Cover image Vertical circulation through up and down escalators provides efficient passenger movement. YVR-Airport Station, Richmond Version 1.0 Copyright © October 2011, TransLink. All rights reserved. Enquiries pertaining to this document can be directed to:
TransLink Infrastructure Planning: 1600 – 4720 Kingsway, Burnaby, BC V5H 4N2 t. 604-453-4500 translink.ca 1
Foreword
TransLink’s Vision is for a better place to live, built on transportation excellence. To support this vision we have set a target that, by 2040, more than half of all trips will be made by walking, cycling, or transit. Meeting this target will require a significant and sustained increase in transit ridership. We recognize that high quality transit passenger environments are key to attracting this growth.
The Transit Passenger Facility Design Guidelines provides a framework for designing transit passenger facilities and their surrounding context that can be consistently applied to the development of all new transit facilities, facility upgrades and transit-oriented communities across the region.
The document distills examples of international and local best practice – together with TransLink policy and design precedents – into a set of principles, goals, strategies and guidelines. It can be used throughout all stages of a project and tailored to the varied contexts of the Metro Vancouver region.
Addressed to those involved in all aspects of passenger facility planning, design and maintenance, the Guidelines are aimed at creating passenger environments that are accessible, safe, comfortable and operationally efficient, and that contribute to the health and viability of communities and the environment, with design excellence at their core. Of equal importance, by providing a consistent framework within which transit passenger facilities are planned, designed and implemented, the Guidelines will allow projects to be completed more quickly and cost-effectively.
Publication of the Transit Passenger Facility Design Guidelines is the result of a year-long process involving multiple disciplines and departments within the TransLink family of companies. Supporting and supplementing existing policy, design, engineering and environmental standards and requirements, this document is a key component of how TransLink will continue to deliver on its commitment to transportation excellence.
Ian Jarvis
CEO, TransLink
3
Contents
1. INTRODUCTION 7 3. DESIGN GUIDELINES 31 4. APPENDICES 109
1.1 THE NEED FOR TRANSIT 9 3.1 USING THE DESIGN 32 4.1 CASE STUDIES 111 PASSENGER FACILITY GUIDELINES 4.1.1 Canada Line 112 DESIGN GUIDELINES 3.1.1 The Design Guidelines 32 Lighting Strategy Structure 1.2 DOCUMENT PURPOSE 10 4.1.2 Eldon Square Bus 114 AND SCOPE 3.1.2 The Design Evaluation 34 Exchange Framework 1.2.1 Document Purpose 10 4.1.3 Charlottesville Downtown 116 Transit Station 1.2.2 Document Scope 10 USABILITY 37 U1 Make it Easy 37 4.1.4 LA Metro, Public 118 1.2.3 Definition of Terms 11 Art Program Make it Universally U2 44 1.3 POLICY CONTEXT 12 Accessible 4.1.5 Light Rail and Public 120 Realm Integration 1.4 PROCESS GOALS 13 U3 Make it Safe and Secure 48 AND STRATEGIES 4.1.6 Flintholm Station, 122 U4 Make it Comfortable 54 Bicycle Integration 2. HOW TO USE THE 15 OPERATIONS 59 4.2 EVALUATION 125 GUIDELINES FRAMEWORK Facilitate Transit O1 60 Efficiency 4.3 GLOSSARY 129 2.1 THE INTEGRATED 16 DESIGN PROCESS Support Transit by 4.4 INDEX 132 O2 Integrating With 64 2.2 STAKEHOLDER 18 4.5 REFERENCES 134 Other Modes ENGAGEMENT 4.6 ACKNOWLEDGEMENTS 136 Facilitate Effective 2.2.1 Iteration and 18 O3 Management and 68 Participation Maintenance 2.2.2 Stakeholder and 18 Public Consultation PLACEMAKING 71 Make Transit a 2.3 TYPOLOGIES 19 P1 72 Community Asset 2.3.1 Types of Transit 19 Seamlessly Integrate Passenger Facilities Transit, Urban P2 78 2.3.2 Types of Spaces 23 Development and Within Transit the Public Realm Passenger Facilities ENVIRONMENT 83 2.4 DESIGN PRINCIPLES 25 Minimize Negative 2.4.1 Integration 26 E1 Environmental Impacts 84 of Transit Facilities 2.4.2 Inclusivity 27 Reduce Energy E2 88 2.4.3 Sustainability 28 Consumption 2.4.4 Modal Balance 29 E3 Design Healthy Sites 92 ACCOUNTABILITY 97 Design With Whole A1 98 Life Costs in Mind Optimize Economic A2 102 Benefits Through Design Design Responsive A3 and Flexible Facilities 106 and Spaces
Introduction 1 1. INTRODUCTION 1.1 The Need for Transit Passenger Facility Design Guidelines 1.2 Document Purpose and Scope 1.2.1 Document Purpose 1.2.2 Document Scope 1.2.3 Definition of ermsT 1.3 Policy Context 1.4 Process Goals and Strategies
Responsibility for delivering effective transit facilities is often shared between local jurisdictions, developers, TransLink and its many project partners. With so many different players potentially involved in the delivery of transit passenger environments, this document serves as a principal reference for ensuring design consistency and excellence across all projects, modes and environments. This document is intended for all parties involved in the planning, design, implementation and operation of transit passenger facilities, including: »» Planners »» Designers »» Architects »» Landscape Architects »» Engineers »» Operators »» Developers »» Other Stakeholders Chapter 1 sets out the purpose and scope of the Transit Passenger Facility Design Guidelines (hereafter Design Guidelines or Guidelines). Chapter 2 covers the planning and design process and explains how the component parts of the document combine to create a systematized approach to the design of transit passenger facilities and their context for Metro Vancouver. The Design Guidelines are contained in Chapter 3.
SeaBus view. Waterfront Station, Vancouver
1: INTRODUCTION
1.1 The Need for Transit Passenger translink vision: A better place to live Facility Design Guidelines built on transportation excellence. This document has been prepared TransLink operates an TransLink’s Vision, Mission and Values integrated regional network to support TransLink in achieving Statement of transit services that includes its long-term targets, with the automated rail rapid transit, following objectives to: commuter rail, passenger ferry, »» ensure consistent quality and highway coach, bus, trolley design of transit passenger bus, community shuttle and facilities across transportation para-transit. Every transit stop, modes, facility types, and station, exchange and their community contexts; “There is a surrounding environments acts »» strategically focus future transit demonstrated as a gateway to the transit passenger facility investment; and correlation system and represents the public face of TransLink. »» reduce the cost for scoping, between high design and maintenance of quality facilities TransLink has set a target for 2040 new and upgraded facilities. that more than half of all trips in and increased Metro Vancouver will be made by While this document supports ridership. The walking, cycling or transit. TransLink existing TransLink policies, it Rosa Parks Transit has also articulated a Vision, Mission is also intended to guide the Centre in Detroit, for and Values Statement that focuses development of new policies and example, completed on building transportation excellence design processes. As the Design and enhancing livability by providing Guidelines are implemented and in July 2009 with a sustainable transportation network with new understanding of best integrated retail that is embraced by the communities practices, this document will be amenities, showed and the people it serves. regularly reviewed and updated. an 11% increase in ridership in the first year of operation.”
Lighting, Design and Application (LD+A), the Illuminating Engineering Society of North America monthly magazine. November 2010
Provision of accessible transit facilities and information contributes to a positive transit experience for all users.
Waterfront Station, Vancouver INTRODUCTION 9 1: INTRODUCTION 1.2 Document Purpose and Scope
1.2.1 Document Purpose 1.2.2 Document Scope TRANSIT-ORIENTED COMMUNITIES The Guidelines serve as a The Design Guidelines provide comprehensive resource for process and design guidance for the Transit-Oriented Communities producing consistently excellent design, construction and operation (TOCs) are places that, by transit passenger facilities of new or existing TransLink transit their design, allow people to passenger facilities, including drive less and to walk, cycle through a systematized and and take transit more. integrated design process. They stops, stations, exchanges and their are intended to supplement, environments. [See: 2.3.1 Types In practice, this approach rather than replace, existing of Transit Passenger Facilities] means concentrating higher- design, engineering and density, mixed-use, human-scale TransLink facilities not intended for environmental standards development around frequent use by the travelling public, such transit stops and stations in and requirements. as bus operating and maintenance combination with mobility Passenger facility design should take garages or head offices, are not management measures to included in the Guidelines. discourage unnecessary driving. account of Metro Vancouver’s varied and complex urban conditions; thus, Transit passenger facilities exist Ultimately, transit-oriented ensuring they are tailored to meet in the context of the surrounding communities are really walking- the needs and opportunities of each urban environments through and cycling-friendly communities particular context. To help achieve focused around frequent transit. which people travel. The planning this goal, the Guidelines leave and design of transit facilities, TransLink, Transit-Oriented ample room for choice, creativity therefore, requires consideration Communities: A Primer and professional judgement. of issues beyond the transit facility on Key Concepts. itself – including community integration, land use, urban development and sense of place. The Guidelines focus on transit passenger facilities and their immediate surroundings (i.e., within one block). Further guidance on
Integrated or design of the neighbourhoods Integratedassociated or StreetscapeStreetscape and communities around frequent developmentassiociated includingincluding transit stops, stations and developement busbus stops stops SkytrainSkytrain station exchanges will be included in station the forthcoming Transit-Oriented TOC PublicPublic neighbourhoodneighbourhood space Space BusBus exchange exchange Community Design Guidelines.
Guideway
SCOPESCOPE OF OFTRANSIT TRANSIT PASSENGER PASSENGER FACILITES FACILITY DESIGN GUIDELINES GUIDELINES SCOPE OF TRANSIT PASSENGER FACILITES DESIGN GUIDELINES
Scope of the Design Guidelines and relationship of transit facilities to surrounding developments.
10 INTRODUCTION 1: INTRODUCTION 1.2 Document Purpose and Scope
1.2.3 Definition of Terms Planning and design terminology “... land value uplift used throughout this document and regeneration ranges from high-level vision to along the Docklands prescriptive specifications for Light Rail corridors implementation. These terms in East London are defined as follows: resulted in 50% of capital costs TERM EXAMPLE being recaptured Vision: the approach that shapes the Vision: transit will be the travel mode overall direction of the Guidelines of choice in Metro Vancouver through transport Transport 2040 is the primary cost reductions, reference point as the vision reduction in for the Design Guidelines. congestion and Principles: the overarching Principles: inclusive design must be concepts that frame application an automatic design consideration, accidents. A further of the Goals and Strategies which means developing places 50% was recaptured that are attractive, convenient and easy to use for all people through overall Goals: the desired outcomes Goals: put passengers office development that TransLink seeks to realize and pedestrians first and job creation...” with the Guidelines
Strategies: design objectives Strategies: make transit Value of Design that should be met for TransLink passenger facilities universally UK Commission for to achieve its stated goals accessible and inclusive Architecture and the Built Guidelines: direction on how designs Guidelines: ensure sufficient Environment (CABE).
should be developed to achieve spatial capacity is provided to FOCUS OF THIS DOCUMENT PRIMARY the objectives set by the strategies, avoid bottlenecks where passenger without prescribing solutions and pedestrian flows meet This document provides the Design Guidelines for transit passenger facilities. Standards: measurable design Standards: the minimum clear width of requirements, typically based on an accessible route shall be 1830 mm (72 technical, safety or passenger in) for primary, highly-frequented routes movement requirements and 1525 mm (60 in) for secondary Relevant standards are referred to, but routes (1800 mm preferred at all routes) are not included in these Guidelines. Specifications: prescriptive design Specifications: where concrete is solutions, technical descriptions or used as the basic floor and walkway requirements, which can include finish, it will be steel-trowelled with such elements as dimensions, aggregate sufficiently exposed at materials and placement the walking surfaces to provide slip Specifications are referred to, but are resistance of .55 to ASTM C1028- not included within these Guidelines. 96 for wet or dry conditions
INTRODUCTION 11 1: INTRODUCTION 1.3 Policy Context
TransLink’s existing and emerging functioning facilities. These facilities, policies support a customer- in turn, attract more trips by focused approach to transit transit (Goal 2) , which reduces design and provision. The 2008 greenhouse gas emissions (Goal 1). publication of the TransLink Well designed facilities that more Transport 2040 strategic plan set easily and seamlessly integrate with its course for the next 30 years. development can help to increase the number of people living and Transport 2040, the long-range working close to frequent transit Transport 2040 transportation plan for the Metro A Transportation Strategy for Metro Vancouver, Now and in the Future. (Goal 3). This type of development Vancouver region, includes six serves to optimize the use of existing goals and four strategies. The
For the purposes of the BC South Coast British Columbia Transportation Authority Act, this transportation assets (Strategy 2) document constitutes the long term strategy for the regional transportation system, prepared in 2008. Transit Passenger Facility Design and to foster communities that Guidelines help to realize these are good for walking, cycling TransLink Transport 2040 goals, particularly by ensuring a and transit (Strategy 1). safe and comfortable experience for the travelling public (Goal 4) RELATIONSHIP OF THE and using attractive and high- GUIDELINES TO OTHER TRANSLINK DOCUMENTS TRANSPORT 2040: GOALS AND STRATEGIES This document is one of a suite of existing or planned Greenhouse gas emissions from transportation are aggressively regional level design guideline Goal 1 documents that includes: reduced in support of federal, provincial and regional targets. »» Transit Service Guidelines Goal 2 Most trips are by transit, walking and cycling. »» Transit Infrastructure The majority of jobs and housing in the region are Design Guidelines Goal 3 located along the Frequent Transit Network. »» TransLink Wayfinding Standards Goal 4 Traveling in the region is safe, secure and accessible for everyone.
»» Transit Fleet Design Economic growth and efficient goods movement are facilitated Guidelines (forthcoming) Goal 5 through effective management of the transportation network. »» Universal Accessibility Guidelines for TransLink Funding for TransLink is stable, sufficient and Goal 6 Fleet & Facilities appropriate and influences transportation choices. »» Universally Accessible Bus Stop Design Guidelines Make early investments that encourage development of Strategy 1 »» Bicycle Infrastructure communities designed for transit, cycling and walking. Guidelines (Draft) Optimize the use of the region’s transportation »» Transit-Oriented Strategy 2 assets and keep them in good repair. Community Design Guidelines (forthcoming) Build and operate a safe, secure and Strategy 3 accessible transportation system.
Diversify revenue sources and pursue new and Strategy 4 innovative ways to fund transportation.
12 INTRODUCTION 1: INTRODUCTION 1.4 Process Goals and Strategies
A series of process goals and translink mission: strategies were formulated at Together, TransLink the outset of the development connects the region of the Design Guidelines that provide the means towards the and enhances its ends. They are intended to ensure livability by providing that the Design Guidelines are a sustainable fully understood, supported, transportation and consistently applied by all network embraced by TransLink departments, operating Metro Vancouver’s entities, and project partners. communities and people. TransLink Transport 2040
PROCESS GOALS AND STRATEGIES
PROCESS GOAL 1 – Adopt an integrated planning and design approach
Involve all relevant planning and design disciplines Process strategy 1.1 to establish project goals and objectives.
Facilitate cross-disciplinary teamwork and processes Process strategy 1.2 in the design and delivery of projects.
Agree upon and clearly communicate roles Process strategy 1.3 and responsibilities for all stakeholders.
PROCESS GOAL 2 – Systematize use of, and adherence to, the design guidelines
Integrate the guidelines within the design Process strategy 2.1 process from project brief through project completion to operation and management.
Encourage provincial and municipal partners Process strategy 2.2 to use the design guidelines within their own planning and design processes.
Process strategy 2.3 Establish a clear and consistent design review process.
Widely engage with stakeholders to promote, Process strategy 2.4 communicate and build support for the design guidelines.
INTRODUCTION 13
How to Use the 2 Guidelines
2. HOW TO USE THE GUIDELINES 2.1 The Integrated Design Process 2.2 Stakeholder Engagement 2.2.1 Iteration and Participation 2.2.2 Stakeholder and Public Consultation 2.3 Typologies 2.3.1 Types of Transit Passenger Facilities 2.3.2 Types of Spaces Within Transit Passenger Facilities 2.4 Design Principles 2.4.1 Integration 2.4.2 Inclusivity 2.4.3 Sustainability 2.4.4 Modal Balance
The Integrated Design Process (IDP) is an iterative and participative approach to transit passenger facility design. It is intended to be a stimulating and outcome-focused problem- solving process to achieve excellent and efficient design solutions from a multi-disciplinary and collaborative team. Members make decisions based on a shared vision and a holistic understanding of the project. The IDP follows the design through its full life- cycle, from pre-design, through occupancy, and into operation. The IDP differs from conventional design processes in that it brings together all key stakeholders and design professionals to work collaboratively and interactively from the early planning stages through to facility completion and occupation. It allows the design team to identify and better understand the design goals of each party, and it provides a forum to take advantage of complementary systems and design principles that can satisfy multiple design goals. The general approach to integrated design promoted in this document is consistent with the Roadmap for Integrated Design, developed by the BC Green Building Roundtable.1
Marine Drive Station, Vancouver
1 Roadmap for the Integrated Design Process, BC Green Building Roundtable, 2007 2: HOW TO USE THE GUIDELINES 2.1 The Integrated Design Process
In conventional design, The IDP establishes priority on Stage 4 Design Development: “the architect or designer the setting of goals, objectives development of preferred concept(s) and the client agree and directions, from the outset and assessment of architectural, on a design concept of a project, with input from electrical and mechanical systems consisting of a general a multi-disciplinary team. It for their expected performance includes regular feedback massing scheme, and impact on other systems: loops to evaluate decisions The Design Guidelines should orientation, fenestration throughout design development be used to evaluate variations and the general exterior and, subsequently, through against the design brief. appearance of the building. commissioning and post- Stage 5 Documentation: preparation Then the mechanical and completion evaluation. structural engineers are of construction staging plans, Following are key stages in the IDP fabrication and construction asked to implement the (as illustrated on the facing page): documentation: The Design design and to suggest Guidelines should be referred to Stage 1 Pre-Design: exploration appropriate systems. The within documentation as necessary. problem with conventional of the relationship between practice is that this design the project and its surrounding Stage 6 Implementation: supervision process is too quick and environment to establish goals, of fabrication, construction and objectives and direction through preparation of maintenance simple, often resulting a visioning session: The Design and management manuals: The in high operating costs, Guidelines should be used to Design Guidelines should be used poor comfort and few support identification of contextual to evaluate any modifications sustainable gestures that issues, characteristics, opportunities to the built design that may be fall within the client’s and functional requirements. required post-completion. restrained budget.” Stage 2 Brief: preparation of project Stage 7 Operations and
brief and appointment and briefing Maintenance: Pearl, Danny. ‘An Integrated Design monitoring of Process’. Canadian Architect. (June of planners and designers: The sustainability (environmental impact, 2004). Design Guidelines should inform energy efficiency and cost-in-use) of and be included within the brief. facilities and operations: The Design Guidelines should inform transit Stage 3 Concept Design: passenger facility maintenance development of design options and management plans. and feasibility of concepts and consideration of innovative Stage 8 Evaluation and Monitoring: technologies, new ideas and fresh post-implementation monitoring application methods in working and evaluation to ensure that towards the goals and objectives project successes and/or issues set out in the brief: The Design are identified: Lessons learned Guidelines should be the basis for should be fed back into the Design evaluation of concept designs. Guidelines where necessary.
