Virginia Railway Express (VRE) Station Design Guidelines Vnorthernre Virginia

ATTACHMENT A Prepared by Vanasse Hangen Brustlin, Inc. Richmond, Virginia

November 2002

Virginia Railway Express (VRE) Station Design Guidelines VNorthernRE Virginia

Virginia Railway Express (VRE) Station Design Guidelines

Northern Virginia

Prepared by /Vanasse Hangen Brustlin, Inc. Richmond, VA

Under Contract To: HDR Engineering, Inc. Alexandria, Virginia

November 2002

VRE Station Design Guidelines November 2002

Table of Contents

Table of Contents...... i I. Introduction...... 1 A. Purpose ...... 1 B. Approach ...... 1 C. Document Organization ...... 2 D. Relationship to Other Standards, Rules and Regulations...... 2 E. Description of VRE System...... 3 1. System Overview ...... 3 2. History of System...... 3 3. VRE Project Management Process...... 4 4. Existing Stations...... 4 II. Station Design...... 7 A. Introduction ...... 7 B. Design Objectives...... 7 C. Design Resources and Standards ...... 8 D. Station Design Guidelines Checklist...... 9 III. Parking and Circulation ...... 12 A. Introduction...... 12 B. Existing Parking Facilities ...... 12 C. Multi-Modal Station Access ...... 12 D. Design Guidelines...... 13 1. General Vehicular Circulation and Park-and-Ride Design...... 13 2. Accessibility...... 18 3. Drop-off/Pick-up Area ...... 19 4. Bus Circulation...... 20 5. Pedestrian Circulation...... 21 6. Bicycle Accommodations...... 27 IV. Platforms...... 28 A. Introduction ...... 28 B. Existing Platforms...... 28 C. Design Guidelines...... 29 1. Platform Location ...... 29 2. Platform Configuration and Type ...... 29 3. Platform Dimensions...... 30 4. Platform Clearances ...... 31 5. Pedestrian Circulation Scheme at Platforms ...... 32 6. Barriers/Railings/Fencing...... 33 7. Accessibility Features ...... 33 V. Canopies...... 35 A. Introduction ...... 35

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B. Existing Canopies and Design Scheme...... 35 C. Design Guidelines...... 36 1. Canopy Size...... 36 2. Location ...... 37 3. Type and Style...... 38 4. Clearances...... 38 VI. Other Aspects of Station Design ...... 39

Appendix A: Local Jurisdictions and Contacts Appendix B: VRE Station and Parking Lot Ownership Appendix C: VRE Station Design Guidelines Checklist Appendix D: VRE Station Design Guidelines “Fast Facts”

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I. Introduction

The Virginia Railway Express (VRE) operates commuter rail service in two rapidly growing transportation corridors between Washington, DC and northern Virginia. VRE, which recently celebrated its tenth anniversary, is preparing to expand and upgrade its system to meet the needs of the coming decades. Part of this process includes the planning and design of new and expanded stations. These VRE Station Design Guidelines are intended to be a key resource in the expansion and improvement of the VRE system in the coming years.

A. Purpose

The purpose of this document is to provide guidance to VRE and consultants in future commuter rail station design projects. This document is not intended to provide design requirements or specifications, but rather to provide guidelines and recommendations in a number of areas of station design. These guidelines also establish a framework that can be used to develop more detailed requirements or specifications in specific areas.

These guidelines are intended to be a dynamic document, capable of easily being revised, modified and updated by VRE as needed. Sections will be marked with revision numbers and dates, which will allow for easy tracking as updates and addenda are added to the document. These guidelines are intended to provide guidance in several specific areas of station design: parking and circulation, platforms, and canopies. Other aspects of station design not currently included in this document, such as lighting, landscaping, parking payment system or signage, could easily be incorporated with the addition of chapters or sections.

B. Approach

These Station Design Guidelines have been developed based on information gathered in three ways. First, the overall scope of the guidelines and design objectives were determined in consultation with VRE, the Northern Virginia Transportation Commission (NVTC) and the Potomac and Rappahannock Transportation Commission (PRTC). Second, many of the specific design guidelines and criteria were developed based on a review of plans of the VRE system. This included a review of the 1991 plan set for the original system, as well as more recent plans for station work and parking lot expansions. Third,

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additional design guidelines were developed and adapted from other transit agency design guideline documents. These included design guidelines from the Washington Metropolitan Area Transit Authority (WMATA), the Massachusetts Bay Transportation Authority (MBTA), the Peninsula Corridor Joint Powers Board (Caltrain) in the San Francisco Bay Area, and the Denver Regional Transit District (RTD).

C. Document Organization

This document is organized into seven main sections, as described below:

Section I provides an introduction to the document and its purpose as well as an overview of the VRE system and existing station conditions.

Section II discusses design objectives, resources and standards, and presents a checklist of key station design tasks and elements.

Section III provides guidelines for station parking and circulation.

Section IV contains guidelines for platforms.

Section V contains guidelines for canopies.

Section VI contains a listing of other areas of consideration related to station design, which are not described in detail in this document.

D. Relationship to Other Standards, Rules and Regulations

This document is intended to provide broad, overall guidance regarding station design for the VRE system. While it provides specific information and “rules of thumb” in a number of areas, these should not be interpreted as taking the place of standards, regulations or governing laws promulgated by relevant governmental bodies, agencies or industry associations. Users should not rely solely on this document, but rather should use it for guidance while checking with the appropriate jurisdictions, agencies or associations for further information. A list of various jurisdictions across the VRE system, including contact information, is included in Appendix A. This list is not all-inclusive, but should serve as a starting point for consultation and coordination with local jurisdictions. A list of some relevant standards, guidelines and regulations is provided in Section II of this document. In the case of a conflict between standards, regulations, governing laws, or specifications, the designer should adhere to the most stringent provisions, unless specified otherwise by VRE.

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E. Description of VRE System

1. System Overview

The Virginia Railway Express is a transportation partnership of the NVTC and PRTC. VRE provides commuter rail service from the Northern Virginia suburbs to Alexandria, Crystal City and downtown Washington, DC. VRE serves 18 stations on two lines, the Manassas Line and the Fredericksburg Line, totaling 87 miles. A map of the VRE system is included in Figure 1 on the following page. The VRE system spans a number of jurisdictions, including the counties of Arlington, Fairfax, Prince William, and Stafford in Virginia; the Cities of Alexandria, Manassas, Manassas Park and Fredericksburg in Virginia; and the District of Columbia. VRE stations offer a number of intermodal connections, including transfers to the WMATA Metrorail system, the Maryland Rail Commuter (MARC) commuter rail system, Amtrak intercity rail service along the Northeast Corridor and beyond, Greyhound intercity bus service, and local bus services operated by a number of different agencies. VRE operates on tracks owned by three entities: Norfolk Southern, CSX, and Amtrak (at Union Station in Washington, DC). Average weekday ridership on the system in 2002 is over 12,500 passengers.

2. History of System

VRE began operating revenue service in 1992. Service between Manassas and Washington, DC began on June 22, 1992, followed by service between Fredericksburg and Washington, DC on July 20, 1992. Initial service was provided with four round trips on each line each weekday, and has been expanded greatly since to include several midday trains on each line. VRE initially served 16 stations: Union Station, L’Enfant, Crystal City, Alexandria, Backlick Road, Rolling Road, Burke Centre, Manassas Park, Manassas, Broad Run, Woodbridge, Rippon, Quantico, Brooke, Leeland Road, and Fredericksburg. Service to Lorton Station began in 1994, while service to Franconia/Springfield began in 1996. Several future stations are in the planning stages, including possible infill stations at Cherry Hill and Widewater, as well as an extension of the Manassas Line to Bealeton in Fauquier County and/or to Gainesville/ Haymarket in Prince William County.

