full range of passenger amenities including retail service and a complete array of passenger information systems.

Lower-cost stations include the cost of a canopy, a platform, a station enclosure, and pedestrian access;

higher-cost stations are designed for higher

Accessing Transit | June 2013 ridership and include longer platforms and canopies, larger station structure, passenger amenities, and roadway access.4

Specific BRT station accessibility parameters necessary for compliance with ADA Standards are being examined by the U.S. Access Board to determine whether BRT facilities should include rail accessibility features not currently required of bus facilities. To date, the industry standard for addressing this issue is to ensure that the amenities (signage, public address, boarding features, fare equipment, etc.) provided at BRT stations should follow the requirements of ADA Standards regardless of whether designated as rail or bus standards. Essentially, if an amenity is provided, it must meet the minimum ADA standard requirements.

PLATFORM DESIGN

Careful design of BRT platforms ensures smoother and safer boarding and alighting of BRT passengers and a comfortable wait for the bus.

The design of BRT platforms varies depending on the type of investment desired and local preferences. Figure 6.1.16 shows a level boarding platform at a BRT stop.

Length

Platform length is easier to accommodate when a station/stop is located in the median. The length of a platform should exceed the length of the longest vehicle multiplied by the maximum number of vehicles expected to serve the station or stop simultaneously. Additionally, the length should also accommodate sufficient total bus stop length to allow vehicles to safely and efficiently merge into the traffic lane.2 Platform length should meet the needs of the transit agency providing the station.

Longer platforms help to reduce dwell times by providing space for multiple vehicles to load and unload passengers concurrently. However, they create a higher capital expense when implementing a new BRT route.

Figure 6.1.15 | Station enclosure, Cleveland, Ohio.

Figure 6.1.14 | Enhanced BRT stop design with real-time bus information, Seattle, Washington.

Accessing Transit | June 2013 190

Width

Width is generally determined by right-of-way constraints and is the distance across the station or stop perpendicular to the direction of travel.

Width is generally a more challenging problem than length because width is often the most limiting factor and can cause conflicts with pedestrian and roadway space. To some extent, lack of width can be compensated for by increasing platform length, particularly where stations or stops are located in unused medians. However, with no right-of-way constraints, width generally is a function of the anticipated passenger load and the station/stop operational design. Side platforms should be about 10-to 12-feet wide and, at a minimum, should allow ease of passage for mobility-aid users to turn and pass each other. Center platforms should be as wide as 20 to 25 feet1 because they are serving buses on both sides of the platform.

Width generally should be derived from the following considerations:2

Width required for station amenities/ infrastructure.

Width required for quantity of passengers waiting for a vehicle to arrive.

Width required for passengers to enter/exit and circulate within the station/stop.

Most important, width required to ensure access and safety for all passengers, including mobility aid users.

Height

Platform height refers to the vertical height of the station platform above the roadway or transit way.

Typically, platform heights are associated with the type of boarding accommodated, from using the standard curb to use of a raised platform for level boarding.

In all cases, platform height needs to be coordinated with fare collection and vehicle design.

Low-floor platforms are typically 6 inches above street level, leaving about 8 inches to the base of the vehicle. Raised curbs are typically 9 to 10 inches above the street level, leaving about 5 inches to the base of the vehicle. Level platforms are typically 14 inches high.1

While the BRT platform characteristics discussed previously are typical, each jurisdiction should consider its unique requirements based on all applicable factors, including, but not limited to, right-of-way availability, bus ramp and other accessible boarding configurations, and vehicle and wheelchair turning radii. Table 6.1.2 provides an example of platform design characteristics used for planning BRT stations in Hillsborough County, Florida.

Types of Platforms

Platforms are an enhancement at a BRT station, not a requirement. An entire BRT system can choose to use a combination of concrete boarding areas using a typical bus stop boarding alignment.

However, some agencies have moved to level boarding, which requires a platform. Level boarding adds to the rail-like qualities of BRT and can help speed up the boarding process.

Curb-Side Platform

A curb-side platform is generally used in mixed-traffic BRT or along the curb side of a dedicated busway. It can be a minimal station in the early development of a BRT system. A raised boarding

Figure 6.1.16 | Typical platform with required detectable warning at a BRT stop, Cleveland, Ohio.