16 HOW TO USE THE GUIDELINES 2: HOW TO USE THE GUIDELINES 2.1 The Integrated Design Process
The Design Guidelines in this and delivery. In this way, TransLink IDP REFERENCE: document should be considered and its project delivery teams can Primary responsibility will shift as at all stages of the integrated ensure that design consistency and the project progresses through design to implementation and post- design process – from informing integrity are retained throughout commissioning and evaluation. For development of the brief, through the project’s life-cycle. further information on roles and concept design, to detailed design responsibilities, please refer to:
Roadmap for the Integrated Design Process, BC Green Roundtable, 2007
»» www.metrovancouver.org/ THE INTEGRATED DESIGN PROCESS buildsmart/design/Pages/ Integrateddesignprocess.aspx
Stakeholder Engagement TYPOLOGIES Types of Facilities STAGE 1 & 2 Usability Pre-design Types of Spaces Within & Facilities Design Brief Operations Integration DESIGN PRINCIPLES
Inclusivity Placemaking STAGE 3 Concept design Sustainability
Review Modal Balance Environment STAGE 4 Design development
Accountablity Review FEEDBACK LOOP
TRANSIT PASSENGER FACILITY DESIGN GUIDELINES FACILITY TRANSIT PASSENGER STAGE 5 Detailed design
Review
STAGE 6 Implementation
Review
STAGE 7 O & M
STAGE 8 Evaluation and Monitoring
HOW TO USE THE GUIDELINES 17 2: HOW TO USE THE GUIDELINES
2.2 Stakeholder Engagement
TransLink’s commitment 2.2.1 Iteration and Participation Stakeholder engagement should to engagement A mindset of continuous learning take place as early as possible in the design process: it should TransLink is committed and improvement is central to a successful IDP. Iteration and aim to identify the needs and to meaningful and participation ensure that decisions perceptions of all interested parties; effective engagement reflect the team’s collective to allow for their consideration with stakeholders, knowledge, that different and balance during the planning governments and the elements are considered and and design stages of any project; public. TransLink will that solutions go through the and to review design outcomes work closely with the required steps for optimization. in terms of transit facilities, their services and their context. region’s municipalities Provision for these activities takes two interrelated forms: to encourage land use To ensure effective stakeholder decisions that support »» an iterative review process involvement for all transit passenger facility projects, the public transit and between TransLink and the designer/planner of outputs at following guidelines should be encourage walking and key stages of design development: taken into consideration: cycling. To ensure the This process ensures there are »» establish a comprehensive best use of resources, no surprise project outcomes, stakeholder engagement plan TransLink will coordinate allows timely incorporation of and process for all projects; changes of direction or emphasis its efforts with Transport »» identify internal and external and avoids abortive work. Canada and the Ministry stakeholder groups relevant to of Transportation and »» a participatory review process the project, such as customers, Infrastructure – as well with TransLink’s internal and transit operators, municipalities, external stakeholders and, if community organizations; as with airport and port appropriate, with community »» people with disabilities, business authorities and non- and public interest groups: The owners, seniors and schools; governmental agencies TransLink project team should – on appropriate also be involved in this process. »» provide a framework for public input to address a range of issues, strategies, plans and 2.2.2 Stakeholder and Public such as facility and urban design, initiatives to support Consultation customer services at the facility the goals identified in TransLink has developed a full, and community integration; Transport 2040. inclusive public consultation »» provide a forum for stakeholder approach for all of its plans and input early in the life of a TransLink’s Principles for Public projects. Principles for Public project and throughout the Consultation and Community Consultation and Engagement Engagement facility design process; will help TransLink develop and »» engage widely with stakeholders implement projects and plans that to build awareness of, reflect the organization’s and the and support for, transit region’s desire for a sustainable passenger facility projects. transportation system.1
1 18 HOW TO USE THE GUIDELINES TransLink’s Principles for Public Consultation and Community Engagement (www.translink.ca/en/Be-Part-of-the-Plan/Public-Consultation/Principles-for-Public-Consultation.aspx) 2: HOW TO USE THE GUIDELINES 2.3 Typologies
2.3.1 Types of Transit Passenger »» Network Role/Urban Context: Facilities The role that each facility plays Transit passenger facilities can in the wider network (e.g. major be usefully categorized into transfer point? terminus? urban three distinct types (as illustrated centre? major leisure destination?) on the following pages): will determine transit operating requirements and shape passenger »» stations volumes and patterns of use. »» exchanges »» Site Context: The physical form »» stops and specific location of each facility While the Design Guidelines (e.g. above/at/below grade, within apply broadly to all passenger the road Right-of-Way, or on a facility types, to develop effective development parcel) will present and context-sensitive solutions different access, circulation, designers must consider the unique legibility, and safety considerations. characteristics of each facility at the outset of any design project. »» Mode: Transit technology and service type shape passenger access, circulation, and amenity requirements. Multiple modes will require effective information and integrated design for ease of connection. »» Frequency: Facilities with higher frequency services may require more complex queuing and circulation configurations whereas facilities with lower frequency services and longer average wait times may benefit from more comfortable waiting areas. »» Passenger Demand: Higher current or projected passenger volumes typically require larger, higher-amenity facilities or facilities that are capable of adapting to future growth.
HOW TO USE THE GUIDELINES 19 2: HOW TO USE THE GUIDELINES 2.3 Typologies 2.3.1 Types of Transit Passenger Facilities
STATIONS
A2.1 Revenue generating opportunities U2.1.3 Vertical circulation
E1.1 Use materials responsibly
U1.1 Movement O2.1.5 Bicycles and capacity
A1.2 Efficient
Scott Road Station
built design Towards New Westminister N22 97 B-Line C21 603 602 ’ to 33333 For next56397 bus info text stop # ‘
Bay 6
Buses from here
Tsawwassen Heights3 602 zone zone 2
Beach Grove zone 3 603 zone 2
English Bluff 3 ne 604 zo
zone 2
Next Bus
Scott Road Station
Towards New Westminister N22 97 B-Line C21 603 602 ’ to 33333 For next56397 bus info text stop # ‘
Bay 6
Buses fromsen hereHeights Tsawwas 602 zone 3 zone 2
Beach Grove zone 3 603 zone 2
English Bluff 604 zone 3
zone 2
Next Bus U4 Make it comfortable
U1.3 Wayfinding and passenger U4.2 Amenities information
O2.1 Inter-modal connections
Stations are broadly defined as passenger facilities serving high- capacity and rapid transit services, including SkyTrain, West Coast Express, SeaBus, future Bus Rapid Transit and Light Rail.
20 HOW TO USE THE GUIDELINES 2: HOW TO USE THE GUIDELINES 2.3 Typologies 2.3.1 Types of Transit Passenger Facilities
EXCHANGES
O1.1 Transit vehicle needs O1.2 Staff facilities
A2.2 Integrated
Scott Road Station
Towards New Westminister N22 mixed-use 97 B-Line C21 603 602 ’ to 33333 For next56397 bus info text stop # ‘
Bay 6
Buses from here
Tsawwassen Heights 602 zone 3 zone 2
e
Beach Grov zone 3 603 zone 2
English Bluff e 3 604 zon
zone 2
Next Bus developments
Scott Road Station
Towards New Westminister
97 B-Line
602 603 For next bus info text stop # ‘ C21 56397 N22 ’ to 33333 P1.2 Vibrant people places
Scott Road Station
Towards New Westminister N22 97 B-Line C21 603 602 ’ to 33333 For next56397 bus info text stop # ‘ E3.2 Water use
Bay 6
Buses from here
Tsawwassen Heights 602 zone 3 zone 2
Beach Grove zone 3 603 zone 2
English Bluff 3 604 zone
zone 2
Next Bus and quality
Scott Road Station
Towards New Westminister
97 B-Line
602 603 For next bus info text stop # ‘ C21 56397 N22 ’ to 33333 U1.3 Wayfinding and passenger information O2.1.5 Bicycles
Exchanges are broadly defined as passenger facilities that serve multiple bus routes, provide layover space for buses and may or may not be associated with a Station. Though Stations and Exchanges are identified here as separate facility types, most stations are associated with exchanges, and both elements should be conceived and designed as a single facility to ensure a seamless travel experience.
HOW TO USE THE GUIDELINES 21 2: HOW TO USE THE GUIDELINES 2.3 Typologies 2.3.1 Types of Transit Passenger Facilities
STOPS
A1.3 Standardized and modular design elements U2.1 Physical accessibility
Scott Road Station
Towards New Westminister
97 B-Line
602 603 For next bus info text stop # ‘ C21 56397 N22 ’ to 33333
Buses from here
602 Tsawwassen
zone Heights 2 Bay 6
zone 3
603 Beach Grove
zone 2
zone 3
604 English Bluff
zone 2
zone 3
Next Bus E2.2 Renewable
Scott Road Station
Towards New Westminister
97 B-Line
602 603 For next bus info text stop # ‘ C21 56397 N22 ’ to 33333 energy opportunities
Buses from here
602 Tsawwassen Heights
zone 2 Bay 6
zone 3
603 Beach Grove
zone 2
zone 3
604 English Bluff
zone 2
zone 3
Next Bus
U1.3 Wayfinding and passenger information O2.1.5 Bicycles
P2.3 Support a mix of pedestrian friendly land uses
Stops are defined as facilities, usually on-street, that serve one or more road-based bus routes.
22 HOW TO USE THE GUIDELINES 2: HOW TO USE THE GUIDELINES 2.3 Typologies
2.3.2 Types of Spaces Within »» Decision Spaces Transit Passenger Facilities »» Circulation Spaces Adopting a passenger-centered »» Opportunity Spaces perspective that considers how people actually use and move through the transit system Each type of space has different helps point to three different functional demands and design types of spaces that exist within requirements as explained in all transit passenger facilities the illustrations that follow. (from curb-side bus stops to major multi-modal hubs):
DECISION SPACES »» Decision spaces are areas where
passenger and pedestrian Wayfinding
decisions take priority; examples Wayfinding
include entrances, ticket halls Advertising
Wayfinding and corridor intersections. Wayfinding These locations require good Tickets sightlines and clear signage. Wayfinding Temporary information, SkyTrain Station advertising, retail branding or Escalators other spatial uses that may to/ from platform confuse passengers or delay passenger movements should Retail / cafe be integrated into the physical design and located adjacent to, but not within, decision spaces.
HOW TO USE THE GUIDELINES 23 2: HOW TO USE THE GUIDELINES 2.3 Typologies 2.3.2 Types of Spaces Within Transit Passenger Facilities
CIRCULATION SPACES »» Circulation spaces connect
decision spaces. They typically Wayfinding include corridors and paths Wayfinding especially reserved for Advertising Wayfinding passenger movement and Wayfinding connections to, from and Tickets between transportation modes Wayfinding
or the surrounding area. These SkyTrain Station spaces should provide clear, Escalators unobstructed movement routes to/ from platform matched to desire lines. Street Retail / cafe furniture, plantings, advertising, information displays, retail boards, retail kiosks or any other fixed items should not obstruct these spaces (but may be located adjacent to them).
OPPORTUNITY SPACES »» Opportunity spaces include
those areas of a facility and Wayfinding its context not dedicated to Wayfinding decision making or circulation. Advertising Wayfinding They can accommodate Wayfinding passenger amenities such Tickets as cafés, retail entrances, Wayfinding
retail displays, retail kiosks, SkyTrain Station advertising, public art, seating or Escalators landscaping. Fixed or temporary to/ from platform information or infrastructure Retail / cafe located in these spaces must be positioned and configured so as not to obstruct or interfere with the requirements of decision or circulation spaces in adjacent areas.
24 HOW TO USE THE GUIDELINES 2: HOW TO USE THE GUIDELINES 2.4 Design Principles
Design excellence requires Their outcomes should be self- consideration of the following evident. Though design excellence design principles, summarized is sometimes assumed to be under four broad headings synonymous with higher costs, that form the foundation of the quality of design outputs the guidelines in Chapter 3: needs to be considered as part of whole life costs of the facility. »» Integration »» Inclusivity Achieving design excellence requires the balanced consideration »» Sustainability of such design factors as: »» Modal Balance »» function and performance These principles fully support TransLink’s values, permeating »» sustainability and cost-efficiency the planning and design of high- »» ease of use, adaptability quality transit passenger facilities and flexibility and supporting the realization »» quality of appearance and of efficient, cost-effective attractive aesthetic and affordable outcomes. »» innovation and responsiveness to new technology and opportunities
TRANSLINK VALUES
Safety Integrity We will act with honesty and integrity at all times. The safety and security of our customers and employees is We will treat others with dignity and respect and paramount. We will operate safely at all times. conduct ourselves in a manner that fosters trust.
Customer Service Excellence We will provide excellent service to our customers. We We will strive for excellence in all that we do and will be a understand that our customers expect accuracy, timeliness and leader in enhancing sustainability through the transportation reliability; delivering on their expectations is essential to our services we provide. We will encourage innovation and the success. Our plans and actions are driven by customer needs. implementation of best practices throughout our organization.
People Sustainability Sustainability will be a key factor in all of our We value our employees and the contributions they make to strategies, business plans, decisions and operations. serving our customers. We will incorporate economic, environmental and social factors in our decision-making.
Inclusiveness Accountability We value teamwork and partnerships. We recognize that our We will be results-oriented and fiscally responsible. success depends on effective communication and consultation We will set measurable targets and hold with the public and with our employees and stakeholders. ourselves accountable to achieve them.
HOW TO USE THE GUIDELINES 25 2: HOW TO USE THE GUIDELINES 2.4 Design Principles
2.4.1 Integration Integrated design should include balanced consideration The most effective planning and of design factors such as: design results will be achieved when transit and its context are »» balanced integration of inter- fully integrated, with each adding modal transit systems and value to the other. Developing facilities into land use planning integrated networks for walking, and the urban fabric; cycling and transit in the public »» engagement in a structured, realm has resulted in some of the integrated program that involves world’s most liveable cities and all key professional disciplines best regarded transit systems. and stakeholders in the planning and design process; »» integration of transit facilities and the public realm with their Integrated and inclusive design. Kongens context to add value to both. Nytorv Station, Copenhagen, Denmark
26 HOW TO USE THE GUIDELINES 2: HOW TO USE THE GUIDELINES 2.4 Design Principles
2.4.2 Inclusivity Buildings, facilities and spaces must be designed to maximize accessibility to transit for all users. Users include the mobility-impaired and people with learning difficulties and other disabilities, especially Bus accessibility ramp. those in wheelchairs, and people Main Street trolley bus, Vancouver with strollers or young children or with heavy or bulky baggage, shopping trolleys or bicycles. Inclusive design includes consideration, as appropriate, of barrier-free, step-free spaces and shared-use, single-surface areas; provision of ramps, elevators and stairs and design of cross-slopes, gradients and level areas – including tactile and audio treatments – to regulatory or statutory standards. Inclusive planning and design should also involve balanced consideration of the needs and requirements of all relevant special interest groups, as well as their communities, as both users and non-users of transit services and facilities.
HOW TO USE THE GUIDELINES 27 2: HOW TO USE THE GUIDELINES 2.4 Design Principles
2.4.3 Sustainability Environmental sustainability means TransLink is committed to maximizing energy efficiency being a recognized world and minimizing the generation leader in sustainability and has of greenhouse gases and the published its commitments in its consumption of fossil fuels and non- corporate Sustainability Policy renewable energy and materials. and Sustainability Report.1 Sensitivity to natural systems through site selection, building and landscape Sustainability means meeting the design are also key considerations. needs of the present without compromising the needs of future Social and economic sustainability generations by balancing the three requires the flexibility to lead and factors of sustainability – social, respond to changing demographic environmental, economic – through and development factors, improve the decision-making progress. existing contexts and stimulate future growth and diversity. Key factors in achieving sustainability across all categories include: »» maximizing use of energy- efficient transit and cycling and walking modes and »» planning and developing complete, compact and resilient communities that minimize the need to travel and that support reduced automobile use.
Achieved LEED Gold certification. Downtown Transit Station, Charlottesville, Virginia
1 TransLink’s Sustainability Policy and Sustainability Report www.translink.ca/en/About-TransLink/Corporate-Overview/Sustainability.aspx APTA Sustainability Guidelines, and CUTA Sustainability Guidelines for Transit Systems, June 2010 28 HOW TO USE THE GUIDELINES provide further reading on sustainable transit planning and design policy. 2: HOW TO USE THE GUIDELINES 2.4 Design Principles
2.4.4 Modal Balance passenger facilities generate Transit passenger facilities concentrated levels of activity by need to accommodate multiple these user groups. Accordingly, transportation modes. Ultimately, all the planning and design of transit transit passengers are pedestrians facilities and their surroundings – including those using mobility should prioritize the creation of an devices and those who may have environment that is accessible, easy arrived by bicycle, car, or other to use, safe, secure, and comfortable transit mode. Transit passenger for all passengers – especially for facilities should, therefore, be these more vulnerable users. designed to create environments Resolving conflicts between modes that are safe, welcoming and is part of the normal process of reliable for pedestrians, cyclists designing transit passenger facilities. and transit passengers. In finding balanced solutions that Pedestrians, cyclists, and people with promote safety, comfort, reliability cognitive and physical disabilities and a welcoming environment, the are the most vulnerable users of needs of pedestrians, cyclists and the transportation system. Transit transit riders should be collectively and respectfully considered.