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Figure 1 – VRE System Map

3. VRE Project Management Process

Station design is only one element in the management of the VRE system, which includes day-to-day operations as well as planning for future expansion and improvement projects. An effort is currently underway to formalize and document VRE’s Project Management Process. These Station Design Guidelines will serve as a companion piece to the project management guidelines, providing detail in one aspect of the overall project management process.

4. Existing Stations

The following section provides information on existing conditions at stations served by VRE.

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The VRE system was originally designed to provide some degree of uniformity at its stations, promoting a common “look-and-feel” across the system. The purpose of this design uniformity was to make stations easily identifiable to the public as well as user-friendly to the system’s passengers. VRE intends to continue to pursue these goals in its future station design and redesign projects. This document is a method to help achieve that goal.

The VRE commuter rail system currently serves the following eighteen stations:

On the Manassas Line: Broad Run Manassas Manassas Park Burke Centre Rolling Road Backlick Road

On the Fredericksburg Line: Fredericksburg Leeland Road Brooke Quantico Rippon Woodbridge Lorton Franconia/Springfield

Common to both lines: Alexandria Crystal City L’Enfant Union Station

The table on the following page summarizes key characteristics of existing stations in the VRE system. Appendix B provides more detailed information about station and parking lot ownership on VRE’s system.

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Table 1 Characteristics of Existing VRE Stations

Year of Average Number of Original Weekday Park-and-Ride Station Jurisdiction Construction Boardings* Spaces Intermodal Connections Broad Run Prince William County 1991 536 696 none Manassas City of Manassas 1991 595 348 Amtrak, local bus Manassas Park City of Manassas Park 1991 532 300 local bus Burke Centre Fairfax County 1991 667 550 local bus Rolling Road Fairfax County 1991 365 400 none Backlick Road Fairfax County 1991 132 220 local bus Fredericksburg City of Fredericksburg 1991 594 700 Amtrak, local bus Leeland Road Stafford County 1991 415 652 none Brooke Stafford County 1991 238 300 none Quantico Prince William County 1991 274 217 Amtrak, local bus Rippon Prince William County 1991 266 300 none Woodbridge Prince William County 1991 472 588 Amtrak, Greyhound, local bus Lorton Fairfax County 1994 152 400 local bus Franconia/Springfield Fairfax County 1995 150 3,800 Metrorail, Greyhound, local bus Alexandria** City of Alexandria 1991 432 none Metrorail, Amtrak, local bus Crystal City** Arlington County 1991 1,486 none Metrorail, local bus L’Enfant** District of Columbia 1991 2,165 none Metrorail, local bus Union Station** District of Columbia 1991 1,153 1,500 Metrorail, Amtrak, MARC, Greyhound, local bus * Average daily boardings based on August 31, 2002 VRE daily and weekly passenger counts. ** Station serves both the Fredericksburg and Manassas lines.

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II. Station Design

A. Introduction

The following section presents major objectives for station design, summarizes relevant design resources and standards, and introduces the station design checklist, a tool to aid project managers and designers in the station design process.

B. Design Objectives

There are six main objectives in the design of VRE commuter rail station sites. These objectives are:

Passenger accessibility and efficiency of circulation: VRE stations should be easily accessible to passengers arriving and departing via a variety of modes. Intermodal transfers should be convenient, and stations should be accessible to all patrons, including those with mobility impairments, in accordance with the 1990 Americans with Disabilities Act (ADA). Circulation throughout the station sites should be efficient, safe, and should minimize conflicts between modes.

Passenger safety and security: VRE stations should promote safety and security through design features such as lighting, gates, barriers, pavement markings, and platform tactile strips. Other security features such as call boxes or closed circuit television monitoring should be considered and should be consistent with VRE’s current security program.

Passenger comfort and convenience: VRE station designs should promote passenger comfort by protecting passengers from adverse weather conditions and providing seating where possible. Stations should be configured in a convenient manner, to minimize disorientation and allow for smooth intermodal transfers.

Design uniformity within the framework of local jurisdictions: VRE stations should exhibit a degree of design uniformity that promotes a common “look-and-feel” across the system. At the same time, the station

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design process should recognize the design standards, processes and preferences of local jurisdictions and historic districts.

Design flexibility: VRE station designs should be flexible enough to allow for future programmed capital improvements or operational changes with minimal disruption.

Durability and ease of maintenance: VRE station designs should use durable, easy-to-maintain materials that minimize life-cycle costs while paying attention to aesthetic considerations.

C. Design Resources and Standards

The nature and mission of the VRE system causes its alignment to travel through various cities and counties. It is likely, therefore, that VRE station projects, whether new stations, station renovations or expansions, will be located in many different counties and municipal jurisdictions. Each of these jurisdictions is likely to have different land use and development regulations that affect station site planning and design. These may include special standards, codes or requirements that would affect access, roadway, canopy or site design at a VRE station site.

It is important at the onset of a project to recognize the county or municipal jurisdiction of that station site so that the applicable regulations can be identified. Applicable planning documents, municipal zoning and building codes and any other specialized regulations such as historic district guidelines should be reviewed at the onset of the station design process. The challenge for VRE station designers is to promote a common “look-and-feel” across stations, which is one of the objectives of station design in the system, while working within this multi- jurisdictional framework.

Another step in the design process is for the designer to consult with the host railroad regarding the station project. This discussion should cover the nature of the planned improvements and how they relate to the host railroad’s operations, particularly in the areas of clearances and construction staging.

The following list provides guidance on standards, guidelines and codes that may be applicable to VRE station design. This list is not exhaustive, but is rather intended to provide a starting point for further investigation.

Virginia Department of Transportation (VDOT) design standards (e.g., VDOT Road Design Manual)

County Public Facilities Manuals (PFMs) and comprehensive plans

Local zoning and design ordinances and plans

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The Uniform Building Code and other applicable building code requirements

Americans with Disabilities Act (ADA) regulations and any state or local accessibility standards

Fire protection codes and standards

Guidelines relating to bicycle accommodations (e.g., Virginia Department of Transportation Virginia Bicycle Facility Resource Guide)

WMATA design standards

Standards of other local transit agencies

Standards of host railroads (e.g., Norfolk Southern, CSX, Amtrak)

General railroad industry standards, such as American Railway Engineering and Maintenance-of-Way Association (AREMA) standards

American Association of State Highway and Transportation Officials (AASHTO) standards

Manual of Uniform Traffic Control Devices (MUTCD)

The Highway Capacity Manaual, published by the Transportation Research Board

D. Station Design Guidelines Checklist

A variety of factors should be considered and tasks completed when undertaking a station design project. Included on the next page is a checklist that summarizes the major factors to be considered and tasks to be completed in the VRE station design process. This checklist is provided to help VRE project managers and design consultants alike in the development of station designs. Many of the elements contained in the checklist are described in more detail in following chapters. An additional copy of the checklist has been provided in Appendix C for ease of use. To further assist project managers and designers, a brief listing of key facts, dimensions and design guidelines described herein has been included in Appendix D, VRE Station Design Guidelines “Fast Facts.”