Accessing Transit | June 2013

A center platform width of at least 20 feet is desirable.6 However, to accommodate this configuration, it is necessary to have vehicles with left-side doors. It may also complicate left turns for automobiles across the running way. Figure 6.1.17 shows an example of a median BRT station with a center platform.

Station Amenities

Amenities at BRT stations can enhance the system branding and should be provided at BRT stops and stations for waiting passengers. As BRT mimics rail transit and is often associated with stylized bus shelters, even the most basic BRT stations should include better and more-recognizable amenities than those at a typical bus stop. This may include bus information displays, seating, trash receptacles, bicycle racks, and connections to pedestrian paths. Figure 6.1.18 shows a BRT station located adjacent to bus transfer, park-and-ride, kiss-and-ride, and bicycle/pedestrian facilities and amenities. In addition, Table 6.1.3 suggests different amenities for different types of BRT station types.

platform and pre-boarding fare collection may be available at this type of platform. Side platforms should be about 10 to 12 feet wide.1 They should be no less than the width required to provide for amenities and a clear pedestrian access route, as well as turning space required for individuals who rely on mobility aids.

Median Side Platform

Stations with this type of platform can be located far-side, side-by-side, near-side, or mid-block. The platform is located on each side of the median and allows right-side boardings. However, this platform type requires two station or stop units as well as more available space.

Median Center Platform

Located on the center island of the median running way, this platform allows shared passenger facilities serving both directions of service and, thus, reduced space needs and costs. BRT applications that use a median lane typically use a split center platform configuration. This configuration minimizes the right-of-way requirements for the station and reduces pedestrian congestion at the median.

Source: Hillsborough Area Regional Transit (HART) BRT Design Guidelines and Criteria.

Design Element Dimensions

Platform Height 6” (Standard Type D or Type F Curb & Gutter)

Clear pedestrian width within platform 6’ typical; 4’ minimum at obstacles

Sidewalk width behind station platform 5’ minimum

Mini platform length:

Prototype A Prototype B Prototype C

32’ 37’ 60’

Concrete bus pad

Pad length 50’

Pad width 8’ or full width of travel lane

Pad thickness 6” minimum, unreinforced; rigid pavement design required

Table 6.1.2 BRT Station Design Characteristics

Accessing Transit | June 2013 192

Figure 6.1.17 | Example of an enhanced BRT station with amenities.

Feature

Curb-Side Bus Stop

Median Arterial Busway

Busway

Typical Major Typical Major Typical Major Intermodal

Center

Conventional sheltera X

Unique BRT shelter X X X X X X X

Illumination X X X X X X X

Phones/security phone X X X X X X

Temperature control X Xb Xb X X

Passenger Amenities

Seating X X X X X X

Trash containers X X X X X X

Restrooms X

Public address/automated passenger information system

X X X X X X

Passenger Services

Off-board fare collection/ticket vending machines

X X X X X X

Newsstands X X X X X X

Shops X X

Table 6.1.3 BRT Station Types and Features1

Special services (dry cleaners, etc.) X X a Conventional shelter is a minimum treatment that generally should not be used for BRT service.

b In some environments.

Accessing Transit | June 2013

GREEN CONSTRUCTION

BRT stations provide ample opportunities to implement green practices covered previously.

Because the mode of travel is “enhanced,” futuristic-looking, fuel-efficient buses are more appealing to transit users. Alternative-fuel buses, solar-powered shelters, LED lighting, and native landscaping are all features that can provide an opportunity to use green technology at BRT stations. These features are covered more in depth in Chapter 3 and Chapter 4.

Figure 6.1.18 | Layout of median BRT station next to a bus transfer center, park-and-ride lot, and kiss-and-ride area.

Ways to reduce environmental impact and help “green” the BRT line include:4

“Green” LEED-certified terminus stations (see Chapter 2 for more information on LEED-certified facilities).

Green strip of grass on the busway, which enhances the visual appeal of the paved busway and absorbs oil discharge from buses and stormwater run-off.

Extensive landscaping along medians and the busway with native plants.

Accessing Transit | June 2013 194

SECURITY

In planning BRT stations or stops, consideration should be given to CPTED precepts, which include the following:2

No entrapment areas.

Available escape routes.

Clear and unobstructed sight lines and using convex mirrors where necessary.

Platforms and pedestrian pathways that are well-lit and highly visible.

Remote video monitoring and a call box that connects directly with the system operator and/ or the police, if station or stop is not attended.