Modal priority for station access given to cyclists, pedestrians and bus. Flintholm Station, Copenhagen, Denmark
HOW TO USE THE GUIDELINES 29
3 Design Guidelines
3. DESIGN GUIDELINES 3.1 Using the Design Guidelines 3.1.1 The Design Guidelines Structure 3.1.2 The Design Evaluation Framework USABILITY: Put passengers and pedestrians first OPERATIONS: Optimize transit efficiency PLACEMAKING: Create great places ENVIRONMENT: Be leaders in environmental sustainability ACCOUNTABILITY: Be fiscally responsible
The Design Guidelines are organized as a thematic framework that supports TransLink’s wider corporate, community and public aspirations, visions and policies. Consideration of these guidelines at all stages of the planning and design process will provide a balanced understanding of the complex needs of transit passenger facility planning and design and lead to consistent, cost-effective and systematized outcomes.
Lansdowne Station, Richmond 3: USING THE DESIGN GUIDELINES 3.1 Using the Design Guidelines
3.1.1 The Design The design themes are: Guidelines Structure Usability: Public transit exists for The Design Guidelines are passengers, and all passengers structured around five design are pedestrians. Accordingly, the themes. Each theme is supported planning and design of transit by a series of design strategies facilities, their environments and and guidelines that should the communities they serve should be considered and applied prioritize passenger and pedestrian during the planning and needs through the provision of design of new or upgraded safe, secure and accessible spaces transit passenger facilities. that make it easy and comfortable to get around on foot or mobility The relative significance or devices, or by bicycle or transit. importance of each theme, strategy and guideline will vary depending Operations: Transit facilities that on context, local objectives and are efficient for transit operations strategic priorities. For example, also benefit passengers through revitalization or transit-oriented more reliable journey times and more community development may frequent services made possible by be the highest priority at one operational cost-savings. Optimizing location, high-capacity transit transit efficiency means providing provision may be the priority at easy access for transit vehicles, Broadway-City Hall Station, Vancouver another, whereas accessibility seamless integration with other improvements to on-street bus modes and effective maintenance. stops may be the priority elsewhere. Placemaking: Public transit is a These priorities should be agreed vital civic resource and forms a upon jointly with stakeholders at focal point for community activity. the project outset and contained When designed well, transit facilities within the design brief. of all sizes can help create ’great places’ that feature a strong sense of place and identity, attractive public spaces where people feel comfortable spending time and a positive mix of activity by a wide variety of people. The public realm along transit routes can also be designed and integrated to form great linear places between facilities.
DESIGN GUIDELINES 32 3: USING THE DESIGN GUIDELINES 3.1 Using the Design Guidelines
Environment: Transit passenger facilities and their surrounding USABILITY - Put passengers and communities should be designed pedestrians first to reflect TransLink’s sustainability U1 Make it easy vision by balancing the three U2 Make it universally accessible factors of sustainability – social, U3 Make it safe and secure environmental, economic – through U4 Make it comfortable the design process. Beyond realizing operational cost savings over the life of the building, environmentally responsible design contributes to the O OPERATIONS - Optimize transit efficiency long-term health and well-being of O1 Facilitate transit operations transit passengers, local communities O2 Support transit by integrating with other modes and the natural environment. O3 Facilitate effective management and maintenance Accountability: Transit passenger facilities and their context must provide good value for public P PLACEMAKING - Create great places funds. Fiscally responsible design P1 Make transit a community asset considers both short-term and long- P2 Seamlessly integrate transit, urban term operations and expenditures; development and the public realm takes advantage of opportunities for revenue generation where appropriate; and helps to realize E ENVIRONMENT - Be leaders in wider social, economic and environmental sustainability E1 Minimize negative environmental impacts environmental benefits without of transit facilities compromising operational efficiency E2 Reduce energy consumption or passenger experience. E3 Design healthy sites
A ACCOUNTABILITY - Be fiscally responsible A1 Design with whole life costs in mind A2 Optimize economic benefits through design A3 Design responsive and flexible facilities and spaces
DESIGN GUIDELINES 33 3: USING THE DESIGN GUIDELINES 3.1 Using the Design Guidelines
3.1.2 The Design Evaluation Those topics rated ‘red’ or Framework ‘amber’ may require further To support the use of the Design consideration if the design is Guidelines, the Design Evaluation to meet with best practice. Framework provides a project The evaluation framework is not team with a means for assessing intended to limit flexibility and, as how well each guideline has been such, no weightings are applied; applied on a given project and to however, when design choices identify areas for improvement, require tradeoffs between different either in subsequent stages of guidelines it may be appropriate to design, or on future projects. identify those guidelines that best An example page of the framework reflect the objectives of the project is presented overleaf. The and to consider them accordingly. complete evaluation framework The optimal configuration of is provided as Appendix 4.2. a transit passenger facility will A simple approach to evaluation be informed by understanding is to use a ‘traffic lights’ rating and balancing the needs of all system whereby design topics are themes across the framework. presented as questions that are then rated as green, amber or red: »» a green light signifies that all guidelines under that topic have been considered and addressed; »» an amber light signifies that a number of guidelines have been considered and addressed but that others may require further thought; »» a red light signifies that few, if any, guidelines have been considered and addressed.
DESIGN GUIDELINES 34 3: USING THE DESIGN GUIDELINES 3.1 Using the Design Guidelines
Usability Rating Comments Actions
U1 Make it easy U1.1 Movement and capacity U1.1.1 Does spatial provision meet with locational and functional needs? U1.1.2 Does the spatial configuration and sequence provide for logical passenger movement? U1.1.3 Does the spatial design minimize conflicts of movement? U 1.2 Legible spaces U1.2.1 Does the spatial design provide clear sightlines and views to destinations? U1.2.1 Does the facility design include legible, distinctive spaces with clearly defined edges and transitions? U 1.3 Wayfinding and passenger information U1.3.1 Has a Facility Wayfinding Plan been developed? U1.3.2 Is wayfinding and passenger information consistent with TransLink's Wayfinding Standards Manual? U2 Make it universally accessible U2.1 Physical accessibility U2.1.1 Does the facility design provide for barrier-free access and movement? U2.1.2 Does the design of bus stops comply with TransLink's Universally Accessible Bus Stop Design Guidelines? U2.1.3 Does vertical circulation provide for the needs of all users? U2.2 Accessible information U2.2.1 Is information provision able to be accessed and understood by all users? U3 Make it safe and secure U3.1 Safety Have potential hazards and accident risks been minimized? U3.2 Security U3.2.1 Has a risk assesment for natural or criminal threats been undertaken? U3.2.2 Have CPTED principles been followed? U3.2.3 Has effective use been made of CCTV? U3.3 High quality lighting U3.3.1 Does lighting comply with IESNA standards to provide for good spatial understanding, ambience and safety? U3.3.2 Has a daylighting strategy been developed that supports effective use of managed daylight and transition between illumination types? U3.3.3 Has at-grade facility lighting been integrated with third-party systems, appropriate to the facility lighting zone? U4 Make it comfortable U4.1 All-weather and sensory protection Does the facility design provide appropriate protection from the full range of weather conditions, unpleasant smells and noise? U4.2 Amenities Have passenger amentities, such as waiting rooms, been provided appropriate to use and context?
DESIGN GUIDELINES 35 U1.2 Legible spaces U4.2 Amenities
U1.3 Wayfinding
U3.1 Safety, slip resistance
36 DESIGN GUIDELINES: USABILITY USABILITY: Put passengers and pedestrians first
Public transit exists for passengers, and all passengers are pedestrians. Accordingly, the planning and design of transit facilities, their environments and the communities they serve should prioritize passenger and pedestrian needs through the provision of safe, secure and accessible spaces that make it easy and comfortable to get around on foot or by bicycle or transit. Guidelines for Usability are organized under four broad design strategies: »» U1 Make it easy »» U2 Make it universally accessible »» U3 Make it safe and secure »» U4 Make it comfortable
Good spatial organization supports legible spaces and unobstructed movement with amenities and facilities such as TVMs, ATM, advertising and public art located in adjacent areas.
Broadway-City Hall Station, Vancouver DESIGN GUIDELINES: USABILITY 37 USABILITY: PUT PASSENGERS AND PEDESTRIANS FIRST
U1 MAKE IT EASY Design strategy U1: U1.1 Movement and capacity U1.1.1 Spatial requirements Make it easy U1.1.2 Spatial configuration and sequence U1.1.3 Conflicts of movement U1.2 Legible spaces U1.2.1 Sightlines, views and distances U1.2.2 Facility identity and design coherence U1.3 Wayfinding and passenger information U1.3.1 Wayfinding requirements U1.3.2 Wayfinding and information placement
Passengers and pedestrians should be able to easily access and move through transit passenger facilities. The design of internal and external spaces should be legible and intuitive, with direct and convenient routes located along natural desire lines.
An integrated and coordinated system of signing, passenger information, lighting and transit facility identity will create easily understood environments that prioritize passenger and pedestrian needs. DESIGN STRATEGY U1: MAKE IT EASY U1.1 Movement and capacity
A station is a dynamic environment, involving movement and LEVEL OF SERVICE: potential conflicts among a range of station users. The design of all transit passenger facility spaces should be logical and should be Spatial capacity optimized to minimize conflict on opening day and into the future. recommendations for pedestrian movement areas U1.1.1 SPATIAL REQUIREMENTS 250 are based on Level of Service »» Establish the capacity, (LOS) criteria ranging from 200 configuration and sequence A (for good conditions) to of spaces at transit facilities to 150 F (for poor conditions). support predicted passenger 100 Transit facility design should volumes and peak movements (ped/minute) typically be based on LOS C, by various modes, including foot, 50
Passenger Flow Rate with recommended maximum bicycle or inter-modal connections. 0 0 0.51 1.5 2 2.5 3 capacities for differing facility »» Identify internal and external Effective Walkway Width (m) spaces as set out below: origins and destinations Level of Service F Level of Service C »» two-way connecting areas and levels of demand. (Must be avoided) (Recommended for design) Level of Service E Level of Service B such as corridors: 23-33 »» Plan for passenger journey Level of Service D Level of Service A passengers per minute (Short bulk arrivals only) stages, routes and desire lines. per metre width1
»» Provide sufficient spatial capacity Level of Service: »» one-way connecting where passenger and pedestrian Relationships between pedestrian flow areas: 50 passengers per flows meet to avoid bottlenecks rate and effective walkway width. minute per metre width2 and to enable pedestrians to move Source: TRB Highway Capacity Manual »» escalators: 100 people per against the predominant flow. minute per metre width2 »» Provide separate connecting »» one-way staircase: 35 »» Reinforce natural desire lines areas for each direction of travel passengers per minute whenever possible to avoid 2 where pedestrian flows fall per metre width circuitous routes that could tempt below Level of Service (LOS) C. »» two-way staircase: 28 people to take unsafe shortcuts. passengers per minute 2 U1.1.2 SPATIAL CONFIGURATION »» Fare gates, ticket vending areas per metre width AND SEQUENCE and machines and passenger »» waiting areas: 0.7-0.9 1 »» Design internal and external information and waiting areas square meters per person spaces to minimize the should be sized and located to potential for conflicting flows minimize conflict with queuing 1 Source: TRB Highway Capacity Manual 2 of movement between transit areas and primary pedestrian Source: Transport for London and passenger priority zones. Station Planning Standards modes, access modes (walking, and Guidelines (2007) bicycle, taxi or private vehicle) and destinations, and also at entrance, decision and exit points.
DESIGN GUIDELINES: USABILITY 39 DESIGN STRATEGY U1: MAKE IT EASY U1.1 Movement and capacity
U1.1.3 CONFLICTS OF MOVEMENT »» Locate bicycle parking and taxi PRIORITIZE IMPROVEMENTS TO: »» Use pedestrian modeling software, ranks adjacent to desire lines, »» remove barriers to movement where appropriate, to test and as close as possible to transit passenger facility entrances, but »» improve circulation capacities and identify potential and permeability conflicts of movement at locations not in locations that obstruct pedestrian movements. »» meet predicted future such as entrances, exits and passenger capacities points of vertical circulation. »» Provide convenient and clearly »» meet predicted pedestrian »» Give priority to bus and marked paths between bicycle desire lines HandyDART stop locations at parking and bicycle access points »» minimize conflicting transit passenger facility entrances at the perimeter of facilities. pedestrian flows without putting pedestrians »» Keep movement, queuing »» provide clear sight lines or bicyclists at risk through and circulation areas clear to all destinations constrained pedestrian or bicycle of unnecessary obstructions, »» provide consistent, high-quality movements, insufficient waiting including temporary information lighting and wayfinding space or restricted sightlines. materials that could be integrated »» remove blind corners and as part of the built design. redundant infrastructure
Pedestrian crossing located on desire line from station entrance Temporary information display obstructs passenger to retail mall. Richmond-Brighouse Station, Richmond. movements. Commercial-Broadway Station, Vancouver.
40 DESIGN GUIDELINES: USABILITY DESIGN STRATEGY U1: MAKE IT EASY U1.2 Legible spaces
A legible space is one where navigation and movement are intuitive, allowing passengers to orient themselves and reach their destination without the need for excessive directional signage. Legible spaces help to make movement easy and to reduce anxiety caused by uncertainty in complex or unfamiliar environments.
U1.2.1 SIGHTLINES, VIEWS U1.2.2 FACILITY IDENTITY AND DISTANCES AND DESIGN COHERENCE »» Orient primary facility entries »» Adopt a consistent and integrated and exits towards inter-modal palette of colours, materials and connections and public spaces. surface treatments to create »» Minimize visual obstructions coherence across the network to provide easy access and and to foster a distinctive movement through the physical identity for the facility. layout of transit facilities and their »» Design building elements (e.g., surrounding streets and paths. overhangs, canopies, entries) and »» Optimize sightlines within facilities vegetation and landscape features REFERENCES and visibility of their surrounding (e.g., low walls, lighting, public TransLink references art, planters, surface treatment, context, particularly at inter- SkyTrain RTP 2000 Design modal connection areas, through texture, color) to define a system Manual (2006): 3.4.4 (Spatial architectural design and maximum of legible and memorable spaces and Organizational Principles). in and around transit facilities. use of transparent materials. TransLink Infrastructure »» Identify opportunities to »» Clearly define edges and transitions Design Guidelines (2002): integrate transit and general in and around facilities through 4.2 (Transit Exchange). infrastructure to rationalize street distinct materials, finishes Universal Accessibility Guidelines for furniture, thus aiding legibility and landscape elements. TransLink Fleet & Facilities (2007): 2.0 and security, enhancing sense of (Space Allowance, Reach Ranges, and Controls), 4.0 (Protruding Objects). place and minimizing clutter. other references Transparency Pedestrian and Planning Design: and high Revised Edition (1987), Fruin, J. quality lighting connects The Green Guide 5th Edition interior and (2008), UK Government: (pedestrian exterior spaces. modelling flow rates). Aberdeen Highway Capacity Manual: Third Station, Richmond. Edition (2000), Transportation Research Board.
Station Planning Standards and Guidelines (2007), Transport for London.
DESIGN GUIDELINES: USABILITY 41 DESIGN STRATEGY U1: MAKE IT EASY U1.3 Wayfinding and passenger information
Wayfinding is more than just signing; it is a system of information TRANSLINK WAYFINDING elements that support movement at all stages of a trip. Effective STANDARDS wayfinding information will help passengers and pedestrians to have a positive, stress-free experience. Successful wayfinding strategies The TransLink Wayfinding integrate and utilize signage, spatial planning, lighting, structural Standards Manual (2010) provides elements and surface finishes, alongside other building elements, to principles, guidelines and standards for developing a legible, consistent create a coherent whole; thus, communicating clear and consistent and systematized approach to messages and directions across the transit network. wayfinding and signage across the transit network, with an emphasis U1.3.1 WAYFINDING REQUIREMENTS »» a Typology of Signage on rail rapid transit stations, »» Closely integrate wayfinding and indicating the range of signs bus exchanges and bus stops. passenger information needs to be applied to meet the with transit passenger facility information needs of each The Manual’s 11 wayfinding design through the preparation of facility (e.g., transit passenger principles provide the rationale facility signage, journey for a systematized approach to Facility Wayfinding Plans during planning, bus stop signage); planning and designing wayfinding the earliest stages of a project. information at transit passenger »» Facility wayfinding plans must »» a Location Plan showing the facilities. The principles focus on identify, at a minimum: placement of sign types; the following three objectives: »» a Movement Strategy showing »» an Information Schedule »» encourage multi-modal the progressive disclosure identifying the specific sign journeys; of information through types required at each location. »» provide consistent information; various spatial zones within »» deliver usable, suitable and a transit passenger facility; manageable information.
Wayfinding principles 1. provide seamless information 2. understand complex journeys
3. be predictable T-MARKER: ENTRY THRESHOLD: Freestanding pole Station entrance sign 4. name the places 5. utilize consistent codes 6. progressively disclose information ENTRY THRESHOLD: 7. don’t make the rider think Burrard Station Regulatory signage 8. provide just the right
First & Last Trains amount of information ENTRY THRESHOLD: 9. ensure information has integrity First & last trains 10. help riders to learn 11. use an appropriate Sign Typology, Transit Facility - External. tone of voice Source: TransLink Transit Wayfinding Standards Manual V2.
42 DESIGN GUIDELINES: USABILITY DESIGN STRATEGY U1: MAKE IT EASY U1.3 Wayfinding and passenger information
U1.3.2 WAYFINDING AND routes and nearby destinations. INFORMATION PLACEMENT »» Support static wayfinding, where »» Ensure that all passenger facility appropriate, with integrated, wayfinding adheres to the real-time passenger information. guidelines and standards set »» Avoid advertising media placement out in the TransLink Wayfinding that conflicts with wayfinding and Standards Manual (2010) passenger information; where in support of high-quality, there are conflicts, wayfinding consistent and efficient delivery and passenger information of customer information should take precedence. across all transit modes. »» Work with commercial tenants, »» Integrate design and placement either within or adjacent to transit of wayfinding and customer facilities, to ensure that commercial information with lighting design signage does not compete in size, and material selection. density or location with transit »» Integrate temporary customer facility wayfinding and customer information and bulletins information, particularly at facility as part of facility design. entrances and decision points. »» Incorporate passenger information »» Position backlit information and announcements within screens away from direct daylight waiting areas. [See: U2.2 and electric illumination and Information monolith with Accessible Information] provide glare protection if TransLink T-Marker, located outside Waterfront Station. Vancouver. »» Extend design and placement of direct light is unavoidable.
facilityTransLink Wayfin wayfindingding Standards Manual and customer3.0 Planning Standa rds »» Ensure CCTV cameras are notdraft information beyond the transit obscured by signing, advertising facility to direct passengers to and or passenger information. from surrounding streets, bicycle [See: U3.2.3 CCTV] 3.4 Transit Facility Signage
Ticket hall signage Signage within the ticket hall has to A Journey planning C Regulatory signage REFERENCES perform many functions. It must direct B Payment and revenue protection D Directional information people through a complicated and busy TransLink references environment, provide multi-modal journey planning information and Wayfinding Standards Manual (2010). explain fare information. It must also provide regulatory information.