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Station Design Guidelines Checklist (page 1 of 2)

Station Name: Location: Project Manager:

Design Element or Task Complete? Comments General Consult with local jurisdiction Yes No N/A Consult with host railroad Yes No N/A Consult with landowner(s) Yes No N/A Ensure design meets ADA/accessibility requirements Yes No N/A Consider safety and security in overall design Yes No N/A

Parking Lots Assess overall access and multi-modal requirements Yes No N/A Develop general circulation pattern (e.g., access points, Yes No N/A direction of flow, lane widths) Determine parking stall size, configuration and number Yes No N/A Design accessible route and determine number of Yes No N/A accessible parking spaces required Design drop-off/pick-up area Yes No N/A Design bus boarding area(s) Yes No N/A Develop pedestrian circulation pattern and features: • Sidewalks and walkways Yes No N/A • Crosswalks Yes No N/A • Ramps and stairs Yes No N/A • Grade-level track crossings (if applicable) Yes No N/A Develop bicycle accommodations Yes No N/A Develop pavement marking scheme Yes No N/A

Platforms Determine platform location Yes No N/A Determine configuration and type Yes No N/A Determine platform length and width Yes No N/A Establish appropriate clearances (e.g., from rail Yes No N/A centerline) Develop pedestrian access scheme (e.g., overpass, Yes No N/A at-grade, below-grade) Design barriers/railings/fencing Yes No N/A Design ADA/accessibility features: • Ramps Yes No N/A • Elevators Yes No N/A • Tactile strips Yes No N/A

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Station Design Guidelines Checklist (page 2 of 2)

Canopies Determine appropriate canopy size Yes No N/A Determine canopy location Yes No N/A Determine type and style (based on design modules) Yes No N/A Establish appropriate clearances (e.g., horizontal, Yes No N/A vertical)

Other Aspects of Station Design* Design elevators and elevator housing (if applicable) Yes No N/A Design grade separated pedestrian track crossings Yes No N/A (if applicable) Develop signage and graphics Yes No N/A Design lighting system Yes No N/A Design landscaping Yes No N/A Locate comfort and convenience facilities on platform

and around station area, including: • Benches Yes No N/A • Windscreens Yes No N/A • Trash receptacles Yes No N/A • Telephones Yes No N/A • Newspaper vending boxes Yes No N/A • Concession areas (if applicable) Yes No N/A Design LED signage/public address system Yes No N/A Design security features/systems Yes No N/A Determine fencing requirements for public safety and design fencing (including intertrack fencing and other Yes No N/A fencing on the station site) Determine materials and finishes Yes No N/A *These elements should also be considered during the station design process, but are not covered in detail in this Design Guidelines document.

Notes:

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III. Parking and Circulation

A. Introduction

The design and arrangement of parking facilities, and access, egress and circulation in parking areas are important considerations in the design of VRE stations. This section provides parking and circulation guidelines, including pedestrian and bicycle circulation; accessible parking and loading areas; and vehicular circulation, including bus access, passenger drop-off and pick-up, and park-and-ride accommodations.

B. Existing Parking Facilities

At present, 14 of VRE’s 18 stations have VRE-designated Park-and-Ride facilities located on-site. No VRE Park-and-Ride spaces are provided at Union Station, L’Enfant Station, Crystal City Station, or Alexandria Stations. Of the 14 VRE stations with Park-and-Ride facilities, one – the Franconia-Springfield Station – is a shared WMATA-VRE parking facility. Responsibility for maintenance, cleaning and snow removal at parking facilities in the VRE system varies and is determined by specific agreements created for each facility. Appendix D provides information about these responsibilities by facility.

It is important to note that not all of these existing parking facilities will conform to the guidelines contained in this document. Designers and managers should consider modification of non-conforming elements whenever station renovation or expansion projects occur.

C. Multi-Modal Station Access

VRE commuter rail stations are typically hubs where many modes of transportation converge, providing passengers with the opportunity to transfer between VRE trains and other modes of transportation. These other modes may include walking, cycling, buses, automobiles, and paratransit vans. Each of these modes, when present, needs to be accommodated in the design of a station. Since each transportation mode has specific circulation and operational requirements,

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individual modes must be carefully addressed in the parking lot design process. In all cases, station designs shall promote safety, minimize conflicts between modes, and ensure accessibility for persons with disabilities.

D. Design Guidelines

The following sections provide design guidelines for the primary elements of parking lot circulation and access.

1. General Vehicular Circulation and Park-and-Ride Design

The following sections present design criteria and guidelines for vehicular circulation at VRE commuter rail systems as well as design of Park-and-Ride facilities. These sections cover general guidelines, access/egress roads, internal circulation, and parking configuration.

a. General

Vehicular circulation and parking facility design should conform to the following general guidelines and criteria:

Construction, maintenance, police, and emergency vehicle access should be considered.

Clearance over a roadway should conform to the desirable minimum vertical clearance requirements of the jurisdiction in which the road is located.

A clear, consistent pavement marking scheme should be developed for roadway areas to enhance safety and prevent conflicts between modes.

Existing topography should be respected both to minimize site grading and to preserve areas of natural vegetation. Where grading is required to improve drainage and for other design requirements, grading should conform to applicable standards and regulations.

Drainage systems should be provided in the center of roadway travel lanes, where possible.

Roadways should be designed according VDOT and AASHTO guidelines, which cover areas including, but not limited to, to the number of lanes, roadway widths and minimum vehicle turning radii for expected traffic volumes and vehicle mix. Designers should consult with VRE and the appropriate jurisdiction to determine expected traffic volumes. The vehicle mix will typically include passenger cars (design vehicle P), single-unit transit buses (design vehicle BUS), and single-unit trucks and service

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vehicles (design vehicle SU). Designers should refer to the latest edition of A Policy on the Geometric Design of Highways and Streets, published by AASHTO, for specific information such as roadway widths and turning radii diagrams.

Figure 2 shows a typical VRE parking lot layout.

Figure 2 Typical VRE Parking Lot Layout

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b. Access Roads

All designs for road access to VRE stations should follow VDOT and AASHTO guidelines. The following specific points should be observed:

Existing road networks, traffic patterns, and traffic signals should be evaluated, and all proposed road improvements by other should be identified at the outset of design. The successful functioning of a station depends to a large extent on good access to existing transportation systems.

Roadways in the public rights-of-way that are to be improved or reconfigured should be designed to current standards set forth by VDOT and as required by local codes. Designers should consult with VRE and the appropriate jurisdiction when considering any changes to public rights-of-way.

Access roads should connect with the existing arterial or collector street system, rather than into low-volume residential streets, in order to keep VRE traffic out of the surrounding neighborhoods.

All proposed access road intersections and entrances to VRE facilities should be coordinated with existing intersections. Offset intersections are generally discouraged. A traffic study is generally required to determine what type of intersection (signalized vs. unsignalized) is warranted, as well as whether or not to add auxiliary turn lanes or other traffic improvement measures. Designers should coordinate with VRE and the appropriate jurisdiction regarding traffic studies and the design of access road intersections.

At intersections, good sight lines, unrestricted by grade change, blind curves, or vegetation, and adequate queuing distance for vehicles turning from one roadway to another, are required. Areas for vehicles queuing to exit the site should not interfere with the

operation of vehicles in the remainder of the station site.

At intersections, designs

should not exceed maximum grade standards and minimum cross slope requirements (for drainage). Roadways should be

designed to drain away from

pedestrian walkways and curb cuts wherever possible. Access Roadway at Burke Centre Station

For further information on intersection capacity, level of service, signalization, and determining the need for auxiliary turn lanes, designers should refer to VDOT guidelines and the latest version of the Transportation

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Research Board’s Highway Capacity Manual. For further information on the design of access roads, intersections, auxiliary lanes and deceleration lanes, designers should refer to the latest edition of A Policy on the Geometric Design of Highways and Streets, published by AASHTO.

c. Internal Circulation

The following are general design principles related to the internal vehicular circulation at VRE stations.

Designs should provide the most direct roadway access possible between the entrance to the site and the drop-off/pick-up area.

Designs should provide convenient loop turn-arounds for drop-off/pick-up vehicles (buses, paratransit vehicles and private automobiles).

Internal roadways should be sized according to the expected mix of traffic and the parking configuration (i.e., 90-degree vs. diagonal).