Signage, announcements, etc.

Plants to prevent screening issues and ensure proper sightlines.

Installation of tactile strips.

Waste containers that avoid concealment of foreign objects and avoid materials that could become a projectile.

Secured benches, bike racks, and other accessories to avoid theft and damage.

Accessing Transit | June 2013

REFERENCES: SECTION 6.1

1. TRB, 2007. TCRP Report 118, Bus Rapid Transit Practitioner’s Guide. Washington, DC.

2. APTA, 2010. Bus Rapid Transit Stations and Stops. http://www.aptastandards.com/Portals/0/

Bus_Published/002_RP_BRT_Stations.pdf, accessed October 28, 2011.

3. Easter Seals Project ACTION, 2009. Accessibility Design Guidelines for Bus Rapid Transit Systems, Volume 1.

4. USDOT, Federal Transit Administration, 2009. Characteristics of Bus Rapid Transit for Decision-

Making. http://www.fta.dot.gov/documents/CBRT_2009_Update.pdf, accessed December 7, 2011.

5. TRB, 2010. TCRP Synthesis 83, Bus and Rail Transit Preferential Treatments in Mixed Traffic.

Washington, DC.

6. FDOT, 2010. Guidelines for Enhancing Intermodal Connections at Florida Transit Stations.

http://www.dot.state.fl.us/transit/Pages/EnhancingIntermodalConnections.pdf, accessed February 22, 2012.

IMAGE CREDITS FOR IMAGES BY OTHERS

6.1.1 GAO, July 2012, Bus Rapid Transit–Projects Improve Transit Service and Can Contribute to Economic Development. Accessed from http://www.gao.gov/assets/600/592973.pdf on October 15, 2012.

6.1.2 Photo courtesy of LTD, Lane Transit District. Lane County, Oregon. Used with permission.

6.1.5 Photo courtesy of King County Department of Transportation, Metro Transit Division. Seattle, WA. Used with permission.

6.1.6 Photo courtesy of LTD, Lane Transit District. Lane County, OR. Used with permission.

6.1.12 Photo courtesy of Metro. ©2012 LACMTA . Used with permission.

6.1.14 Photo and caption retrieved from http://transweb.sjsu.edu/mtiportal/research/publications/ documents/2704_book%20(6.15.10%20with%20Covers).pdf on October 16, 2012.

6.1.15 Photo retrieved from http://www.planning.dot.gov/Peer/Nevada/lasvegas_2007.asp, 2006, Transportation Planning Capacity Building Program Peer Exchange Report, Public Transit in a Gaming and Resort Community.

6.1.20 Photo courtesy of King County Department of Transportation, Metro Transit Division. Seattle, WA. Used with permission.

6.1.21 Photo courtesy of King County Department of Transportation, Metro Transit Division. Seattle, WA. Used with permission.

6.1.22 Photo courtesy of King County Department of Transportation, Metro Transit Division. Seattle, WA. Used with permission.

6.1.24 Photo retrieved from APTA Bus Rapid Transit Stations and Stops, 2010, http:// www.aptastandards.com/Portals/0/Bus_Published/002_RP_BRT_Stations.pdf, accessed October 26, 2012.

Accessing Transit | June 2013 196

Accessing Transit | June 2013

6.2 Rail Station Design

OVERVIEW

The following section discusses guidelines and best practices of transit design for rail stations.

While this section covers the basics, it is important to enlist additional outside resources for design guidance and construction standards for rail stations. This document is not intended to be comprehensive or exhaustive.

This section primarily incorporates design guidelines from the ADA Standards and various best practices from FDOT’s Enhancing Intermodal Connections at Florida Transit Stations. The list of resources used in this chapter should be referenced for more specific instructions. Information on these documents is provided at the end of this chapter. Figure 6.2.1 provides an example of a rail station.

PLATFORMS

A rail platform is provided for passengers to wait for a rail vehicle and allows them to safely board and alight from rail vehicles. A number of different variations of rail platforms can be provided, depending on the station design and type of rail vehicles used. The types of platforms may include side, center, combined side/center, single, and split type, each named for its configuration and location relative to the train.