B B A A C A B C B D
Transit facility ticket hall signage. Source: TransLink Transit Wayfinding Standards Manual V2.
DESIGN GUIDELINES: USABILITY 43 USABILITY: PUT PASSENGERS AND PEDESTRIANS FIRST
U2 MAKE IT UNIVERSALLY ACCESSIBLE Design strategy U2: U2.1 Physical accessibility U2.1.1 Barrier free access Make it universally U2.1.2 Accessible bus stops U2.1.3 Vertical circulation accessible U2.2 Accessible information
Transit facilities must be designed to provide convenient connections and minimize inconvenience and discrimination for all users, including those with reduced mobility. Universal accessibility allows all people to take advantage of public transportation and saves costs associated with custom transit services such as HandyDART. Users include the elderly and visual or mobility- impaired; people with learning difficulties and other disabilities, especially those in wheelchairs; people with strollers or young children; and people with heavy or bulky baggage, shopping trolleys or bicycles. DESIGN STRATEGY U2: MAKE IT UNIVERSALLY ACCESSIBLE U2.1 Physical accessibility
Transit facilities that are free of physical barriers will increase access to transit for all users.
U2.1.1 BARRIER-FREE ACCESS »» Provide platform boarding edges »» Design facilities with the minimum with a detectable warning surface number of levels possible and, along the full length of the where level change is unavoidable, public use area of the platform. provide elevators and escalators »» Provide seating and, as (up and down) in addition to steps. appropriate, washrooms accessible »» Provide step-free and obstacle-free to disabled users within and access, with no level changes from around transit passenger facilities. access points to transit vehicles wherever possible, including U2.1.2 ACCESSIBLE BUS STOPS connections to HandyDART, »» Design bus stops to be wheelchair Taxi and Park & Ride points. accessible, as per TransLink’s »» Clearly distinguish and provide Universally Accessible Bus Stop Design Guidelines (2007). Platform edge high-contrast, tactile signs for stepped routes where warning strip. Canada Line, Vancouver. they are unavoidable; step-free routes should be clearly visible from the main pedestrian flow. »» Provide dropped curbs and tactile surfacing at all street crossings, consistent with municipal street design standards. »» Provide HandyDART vehicle parking spaces at all stations, with mandatory loading space for a 9m x 3m vehicle, and sufficient space to deploy a 3m rear lift to an accessible sidewalk close to the station entrance. »» Provide disabled drop-off and parking at Park & Ride facilities within easy access of the station, with level or ramp access (under covered area if possible) located so that people with disabilities are not Before and after. Making bus stops universally accessible improves compelled to wheel or walk behind waiting conditions for all users. Bridgeport Road, Richmond. parked cars (other than their own).
DESIGN GUIDELINES: USABILITY 45 DESIGN STRATEGY U2: MAKE IT UNIVERSALLY ACCESSIBLE U2.1 Physical accessibility
U2.1.3 VERTICAL CIRCULATION VERTICAL CIRCULATION: »» Elevators should be the In the absence of network- main or secondary vertical wide standards, the following circulation to achieve step-free standards adapted from access between street, ticket TransLink and London vending areas and platform. Underground design guidelines are recommended as a guide: »» Optimize elevator and escalator locations to achieve direct »» Level changes should be routes over multiple levels and resolved as follows: avoid the need for mezzanine »» less than 0.5 metres: ramp connections where possible. »» 0.5 metres to 3 metres: elevator and staircase »» Optimize elevator and escalator (minimum of three capacity and number based steps) unless patron on facility use and function. volume warrants the »» Consider all users when use of escalators Elevator located on pedestrian desire determining the capacity and »» 3 metres and over: lines with positive use of transparency. escalator in both location of elevators, including Waterfront Station, Vancouver. directions and elevator those with mobility impairments, »» Where ramps are used strollers, baggage and bicycles, for level changes greater and, where possible, provide than 0.5 metres, provide a large two-door elevators to secondary means of access. accommodate wheelchair »» Headroom over escalators and bicycle movement. should be no less than 3 metres. »» Make elevator and escalator »» Ensure that elevator operating switches or plates provide locations clearly visible from appropriate contrast, are platform/concourse areas and on or operable with a closed fist and adjacent to main pedestrian flows, are easily reached by people with clear directions for alternative walking or in wheelchairs; the routes in case of breakdowns. switch must be located so that the person using it is not in »» Consider the need for redundancy the way of the opening door. in the provision of elevators and »» Calculate escalator requirements escalators to accommodate service on an assumed capacity of interruptions, commensurate with 100 passengers per minute. expected passenger volumes. »» Provide at least 0.8 square »» Ensure that handrails contrast metres per waiting passenger for entry and exit to elevators. with their visual background. Single-direction escalators limit accessibility. Escalators should Source: TransLink Transit Infrastructure always be installed in two directions, Design Guidelines and Transport for combined with stairs and elevators. London Station Planning Standards Marine Drive Station, Vancouver. and Guidelines April 2007
46 DESIGN GUIDELINES: USABILITY DESIGN STRATEGY U2: MAKE IT UNIVERSALLY ACCESSIBLE U2.2 Accessible information
To make transit information accessible to as wide a range of people as possible, its design must be easily accessible. Accessibility will benefit all users, including those with vision, language or cognitive difficulties.
»» Provide real time passenger »» Signage design should information in both audio include consideration of: and visual formats. »» cultural differences »» Provide the same or equivalent »» language differences information in a visual format »» cognitive impairments where public address systems convey audible information. »» visual impairments »» Provide at least one ticket vending »» mobility impairments machine (TVM) with audible »» Ensure that information is information at appropriate reach accessible to those who have ranges for people in wheelchairs. difficulties with language – either »» Design facilities with acoustic through learning difficulties or properties that ensure audio speaking English as a second information is fully audible. language – with the appropriate use of consistent naming as »» Provide customer help telephones Accessible passenger information well as symbols, pictograms, that are clearly signed and that can helpline. Millennium Line, Burnaby. colour coding and other accommodate wheelchair users. elements of intuitive design not »» Design information and signs based on textual language. with appropriate font sizes. »» Coordinate signs with lighting: »» Use colour tones that are as »» illumination on the face of high contrast as possible and front-lit signs should be five effective for users with colour REFERENCES to ten times higher than the vision deficiencies, such that they level of ambient illumination TransLink references provide optimum levels of legibility SkyTrain RTP 2000 Design Manual in the area and should be and distinctiveness between (2006): 3.6 (Accessibility Standards). uniform across the entire different design elements. face for better readability; Universal Accessibility Guidelines for TransLink Fleet & Facilities (2007). »» select low-glare materials and finishes and consider the Universally Accessible Bus Stop Design Guidelines (2007). angle of reflection among the location of the lights, the Wayfinding Standards Manual (2010): 2.2 (Inclusivity Principles). position of the sign and the
position of the viewer, as some other references people with partial sight are ADA Standards for Accessible particularly sensitive to glare. Design (2010), US Government.
DESIGN GUIDELINES: USABILITY 47 USABILITY:U.2 PUT PASSENGERS AND PEDESTRIANS FIRST
U3 MAKE IT SAFE AND SECURE Design strategy U3: U3.1 Safety U3.2 Security Make it safe and secure U3.2.1 Resilience U3.2.2 Crime prevention through environmental design U3.2.3 CCTV U3.3 High-quality lighting U3.3.1 Lighting U3.3.2 Lighting at transit facilities U3.3.3 Lighting the public realm
Safe and secure passenger transit facilities minimize the potential for accidents, conflicts and collisions as well as criminal harm through careful design, effective lighting and security measures such as CCTV. DESIGN STRATEGY U3: MAKE IT SAFE AND SECURE U3.1 Safety
Transit facilities should be designed so that passengers, transit staff and others are able to use the facility safely and without fear of injury see case study: 4.1.2 eldon square bus exchange or accident.
»» Minimize conflicting and crossing »» Use high contrast finishes flows between pedestrians and to minimize the possible risk transit vehicles, cyclists and cars. of accidents and to identify »» Rationalize and carefully locate potential hazards such as ramps, all street furniture and other platform edges and change of infrastructure – including grade at stairs and ramps. temporary signs, public art, retail »» Design for low speed limits for kiosks and newspaper vendors – to vehicles in areas where conflict minimize obstruction and maximize with pedestrians is highest. the use of available space. »» Design spaces to enable safe »» Use anti-slip flooring appropriate pedestrian movement without to location and use and that meets the need for barriers or fences. all relevant local standards.
Tactile path and high-contrast platform edge strip. Waterfront Station, Vancouver. SLIP RESISTANCE OF FLOOR AND TREAD FINISHES
MATERIAL DRY AND UNPOLISHED WET
Clay tiles Good Poor to fair Clay tiles, textured finish Very good Good or non-slip granules Concrete Good Poor to fair Concrete, textured finish Very good Good or non-slip aggregate Linoleum Good Poor to fair Rubber, sheet or tiles Very good Good Sheet vinyl Good Poor to fair Sheet vinyl, non- Very good Good slip granules Terrazzo Good Poor to fair Vinyl asbestos tiles Good Poor to fair Passenger information and street furniture located parallel to passenger movements. NOTE: Slip resistance of very good and good is acceptable. Slip-resistance of fair and poor is not acceptable. Marine Drive Station, Vancouver. Source: TransLink, Universal Accessibility Guidelines for Fleet and Facilities
DESIGN GUIDELINES: USABILITY 49 DESIGN STRATEGY U3: MAKE IT SAFE AND SECURE U3.2 Security
Transit passenger facilities that feel secure deter crime. Security can see case study: be achieved through incorporating active uses to generate natural 4.1.2 eldon square bus exchange surveillance, ensuring open sightlines, using vandal resistant materials and designing high quality lighting. Security also requires design to be resilient to possible risks and threats, both natural and human-made. Transit passenger facilities should aim to optimize the balance between facilitating crime prevention through design and meeting the wider design principles set out in these Design Guidelines.
U3.2.1 RESILIENCE perceive that they can be observed Resilience requires that the planning, (even if they cannot) a crime is design and construction of transit less likely to occur, given the passenger facilities anticipates all increased potential for intervention, hazards and risks presented to apprehension and prosecution. occupants, structures and operations. The following CPTED principles Mitigation involves the balanced should be applied to reduce design of operational, technical fear and incidence of crime and and physical safety methods. to maintain quality of life: Unwelcoming pedestrian approach to Columbia Station, New Westminster. »» Designs should consider a hazard »» Involve crime prevention assessment that covers the full professionals to determine required range of threats (e.g., natural, measures for crime prevention. terrorist, criminal, accidental) for »» Involve local communities in a given facility and location. identifying security threats »» Designs should consider a and helping to achieve safe vulnerability assessment and risk routes for people walking or analysis to identify areas of needs, cycling in areas surrounding priorities and countermeasures transit passenger facilities. that address high-risk threats. »» Maximize visibility and views to and from transit passenger U3.2.2 CRIME PREVENTION facilities and their surrounding THROUGH ENVIRONMENTAL DESIGN streets and neighborhoods. Crime Prevention Through [See: U1.2 Legible Spaces] Environmental Design (CPTED) encourages people in stops, stations »» Design high-quality or exchanges and surrounding streetscapes adjacent to areas to look out for each other. facilities with wide sidewalks Isolation should be avoided by that encourage active use. Reinforced vehicle penetration »» Orient doors and windows of barriers form an integrated designing spaces that provide good feature in the streetscape. Arsenal natural surveillance combined with surrounding buildings towards Football Club, London, UK. visible staff presence. If individuals transit facilities to encourage natural surveillance.
50 DESIGN GUIDELINES: USABILITY DESIGN STRATEGY U3: MAKE IT SAFE AND SECURE
»» Avoid locating transit information concerning security facilities to the rear of cameras and providing ample surrounding developments. and accessible telephones. »» Use transparency positively and avoid designing blind corners, U3.2.3 CLOSED CIRCUIT TELEVISION recesses and other places Closed Circuit Television (CCTV) where people could hide. monitoring provides numerous »» Locate staff facilities and ticket benefits, including the recording machines in areas where of criminal activity and crowd the greatest portions of the management in transit passenger transit passenger facility (or facilities. Used overtly, it can also act those areas most prone to as a deterrent to crime and reduce crime) are directly visible. fear of crime in transit facilities, on the street and in transit vehicles. »» Design elevator lobbies, passenger waiting areas and locations »» Place cameras to allow clear, where information is provided uninterrupted views of all public Open transparent design provides good natural surveillance. Marine to enable natural surveillance areas that are both internal and Drive Station, Vancouver. by passengers and others external to the transit passenger working within the facility. facility. Placement should include »» Clearly identify Designated platforms, concourse areas and REFERENCES Waiting Areas, help points and ticket vending areas, as well as entrances and waiting areas. TransLink references emergency refuge areas. SkyTrain RTP 2000 Design Manual »» Provide uniform lighting that »» Incorporate CCTV cameras in (2006): 3.4.5 (CPTED), 3.8.5 eliminates dark areas and keeps the design, both noticeably (Reflectance, Contrast and Glare), 3.8.13 (Floor and Walkway Finishes), entrances well lit at all times. to give the user a feeling of safety and discreetly to avoid 3.15 (Station Control and Security). »» Design for all hours of obstructing sightlines to passenger Transit Infrastructure Design facility operation. information and signing. Guidelines (2002): 3.0 (Bus »» Vary staff duty locations Stop Location and Design). »» Prevent obstruction of, and throughout the day to offer reflection on, CCTV cameras Universal Accessibility Guidelines for the greatest coverage. and screens through considered TransLink Fleet & Facilities (2007): Facilities-4.0 (Protruding Objects). »» Add vitality at different times of placement of lighting and signage. the day and night by bounding [See: U3.3 High Quality Lighting] other references movement and decision spaces »» Design CCTV installations as Creating Safer Communities with active spaces or frontages. part of a package of security (1998), RCMP. »» Design for potential condensed measures, along with other Design Guidelines (2010), Design night-time operations to measures described in these Centre for CPTED Vancouver. enhance passenger security. Design Guidelines. Draft Transit Sustainability »» Use visible crime prevention Guidelines (2010), APTA: 2.D.1 elements, such as posting (Enhance Safety and Security).
DESIGN GUIDELINES: USABILITY 51 DESIGN STRATEGY U3: MAKE IT SAFE AND SECURE U3.3 High-quality lighting
Lighting quality plays a central role in creating safe and pleasant see case study: environments for customers, staff and other facility users. Lighting 4.1.1 canada line lighting strategy that is appropriate to location and function will result in increased safety, legibility, accessibility, security, ambience and, therefore, public satisfaction. Carefully planned lighting will improve wayfinding and make orientation intuitive; thus, ensuring that transit passenger facilities and their immediate context will be easy to use and navigate. The following guidelines support the design intent and performance goals of the Illuminating Engineering Society of North America (IESNA) Lighting Standards, which should be used as a design guide for all lighting of transit passenger facilities.
U3.3.1 LIGHTING »» Maintain lighting consistency »» Use IESNA visual task categories to throughout by lighting all surfaces establish luminance requirements. to improve visibility, visual comfort »» Ensure that mandatory emergency and adaptation and to prevent dark lighting is compliant with the corners and potential vandalism. requirements of the Electrical [See: U2.1 Physical Accessibility] and Building Codes and IESNA »» To reduce energy consumption Feature lighting. Vancouver recommended practices. and operating costs, consider using International Airport, Richmond. »» Define a task-based lighting occupancy sensors, automated strategy for functional areas to time devices and photocells where deliver light where and when it appropriate to manage light levels is needed without overlighting; when spaces are unoccupied or include horizontal and vertical when there is sufficient daylight. illumination to provide consistent »» Include feature lighting where light levels for visual comfort, appropriate to enhance sense understanding and safety needs. of place – and the experience »» Coordinate luminaire types and of space and art – and to add locations with CCTV, TVMs, enjoyment to the experience signage, public address and of using public transit. passenger information systems »» Ensure that luminaire mounting and other such facilities to heights are appropriate to ensure provision of effective location and function and illumination without obscuring with intensity appropriate to CCTV cameras and signs. mounting height to avoid glare. »» Avoid the use of luminaires with complicated repair, removal Positive transition from daylight to electric light. King Edward Station, Vancouver. and disposal requirements.
52 DESIGN GUIDELINES: USABILITY DESIGN STRATEGY U3: MAKE IT SAFE AND SECURE U3.3 High-quality lighting
U3.3.2 LIGHTING AT »» Integrate transit facility and TRANSIT FACILITIES third-party lighting for bus »» Develop daylighting strategies exchanges, loops and surrounding at planning and concept areas to support efficient design stages for: operations and legibility and to create a unified design. »» orientating and massing of the building, »» Establish a lighting curfew (typically one hour after the close of »» locating windows and business) and reduce non-essential architectural glare exterior lighting by a minimum control devices, of 30% to reduce environmental »» maximizing energy savings impact, save energy, improve through the use of controlled visibility for drive-by police patrols daylight and electric Poor integration with third-party lighting and improve sleeping conditions resulting in glare and dark areas. Edmonds lighting integration. for neighboring residents. Station Bus Exchange, Burnaby. »» Design transition zones to facilitate adaptation between natural and electric lighting and between other areas with INTEGRATION WITH THIRD REFERENCES significantly different light levels. PARTY LIGHTING SYSTEMS TransLink references »» Use high light-reflectance materials Lighting requirements vary Transit Infrastructure Design in matte finishes to improve Guidelines (2002): 3.6 (Bus according to context (e.g., brightness and diffusion, and Stop Lighting Levels). ranging from protected wildlife minimize light absorption to reduce corridors to high-intensity Universally Accessible Bus Stop Design quantity of lighting required and business and industrial districts). Guidelines (2007): 7.0 (Illumination). overall energy consumption. A coordinated lighting strategy other references should be developed between ASH-118-09: Energy Efficiency U3.3.3 LIGHTING THE PUBLIC REALM municipal, TransLink-owned Guide for Existing Commercial »» Design exterior lighting according and, where possible, third Buildings (2009), ASHRAE. to a facility’s local context, party-owned lighting systems, with light levels appropriate with the common goals of: Lighting Handbook: Reference and Application (Current Edition), to the facility’s lighting zone, »» increasing visibility, safety Illuminating Engineering Society including reasonable use of and sense of security of North America. (2010) outdoor lighting for nighttime »» minimizing light pollution Standard 189.1: Standard for safety, security, productivity, »» identifying hazards the Design of High-Performance enjoyment and commerce. Green Buildings (2009), ANSI/ »» avoiding energy waste »» Comply with maximum ASHRAE/USGBC/IES. »» minimizing visual clutter allowable Backlight, Uplight and Glare (BUG) ratings. »» creating a positive aesthetic experience
DESIGN GUIDELINES: USABILITY 53 USABILITY: PUT PASSENGERS AND PEDESTRIANS FIRST
U4 MAKE IT COMFORTABLE Design strategy U4: U4.1 Protection from the elements Make it comfortable U4.2 Amenities
Attending to the physical comfort of passengers means protecting them from the elements, providing places to rest and minimizing such unpleasant sensory experiences as noise or smells. Comfortable transit facilities will attract new users and will be valued by those who use them on a regular basis. DESIGN STRATEGY U4: MAKE IT COMFORTABLE U4.1 Protection from the elements
Passengers should feel comfortable in waiting environments, in or out of doors. All-weather protection should be combined with appropriate lighting, heating and ventilation.