Internal roadways should be designed to minimize conflicts among vehicles, pedestrians, and bicycles. Landscaping, light poles and other fixed objects near internal circulation routes shall not impede visibility or promote conflicts.

d. Parking Configuration

General

Factors such as site topography, location of access roads, land availability, adjacent land use, and community requirements will determine in large part the layout of parking facilities. However, there are a number of guidelines that should be kept in mind when initially laying out parking areas. These guidelines include:

Where possible, parking layout should be designed to maximize use of the accessible route to platforms.

Final layout and configuration of the parking lot will be will be determined by a number of factors including specific site and environmental conditions, circulation requirements, and land availability. Designers should consult with VRE and local jurisdictions to determine the optimal parking lot layout.

Designers should consider the potential for future expansion when laying out parking areas. Designs for parking lot expansions should be consistent with adjacent existing parking areas to the extent possible, particularly to avoid conflicts in vehicular flow and pedestrian movement.

Dead-end aisles should be avoided unless a turnaround is provided. Where turnarounds are not possible in dead-end aisles, one striped space may be

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provided and signed as a “turning-space-only" to eliminate the need to back out the length of the aisle.

Adequate space for snow removal should be provided within parking areas.

Parking Stall Orientation

90-degree parking orientation is preferred at VRE stations. Diagonal parking should only be used when 90-degree parking is not feasible. Parking space orientation and design shall follow accepted standards such as the Handbook of Landscape Architectural Construction, published by the Landscape Architecture Foundation.

90-degree parking should be used around the entire perimeter of the site where possible to maximize the capacity of the lot.

Parallel parking should only be used where other layouts are impractical. Do not use parallel parking in any location where it might interfere 90-degree Parking at Burke Centre Station with heavily traveled vehicular access routes.

Dimensional Guidelines

The following are recommended parking dimensions for VRE station parking lots:

General 90-degree parking spaces should be 8’-0” wide by 17’-0” long.

Accessible parking spaces should be a minimum of 8’-0” wide by 17’-0” long, with an adjacent 5’-0” wide striped access way. For van-accessible spaces, the adjacent access way shall be 8’-0” wide. Depth, aisle, and bay dimensions should comply with ADA guidelines. Where accessible spaces are grouped together, it may be advantageous to lower the sidewalk to the level of the parking spaces. Accessible parking spaces and access aisles shall have surface slopes not exceeding 1:50 (2%) in all directions.

Parallel parking spaces should be 8’-0” wide by 22’-0” long.

Deviations from the dimensional guidelines described above may be permitted in site-specific situations, however it is the responsibility of the design consultant to bring such deviations to the attention of the VRE for review and approval. For example, 90-degree parking spaces may be shortened by up to 2’-0” where vehicles can overhang the curb. Vehicle overhangs must not interfere with the required clear width of an accessible pathway.

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2. Accessibility

Accessibility requirements in station parking lots cover several major areas: the accessible route, accessible loading areas, and accessible parking accommodations. An accessible route of travel, free from steps, must link the accessible station entrance with public sidewalks, bus stops, park-and-ride areas and the drop-off/pick-up area. The platform may be considered to be a part of this accessible entrance route. With exceptions allowing for specific site conditions, this accessible route of travel should be the primary route for all station users. In no case should a disabled person be required to wheel or walk behind parked cars to reach entrances, ramps, walkways, or elevators. The accessible route shall conform to ADA guidelines and any other relevant standards. Further information on the accessible route,

including guidelines for walkways and Typical Accessible Route showing Crosswalk Striping ramps, is included in Section III.6 on Pedestrian Circulation.

ADA accessibility guidelines require that if passenger loading zones are provided, at least one loading zone must comply with ADA accessibility guidelines. These guidelines state that:

Passenger loading zones shall provide an access aisle at least 5’-0” wide and 20’-0” long adjacent and parallel to the vehicle pull-up space.

If there are curbs between the access aisle and the vehicle pull-up space, then an accessible curb cut shall be provided.

Vehicle standing spaces and access aisles shall be level with surface slopes not exceeding 1:50 (2%) in all directions. (Source: ADA Accessibility Guidelines for Buildings and Facilities, as amended through January 1998)

In general, accessible loading areas may be combined with general passenger drop-off/pick-up areas as long as the combined area meets ADA accessibility guidelines. However, the designer should consider several additional guidelines in laying out an accessible loading area:

The accessible loading area should be able to accommodate accessible vans and paratransit vehicles as well as automobiles.

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If the accessible loading area is combined with a general drop-off/pick-up area, it should be of sufficient length to minimize conflicts between the multiple users of the area.

Accessible loading areas should be identified by signage with international accessibility symbols.

ADA accessibility guidelines require that transit stations that provide general parking facilities must also include accessible parking stalls. The following are recommended design guidelines for these parking areas:

Accessible parking stalls should be provided as close as possible to the platform entrance, on the accessible route. Designers should refer to ADA and other applicable guidelines regarding distances. In many cases, accessible parking stalls may be located adjacent to the general drop-off/pick-up areas. For larger parking facilities, additional accessible spaces may be located in the larger park-and-ride area if they fall within maximum distance thresholds.

The number of spaces shall be determined by ADA guidelines and governing standards and code. Each lot/facility should provide the number of spaces required to meet ADA guidelines or code as an independent facility.

One in every eight accessible spaces, but not less than one, shall be served by an access aisle a minimum of 8’-0” wide and designated as “van- accessible,” in accordance with ADA guidelines.

Accessible parking areas shall be identified by signage with Typical Accessible Parking Spaces international accessibility symbols.

3. Drop-off/Pick-up Area

In general, designers should include drop-off/pick-up areas at all stations. The drop-off/pick-up areas should be located as close as possible to the station platform, and if combined with the accessible loading area, shall conform to ADA guidelines for such areas. Refer to Section III.2 for further information about accessibility requirements and accessible loading areas.

Drop-off/pick-up areas should be designed for right-hand curbside drop-offs. Designs should strive to minimize conflicts among automobiles, buses, pedestrians and bicycles.

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Drop-off/pick-up areas should be designed to discourage commuters from using the area for all-day parking, in order to minimize the need for constant enforcement of parking restrictions. This may be accomplished through signage, pavement markings, physical separation from other parking areas, or by limiting the size of the drop-off/pick-up area. If the size of the area is limited, parking lot aisles may be used for queuing of vehicles waiting to pick up passengers.

If taxis frequently serve a station, the design may include a dedicated area for taxi drop-off/pick-up, with curb markings and signage as required.

Figure 3 below shows a typical drop-off/pick-up area design.

Figure 3 Typical Drop-off/Pick-up Area (with Curb)

4. Bus Circulation

At stations where passengers transfer between local bus lines to the VRE commuter rail system, a bus drop-off/pick-up area should be provided. The recommended berth size is 80’-0” by 11’-0”, assuming 40’-long transit buses are used. At bus stops where a lift will be deployed, a firm, stable surface needs to be provided next to the lift area. This surface should have a minimum clear length of 96” measured from the curb or vehicle roadway and a minimum 60” clear width, measured

Typical Bus Drop-off/Pick-up Area

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parallel to vehicle and roadway.

The bus drop-off/pick-up area should have signs and pavement markings clearly indicating that it is dedicated for bus use. Crosswalks should be provided and good visibility should be maintained to ensure the pedestrian safety around buses pulling into or out of berths.

The designer should consult with the local transit agency to determine further requirements regarding vehicle dimensions, turning radii, signage, and passenger amenities (e.g., benches, shelters) in the bus drop-off/pick-up area.

5. Pedestrian Circulation

Good pedestrian circulation to, from, and across the station site is essential for the smooth and safe operation of stations. Safe pedestrian access to VRE stations is the highest priority in site planning. Adequate circulation routes should be provided, with emphasis on avoiding pedestrian/vehicular conflicts. Circulation patterns should be as simple, obvious, and safe as possible. Some points that warrant careful review for applicability and consideration in achieving good pedestrian orientation and circulation follow.

a. General

The pedestrian path from the surrounding street system or from any element of the station surface facilities (i.e. bus bays, drop-off/pick-up, or Park-and- Ride facilities) should be as direct as possible. Unnecessary turns, turns greater than 90 degrees, cross flows and dead-ends should be avoided due to circulation and security concerns.