Side and center platforms are the most commonly used. The choice of configuration type depends on the type of rail mode, right-of-way, geometry of tracks, and whether the station is accessed by grade or at a grade crossing.1

The height and position of a platform must be coordinated with the floor of the vehicles it serves to minimize the vertical and horizontal gaps passengers will encounter while boarding or alighting the vehicle, in accordance with the ADA Accessibility Guidelines for Transportation Vehicles (36 CFR Part 1192). The preferred alignment is a high platform that provides a level transition from the platform to the vehicle floor. In some cases, the vehicle guidelines permit use of

Figure 6.2.1 | Rail station, South Florida.

a low platform in conjunction with a lift or ramp.

Low-level platforms shall be 8 inches minimum above the top of the rail.2 However, when vehicles are designed to be boarded from the street or a sidewalk along the street, ADA guidelines permit such boarding areas to be less than 8 inches high.

The horizontal gap between a car at rest and the platform shall be no greater than 3 inches, and the height of the car floor shall be within plus or minus

1.5 inches of the platform height to comply with the ADA regulations.1 However, according to the Florida Accessibility Code for Building Construction, for rail systems subject to Department of Transportation regulation 49 CFR

37.21 (light rail, commuter rail, and intercity), where it is not operationally or structurally feasible to meet the horizontal gap or vertical difference requirements of Part 1192 or 49 CFR Part 38, mini-high platforms, car-borne or platform-mounted lifts, ramps or bridge plates, or similar manually-deployed devices that meet the requirements of 49 CFR Part 38 shall suffice.

Additional general requirements for platforms include the following:

Platforms should have cross-slopes not exceeding 2 percent to provide proper water run-off.1

On some low-platform stations such as along LRT lines, “mini-high” platform stations and

Accessing Transit | June 2013 198 ramp systems can be provided. These “mini-high” level platforms typically are 8 feet long and usually reached by ramps from the low-level sections of the platform or walkways.

These raised platforms provide accessible vehicle boarding for passengers with disabilities or who use a wheelchair. Mini-highs (also known as “high blocks”) also provide easy boarding access for passengers with strollers or other similar devices. An example of a “mini-high” platform is provided in Figure 6.2.2.

The design components of a typical rail platform are identified and described below.

Boarding & Alighting

There are two types of platforms for boarding and alighting passengers in rail stations, including level and non-level boarding. In level boarding, no vertical movement is required, providing fast and easy full-length level boarding and alighting from the rail vehicle to the platform. In contrast, non-level boarding requires vertical movement, requiring wheelchair lifts for passengers with disabilities and step entry for ambulatory passengers.

Level Boarding

Level boarding is defined as involving a horizontal gap of no more than 3 inches and a vertical gap of no more than 5/8 inch.1 Due to its advantages, such as an easy, efficient flow of patrons entering and exiting the vehicle, and time savings due to fast mobility-aid passenger boardings and alightings, this type of platform is recommended over a non-level boarding platform type. Figure

6.2.3 shows an example of a level boarding system.

Non-Level Boarding

In this type of boarding and alighting, passengers need to step up or down to enter or exit the vehicle using steps, as the platform level is lower than the vehicle floor level. This type of platform is generally used when longer dwell times are possible, such as with intercity rail systems and certain commuter rail systems. For stations with non-level boarding, a mini-high platform, a mechanical lift, or other form

Figure 6.2.2 | “Mini-high” rail platform, Baltimore, Maryland.

Figure 6.2.3 | Level boarding at a rail platform, Miami-Dade County, Florida.

of accessible boarding must be provided to facilitate access for passengers with disabilities.1

Slope

Based on ADA guidance on slope requirements, newly-constructed rail platforms shall not exceed a

Accessing Transit | June 2013

Figure 6.2.4 | Typical dimensions for a rail platform at a rail-bus station.

slope of 1:48 (2%) in all directions. However, where platforms serve vehicles operating on existing track or track laid in an existing roadway, the slope of the platform parallel to the track shall be permitted to be equal to the slope (grade) of the roadway or existing track.3

Platform Dimensions

Platform dimensions may vary depending primarily on the type of rail vehicles and the design configuration used. However, although different transit systems have varying dimensions, platforms must be designed, at a minimum, to allow passengers to walk, wait, board, and alight the rail vehicles in a safe and efficient manner. In addition, amenities such as benches, ticket booths, ticket vending machines, and wayfinding devices may also be installed, and the platform should accommodate passenger access to such amenities. Figure 6.2.4 provides example dimensions of a rail platform.