»» Design transit facilities to ensure passengers without impeding that passengers are protected pedestrian movement. from the full range of weather »» Integrate shelters, canopies conditions (e.g., wind, rain, snow, and awnings architecturally, sun and extreme heat and cold). where possible, into the design »» Provide continuous coverage for of transit passenger facilities passengers connecting between and/or adjacent buildings. different modes or services. »» Use passive cooling and heating »» Design indoor and outdoor design strategies in transit spaces to maximize the passenger facility architecture thermal comfort of passengers to maximize the comfort and pedestrians through the of waiting passengers. use of canopies, overhangs, »» Apply noise reduction techniques awnings and landscapes. to minimize ambient noise and Bus shelters sized to accommodate large »» Site and size canopies and to provide for comfortable passenger volumes. SFU, Burnaby. shelters to accommodate conversation and audible projected volumes of waiting passenger announcements.
Covered walkway between transit facility and retail development. Brentwood Station, Burnaby.
DESIGN GUIDELINES: USABILITY 55 DESIGN STRATEGY U4: MAKE IT COMFORTABLE U4.2 Amenities
Amenities are features that enhance passenger comfort, convenience and pleasure and that help to instill passenger confidence. Provision of amenities within and around transit will offer practical advantages for transit passengers and surrounding communities – encouraging activity resulting in informal surveillance and contributing to a sense of personal security that is vital to promoting ridership and social activity around transit.
»» Consider the inclusion of »» Provide waiting facilities amenities at project planning appropriate to transit passenger and concept design stages. facility capacity and use and that [See: Amenities list on facing incorporate seating, weather page and P1.2.3 Public Art] protection and passenger »» In light of TransLink’s stated information. [See: U1.3 Wayfinding vision, goals and objectives, and Passenger Information] Mix of amenities including, ATM and retail kiosks. Commercial- consider public art opportunities »» Provide seating areas located Broadway Station, Vancouver. at the outset of a project outside of the primary flow of and provide long-term pedestrian circulation and located maintenance of artworks. to disperse passenger loads. REFERENCES »» Design amenities to be »» Consider the provision of TransLink references fully integrated with transit washrooms appropriate to facility SkyTrain RTP 2000 Design Manual facilities and with surrounding scale, function and context. (2006): 3.4.2.1 (Environmental developments and buildings and »» Integrate leaning rails into facility Functionality), 3.7.3 (Hard to be adaptable, comfortable, design where space is constrained. Landscaping Components - Station universally accessible, safe and Specific), 3.8.16 (Canopies), 3.13 »» Consolidate newspaper boxes and easy to use, preferably during all (Acoustics and Noise Control). locate them adjacent to facility hours of transit operations. [See: Transit Infrastructure Design Guidelines entrances to avoid obstructing P1.2 Vibrant People Places] (2002): 3.5 (Bus Stop Passenger pedestrian movements. Amenities), 6.0 (Shelters). »» Design amenities, activities
Universal Accessibility and spaces to be viable, Guidelines for TransLink Fleet & sustainable, coordinated and Facilities (2007): Facilities-6.0 shared as appropriate between (Passenger Loading Zones). the transit facility and the Universally Accessible Bus Stop surrounding community. Design Guidelines (2007): 3.0 (Stop »» Provide for a mix of ancillary Configuration), 5.0 (Seating). activities that will animate
other references spaces throughout the day Draft Transit Sustainability and evening, both inside and Guidelines (2010), APTA: 2.D.3 outside of the facility. (Provide comfortable experience).
56 DESIGN GUIDELINES: USABILITY DESIGN STRATEGY U4: MAKE IT COMFORTABLE U4.2 Amenities
AMENITIES Features considered to be amenities can change over time as a result of raised passenger expectations and new legislation. Consideration should be given to the inclusion of amenities as practical, effective features that enhance the experience of transit passengers and that translate into increasing ridership. Examples of amenities include: »» washrooms and baby- changing facilities »» public art »» retail, food and leisure amenities »» clocks »» telephones »» waste and recycling bins »» cash machines »» landscaping Consider the provision of amenities at all bus stops, including: »» shelters and weather protection with integrated lighting »» public art »» telephones »» waste and recycling bins »» clocks
Passenger amenities, left to right from top: bicycle racks and lockers at a Park & Ride facility, permanent public art, sheltered waiting area with seating and waste bin, consolidated newspaper boxes, ATM, recycling bins, retail kiosk, temporary public art, station airport check-in machines.
DESIGN GUIDELINES: USABILITY 57 O2.1.2 Inter-modal connections, bicycles
O1.1 Transit vehicle needs
O1.2 Staff facilities
O2.1.1 Integration requirements
58 DESIGN GUIDELINES: OPERATIONS OPERATIONS: Optimize transit efficiency
Transit facilities that are efficient for transit operations also benefit passengers through more reliable journey times and more frequent services made possible by operational cost-savings. Optimizing transit efficiency means providing easy access for transit vehicles, seamless integration with other modes and effective maintenance. Guidelines for Operations are organized under three broad design strategies: »» O1 Facilitate transit operations »» O2 Support transit by integrating with other modes »» O3 Facilitate effective management and maintenance
Good spatial organization supports comfortable, convenient and safe transit, pedestrian and cyclist movements. Dedicated staff facilities are integrated within the facility.
Stratford Interchange, London, UK DESIGN GUIDELINES: OPERATIONS 59 OPERATIONS: OPTIMIZE TRANSIT EFFICIENCY
O1 FACILITATE TRANSIT OPERATIONS Design strategy O1: O1.1 Transit vehicle needs Facilitate transit O1.2 Staff facilities operations
The design of transit passenger facilities must provide for the needs of all those who may use the facility –including passengers, transit vehicles, transit staff, service vehicles and maintenance crews – and must ensure efficient operations now and into the future that make the best use of available resources and serve customers well. DESIGN STRATEGY O1: FACILITATE TRANSIT OPERATIONS O1.1 Transit vehicle needs
Transit vehicles include transit passenger vehicles (e.g., buses, HandyDART, trains) and transit service vehicles, such as those used case study: 4.1.2 eldon square bus exchange for facility maintenance and service, and those used for transit supervisors, security staff, and police. Facility design should consider general spatial requirements for these vehicle types and ways to promote their efficient operations.
»» Provide appropriate space for »» Plan transit facility spatial transit vehicles and passengers configuration to avoid conflict according to the expected with efficient transit operations. lifespan of the facility, considering »» Design arrival, drop-off, layover potential changes to vehicle and pick-up locations for all transit technologies and dimensions. services to ensure that paths »» Establish vehicle dimensions within the facility minimize travel and manoeuvring space distances and avoid conflicts. requirements from TransLink’s »» Consider locating bus layover areas Transit Infrastructure Design away from passenger pick-up Guidelines. [See: TIDG 1.3–1.5] and drop-off areas to minimize »» Plan transit vehicle paths to visual and noise impacts on minimize potential conflict passenger environments, while with other road users and minimizing distances that add Poor use of barriers creates conflict pedestrians. [See: TIDG 4.2.2] travel time and operating costs. and encourages use of more direct routes that may cause conflict. Metrotown Bus Exchange, Burnaby.
Arrival, drop-off and layover areas planned to minimize travel distances and avoid Layover conflicts.
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DESIGN GUIDELINES: OPERATIONS 61 DESIGN STRATEGY O1: FACILITATE TRANSIT OPERATIONS O1.1 Transit vehicle needs
see case study: »» Design layover areas to be »» Minimize the potential for 4.1.2 eldon square bus exchange safe and secure. [See: U3 conflicting pedestrian and Safety and Security] vehicular movements and avoid »» Design functional relationships the use of fences or barriers: within facilities in accordance with »» ensure pedestrian crossings are TransLink’s Transit Infrastructure provided along desire lines, Design Guidelines. [See: TIDG 4.2] »» Locate crossings with good »» Provide adequate parking space for sight lines behind, rather than in a minimum of two transit service front of, bus layover locations, vehicles as close as practical to in accordance with TransLink’s a transit station or exchange. Transit Infrastructure Design »» Consider parking provision as Guidelines: [See: TIDG 2.5-2.6] part of a multi-purpose or shared »» locate transit passenger facility space, without compromising entries so that connections service vehicle access needs. do not require crossing of a major arterial roadway.
Bus bulges help buses operate more efficiently by avoiding the need to wait for a gap in traffic before leaving a stop.
REFERENCES
TransLink references SkyTrain RTP 2000 Design Manual (2006): 3.12.2 (Ancillary Rooms), 3.12.5 (Staff & Maintenance Services).
Transit Infrastructure Design Guidelines (2002): 1-3-1.5 (Bus Operation Specifications), 2.5-2.6 (Sight Distances & Sight Lines), 4.2 (Transit Exchange), 4.4 (Passenger Layover and pick-up spaces organized to minimize conflict. Pick-up and Drop-off Facilities). Bridgeport Station and Bus Exchange, Richmond.
62 DESIGN GUIDELINES: OPERATIONS DESIGN STRATEGY O1: FACILITATE TRANSIT OPERATIONS O1.2 Staff facilities
Staff facilities (including lockers, wash and mess rooms and changing rooms appropriate to the transit facility type) will enable staff to work comfortably and efficiently, optimizing day-to-day operations.
»» Provide dedicated staff facilities existing commercial development. and amenities appropriate »» Provide adequate ventilation to transit facility type. [See: and lighting for staff working RTP 2000 3.12.5] in enclosed spaces, and ensure »» Coordinate and integrate that temperature and noise provision of staff facilities with levels fall within safe and facility architecture to minimize comfortable limits. [See: RTP stand-alone buildings which 2000 3.13 Acoustics and Noise] are incompatible or that use »» Provide space for transit operations site space inefficiently. supervisor vehicles at transit »» Provide basic staff facilities stations and exchanges. (washrooms and crew rooms) »» Ensure that operating as close as possible to transit This security building is poorly hours of basic staff facilities integrated into the passenger facility layover locations, preferably as accommodate the first and behind it and blocks sightlines that dedicated facilities or part of an last transit service each day. would otherwise offer better natural surveillance from the surrounding area.
Dedicated staff facilities building integrated within Marine Drive bus exchange, Vancouver.
DESIGN GUIDELINES: OPERATIONS 63 OPERATIONS: OPTIMIZE TRANSIT EFFICIENCY
O2 SUPPORT TRANSIT BY INTEGRATING Design strategy O2: WITH OTHER MODES O2.1 Inter-modal connections O2.1.1 Integration requirements Support transit O2.1.2 Pedestrians O2.1.3 Bicycles by integrating with O2.1.4 Taxi and Kiss & Ride other modes O2.1.5 Park & Ride
Modal integration makes transit efficient and convenient and builds transit mode share. Consideration should be given to the modal balance required when prioritizing the integration of transit with other modes. DESIGN STRATEGY O2: SUPPORT TRANSIT BY INTEGRATING WITH OTHER MODES O2.1 Inter-modal connections
see case study 4.1.6 flintholm station bicycle integration
Efficient connection between transport modes and services is a core function of TransLink’s passenger facilities. Effective design will minimize wait times and ensure that connections are as easy and as logical as possible.
O2.1.1 INTEGRATION REQUIREMENTS »» Use passenger forecasts »» Review relevant regional (and pedestrian data outside and local land use and of fare-paid zones) to: development plans and policies »» identify and quantify to establish transit integration connection demand between and priorities by location. transit and non-transit modes, »» Balance vehicular traffic flows »» plan spatial requirements between transit and other modes for transit vehicles and to provide optimum priority for passengers, and transit services at and around »» identify opportunities for Park & Elevated walkway at Commercial-Broadway transit passenger facilities and Ride. [See: TransLink TIDG 4.3] Station helps to reduce at-grade inter- include a traffic management plan modal transfer movements. Vancouver, BC. with transit priority measures.
Bus priority lane, outside Broadway- City Hall Station. Vancouver.
DESIGN GUIDELINES: OPERATIONS 65 DESIGN STRATEGY O2: SUPPORT TRANSIT BY INTEGRATING WITH OTHER MODES O2.1 Inter-modal connections
O2.1.2 PEDESTRIANS O2.1.3 BICYCLES »» Provide convenient, multiple and »» Establish bicycle access and parking direct pedestrian access points to requirements based on passenger the transit facility for all origins demand, transit passenger and destinations, leading to a facility usage and local context. single gate array where practical. »» Provide safe and convenient »» Safely accommodate existing bicycle access, egress and parking and potential passenger appropriate to the facility type and pedestrian routings. and in well-lit areas close to transit »» Design fare-paid areas, particularly access routes, while minimizing at connections and exchanges, conflict with other modes: to facilitate user understanding »» provide long-term bicycle and seamless movement. parking, such as a bicycle »» Site bus stops to minimize walking station, lockers or cages; distances between connections. »» provide short-term bicycle »» Group bus routes with parking, such as bicycle racks, Taxi and private car drop off adjacent to preferably sheltered and close Joyce-Collingwood Station. Vancouver. similar destinations at single or adjacent stops. to the transit passenger facility; »» design bicycle access routes to be separate from motor vehicle traffic, comfortable for all users, with even, well-drained surfaces. »» Locate bicycle parking as close as possible to transit passenger facility entrances/ exits, in areas with good natural surveillance from other transit passenger facility users and passers-by and readily accessible from every entrance (at transit passenger facilities with more than one entrance) without obstructing pedestrian movement.
Washington Bikestation provides secure parking, showers, lockers and bicycle rental and integration with public transit. Union Station, Washington, DC.
66 DESIGN GUIDELINES: OPERATIONS DESIGN STRATEGY O2: SUPPORT TRANSIT BY INTEGRATING WITH OTHER MODES DESIGN STRATEGY O2: SUPPORT TRANSIT BY INTEGRATING WITH OTHER MODES O2.1 Inter-modal connections
»» Provide clear and consistent O2.1.4 TAXI AND KISS & RIDE see case study signage for bicycle parking facilities »» Identify and quantify separate 4.1.6 flintholm station that is visible from all approaches. passenger pick-up and drop- bicycle integration »» Design bicycle parking facilities off for taxis and private vehicles to be compatible with transit appropriate to the facility type, facility street furniture, allowing with drop off locations placed adequate space for both users as closely as possible to facility and maintenance activities. entrances to deter use of bus stops REFERENCES and avoid conflict. [See: TIDG 4.4] »» Consider using CCTV to improve TransLink references security for bicycle parking and SkyTrain RTP 2000 Design Manual access routes. [See: U3.2.3 CCTV] O2.1.5 PARK & RIDE (2006): 3.7.2.5 (Bike Racks), »» Provide continuous, direct and 3.7.3.10 (Bike Storage Facilities). safe pedestrian access between Transit Infrastructure Design Guidelines parking and the transit facility. (2002): 3.0 (Bus Stop Location and »» Consider the provision of Design), 3.3 (Bus Stop Placement), 4.2 (Transit Exchange), 4.4 (Passenger priority parking spaces for car Pick-up and Drop-off Facilities). share and car pool vehicles.
Passengers queuing into Commercial-Broadway station entrance area from No weather protection between the car the 99-B line bus stop in the morning peak, creating an obstruction to park and station. Coquitlam Park & Ride cross-movements for pedestrians on the sidewalk. Vancouver, BC. and bus exchange. Coquitlam, BC.
DESIGN GUIDELINES: OPERATIONS 67 OPERATIONS: OPTIMIZE TRANSIT EFFICIENCY
O3 FACILITATE EFFECTIVE Design strategy O3: MANAGEMENT AND MAINTENANCE O3.1 Management and maintenance Facilitate effective arrangements O3.1.1 Management and maintenance management and plans O3.1.2 Vandal resistance maintenance O3.1.3 Efficient maintenance
Clear and effective management and maintenance plans will ensure the safety and efficiency of transit facility operations and the durability of built structures and materials. They will also help to manage whole life costs and make the facility safe and appealing to users. DESIGN STRATEGY O3: FACILITATE EFFECTIVE MANAGEMENT AND MAINTENANCE O3.1 Management and maintenance arrangements
Effective management and efficient maintenance coordinated across agencies will enhance the passenger experience and extend the life of see case study: 4.1.2 eldon square bus exchange the facility.