Pedestrian access from bus, drop-off/pick-up and parking areas should be as clear, simple and obvious as possible.

Unless the pathway is weather-protected, the preferred maximum walking distance from any portion of the VRE site to the station entrance is ¼ mile, measured along the actual pedestrian travel route.

Pedestrian routes should conform to all applicable regulations and ADA guidelines.

For security and safety reasons, all pedestrian routes should be well lit, designed with good visibility to the station entrance and with clear graphics.

Adequate sight distance and visibility should be provided along pedestrian routes.

All crosswalks should be well marked, with accent lighting provided for safety wherever possible.

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Grade changes and walkway slopes should be minimized to the extent possible.

Obstructions such as telephones, pylons, sign boards, concessions, seating, or maps should not be located to infringe in main pedestrian circulation zones.

Pedestrian track grade crossings should be minimized and efforts should be taken to eliminate possible track crossings at non-designated locations.

Any pedestrian track grade crossing should be clearly marked, including appropriate crossing surfaces and adequate signage and warning protection.

b. Walkways

Walkway and sidewalks should be designed with adequate widths to prevent bottlenecks. All walkways shall comply with relevant ADA guidelines. The following are recommended guidelines for walkway design:

The preferred minimum width for walkways is 6’-0”. The absolute minimum should be no less then 4’-0”, unless otherwise specified by VRE or a governing jurisdiction. Regardless of walkway width, clearances from obstructions must be maintained in accordance with ADA guidelines.

No level change greater than ½” is permitted unless a ramp is provided. Level changes between ¼” and ½” should be beveled with a maximum slope of 1:2.

The recommended walkway material is cement concrete. Walkway surfaces should be slip-resistant with all joints finished flush.

Walkways adjacent to roadways should be physically separated by curbing, guardrail, or bollards for safety and to prevent encroachment by vehicles.

Where sidewalks are located immediately adjacent to parking areas, vehicle overhang from 90 degree or angle parking should be accounted for in the layout of walkways to ensure that required sidewalk width is maintained.

Designers should strive to balance the extent of walkways and sidewalks with cost considerations, by assessing where walkways are truly required.

c. Crosswalks

Any required crosswalks should be located to maximize visibility between pedestrians and vehicles. All crosswalks shall comply with relevant ADA and MUTCD guidelines. The following are recommended guidelines for crosswalk design:

Crosswalks should be equal to or wider than walkway widths, with a 6’-0” minimum.

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Pedestrian roadway crossings should be defined by white warning stripes painted on the surface of the roadway.

Curb cuts must be provided wherever an accessible route crosses a curb. Curb cut widths, ramp slopes, and flare sides should conform to ADA guidelines.

Curb cuts at marked crossings should be wholly within the crossing markings (excluding flare sides).

Curb cut ramps should be installed perpendicular to the curbs. Diagonal curb cuts are discouraged.

d. Ramps

Ramps should be provided along the accessible route to accommodate grade changes and level changes. All ramps shall comply with relevant ADA guidelines. The following are recommended guidelines for ramp design:

Ramps should be provided wherever there is a grade change or a level change greater than ½”.

Ramps should be a minimum of 4’-0” wide, measured from inside to inside of railing. Regardless of walkway width, clearances from obstructions must be maintained in accordance with ADA guidelines.

Ramps slopes must not exceed ADA guidelines. Landings should be provided when required by ramp length, or for changes of ramp direction. Adequate drainage should be provided to prevent ponding of water at landings.

Recommended ramp material is cement concrete. Ramps should have a slip- resistant and glare-free surface.

Continuous handrails should be provided on both sides of all ramps. Handrail heights, extensions, and handgrip diameters should conform to applicable standards and codes. Where ramps and landings have drop-offs, handrails should be supplemented by pedestrian guardrails, curbs, walls or projecting surfaces to prevent people and wheelchairs from slipping off the Typical Ramp, Showing Handrails ramp.

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e. Stairs

The following are recommended design guidelines for stairs at VRE stations. The items listed below represent a summary of relevant guidelines; designers should refer to applicable standards and codes for further information.

Stairs should be 6’-0” wide (preferred minimum) with a 4’-0” absolute minimum width. Regardless of walkway width, clearances from obstructions should be maintained.

Landings should be provided when required by vertical rise, or for changes of stair direction.

The treads and risers of any stair should be of a uniform dimension. Riser slope, rider to tread angle and tread pitch should conform to applicable guidelines, and should be designed to prevent ponding of water.

Stair treads should have a slip-resistant and glare-free surface.

Continuous handrails should be provided on both sides of all stairs. Handrail heights, extensions, and handgrip diameters should conform to applicable standards and codes. Where stairs and landings have drop-offs, handrails should be supplemented by pedestrian guardrails, curbs, walls or projecting surfaces to prevent people slipping off the stairs. Typical Stairway

f. Pedestrian Guardrails

A pedestrian guardrail is a system of building components, such as tubular rails or wire-mesh panels, located on the open side of walking surfaces for the purpose of minimizing the possibility of an accidental fall from the walking surface to a lower level. The following section represents a summary of relevant design guidelines for pedestrian guardrails. Designers should consult applicable standards and codes for additional information. Pedestrian guardrails should be used where required by applicable code and in the following situations:

Where there is a direct vertical drop in excess of 4’-0” closer than 2’-0” to a walkway, parking area, or roadway.

Along all open-sided walkways, mezzanines, and landings.

Where there is a vertical drop at the side of a ramp or stair.

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The following are recommended guidelines for pedestrian guardrail design:

Guardrails heights should conform to applicable standards and codes.

Guardrail openings should not exceed maximum widths permitted by standards and codes.

All required pedestrian guardrails should be designed and constructed to meet the structural loading conditions set forth in applicable standards and codes.

Pedestrian guardrail design should avoid the use of unnecessary horizontal elements that may provide an easy surface for climbing.

g. Grade Level Track Crossings

The location, number, and type of grade level pedestrian track crossings should be determined on a site-specific basis through consultation with VRE and the host railroad. In general, the number of grade level crossings should be minimized to promote pedestrian safety. On the Fredericksburg line, which may be upgraded to accommodate high-speed intercity service in the future, grade level crossings are discouraged. In all cases, the location and design of grade level crossings shall conform to Federal Railroad Administration (FRA) guidelines.

The following are recommended design guidelines for grade level pedestrian track crossings:

Grade level crossings should be located where pedestrian traffic is greatest, with safety as the primary consideration. In general, designers should seek to reduce the probability of pedestrians stepping out into the crossing without looking for on-coming trains. Crossings should be placed in locations that are blocked when a train is stopped within the station to prevent dangerous pedestrian track crossings. Grade level crossings should also be offset from areas on the platform where the trains are stopped for loading or disembarking passengers, so as to prevent passengers from encountering large gaps between the train and the surface below.

Grade crossing widths, slopes and cross slopes should conform to applicable standards, and should be designed to permit access for wheelchairs and maintenance vehicles.

The crossing surface should be slip-resistant, and impervious to oil and grease if possible. Designers should consult with the host railroad regarding preferred materials for all grade crossings.

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The gap between rail and adjacent track crossing material shall be governed by AREMA standards and shall comply with ADA guidelines. The maximum permissible gap at the inner edge of each rail is 2- ½”.

Detectable warning surfaces for person with visual disabilities shall be provided at the edge of all track crossings.

Warning signs should be placed at all crossings, and should be visible from each entry to the crossing. These signs should conform to MUTCD and other applicable guidelines. Crossing warning systems may be required at the direction of the VRE.