Length

The length of a station platform depends on the length of the trains that use the station plus at least 50 feet of tangent section at each end. Light rail systems typically consist of 50 to 80 feet per vehicle and up to 4-car trains. The overall length of a typical commuter train ranges from about 150 to 500 feet. For rapid rail, vehicle length ranges between 40 to 70 feet per car and can have up to 10-car trains. The platform length will vary based on the type of vehicles expected to be used and the projected maximum number of vehicles per train.1

Width

The ADA Standards require a clear width of at least 60 inches (5 feet) to allow a person in a wheelchair to make a turn around an obstruction.

This distance may include the required 24-inch (2 feet) detectable warning surface along the platform boarding edge. A minimum of 7-foot clear width is recommended. Additional width is required to accommodate elements such as benches, signage, ticket machines, telephone booths, elevator shafts, and other pertinent amenities.

Other structural members such as columns and walls should also be treated as obstructions;

hence, their sizes should be deducted from the effective clear width. A minimum overall platform width for side platform configurations should be 12 feet, with 30 feet preferred. For center platforms, the minimum width should be 16 feet (30 feet preferred).1

Waiting Area

A typical minimum design value for passenger waiting areas is 5 square feet per person, which allows passengers to wait without touching one another. As a rule of thumb, the platform minimum area, excluding the 24-inch strip adjacent to the platform edges, should be designed to accommodate the peak 15-minute loading demand

Accessing Transit | June 2013 200 at 10 square feet per person or the peak 15-minute loading and alighting demand at 7 square feet per person.1

Detectable Warnings

Detectable warnings provide a distinctive surface pattern of domes detectable by cane or underfoot to alert people with vision impairments of their approach to streets and hazardous drop-offs.

Platform boarding edges not protected by platform screens or guards shall have 24 inches of detectable warning material along the full length of the public use area of the platform.3 The detectable warnings shall comply with ADA Standards Section

705. Figure 6.2.5 shows appropriately-placed detectable warnings at the edge of a rail platform.

Platform Safety

Adjacent platforms configured for opposing travel shall be separated by a low fence or other physical barrier. A barrier centered between the two tracks prevents passengers from crossing the tracks. The center barrier should be at least 3.5 feet higher than the top of the highest rail. The barrier should extend a distance of 200 feet beyond the end of the platform and is recommended to discourage patrons from crossing railway tracks at locations other than railway pedestrian crossings.1

STATION SIGNAGE

Proper and adequate signage at rail stations contributes to an efficient flow of passenger circulation within the station. Passengers who are unfamiliar with the station would need to observe, read, learn, and comprehend these systems as they make their way through the transit station.

Figure 6.2.6 shows typical rail station signage.

ADA Standards have specific visual and tactile (raised characters and Braille) signage requirements for rail stations. Some of the key considerations for platforms and boarding areas signage include the following:4

Those waiting on the platform can identify the facility they are in and facilities or stations that are served from that platform.

Those arriving on a vehicle can look out the windows and see the name of the facility or station.

Those arriving can find their way from the platform to their destination through the facility or station.

Station Entrances

Proper signage to identify a station or its entrance must be provided in accordance with ADA Standards for passengers to easily locate the station and its entrances. At least one sign at each station entrance shall comply with ADA tactile signage requirements (see ADA Standards Section

703.3 for requirements on tactile signage). Tactile signage shall also be placed in uniform locations to

Figure 6.2.5 | Appropriately-placed detectable warnings at the edge of a rail platform.

Figure 6.2.6 | Example of rail station signage, South Florida.

Accessing Transit | June 2013 the maximum extent practicable. Where signs identify a station that has no defined entrance, at least one sign shall be placed in a central location.3 However, such signs are not required to comply with these ADA guidelines where audible signs are remotely transmitted to hand-held receivers or when they are either user-actuated or proximity-actuated.

Providing visual graphics (pictograms) is considered the most effective method when passengers use directional signage. Typical graphic wayfinding information includes systems made up of text, pictograms, maps, photographs, models, and diagrams. Pictograms are used to reinforce the text message, providing concise and comprehensible directional, informational, and identification messages. International symbols are normally used.1 These types of visual signs offer greater benefits to people who are visually impaired or persons with language barriers in understanding the message while offering easy-to-understand signage for others.