O3.1.1 MANAGEMENT AND including graffiti-resistant materials MAINTENANCE PLANS or finishes that are easy to clean. »» Explicitly define the rights »» Deter vandalism by locating TVMs and responsibilities of all and other passenger facilities in stakeholders with regard to areas of good natural surveillance. management, maintenance, and »» Design elevators with transparent emergency procedures as well walls and locate elevator as Operations, Maintenance entrances in positions of and Renewals (OMR) and future good natural surveillance. capital improvement projects. »» Specify luminaires to be vandal- »» Take account of operating resistant by type, location and hours, including peak and off- construction, with recessed peak periods, in management and lensed luminaires preferred and maintenance plans to where practical. [See: U3.3 minimize disruptions to High Quality Lighting] passengers or transit services. »» Use materials that balance »» Ensure that emergency repair durability and aesthetic qualities. plans are in place for transit facilities that have elements O3.1.3 EFFICIENT MAINTENANCE Regular in-station maintenance. operated by other agencies »» Ensure that facility design allows SkyTrain, Vancouver. (e.g., escalators) to keep them for effective maintenance, operational in a timely manner. helping to promote »» Avoid conflicts among transit, cleanliness and comfort. emergency services vehicles »» Identify and quantify access and staff and passenger requirements for operational emergency escape routes. maintenance and servicing vehicles, »» Ensure that customer emergency including hours of operation. help and information points »» Provide access and timing for are available within both hfare- operational maintenance and paid and non-fare-paid zones. servicing vehicles that avoids conflict with transit operations REFERENCES O3.1.2 VANDAL RESISTANCE and passenger movements. TransLink references »» Design and construct fixtures »» Provide operational zones CMBC Properties Jurisdiction and fittings to deter vandalism by as required, such as storage and Responsibilities Guide using tamper-proof materials that and maintenance facilities. minimize maintenance and repair,
DESIGN GUIDELINES: OPERATIONS 69 P1.2.2 Distinctive architecture
P2.1 Integration with context
70 DESIGN GUIDELINES: PLACEMAKING P1.2.1 Public spaces PLACEMAKING: Create great places
Public transit is a vital civic resource and forms a focal point for This document focuses on transit community activity. When designed well, transit facilities of all sizes passenger facilities and their can help create ’great places’ that feature a strong sense of place immediate context (roughly and identity; they provide attractive public spaces where people feel within a one-block radius). comfortable spending time and promote a positive mix of activity by Design guidance for the wider a wide variety of people. The public realm along transit routes can neighbourhoods around frequent transit stops, stations and also be designed and integrated to form great linear urban corridors exchanges will be included in a between facilities. future companion document to be organized according to the Creating great places with transit requires close coordination “Six D’s” of successful Transit- between TransLink, local jurisdictions, property owners, and Oriented Communities: residents to weave the various transportation, urban development »» Destination: Align major and place-making elements into a coherent whole. destinations along a reasonably direct corridor Guidelines for Placemaking are organized under two broad design so they can be efficiently strategies: served by frequent transit. »» Distance: Provide an »» P1 Make transit a community asset interconnected system of pedestrian routes so that »» P2 Seamlessly integrate transit, urban development and the people can walk to the transit public realm service quickly and conveniently from the places where they live, work, shop and play. »» Design: Design high-quality, pedestrian-friendly spaces that invite walking and cycling. »» Density: Concentrate higher densities as close as possible to frequent transit stops, stations and exchanges to minimize walking distances to more destinations for more people. »» Diversity: Provide a rich mix of pedestrian-friendly uses to facilitate more street-level activity throughout the day and night and to increase affordability and enliven the public realm. »» Demand Management: The distinctive Beatrixlaan Viaduct is 400 Discourage unnecessary driving metres long and constructed from mild while providing attractive steel rings interconnected by diagonally set transportation alternatives. tubes. Spans of 40 to 50 metres require few supporting columns at street level, providing for comfortable pedestrian movement, good natural surveillance and an active public space. Beatrixlaan Light Rail Viaduct, The Hague, Netherlands DESIGN GUIDELINES: PLACEMAKING 71 PLACEMAKING: CREATE GREAT PLACES
P1 MAKE TRANSIT A Design strategy P1: COMMUNITY ASSET P1.1 Community and stakeholder requirements Make transit a P1.2 Vibrant people places P1.2.1 Public spaces community asset P1.2.2 Distinctive architecture P1.2.3 Public art
In order to make transit a community asset, instead of a community nuisance, the design of both transit passenger facilities and non-passenger transit infrastructure (e.g., tracks, guideways, trolley overhead) should seize opportunities to create vibrant people places featuring high quality urban design, distinctive architecture, and public art. When new transit infrastructure or renovations are designed, full advantage should be taken of the opportunities provided to focus passenger and general public activities to develop a sense of place, recognizing that responsibility for achieving this focus is shared among TransLink, the municipality and property owners. DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET P1.1 Community and stakeholder requirements
The planning and design of transit facilities requires consideration of issues beyond the transit facility itself, including its location in the see case studies: 4.1.4 la metro public art program region and community and its role in the wider transit network. For 4.1.5 light rail and public realm transit to be a community asset, it should be planned and designed to integration reflect community needs in ways that maximize its use and value.
»» Engage with local communities »» Identify opportunities to and stakeholders at the beginning create partnerships with of a project to align goals, community organizations to interests and opportunities. sponsor and maintain shared »» Establish the requirements for amenities and spaces. transit facilities and associated »» Synthesize needs, perceptions urban development to be in and spatial requirements to social, physical and functional develop facilities, related activities accord with their local community and spaces that can attract context, while also meeting needs and accommodate predicted of the transit system as a whole. passenger and pedestrian flows. »» Plan transit and its surrounding public spaces in collaboration with local stakeholders to Community engagement at the beginning of a project. provide amenities and activities appropriate to a particular facility’s context and role in the transit network. [See: U4.2 Amenities] »» Identify opportunities for collaborative arrangements with local schools, institutions, arts organizations and other non-governmental groups, as well as commercial sponsors, to create and maintain public art.
Multi-disciplinary stakeholder site visit.
DESIGN GUIDELINES: PLACEMAKING 73 DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET P1.2 Vibrant people places
Incorporating transit passenger facilities and infrastructure into see case study: 4.1.5 light rail and public realm their local context in a way that respects and enhances the existing integration character of the neighbourhood – with open spaces and landscaping integrated as part of transit passenger facility and route design in larger developments – will help to create attractive environments with clear identities and structures.
P1.2.1 PUBLIC SPACES frontages – such as windows, »» Locate important public storefronts and residential spaces along key pedestrian, entrances – to support activities bicycle and transit routes. and hours of use that are »» Design public spaces surrounding compatible and complementary transit to complement the cultural to those of transit services. [See: preferences of the local population. U1.1 Movement and Capacity] »» Incorporate the heritage and »» Provide safe and comfortable areas cultural diversity of locations in to sit, incorporating sheltered facility design, including public areas protected from the rain art, linking the transit network and wind to encourage their use in most weather conditions. Frame public spaces and pedestrian access to its communities to create routes adjacent to transit facilities with a positive identity for transit [See: U.4 Make it Comfortable] active uses and frontages. Vancouver, BC. and foster community pride. »» Provide pedestrian-scale »» Provide for an integrated mix of lighting to extend the active ancillary activities to meet use of public spaces. the needs of a broad range of »» Incorporate feature lighting, passengers and local communities where appropriate, to enhance – such as farmers’ markets, musical safety and sense of place. [See: performances and temporary U3.3 High Quality Lighting] art installations – to animate »» Use residual lands beneath public spaces throughout the guideways to add to the day and evening, both inside inventory of public open and outside of transit facilities. space and support active »» Design amenities to be fully transportation (e.g., community integrated with transit facilities, gardens or multi-use paths). surrounding developments and »» Locate parking lot and buildings and to be adaptable, garage entrances away from comfortable, universally accessible, pedestrian routes, and minimize safe and easy to use, preferably parking entrance widths. A community garden demonstrates during all hours of transit »» Follow CPTED principles to positive use of residual land under operations. [See U4.2 Amenities] encourage natural surveillance elevated trackway. Joyce-Collingwood Station, Vancouver, BC »» Frame public spaces and pedestrian and other passive security access routes adjacent to transit measures. [See: U3.2 Security] facilities with active uses and 74 DESIGN GUIDELINES: PLACEMAKING DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET P1.2 Vibrant people places
P1.2.2 DISTINCTIVE ARCHITECTURE »» Consider modern, innovative »» Design individual transit facilities design that complements local to foster a distinctive identity architectural styles through that respects the local context scale, massing, siting and while still conforming to network- colour rather than replicating wide standards through the existing building forms. use of common, standardized »» Where local architectural components for a consistent styles are indistinct or of poor passenger experience. quality, employ imaginative »» Identify qualities and characteristics and innovative transit facility of local architecture and the design to improve the visual and public realm that should be functional quality of the area and reflected in transit facility design to create a strong sense of place.
or that can be enhanced through Distinctive architecture in the design high quality facility design. of Bilbao’s Metro entrance structures by Foster+Partners. Bilbao, Spain.
ACTIVE FRONTAGE SCALE
GRADE A FRONTAGE A More than 15 premises every 100m No blind facades and few passive ones More than 25 doors and windows every 100m Much depth and relief in the building surface A large range of functions High quality materials and refined details GRADE B FRONTAGE 10–15 premises every 100m A few blind or passive facades Grade A B Some depth and modelling More than 15 doors and windows every 100m in the building surface A moderate range of functions Good quality materials and refined details GRADE C FRONTAGE Very little depth and modelling C 6–10 premises every 100m in the building surface Some range of functions Standard materials and few details Less than half blind or passive facades Grade C GRADE D FRONTAGE D 3–5 premises every 100m Flat building surfaces Little or no range of functions Few or no details Predominantly blind or passive facades GRADE E FRONTAGE E 1–2 premises every 100m Flat building surfaces No range of functions No details and nothing to look at Predominantly blind or passive facades Grade E
Source: The Urban Design Compendium, UK Homes and Communities Agency (2007–2009)
DESIGN GUIDELINES: PLACEMAKING 75 DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET P1.2 Vibrant people places
Integrating art within and around transit facilities provides a number of benefits, including enhancing people’s journey; creating engaging, democratic public spaces; and reflecting and enhancing the physical and cultural identity of the neighbourhood.
P1.2.3 PUBLIC ART »» Coordinate art infrastructure »» Consider public art opportunities needs with architectural at the outset of a project in light of design and budget to TransLink’s stated vision, goals and achieve cost-effectiveness objectives and provide for long- and integrated results. term maintenance of artworks. »» Design hard and soft landscaping »» Engage with local community at and around transit facilities in and cultural groups to identify ways that allow incorporation public art opportunities. of public art, such as: »» Commission artwork of high »» sculpture The Lion of Stalingrad by Xavier quality, innovation and creativity. »» murals and displays Veilhan, created as part of the »» Use fair and transparent »» water features and fountains Bordeaux light rail project, France. artist selection processes. »» lighting features and displays »» Remain open to proposals for »» banners, flags, mobiles public art from arts organizations REFERENCES and suspended features and institutions and include »» live, perfomance-based works TransLink references consideration of partnerships. Principles for Public Consultation »» Specify appropriate types »» Provide a balance of opportunities & Community Engagement: and materials for public art for temporary and permanent works and features so they are »» www.translink.ca/en/Be-Part-of-the- works of art, including Plan/Public-Consultation/Principles- durable, safe, attractive and performance based works, for-Public-Consultation.aspx consistent with transit and street appropriate to the location, SkyTrain RTP 2000 Design Guidelines maintenance requirements. (2006): 3.3.3 (Public Consultation - context and scale of each facility. »» Design transit facilities to Station Design), 3.10.7 (Station Art). »» Provide the use of advertising accommodate public art spaces for occasional and other references works that support passenger Placemaking for Communities, temporary artworks. wayfinding and movement. Project for Public Spaces: »» Integrate artworks into transit »» Provide multiple forms of »» www.pps.org. facility design to complement information about the artworks Public Art Guidelines and Policies and contribute to the design for the general public. (online), City of Vancouver: of transit passenger facilities »» www.vancouver.ca/commsvcs/ and transit infrastructure. cultural/publicart/policies.htm The Urban Design Compendium (2007–2009), UK Homes and Communities Agency.
76 DESIGN GUIDELINES: PLACEMAKING DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET P1.2 Vibrant people places
see case study: 4.1.4 la metro public art program
A screen made from more than 10,000 LED-lit glass blocks runs along the length of platform 5. Shadowy figures based on local people are set in motion when a train arrives. Living Wall, Sunderland Mainline Rail Station. England, UK. Designed by Jason Bruges Studio, London.
The seven photographs at Waterfront Station by Tamara Leigh, feature various tunnels and stations at different phases during construction of Canada Line. Under Construction. Vancouver, BC.
DESIGN GUIDELINES: PLACEMAKING 77 PLACEMAKING: CREATE GREAT PLACES
P2 SEAMLESSLY INTEGRATE TRANSIT, Design strategy P2: URBAN DEVELOPMENT AND THE PUBLIC REALM P2.1 Integration with context Seamlessly integrate P2.2 Interconnected streets P2.3 Support a mix of pedestrian-friendly transit, urban land uses development and the public realm
The planning and design of transit facilities requires consideration of issues beyond the transit facility itself, including its location in the region, its role in the wider transit network and its surrounding urban structure, urban form and land use. Concentrating higher-density, mixed-use, pedestrian- friendly development within a 5–10 minute walk (400m–800m radius) of frequent transit stops, stations and exchanges increases the cost- effectiveness of the transit system. It also creates places that enable and encourage people to drive less and to walk, bicycle and take transit more. DESIGN STRATEGY P2: SEAMLESSLY INTEGRATE TRANSIT, URBAN DEVELOPMENT AND THE PUBLIC REALM P2.1 Integration with context
see case study: 4.1.5 light rail and public realm integration
Transit facilities function best and attract customers when they are THE PUBLIC REALM integrated into their surroundings and are able to serve passengers’ The public realm forms the physical day-to-day needs. Context-sensitive transit passenger facilities link between transit facilities and that deliberately shape and animate the public spaces surrounding the wider communities they serve. them will be well-suited to becoming active and integrated fixtures In this context, the public realm embraced by their communities. is defined as the spaces between and around buildings, including streets, that are accessible and »» Design transit facilities and »» Integrate lighting, signage, usable by people. Its elements the public realm to respect wayfinding and hard and include the spaces, building the local context, respond to soft landscaping with transit frontages, landmarks and views community objectives, and be facilities and surrounding areas. that define it, as well as the streets, appropriate to the character [See: U1 Make it Easy and sidewalks, paved and natural areas, and topography of the site. U3.3 High Quality Lighting] hard and soft landscaping, water features, lighting and public art »» Consider issues of facility »» Coordinate materials and surfaces that help to animate it. Together, layout, scale, proportion and used for transit facilities to be these elements give the public massing, natural features and consistent, where appropriate, realm its identity, character, soft and hard landscaping. with those of their context, value and ‘sense of place’. »» Design amenities and spaces to be while also being consistent Importantly, the public realm is fully integrated with surrounding along transit routes. also dynamic space, enlivened by developments and buildings and movement, activities and people. to be adaptable, comfortable, universally accessible and safe and easy to use, preferably during all hours of transit operations. »» Orient buildings and maintain sightlines to key local landmarks or natural features to help in passenger orientation and wayfinding. [See: U1.3 Wayfinding and Passenger Information] »» Integrate public places and activities into existing circulation, open space and ecological networks.
This facility entrance structure is surrounded by active, animated public space and is integrated with underground retail and office developments to provide accessible, animated and safe use during hours of transit operations. Vancouver City Centre Station, Vancouver.
DESIGN GUIDELINES: PLACEMAKING 79 DESIGN STRATEGY P2: SEAMLESSLY INTEGRATE TRANSIT, URBAN DEVELOPMENT AND THE PUBLIC REALM P2.2 Interconnected streets
Integrated development that builds around an interconnected system of streets will invite more walking, cycling and transit use by offering more route choices and direct connections.
»» Prioritize and balance access »» Design access for cyclists with by mode, giving due priority direct connections to surrounding to pedestrians and cyclists. bicycle routes and convenient »» Design access for pedestrians locations of bicycle parking for with high-quality sidewalks, transit facilities and their context. direct connections and sightlines »» Provide small urban blocks and to the transit passenger facility sufficient curb space to: from surrounding areas so that »» meet peak bus demands, allow people can walk to transit facilities buses to turn around easily quickly and conveniently. and maximize connectivity; »» Prioritize pedestrian movements »» allow for taxi and auto 2 Distance in and around facilities by access for passenger drop-off providing continuity between that does not compromise Connect the Blocks transit facility buildings and transit facility operations. adjacent sidewalks and by $ $$$ »» Design service access for incorporating traffic-slowing Crow-fly distance Street network distance Crow-fly distance facilitiesStreet to network be consistent distance Pedestrian movement prioritized in and measures where appropriate, around175 metres transit. Montpellier, France.1000 metres 175 metres with265 adjacent metres developments, such as widening for pedestrian including deliveries to transit bulges at intersections that facilities and adjacent retailers. prioritize pedestrian circulation.
A disconnected, dendritic street network full of cul-de-sacs A well-connected, fine-grained network enables results in long walking distances and lower efficiency shorter and more direct walking connections, making of transit networks. it more efficient and easier to serve by transit.
Figure 4 – A disconnected, dendritic street network full of cul-de-sacs results in Figure 5 – A well-connected, fine-grained street network enables shorter, more long walking distances and less efficient transit operations. direct walking connections and is easier to serve cost-effectively with transit. 80 DESIGN GUIDELINES: PLACEMAKING
In order for frequent transit to be successful, it is essential that In contrast, a fine-grained street network with many connections people can walk to the transit service quickly and conveniently for pedestrians (Figure 5) will shorten the walk to transit and from the places they live, work, shop, and play. While the other destinations by providing more direct walking routes. The distance used to define this pedestrian catchment area will traditional grid of the streetcar suburb, with main streets spaced vary based on local conditions, generally people will walk 800m apart and local blocks no more than 150m long, is a further to access higher capacity transit services, as illustrated very effective street network for providing both a fine-grained in Table 1 above. network of pedestrian routes and efficient transit operations.
When considering a destination’s distance from transit, it is In places where the street network is already built, it may be important to consider the actual walking distance, rather than possible to improve connectivity for non-motorized modes by measuring ‘as the crow flies.’ For example, a poorly connected creating short-cut pathways for pedestrians and cyclists. network with large blocks and many cul-de-sacs (Figure 4) means that the actual walking distance is much longer than the crow-fly distance. Even destinations that are physically very close to a transit stop or station may still require a long walk.
8 | Transit-Oriented Communities A PRIMER ON KEY CONCEPTS DESIGN STRATEGY P2: SEAMLESSLY INTEGRATE TRANSIT, URBAN DEVELOPMENT AND THE PUBLIC REALM P2.3 Support a mix of pedestrian- friendly land uses
Transit and development will be mutually supportive when facilities see case study: and the mix of uses are easily accessible by pedestrians and fully 4.1.5 light rail and public realm integrated with the public realm that connects them. integration
»» Identify building types, forms all streets, considering sidewalk and densities that accommodate capacity, frontage definition a range of transit-supportive and furnishings and sidewalk uses and activities, including edge zones, as well as buffers residential, commercial, office from vehicle traffic, through the and ground-level retail shops, use of on-street parking or a as well as services that support continuous landscaping strip. [See: surrounding neighborhood needs. High Performance Infrastructure »» Design transit facility building Guidelines – Integration of height, where appropriate, to Best Management Practices] increase transit visibility from »» Provide for high quality the surrounding neighbourhood landscaping, lighting and and to mark the location as weather protection throughout a neighbourhood centre. the public realm, integrating »» Design the transit facility and its transit and general street public realm to provide a high infrastructure to minimize clutter. level of pedestrian comfort on
REFERENCES
other references Transit & Land Use Planning (1994), BC Transit.