Figure 4 shows a typical pedestrian grade-level track crossing design.

Figure 4 Typical Pedestrian Grade-Level Track Crossing

h. Grade-separated Track Crossings

Grade separated track crossings are generally not standard elements at stations in the VRE system, because most stations have one side platform with parking and access located on the same side. In the event that VRE programs construction of station platforms on both sides of the track, grade separated track crossings

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should be considered. The design of any such crossings, including height and clearances, would need to be coordinated closely with the host railroads. Further information about VRE’s plans for platform configuration and type, which would influence any consideration of grade separated track crossings, is included in Section IV.C.2 of this document.

6. Bicycle Accommodations

Those passengers arriving by bicycle should be accommodated in the safest and most inviting manner possible. The following are recommended design guidelines for bicycle accommodations:

Space should be provided for bicycle racks wherever possible. To promote security, bicycle storage areas should be visible from the street or platform.

Bicycle accommodations should be designed to minimize conflicts with pedestrian and vehicular traffic, make the most effective use of existing roadways and curb cuts, and reduce the need for special graphics.

Access roadways should be designed with bicycle access in mind, with the objective of minimizing bicycle-vehicle and bicycle-pedestrian conflicts. Designers should refer to the VDOT Virginia Bicycle Facility Resource Guide for more specific design guidelines.

Typical Bicycle Accommodations

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IV. Platforms

A. Introduction

The design of safe, efficient, comfortable, and durable platforms is an important part of the overall VRE station design process. This section presents design guidelines and criteria for the construction of new platforms and reconstruction of existing platforms at VRE stations.

B. Existing Platforms

All stations in the VRE system were built with low-level platforms to preserve the side clearances necessary for freight operation. ADA accessibility is generally provided by lift devices on-board trains, although mobile lifts are also located on the platforms under the accessible boarding canopies. Except for major stations shared with Amtrak, VRE station platforms are generally located on one side of the track only. South and west of Alexandria, the platforms are generally on the east or southern side. North of Alexandria, the platforms at Crystal City Station and L’Enfant Station are on the west side. In general, the majority of parking at each station is located on the side with the actively used VRE platform.

At a few stations served by VRE, there is more than one platform – most notably at Union Station, where there are multiple parallel tracks and platforms. Passenger access to platforms at most VRE stations is currently either at-grade or via stairways and ramps. However, elevators are provided for platform access at four stations: Union Station, Franconia-Springfield Station, Rippon Station, and Fredericksburg Station.

The original designs for the new stations constructed for the opening of the VRE system included a detailed scheme for platform and canopy sizing and design. Section V of this document contains a description of this scheme and how it is used to guide platform and canopy sizing and design.

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C. Design Guidelines

1. Platform Location

Platform location should be guided by site conditions, passenger activity and travel patterns on the station site. In general, platforms should be centered on passenger arrival or access areas, parking areas, or station buildings if they exist. With these broad considerations in mind, the following are recommended guidelines for the location of station platforms:

Platforms should be located on tangent sections of track.

A level track grade along the length of the platform is preferred, but a maximum 1% track grade at the platform is allowed.

No vertical curves are permitted in the platform area. Vertical curves should begin or end at least 400’ from the midpoint of the platform.

Platforms should be located to minimize physical and site obstructions to any grade crossings in the area.

Platforms should be located in areas that provide a clear view of the platform from the surrounding area to minimize safety and security concerns.

2. Platform Configuration and Type

Site-specific conditions and station planning issues (i.e., station sizing, anticipated ridership, and operations) will determine the configuration and type of platforms at VRE stations. However, in general the following guidelines should govern VRE station platform configuration and type:

New or expanded platforms should be low-level, conforming to the dimensions described in the next section. If a station is to include one side platform, it should generally be located on the side with the most circulation, intermodal transfer, and parking activity, unless operational issues dictate otherwise.

When station expansion or rehabilitation projects occur, they may include the addition of second, opposite-side platforms. Any new station projects may include platforms on both sides of the track. Typical Station Platform showing Tactile Strip, Railings, and Lighting

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Designers should refer to the latest version of the VRE Strategic Plan for further information about plans regarding platform additions. During the design process, designers should consult with VRE and host railroads regarding platform configuration and type.

The recommended platform surface material is cement concrete.

3. Platform Dimensions

Platforms shall be designed to meet all applicable regulations and standards, including ADA requirements. Refer to Section II.C for a list of some applicable standards. The following are recommended dimensions for the construction of new platforms at VRE stations:

Height: The platform height should be 8” above top of rail at the trackside edge.

Length: Platform length should be 400’ long.

Width: Minimum platform width should be 12’-0” along the entire length of the platform. Platforms in VRE’s modular scheme for platform and canopy design are typically 16’-0” or 18’-0” wide.

Grade: Cross slopes should be approximately 1% sloping away from the trackbed, to allow for drainage, with a maximum slopes not exceeding 2%. The maximum longitudinal slope shall be no more than 1%.

Surface: The platform surface should be safe for VRE passengers and economical to maintain. An impact- and skid-resistant material such as cement concrete with a brushed finish is appropriate.

Boarding Assistance Area: Platforms should be equipped with an accessible boarding area at the northern/eastern (Washington) end of the platform. Refer to Section V for further information on accessible boarding areas and canopies.

Figure 5 below shows a typical platform plan, including the location of the boarding assistance area with shelter.

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Figure 5 Typical Platform Plan

4. Platform Clearances

The following are recommended guidelines for horizontal clearance at platforms:

On tangent tracks, the platform edge should be located 5’-4” from track center line with a tolerance of +0.50” and -0.00”.

If tracks have any curvature, clearances will vary slightly from the above standard.

The recommended horizontal clearance is shown in Figure 6 below.

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Figure 6 Typical Platform and Canopy Section (Showing Clearances)

5. Pedestrian Circulation Scheme at Platforms

Pedestrian circulation within platforms and access to platforms should be designed with several objectives in mind: allowing for efficient movement, ensuring safety and security, permitting easy emergency access. With these goals in mind, the following are recommended pedestrian circulation guidelines:

Pedestrian access should be as direct as possible from the drop-off and transfer areas, parking lot, and surrounding areas to the platform. Clear emergency exit routes should be provided and marked. Pedestrian routes should be visible, inviting and safe.

Wherever possible, two routes of platform access and egress shall be provided, to provide efficient movement to and from the platform, to enhance passenger security, and to improve emergency access.

Pedestrian access and egress routes shall be sized to accommodate the expected volume of passengers in the design year.

Fixed objects such as furniture, signage, shelters, and so on should be concentrated within a furniture zone while maintaining adequate distance between elements for circulation. As much of the platform should be kept clear of fixed elements as possible. Figure 5 shows the location of the furniture zone within a typical platform configuration.

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Mechanical and electrical equipment should be placed in vertical surfaces, in designated areas or underground to reduce obstructions. However, the designer should consider the maintenance implications of placing equipment underground before doing so.

6. Barriers/Railings/Fencing

Barriers, railings and fencing should be used in specific locations on platforms to enhance safety and channel pedestrian movements. Barriers should not trap individuals between the train and platform. The following are guidelines for platform barriers, railings and fencing:

Barrier locations: Barriers should be provided as a safety feature along the back of platforms where there is a grade difference between the platform and the ground in excess of 10”. Barriers may be used on the platform to channel pedestrian movement. Barriers may also be provided at the ends of platforms to prevent pedestrian incursions into track right-of-way, as necessary.

Barrier types:

Pedestrian guardrails: Barriers used for pedestrian safety should follow the guidelines for “pedestrian guardrails” in Section III of this document. In general, pedestrian guardrails should be used along the back of platforms when the grade difference warrants such a barrier. Pedestrian guardrails on platforms may be of the wire mesh panel-type, with a pipe rail framework.