Bulletin/Message Boards

Message boards can be used to display basic transit system information including schedules, fares, route maps, and other pertinent travel information. The bulletin/message board should include information only necessary for trip information.1

Routes and Destinations

Lists of connections, routes, and destinations served by the station typically are located on boarding areas, platforms, or mezzanines for passenger use. Other than route maps, these signs shall comply with the following ADA requirements:

At least one tactile sign identifying the specific station and complying with ADA requirements for raised characters and Braille shall be provided on each platform or boarding area.

Signs, to the maximum extent practicable, shall be placed in uniform locations within the system. Signs must meet ADA Standards for character stroke, width, spacing, line spacing, contrast, glare, and character height.

Public Address Announcements

People with visual impairments may need to get information using a medium other than monitors or boards. Public address announcements should be used concurrently with dynamic visual announcements.3 ADA requires that where public address systems convey audible information to the public, the same or equivalent information shall be provided in a visual format.

RAIL TRACK CROSSINGS

Often, stations are designed such that passenger circulation paths serving boarding platforms cross rail tracks. These crossings expose passengers to safety hazards and must comply with appropriate ADA guidelines. While ADA guidelines closely regulate open spaces in the accessible path, wheel flanges at rail crossings are an exception to the rule. Figure 6.2.7 is an example of a rail track crossing.

The 2010 ADA Standards allow for a maximum space of 2.5 inches for flangeway gaps on the inner rail only and requires that the walking surfaces between and on either side of the trackway be flush and level with the top of rail. For

Station Design Tip—Audible Signs

Emerging technologies such as audible sign systems using infrared transmitters and receivers may provide greater accessibility in the transit environment than traditional Braille and raised-letter signs. The transmitters are placed on or next to print signs and transmit their information to a hand-held infrared receiver. By scanning an area, the person can hear the sign.

This means that signs can be placed well out of reach of Braille readers, even on parapet walls and on walls beyond barriers. Additionally, such signs can be used to provide wayfinding information that cannot be efficiently conveyed on Braille signs.3

Accessing Transit | June 2013 202 railways that are exclusive to freight trains or include freight trains, the PROWAG allows up to 3 inches for the wheel flange gap. Pedestrian crossings of rail tracks should be perpendicular to the tracks, not skewed, to reduce the possibility/ probability of a wheelchair wheel dropping into the flangeway gap and becoming stuck. This also applies to bicycles.

Rail track crossings can create a very dangerous situation for traffic as well as passengers. Special care should be taken to clearly sign and appropriately warn pedestrians of any rail crossing.

Figure 6.2.8 provides guidance on the track crossing width allowance.

BUS–TRAIN INTERFACE

At intermodal transit stations, buses and trains interface to create a well-connected transit network. Typically, the bus network will pick up outlying passengers along radial rail routes into or out of a central business district. Because of multiple modes of travel being offered, a bus terminal at a rail station must be well marked to communicate effectively which routes intersect.

Effective signage for wayfinding and an adequate and well-connected network of accessible paths to take passengers from the bus B&A areas through the station to the rail platform are required. A well-coordinated bus and rail network is absolutely essential for an efficient bus–train interface at a multimodal facility. At a minimum, existing bus and rail facilities must be connected by at least one accessible path, and rail and bus aspects of the facility must meet ADA Standards for accessibility.

Figure 6.2.9 is an example of bus-train interface at a station.

PARK-AND-RIDE LOTS AT STATIONS

Passengers generally reach rail stations by bus or from park-and-ride lots after parking their automobiles. As the placement of park-and-ride lots may vary from station to station due to various property or financial limitations and physical conditions unique to the station, accessibility for passengers from such lots to the rail station should be designed on a case-by-case basis. In every such case, however, the basic minimum ADA Standards must be followed in each and every aspect of providing park-and-ride facilities at stations to ensure proper compliance with existing regulations. Refer to FDOT’s Park-and-Ride Guide at the Transit Office website (http://www.dot.

state.fl.us/transit/Pages/FinalParkandRide Guide20120601.pdf) for more detailed information on various types and design conditions. Also refer to the park-and-ride section in Chapter 2 of this handbook. Figure 6.2.9 shows an example of a park-and-ride facility at a rail station.

SECURITY

In addition to providing the necessary amenities at the station, transit agencies also have an added responsibility to ensure safety with the circulation and boarding and alighting of the users of the stations, especially…