TDM Encyclopedia, Victoria Streetscape adjacent to Broadway–City Hall Station organized to provide Transport Policy Institute. good pedestrian comfort, including sidewalk capacity, frontage definition, furnishings and sidewalk edge zones. West Broadway, Vancouver. »» www.vtpi.org/tdm
DESIGN GUIDELINES: PLACEMAKING 81 E2.1 Energy efficiency
E1.2 Explore innovative design and construction practices
E1.1 Use materials responsibly
82 DESIGN GUIDELINES: ENVIRONMENT ENVIRONMENT: Be leaders in environmental sustainability
Transit passenger facilities and their surrounding communities should be designed to reflect TransLink’s sustainability vision by balancing the three factors of sustainability – social, environmental, economic – throughout the design process. Beyond realizing operational cost savings over the life of the building, environmentally responsible design contributes to the long- term health and well-being of transit passengers, local communities and the natural environment. Guidelines for Environment are organized under three broad design strategies: »» E1 Minimize negative environmental impacts of transit facilities »» E2 Reduce energy consumption »» E3 Design healthy sites
Positive environmental design practices include use of locally sourced materials, passive heating and cooling strategies and modular design of roofing components.
Richmond-Brighouse Station, Richmond DESIGN GUIDELINES: ENVIRONMENT 83 ENVIRONMENT: BE LEADERS IN ENVIRONMENTAL SUSTAINABILITY
E1 MINIMIZE NEGATIVE Design strategy E1: ENVIRONMENTAL IMPACTS OF TRANSIT FACILITIES E1.1 Use materials responsibly Minimize negative E1.1.1 Sourcing E1.1.2 Durability and maintenance environmental impacts E1.1.3 Reuse and disposal E1.2 Explore innovative design and of transit facilities construction practices
Employing green building practices in the construction and renovation of transit passenger facilities takes a long view towards sustainability, considering value and environmental impact from pre-construction through to operations and end-of-life reuse. DESIGN STRATEGY E1: MINIMIZE NEGATIVE ENVIRONMENTAL IMPACTS OF TRANSIT FACILITIES E1.1 Use materials responsibly
Material selection and sourcing have significant effects on the see case study: long-term environmental impact of new facilities. When sourcing 4.1.3 charlottesville downtown materials for transit facilities it is important to consider all phases of transit station a material’s effective life and to evaluate alternatives in terms of cost and environmental impact. Designers should prioritize construction materials that minimize negative environmental impacts.
E1.1.1 SOURCING »» Use materials that are responsibly The sourcing of materials for extracted or harvested. transit facilities should consider the »» Reuse or salvage materials energy and resource consumption where applicable and possible. required for extraction, production, »» Prioritize post-consumer, transportation and maintenance. recycled materials when transit- Material procurement should specific requirements that also reflect a commitment include longevity, durability and to healthy environments for low maintenance are met. installers and end users. »» Avoid use of materials that are »» Use materials that minimize toxic to the health of users and the embodied energy, the environment, including carbon and water used in the those containing volatile manufacturing process. organic compounds (VOC). »» Select locally-sourced and »» Use products and materials manufactured materials, where sourced, where possible and possible, to reduce embodied suitable, from producers and energy and greenhouse gas manufacturers who employ (GHG) emissions from the fair labour practices. transportation of materials. »» Give preference to rapidly renewable materials where applicable.
Locally sourced and milled timber used in Millennium Line station canopies.
DESIGN GUIDELINES: ENVIRONMENT 85 DESIGN STRATEGY E1: MINIMIZE NEGATIVE ENVIRONMENTAL IMPACTS OF TRANSIT FACILITIES E1.1 Use materials responsibly
E1.1.2 DURABILITY AND »» Avoid materials with potential MAINTENANCE negative environmental impacts, Material selection and design especially those materials greatly impacts the maintainability likely to be regulated within a and durability of transit facilities. facility’s service life, to minimize Choosing durable and long-lasting cost of future replacement. materials will protect against the »» Design for durability and premature and costly replacement weather resistance of materials, of building components. [See: A1 including interfaces between Design with whole life costs in mind] dissimilar materials that may »» Use materials with an agreed result in reduced performance. minimum lifespan for their E1.1.3 REUSE AND DISPOSAL application. [See: Canadian Standards Authority Guidelines on The cost of raw materials and their Durability in Buildings CSA S478] disposal is both unpredictable and likely to increase in the »» Avoid materials with complicated future. Transit passenger facility repair, removal and disposal designers should consider requirements, minimizing health opportunities to minimize waste and safety, air quality, and and allow for a positive reuse waste management impacts. Consider opportunities to reuse existing of building components at the structures and site components to »» Research recommended materials end of a building’s life-cycle. reduce waste where feasible. and processes to ensure proven performance in similar applications. »» Consider opportunities to reuse existing structures and site components to reduce demolition waste where feasible. »» Consider modular design and off- site fabrication to further reduce construction waste through more efficient production techniques. »» Avoid use of materials or divert building components that require complex or costly disposal. »» Use building materials that Recycle Salvage Donate can be recycled or reused at the end of their lifespan. »» Design building components Landfill Incinerator to be salvageable or capable Construction waste diagram. of disassembly to the greatest extent possible.
86 DESIGN GUIDELINES: ENVIRONMENT DESIGN STRATEGY E1: MINIMIZE NEGATIVE ENVIRONMENTAL IMPACTS OF TRANSIT FACILITIES E1.2 Explore innovative design and construction practices
Minimize the adverse environmental impact of transit facilities with innovative planning and design solutions that creatively address efficiency, sustainability and cost-effectiveness.
»» Employ modular and prefabrication »» Size facilities to accommodate methods, where applicable, to changes in programs and minimize construction waste. capacity over time. [See: »» Optimize the use and adaptation A3.1 Future Readiness] of existing infrastructure and »» Utilize materials excavated on- facilities and/or components. site, where possible, instead of transporting them off-site.
Modular roof canopy, construction elements and pre- fabricated component Plywood installation. Sheathing
Rigid Insulation Spruce Edge Nailed Decking Steel Channel © Busby Perkins + Will Bent Plate at Outside Edge Frame
REFERENCES
other references CSA S478-95 Guideline on Durability in Buildings (2007), CSA International.
LEED for New Construction (2009), US Green Building Council.
Precautionary List, Perkins + Will. »» http://transparency.perkinswill.com
DESIGN GUIDELINES: ENVIRONMENT 87 ENVIRONMENT: BE LEADERS IN ENVIRONMENTAL SUSTAINABILITY
E2 REDUCE ENERGY CONSUMPTION Design strategy E2: E2.1 Energy efficiency Reduce energy E2.2 Renewable energy opportunities consumption
Transit passenger facility design should minimize overall energy consumption and prioritize renewable sources of energy production, reducing environmental impact and greenhouse gas emissions. DESIGN STRATEGY E2: REDUCE ENERGY CONSUMPTION E2.1 Energy efficiency
Efficient energy usage over the life of a building is a major contributor see case studies: to reducing its environmental impact and overall operational costs. 4.1.1 canada line lighting strategy 4.1.3 charlottesville downtown transit station »» Use external rating systems, »» Specify energy-efficient such as LEED or BREAAM, to lighting fixtures consistent evaluate and measure energy with or exceeding IESNA efficiency of design solutions. Lighting Standards. [See: U3.3 »» Plan the size and orientation High Quality Lighting] of transit facilities to optimize »» Design for both efficient lighting energy consumption (lumens per watt) and task lighting. without compromising [See: U3.3 High Quality Lighting] operational efficiency or the »» Design cost and energy- passenger experience. efficient mechanical and »» Maximize use of building engineering systems. [See: design technologies where A1.2 Efficient Built Design] appropriate to harness and »» Minimize energy waste reuse solar, wind, water power, through use of optimum wall geoexchange and daylight. and roof insulation, including High reflectance surfaces with matte »» Use passive heating and cooling consideration of green roofs. finishes are used to reduce quantity strategies where applicable, of lighting and overall energy consumption. Canada Line, Vancouver. including solar shading and window treatment, to minimize cooling loads. MID »» Use intelligent control systems DAY MID (e.g., daylighting controls to DAY R integrate with electric lighting, E M MID X DAY lighting sensors in staff-only M O U N maintenance areas, motion S I R U E Q T sensors that activate escalators E IN only when in use) to optimize W energy usage where appropriate. E »» Identify prevailing wind patterns during design, and explore N S opportunities to use natural ventilation to assist or replace mechanical ventilation. W »» Optimize daylighting A sun location calculation will inform facility orientation and fenestration opportunities to minimize the design to manage solar heat gain and provide comfortable and use of electric light sources. economical heating and cooling and efficient lighting.
DESIGN GUIDELINES: ENVIRONMENT 89 DESIGN STRATEGY E2: REDUCE ENERGY CONSUMPTION E2.2 Renewable energy opportunities
Taking advantage of renewable energy sources is an important REFERENCES component of reducing energy impacts. On-site renewable energy can other references be a source of energy cost savings and can also protect against the 90.1: Energy Standard for Buildings uncertainty of future energy costs and sources. Except Low-Rise Residential Buildings (2007), ASHRAE/IESNA. »» Identify and develop opportunities »» Forge partnerships with local Net Metering (<50 kW) and Standing Offer Program (50kw-10mW), BC Hydro: for on-site solar power generation. power utility companies to »» Identify and develop opportunities deliver renewable and on- »» www.bchydro.com/planning_ site energy generation. regulatory/acquiring_power/ for on-site wind power generation. net_metering.html »» Identify and develop opportunities »» Investigate other renewable »» www.bchydro.com/planning_ to partner with neighbouring energy sources, including regulatory/acquiring_power/ facilities/buildings to recover ground source heating or standing_offer_program.html waste heat or to provide cooling and cogeneration. PowerSmart, BC Hydro: geoexchange heating. »» Take embedded energy into »» www.bchydro.com/powersmart/ »» Identify and develop opportunities account when evaluating other_programs.html for the provision of electric vehicle alternative energy systems LEED for New Construction (2009), charging points at transit facilities and installations. US Green Building Council. (for TransLink staff) and at Park & Ride facilities (for passengers).
Solar panels installed on the roof canopy power the lighting for this bus exchange. Vauxhall, London, UK.
90 DESIGN GUIDELINES: ENVIRONMENT DESIGN STRATEGY E2: REDUCE ENERGY CONSUMPTION
Weather protection Passive heating and cooling strategies, including Solar control transparency, solar shading and Wind control window treatment.
Visual transparency Sound attenuation
Vancouver area average monthly wind speed and hrs 50 km/h 100+ direction. Data 40 km/h 89 80 30 km/h 69 taken from weather 60 20 km/h 50 40 station at YVR 10 km/h 30 20 <10 airport. Consider monitoring local microclimate if wind is a primary concern. January February March April
May June July August
September October November December
DESIGN GUIDELINES: ENVIRONMENT 91 ENVIRONMENT: BE LEADERS IN ENVIRONMENTAL SUSTAINABILITY
E3 DESIGN HEALTHY SITES Design strategy E3: E3.1 Urban heat islands E3.2 Water use and quality Design healthy sites E3.3 Site ecology
Facility sites are intrinsically linked to the wellbeing of regional watersheds, microclimates and biological diversity. Disruptions to air, water, soil and ecosystem health within project sites can have compound effects on greater ecological networks. Well designed transit facilities can mitigate these negative on-site ecological impacts and contribute to the overall maintenance and enhancement of local ecology. DESIGN STRATEGY E3: DESIGN HEALTHY SITES E3.1 Urban heat islands
Transit facilities and their environments should be designed to minimize absorption and radiation of solar energy, lowering their contribution to temperature increases in surrounding areas and minimizing their contributions to local and regional heat island effects. Roof and site materials should be specified with a high albedo (Solar Reflectance Index), or use vegetated roofing to mitigate the effects of heat gain on local microclimates and reduce cooling loads for the building itself.
»» Use high albedo or green »» Maximize site vegetation and roofing where appropriate. shading without compromising »» Use open-grid pervious pavement visibility or natural surveillance. for paved areas of the site.
Green roofing. Lausanne Metro, Switzerland. Site vegetation providing natural shade and water retention. Operations Building, City of White Rock.
DESIGN GUIDELINES: ENVIRONMENT 93 DESIGN STRATEGY E3: DESIGN HEALTHY SITES E3.2 Water use and quality
Site and transit facility design should replicate and enhance natural see case study: 4.1.3 charlottesville downtown conditions, where possible, including controlling the quality and transit station quantity of site water and stormwater runoff. Site runoff should be designed to control the content of sediments and contaminants to avoid potential harm to local water quality.
»» Design to protect site water site stormwater management quality against contamination techniques, such as pervious and erosion during construction pavements, rain gardens, and operations. vegetated roofs and landscaped »» Use integrated building and filtration areas to minimize landscape design strategies to impervious surfaces and maximize manage stormwater on site. the natural permeability and filtration of contaminants. »» Explore opportunities to reuse rain water for irrigation and »» Design landscapes with non-potable uses on site. appropriate site vegetation to control soil erosion and minimize »» Integrate wastewater reclaim the need for irrigation. systems within transit facility and site designs. »» Specify efficient plumbing fixtures in transit facilities to »» Design buildings, infrastructure, minimize water usage. Bioswale for stormwater infiltration. and landscapes to use on-
Stone Edge Edge Wet zone 8 ft Trench Zone Zone
Parking lot Overflow Sheet flow 4” planting soil
Filter fabric 6” perforated pipe In 8’ gravel
Illustrated cross-section of bio-infiltration techniques.
94 DESIGN GUIDELINES: ENVIRONMENT DESIGN STRATEGY E3: DESIGN HEALTHY SITES E3.3 Site ecology
The design of transit facilities should improve upon the natural ecology and site characteristics of their location. Site selection, lighting, building massing and orientation should minimize negative impacts on surrounding ecosystems.
»» Location of new transit facilities should give consideration to brownfield sites to avoid disruption of undeveloped sensitive ecosystems. »» Undertake a risk assessment of brownfield site remediation measures to ensure transit facility development does not result in further ecological impacts. »» Optimize building footprints to reduce site impact and protect important environmental site features without compromise to passenger needs and operational efficiency. [See: Usability and Operations] »» Design to control and manage soil erosion during Bioswale using attractive native vegetation and flowers to manage construction and operations. site runoff. Operations Building, City of White Rock. »» Maximize protection of existing vegetation, including trees and shrubs, by using native REFERENCES or adopted vegetation to enhance local ecology. other references Achieving Water Independence in »» Design interior and exterior Buildings (2009), Central City Concern. lighting to minimize light Guidelines and Performance pollution for adjacent properties, Benchmarks (2009), nocturnal ecosystems and Sustainable Sites Initiative. dark-sky conditions. LEED for New Construction (2009), US Green Building Council. Living Building Challenge 2.0 (2010), Cascadia Green Building Council.
DESIGN GUIDELINES: ENVIRONMENT 95 A1.3 Standardized and modular design elements
A2.2.1 Development opportunities
A2.1.2 Advertising
96 DESIGN GUIDELINES: ACCOUNTABILITY ACCOUNTABILITY: Be fiscally responsible
The design of transit passenger facilities and their context must provide good value for public funds. Fiscally responsible design considers both short-term and long-term operations and expenditures, takes advantage of opportunities for revenue generation where appropriate, and helps to realize wider social, economic and environmental benefits without compromising operational efficiency and passenger experience. Design guidelines for Accountability are organized under three broad design strategies: »» A1 Design with whole life costs in mind »» A2 Optimize economic benefits through design »» A3 Design resilient, responsive and flexible facilities and spaces
Responsible, resilient design includes energy efficiency, use of modular components, provision for future growth and new development opportunities.
Brentwood Station, Burnaby DESIGN GUIDELINES: ACCOUNTABILITY 97 ACCOUNTABILITY: BE FISCALLY RESPONSIBLE
A1 DESIGN WITH WHOLE LIFE COSTS Design strategy A1 IN MIND A1.1 Life-cycle costs Design with whole life A1.2 Efficient built design A1.3 Standardized and modular costs in mind design elements
Consideration of a facility’s whole life-cycle costs means accounting for the net present value (NPV) of all monetary costs (design and procurement; construction methods and sourcing; operations, maintenance and management; disposal and renewal) as well as accounting for its commercial, social and environmental value over its life-cycle. Facility planning and design should aim to minimize operational costs and consumption of natural resources over the life of the building through design innovation, component standardization and facility optimization. DESIGN STRATEGY A1: DESIGN WITH WHOLE LIFE COSTS IN MIND A1.1 Life-cycle costs
Lifetime operating expenses for transit facilities often exceed the initial cost of construction, and total life-cycle building costs can vary greatly depending on the design approach adopted. In many cases, high quality design and upfront investment can either provide future value in the form of operational savings or add long-term social, commercial and environmental value. Consideration of all phases of a facility’s life, from design and procurement through to operations and end-of-life salvage, is necessary when evaluating the most efficient allocation of fiscal resources.
»» Design for efficient facility »» Consider strategies for planning decisions that allow material reuse in the design, for future growth, but also construction and future optimize land acquisition costs. dismantling of transit facilities. »» Site, orientate and design transit passenger facilities to optimize energy consumption without compromising RAW MATERIALS operational efficiency or the EXTRACTION Waste Emissions passenger experience. [See: Energy E2.1 Energy Efficiency] »» Conduct a life-cycle cost analysis (LCCA) to establish PRODUCTION OF: raw materials, specific life-cycle costs and to chemicals, components, etc. Waste assess the relative merits of Emissions Energy design options, including their long-term social, commercial
and environmental value. Landfill / Incineration RE-USE AND Re-use of parts in production PRODUCTION »» Perform a systematic LCCA RECYCLING Waste Waste during each design phase. Emissions Emissions Energy Energy »» Prioritize the allocation of capital finance to maximize efficiency Re-use and return on investment over the life of the project and beyond. PACKING, IN-USE PERIOD TRANSPORTATION, »» Minimize site disturbance and UNPACKING Waste Waste associated costs by working with Emissions Emissions Energy Energy existing site configurations to the greatest extent possible (e.g., re- grading, curb cuts, pedestrian and Life-Cycle Cost Analysis vehicle transportation routes).