Pipe rails: Pipe rails should be used to channel pedestrian movements, not as a safety barrier.

Fencing: Fencing may be used in specific locations requiring higher levels of security, such as the ends of platforms.

Vehicle guardrails: If vehicular circulation or parking areas approach the edge of platforms, vehicle guardrails should be used to prevent incursion into the platform area.

7. Accessibility Features

All platforms shall be designed to conform to ADA guidelines and Section 10 of "Standards for Accessible Transportation Facilities," published by the U.S. Department of Transportation. Accessibility features at platforms should include ramps and elevators (where necessary), and detectable warning strips on platform edges.

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a. Ramps

All platforms should have level or ramped walkways at primary access points. Ramped access to platforms is more desirable than stairway access because of safety and ease of use by passengers. All ramps must conform to applicable building code requirements and ADA guidelines. Refer to Section III for further information regarding ramp design.

b. Elevators

Elevators should be provided when the vertical distance between parking and the platform makes ramps impractical. This distance is typically about 10’ although in some cases ramps can be arranged to accommodate greater vertical distances. Designers should consult with VRE when considering the addition of elevators to a station design.

Where elevators are provided, they should be located adjacent to the primary access point of platforms. Elevators shall conform to all applicable requirements for accessibility. Elevator designs should take into consideration passenger security, reliability, and vandal resistance. Elevators should also be designed to be weather-resistant and/or protected from the elements.

c. Tactile Warning Strips

All platforms should have 24” wide yellow tactile warning strip running the length of the platform, in compliance with ADA accessibility guidelines. At platform ends, tactile strips, railings, or a combination of both may be necessary to ensure passenger safety. Figure 5 shows the location of the tactile warning strip in a typical platform configuration.

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V. Canopies

A. Introduction

Canopies are important elements of VRE stations, both functionally and aesthetically. Canopies help to improve the passenger experience by providing shelter from adverse weather conditions. At the same time, they can enhance the look of a station, help integrate it with the surrounding community, and raise awareness of the VRE system by providing an easily identifiable landmark at stations. This section presents design guidelines and criteria for the construction of canopies at VRE stations.

B. Existing Canopies and Design Scheme

The 1991 designs for the new stations constructed for the opening of the VRE system included a detailed scheme for platform and canopy sizing and design. In this design scheme platforms and canopies consist of a number of standard modules: a signature “entrance” module, a module with a canopy and seating, a module with a canopy only, a module with no canopy, and a module with a small canopy and accessible waiting area. These individual modules, standard in design, are combined in different ways to form complete canopies. This scheme was used in the design of the 12 new stations constructed for the VRE service: Leeland Road, Brooke, Rippon, Woodbridge, Lorton, Crystal City, Broad Run, Manassas Park, Burke Centre, Rolling Road, Backlick, and L’Enfant.

These Design Guidelines present a brief summary of VRE’s modular platform and canopy design scheme. For further information, including plans, drawings and dimensions of the individual modules, designers should refer to the plans for the first 12 new stations in the VRE system (VRE Construction Contract #1, dated May 24, 1991).

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C. Design Guidelines

1. Canopy Size

The modular system of platform and canopy design used by VRE allows for the creation of canopies of many sizes. The total length of canopy provided at stations will be determined by several factors: passenger volumes at that station; site characteristics (e.g., compass orientation, level of exposure, presence/absence of sheltering features), and cost considerations. The specific modules chosen to make up these canopies will be determined by both functional and aesthetic considerations. The following points should be used in determining canopy size within the overall design scheme:

Canopies should be adequately sized to handle the projected passenger volumes at the station. Therefore, more canopy modules (with or without seating) should be included for stations with higher patronage.

Canopies should be designed in manner that will allow for future expansion or installation of additional modules.

Canopy structures should provide adequate protection from sun, rain, snow, and wind. Designers should consider site characteristics, such as the compass orientation of the station, level of exposure to the elements, and whether there are other sheltering features located nearby in determining canopy sizing. Designers should accommodate for a 45-degree angle of coverage (from outside canopy edge to top of platform) for driven rain when designing canopy widths.

Canopies should be designed to provide adequate platform protection from snow and rain. Drain systems and gutters should be installed to provide proper drainage from the canopies to areas outside of the platform limits.

VRE’s canopy design scheme consists of modules that are generally 20’-0” long by 16’-0” or 18’-0” wide. “Signature” entrance canopy modules are often 25’-0” square, although dimensions may vary by station. A typical canopy configuration might consist of five modules, including one “signature” module, totaling about 105’ in length.

Canopy size will also be determined by cost considerations. While canopies are a relatively economical and low-maintenance form of shelter, it may not be feasible to construct a canopy of the size required by passenger volumes and site conditions.

Typical Canopy Module with Windscreens

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The choice of materials will be a major factor in determining how much canopy can be constructed at a given station. The designer should consult with VRE for further guidance on size and cost tradeoffs in canopy design.

Each station should include one module with a small canopy and accessible waiting area. This small canopy is generally 14’-0” long by 8’-0” wide. The location of this module is described in the next section.

Windscreens can be added to canopies to provide additional wind and weather protection, particularly in seating areas.

2. Location

VRE’s modular system of platform and canopy design helps determine the size and design of canopies at stations. The location of these canopies is generally determined by other site-specific factors that cannot be easily prescribed in a design scheme. The following are criteria that guide canopy location:

Primary canopies should be located on the most directly accessible route from the site entrance(s) to the platform, where the majority of pedestrian traffic to the platform is expected to occur.

New primary canopies should also be centrally located on the platform where site conditions and pedestrian flows permit. This allows the canopy, and particularly the signature “entrance” module, to be visible from adjacent streets and neighborhoods.

Secondary canopies should be provided for the protection of access platforms, stairs and ramps.

The accessible waiting area and canopy should be located at the northern/eastern (Washington) end of each platform.

Canopies should be designed and located in a manner that does not obstruct the visibility of the Typical Accessible Waiting Area Canopy conductors in the approaching trains.

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3. Type and Style

The modular design scheme used in the construction of the original stations for the VRE system employed a specific unified architectural style. Each station generally has a signature “entrance” canopy with a shallow-pitched pyramidal roof. Other canopy modules are generally “A-frame” structures, with roofs pitched at about 30 degrees. The original canopies were generally constructed of steel and aluminum for durability and ease of maintenance, with windscreens of laminated heat-strengthened glazing and wire mesh side panels with metal pipe railings.

The design theme used in the original VRE stations has proven to be a fairly successful theme, and future station projects will generally follow this model. However, future canopy designs may in some cases be adapted to match the local architectural context or meet specific community standards or requirements. Designers should consult with VRE regarding specific style and material preferences and requirements when embarking on canopy design projects. Typical “Signature” Entrance Canopy Module

4. Clearances

The following are recommended clearances for the construction of new canopies at VRE stations:

The preferred minimum horizontal clearance between vertical support for a canopy and the track-side edge of platform is 10’-0”. The absolute minimum is 8’-0”.

The minimum horizontal clearance between a canopy and a roof overhang and the centerline of any track is 7’-6” except where the canopy is at a height that overhangs operation equipment.

The vertical clearance from the platform to the bottom face of the canopy shall be 8’-0”.

The minimum clearance between the floor and a vertical panel (either a windscreen or wire mesh panel) in a canopy should be 5”. This clearance prevents the accumulation of leaves and debris in corners of the canopy.

Several of these recommended clearances are shown in Figure 6.

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VI. Other Aspects of Station Design

Other elements for consideration in the preparation of design documents for stations, not contained within this document, are listed in this section. This listing is comprised of a variety of aspects that could or should be considered in future station designs. Each element should be evaluated on a case-by-case basis as to its appropriateness and context within the specific station under consideration.

These design elements are not described in detail as part of this Station Design Guidelines document, but may be expanded upon in future editions. They include, but are not limited to:

Signage and Graphics Lighting Landscaping Comfort and Convenience Facilities: Benches Windscreens Trash receptacles Telephones Newspaper boxes Concessions Toilet Facilities LED/Public Address Systems Conduit Fare Collection Fencing Intertrack Fencing Elevators Grade Separated Pedestrian Track Crossings Security Features/Systems Materials and Finishes

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Appendix A Local Jurisdictions and Contact Information

Mabos\Projects\0676603\VRE Design Guidelines- Final-NOVEMBER 2002.doc Appendix

Local Jurisdictions and Contact Information

Jurisdiction Department Address Telephone Web Address

District of Columbia Office of Planning 801 North Capitol Street NE (202) 442-7600 www.planning.dc.gov Suite 4000 Washington, DC 2002

Arlington County Community Planning, 2100 Clarendon Blvd. (703) 228-3535 www.co.arlington.va.us Housing & Development Suite 700 Arlington, VA 22201

Fairfax County Planning and Zoning 12055 Government Center Parkway (703) 324-1325 www.co.fairfax.va.us/dpz Fairfax, VA 22035

Prince William County County Planning Office 1 County Complex Court (703) 792-6830 www.co.pirince- Prince William, VA 22192-9201 william.va.us/Planning

Stafford County Planning and Community 1300 Courthouse Road, (540) 658-8668 www.co.stafford.va.us/ Development P.O. Box 339 planning Stafford, VA 22555-0339

City of Alexandria Planning and Zoning 301 King Street (703) 838-4666 ci.alexandria.va.us/city/ Alexandria, VA 22314 planning_zoning/ pl_zn_home.html

City of Fredericksburg Planning and Community 715 Princess Anne Street (540) 372-1179 www.efredericksburg.com Development Room 112 Fredericksburg, VA 22401

City of Manassas Community and 9027 Center Street, Room 202 (703) 257-8223 www.manassascity.org/ Economic Development P.O. Box 560 comm_econ_dev Manassas, VA 20108

City of Manassas Park Planning and Zoning One Park Center Court (703) 335-8820 www.ci.manassas-park.va.us Manassas Park, VA 20111

Mabos\Projects\0676603\VRE Design Guidelines- Final-NOVEMBER 2002.doc A-1 Appendix

Appendix B VRE Station and Parking Lot Ownership

Mabos\Projects\0676603\VRE Design Guidelines- Final-NOVEMBER 2002.doc Appendix

VRE Station and Parking Lot Ownership

Station Facility Name Owner Alexandria Station City of Alexandria Parking N/A

Backlick Road Station VRE Parking Fairfax County

Brooke Station VRE Parking -Main Lot Stafford County

Burke Centre Station VRE Parking Fairfax County

Broad Run Station VRE Parking - Main Lot PWC

Crystal City Station VRE Parking N/A

Franconia/Springfield Station VRE Second Platform VRE Elevator - East VRE Elevator - West METRO (VRE MAINTAINS) Parking Metro Garage only - N/A

Fredericksburg Station CSX Parking - LOT A Tommy Mitchell Parking - LOT B City of Fredericksburg Parking - LOT C City of Fredericksburg Parking - LOT D Bruce Morris Parking - LOT E Albertine Parking - LOT F Thomas J. Wack Company Parking - LOT G VRE Parking - LOT H New City Fellowship

Leeland Station VRE Parking - Main Lot Stafford County

L'Enfant Station VRE Parking N/A

Lorton Station VRE Parking - Main Lot Fairfax County Parking - Proffer Lot Developer

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VRE Station and Parking Lot Ownership

Station Facility Name Owner Manassas City Station City of Manassas Second Platform VRE Third Platform VRE Parking - Main Lot, Depot City of Manassas Parking - West/Prince William City of Manassas Parking - Main/Prince William City of Manassas Parking - ABC Lot City of Manassas

Manassas Park Station VRE Parking - Main Lot City of Manassas Park Parking - Temp Lot City of Manassas Park

Quantico Station CSX Parking - Main Lot (original) PWC Parking - Navy Lot Navy Parking - Second lot (south end) VRE

Rippon Station VRE Elevator VRE Parking - Main Lot PWC Parking - Leased Lot Hazel Land

Rolling Road Station VRE Parking - Main Lot Fairfax County Parking - Fellowship Church Church

Union Station Station AMTRAK Parking N/A

Woodbridge Station PWC Second Platform VRE (CSX property) Parking - Garage PWC Parking - Surface Lot VRE

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Appendix C VRE Station Design Guidelines Checklist

Mabos\Projects\0676603\VRE Design Guidelines- Final-NOVEMBER 2002.doc Appendix

VRE Station Design Guidelines Checklist (Page 1 of 2)

Station Name: Location: Project Manager:

Platforms Determine platform location Yes No N/A Determine configuration and type Yes No N/A Determine platform length and width Yes No N/A Establish appropriate clearances (e.g., from rail Yes No N/A centerline) Develop pedestrian access scheme (e.g., overpass, at- Yes No N/A grade, below-grade) Design barriers/railings/fencing Yes No N/A Design ADA/accessibility features: • Ramps Yes No N/A • Elevators Yes No N/A • Tactile strips Yes No N/A

Mabos\Projects\0676603\VRE Design Guidelines- Final-NOVEMBER 2002.doc C-1 Appendix

VRE Station Design Guidelines Checklist (Page 2 of 2)

Notes:

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Appendix D VRE Station Design Guidelines “Fast Facts”

Mabos\Projects\0676603\VRE Design Guidelines- Final-NOVEMBER 2002.doc Appendix

VRE Station Design Guidelines “Fast Facts”

The following is a brief summary of key facts, dimensions and design guidelines provided in this document. Designers are expected to refine these dimensions and elements during the design process.

Design Element Suggested Dimension or Guideline

Parking Lots Preferred location of most parking and vehicular access Inbound side of track Preferred maximum walking distance from farthest point at parking facility to platform ¼ mile Preferred parking stall orientation 90-degree Preferred minimum parking stall dimensions (90-degree parking) 8’-0” wide by 17’-0” long Preferred minimum parking stall dimensions (parallel parking) 8’-0” wide by 22’-0” long Recommended minimum drop-off/pick-up area length 20’-0” Recommended bus berth dimensions (assuming 40’-long buses) 11’-0” wide by 80’-0” long Preferred minimum walkway width 6’-0” Preferred minimum stair width 6’-0” Preferred minimum ramp width 4’-0”

Platforms System-wide platform height Low-level (8” above top of rail) Typical platform length 400’ Typical platform width: Platform with no canopy 12’-0” Platform with standard canopy module, without seating 16’-0” Platform with standard canopy module, with seating 18’-0” Platform with “signature” canopy module Approximately 25’-0” to 28’-0” Horizontal clearance from platform edge to track centerline 5’-4”, with tolerance of +0.50” and –0.00” Typical platform surface Cement concrete with brushed finish

Canopies Typical dimensions of standard canopy module, without seating 12’-0” wide, varying length (in 20’-0” increments) Typical dimensions of standard canopy module, with seating 14’-8” wide, varying length (in 20’-0” increments) Typical dimensions of “signature” canopy module Approximately 25’-0” to 28’-0” square Typical dimensions of handicap access canopy 8’-0” wide by 14’-0” long Preferred location of handicapped access canopy Washington (northern/eastern) end of platform Preferred vertical clearance from bottom face of canopy to platform 8’-0” Preferred minimum horizontal clearance from vertical support to track-side edge of platform 8’-0”

Mabos\Projects\0676603\VRE Design Guidelines- Final-NOVEMBER 2002.doc D-1 Appendix