DESIGN GUIDELINES: ACCOUNTABILITY 99 DESIGN STRATEGY A1: DESIGN WITH WHOLE LIFE COSTS IN MIND A1.2 Efficient built design
The design of transit facilities should aim to minimize ongoing see case study: maintenance and operational costs, including labour, materials and 4.1.1 canada line lighting strategy training, as well as consumption of natural and energy resources [E1.1 Use Materials Responsibly]. Designing with operating costs in mind can yield significant cost and energy savings over a facility’s whole life-cycle.
»» Plan and design facility »» Use materials and systems configuration and specify materials with lifespans appropriate to and equipment to minimize their function and application. operating costs and facilitate [See: CSA S478 – Guideline maintenance without loss of, or on Durability in Buildings] reduction to, passenger services. »» Design for ease of access for »» Minimize energy consumption cleaning, repair or replacement and costs through the use of of building fixtures and passive environmental design components, and design for strategies as appropriate. [See: preventive versus corrective E.2.1 Energy Efficiency] maintenance for minimal impact »» Design simple and easily on transit services, passengers understood building systems, and other facility users. [See: O3 avoiding overly complex operating Management and Maintenance] and maintenance practices. »» Use materials and finishes »» Specify energy-efficient fixtures, that are vandal- and graffiti- and heating, ventilation and air- resistant and difficult to deface, conditioning (HVAC) equipment to damage or remove. [See: reduce energy consumption and O3.1.2 Vandal Resistance] costs. [See: E2.1 Energy Efficiency]
Anti-skateboard strips on seating. Use of passive environmental design strategies to minimize energy Vancouver, BC. consumption and costs. Brentwood Station, Burnaby.
100 DESIGN GUIDELINES: ACCOUNTABILITY DESIGN STRATEGY A1: DESIGN WITH WHOLE LIFE COSTS IN MIND DESIGN STRATEGY A1: DESIGN WITH WHOLE LIFE COSTS IN MIND A1.3 Standardized and modular design elements
Using standardized and modular design elements across the transit network can provide safety, operational, maintenance and economic advantages. Facility designers should use modular design principles and identify opportunities to standardize components where possible and practical to minimize cost and maintenance.
»» Identify opportunities to minimize »» Use standard architectural initial construction costs, and modules and ‘kit-of-parts’ long-term maintenance costs components for repetitive through use of modular designs elements to achieve consistency, and standardized components continuity and economy across where these are compatible with the network, including: high quality, distinctive architecture »» signing and wayfinding that is appropriate to its context. »» lighting Economy of scale was achieved on the »» Use common, readily available »» furniture Canada Line through use of a family components, where appropriate, of 6 luminaire and 5 lamp types. to minimize replacement costs and »» general architectural stocking of custom components. components and elements (e.g., canopies) »» Project components that cannot be easily repaired or »» entry areas replaced should be sufficiently »» ticket vending machines durable to minimize expensive »» vertical circulation replacement and retrofitting. components (e.g., elevators, escalators, stairs)
REFERENCES
TransLink references Skytrain RTP 2000 Design Manual (2006): 3.4.3 (Systemwide Design) – an example of system-wide guidelines for standardized components
Wayfinding Standards Manual (2010): 6.2 (General Specification-Kit of Parts).
other references CSA S478-95 Guideline on Durability in Buildings (2007), CSA International. Use of standardized platform furniture module. Millennium Line, Burnaby.
DESIGN GUIDELINES: ACCOUNTABILITY 101 ACCOUNTABILITY: BE FISCALLY RESPONSIBLE
A2 OPTIMIZE ECONOMIC BENEFITS Design strategy A2: THROUGH DESIGN A2.1 Revenue generating opportunities Optimize economic A2.1.1 Retail integration A2.1.2 Advertising A2.2 Integrated mixed-use developments benefits through design A2.2.1 Development opportunities A2.2.2 Development integration
The planning and design of transit facilities should take advantage of opportunities to generate additional commercial revenues beyond the fare box – where these activities enhance the passenger experience without compromising operational efficiency. Revenue-generating opportunities include retail, advertising and integration of mixed-use development (with a strong retail component) above, under, around and within transit facilities. DESIGN STRATEGY A2: OPTIMIZE ECONOMIC BENEFITS THROUGH DESIGN A2.1 Revenue generating opportunities
Integrating high quality design and revenue-generating opportunities into transit facilities and the public realm can both enliven the see case study: 4.1.2 eldon square bus exchange customer environment and generate a higher financial return from investments. These opportunities should be designed into facilities at the outset and effectively managed to avoid any compromise to transit operations, passenger movement and customer service and information, while also adding value to transit and its context.
A2.1.1 RETAIL INTEGRATION and optimizing the design of »» Integrate space for retail transit infrastructure and the opportunities into the design surrounding public realm. [See: of transit facilities. U1.1 Movement and Capacity] »» Coordinate the planning A2.1.2 ADVERTISING and design of transit facility retail with existing or planned »» Integrate and consolidate commercial development. advertising media in facility design to minimize obstruction »» Locate retail spaces where of movement or sight lines they will attract the most use and to avoid competing – in Integrated retail under elevated station. and provide effective natural Surrey Central Station, Surrey. terms of density, location and surveillance without compromising prominence – with wayfinding transit passenger movement and customer information sightlines or emergency access. signage. [See: U1.3 Wayfinding »» Design retail spaces to integrate and Passenger Information] architecturally and functionally »» Locate bus shelter advertising into transit passenger facility to avoid obscuring views of interiors and exteriors. arriving vehicles or compromising »» Ensure that retail signage does not CPTED principles, in coordination compete in location, density and with municipalities that size with transit facility wayfinding manage bus stops. and customer information. »» Ensure that digital advertising »» Design retail to minimize clutter, media do not obstruct, or keeping movement spaces free of conflict with, passenger unnecessary obstructions; reducing information systems. the potential for accidents, »» Consolidate newspaper boxes in conflicts and collisions with items a single area outside of transit such as temporary signs, retail facilities, preferably within a kiosks, vending machines, or Passenger information, signage, unified structure like a vending newspaper vendors (particularly advertising and CCTV competing for machine. [See: U4.1 Amenities] space and attention. Commercial- near facility entry and exit points) Broadway Station, Vancouver.
DESIGN GUIDELINES: ACCOUNTABILITY 103 DESIGN STRATEGY A2: OPTIMIZE ECONOMIC BENEFITS THROUGH DESIGN
A2.2 Integrated mixed-use developments
Transit facilities should be community hubs around which higher- density, mixed-use, pedestrian-friendly development is focused. Design and planning should aim to encourage vibrant and diverse activities and public spaces above, under, around and within transit facilities as appropriate, offering advantages for both transit and adjacent uses.
A2.2.1 DEVELOPMENT context, user types and OPPORTUNITIES expected pedestrian flows. »» Prioritize transit route alignment »» Design facilities and integrated and siting of transit passenger developments at a human facilities to encourage appropriate scale that feature green future development, create great building practices, distinctive spaces, and stimulate market identity features and seamless growth in accordance with the connections to the surrounding Metro Vancouver Regional Growth neighbourhoods and that provide Strategy. [See: A2 Optimize attractive public spaces and high- Economic Benefits Through Design] quality architectural and natural Transit stop integrated with leisure »» Design for the extent and mix elements that reflect the identity centre. Montpellier, France. of uses based on location, and needs of the community. [See: P1.2 Vibrant People Places]
Mixed use development over station. Mater Hill BRT Station. Brisbane, Australia.
104 DESIGN GUIDELINES: ACCOUNTABILITY DESIGN STRATEGY A2: OPTIMIZE ECONOMIC BENEFITS THROUGH DESIGN DESIGN STRATEGY A2: OPTIMIZE ECONOMIC BENEFITS THROUGH DESIGN
A2.2 Integrated mixed-use developments
A2.2.2 DEVELOPMENT INTEGRATION »» Design to incorporate transit see case study: »» Design transit facilities and branding/identity, wayfinding and 4.1.2 eldon square bus exchange infrastructure, including customer information systems guideways, that anticipate future into adjacent developments, and development in terms of transit ensure that prominence is given passenger facility location, to transit facility entrances. orientation and internal layout. »» Design for development integration »» Design guideways and platforms so that transit passenger facility to integrate seamlessly and at capacity, transit operations and appropriate floor levels with internal circulation requirements adjacent developments. are maintained or enhanced. »» Wrap parking garages or any other blank walls with active- use frontages along all primary pedestrian access routes to transit.
Retail signage dominates transit station signifier. Columbia Station, New Westminster.
Bus exchange waiting area integrated within retail mall. Eldon Square, Newcastle, UK.
DESIGN GUIDELINES: ACCOUNTABILITY 105 ACCOUNTABILITY: BE FISCALLY RESPONSIBLE
A3 DESIGN RESPONSIVE AND FLEXIBLE Design strategy A3: FACILITIES AND SPACES Design responsive and A3.1 Future readiness flexible facilities and spaces
Transit facilities and services are subject to changes in demand, natural and human-made hazards and evolutions in technology and operation. Developments and communities may grow, mature or decline, and they may change in character, needs and demand for transit services. Planning and design for transit services and facilities should mitigate risks, take account of changing technologies and demand characteristics and be flexible in reducing the costs associated with responding and adapting to such circumstances. DESIGN STRATEGY A3: DESIGN RESPONSIVE AND FLEXIBLE FACILITIES AND SPACES
A3.1 Future readiness
Transit passenger facility design should consider long-term ADAPTABILITY: requirements, anticipating the need for change and minimizing the cost of any future resizing or reconfiguration that may be needed. TransLink encourages Expansion, enhancement and/or redevelopment of facilities may be adaptable designs for all transit driven by one or more factors, including network capacity constraints, buildings and systems. new transit vehicle types, new technologies and regeneration »» Design to accommodate of surrounding areas, as well as the need or desire for landmark changes that are expected to architecture or local centres. occur in the near future. »» Apply common sense principles »» Design transit and inter-modal »» Design for flexibility in that are known to facilitate a facilities and activities based on relation to system expansion, wide range of possible changes. future passenger demand and increased ridership, changing »» Incorporate ‘adaptability’ flow projections, including spatial vehicle technologies and features that can be justified requirements for passenger dimensions, and alternative for other reasons. movement areas, platforms, uses of adjacent facilities. »» Adopt features that enhance ticket vending machines and »» Design to provide easy adaptability with little or no ticket areas, together with access to existing and future additional capital or resource appropriate circulation space for external destinations, adjacent investment (e.g., pre-wiring queuing without obstruction to developments and surrounding transit exchanges for real- general passenger movement public spaces through pedestrian time bus arrival displays). and through-circulation. [See: friendly urban design and planning. U1.1 Movement and Capacity] »» Design and plan transit facilities to »» Assess and optimize access take account of current and future between transit facilities and their ticketing, passenger information context, including identification and communications systems of current or possible future and technologies applicable to needs to reconfigure or enhance the transit modes involved. spatial capacities. [See: P2 Seamlessly Integrate Transit, Urban Development and the Public Realm]
Escalator REFERENCES capacity constraints other references result in pooling CSA S478-95 Guideline on Durability of exiting in Buildings (2007), CSA International. passengers. Burrard Station, Whole Building Design Guide (online), Vancouver. National Institute of Building Sciences:
»» www.wbdg.org
DESIGN GUIDELINES: ACCOUNTABILITY 107
Appendices 4 4. APPENDICES 4.1 Case Studies 4.2 Evaluation Framework 4.3 Glossary 4.4 Index 4.5 References 4.6 Acknowledgements
Covered bicycle shelter. Portland, Oregon
4.1 Case Studies
4.1 Case Studies 4.1.1 Canada Line Lighting Strategy, Metro Vancouver, British Columbia, Canada 4.1.2 Eldon Square Bus Exchange, Newcastle, United Kingdom 4.1.3 Charlottesville Downtown Transit Station, LEED Gold, Charlottesville, Virginia, USA 4.1.4 LA Metro, Public Art Program, Los Angeles, California, USA 4.1.5 Light Rail and Public Realm, Strasbourg, France 4.1.6 Flintholm Station, Bicycle Integration, Copenhagen, Denmark
The case studies included in this section provide examples of high quality transit passenger facility design in practice. References to the case studies are included alongside the relevant design guidelines throughout Chapter 3.
APPENDICES 111 4.1: CASE STUDIES 4.1.1 Case Study: Canada Line Lighting Strategy
Project: Canada Line Lighting Strategy PROJECT SUMMARY KEY FEATURES:
Location: Vancouver, British Columbia The Canada Line was completed »» development of an overall in August 2009, three months lighting concept that could be Client: Canada Line Rapid ahead of schedule. It connects scaled and applied to detailed Transit Inc. / SNC-Lavalin Metro Vancouver’s growing design for all 16 stations; Date: 2009 residential, business, healthcare »» provision of a strong wayfinding and educational centres, as well Architects: Busby Perkins + Will, tool through repeated circulation as the port, convention centre and Walter Francl Architect Inc., Hotson patterns and a ‘line of light’, airport. The system comprises 16 Bakker Boniface Haden Architects with luminaires focused in above- and below-ground stations + Urbanistes, Hywel Jones Architect the direction of movement along 19km of track. The line Limited, Kasian Architectural Interior for intuitive orientation; was originally projected to carry Design and Planning Ltd., Stantec »» realization of economies of 100,000 passengers daily and up to Architectural Ltd., Via Architecture scale through use of a limited 130,000 during the 2010 Olympics, palette of six luminaire families Electrical Engineers: Genivar, with initial operating figures and five lamp types (plus LED); Stantec, MCW Consultants Ltd. consistently exceeding predictions. »» specification of reflectance Lighting Consultants: Total A Lighting Master Plan was values to address lighting Lighting Solutions developed, incorporating quality and quantity; contemporary best practices, and a »» simplification of maintenance Master Lighting Concept that formed through a reduced number a framework for lighting designs for of lighting components; all 16 stations. The lighting design supports the Canada Line brand »» grouping of round downlights and improves brightness, visual to create pools of light in areas comfort and perception of safety. requiring user attention, such A limited vocabulary of luminaires as transition to a fare-paid and lamps ensured easier installation zone or vertical circulation. and ongoing maintenance. The lighting design minimizes New lighting standards were energy consumption through established for the Master Plan, energy-efficient technologies, based around two goals: efficient design and daylight harvesting, resulting in an overall »» improving vertical illuminance lighting power density of 0.64 and uniformity criteria to achieve watts per sq. ft., 36% less than better visibility and perception the ASHRAE 90.1–2004 energy of brightness and safety; standard of 1 watt per sq. ft. »» integrating lighting design criteria
Grouped downlights create a with materials/finishes design Energy savings with 20/7 operation pool of light at this ticketing and criteria, enabling achievement top 1.5 million kWh, which earned passenger information area. of desired surface luminance a $120,000 utility rebate. without over-lighting.
112 APPENDICES 4.1: CASE STUDIES
Positive use of transparency and excellent transition from daylight to interior/electric illumination. Broadway-City Hall Station, Vancouver.
APPENDICES 113 4.1: CASE STUDIES 4.1.2 Case Study: Eldon Square Bus Exchange
Project: Eldon Square Bus Exchange Eldon Square is a bus exchange Departing vehicles are required in central Newcastle in the to reverse out of the bay with Location: Newcastle, UK north of England. The nine-bay movement sensors triggering lights Client: Newcastle City Council, bus station forms part of a city in the road surface behind the Nexus (Tyne and Wear Passenger centre revitalization project. It re- vehicle to advise arriving vehicles of Transport Executive) opened on 18 March 2007 after the danger and live video of the rear Date: 2007 redevelopment and modernization view is transmitted to the driver’s of the previous underground bus LCD screen. The technology required Architects: Haskoll Architects, London exchange and is managed by Nexus, approval of bus operators and the the regional transit authority. local council safety committee.
Design of the station integrates Passenger access to vehicles is with Eldon Square Shopping Centre, via automated doors controlled using consistent, high quality to open on arrival of the bus at products, materials and finishes to the bay, helping to maintain a deliver a retail-quality experience constant temperature and improve and to provide passengers with a passenger safety and comfort comfortable, legible and barrier- in the waiting area(s). Electronic free environment across building information boards at each bay thresholds. Features of the display real-time transit information. exchange include innovative use of Intelligent Transportation Systems Spatial organization within the to facilitate bus movements and bus exchange is good, with doors operations within the interchange to bus bays sited adjacent to a zone, automated doors at the nine central movement spine. There boarding areas, digital departure are clear sightlines between the displays and seamless integration retail mall, the bus bays and the with the adjoining retail mall. local area, and the movement area is clear of permanent or Stakeholder input formed an temporary obstructions. Signage important element of the design is clearly located and legible with process. Negotiation and agreement good visibility. An operations and gained with bus operators for the help centre is centrally located use of technology to manage back- in a glazed office, providing in bus movements in a constrained excellent natural surveillance area enabled Nexus to provide an and a strong staff presence that enlarged passenger environment. adds to passenger security. Integration with the retail mall directly from the bus exchange. Arriving vehicles are directed by The retail mall maintenance team a large digital display advising services the bus exchange and drivers of their bay allocation; an the mall, resulting in consistent underground sensor in the bay levels of cleanliness across triggers a message on an LCD operational thresholds and a high screen to turn off the engine. level of customer satisfaction. 114 APPENDICES 4.1: CASE STUDIES
Light and comfortable passenger waiting area, award winning public art dividing screens and central operations room.
Bay allocation screen advises drivers of the availability of parking bays; layover Bus bay movement sensors are located space is provided to the right for use when bays are occupied. under the granite sets; the driver LCD is located in front of the vehicle.
APPENDICES 115 4.1: CASE STUDIES 4.1.3 Case Study: Charlottesville Downtown Transit Station
Project: Downtown Transit Station Charlottesville’s downtown transit Extending inside the building station serves as its principal inter- through the curtain wall, the plaza’s Location: Charlottesville, Virginia, USA modal transfer point, facilitating grand stair leads from the passenger Client: City of Charlottesville bus, trolley and bicycle trail waiting room to the upstairs café Date: 2007 connections and reinforcing the and visitor’s center creating an City’s commitment to sustainability atrium-like space that connects Architects: Wallace Roberts with LEED Gold certification. The interior and exterior spaces. & Todd Architect facility includes a central transit hall containing retail outlets and an art Other measures helped the gallery, as well as a visitor center for building reduce its energy costs tourists. It was designed to leverage by up to 45% including: public investment in infrastructure »» 24 geothermal wells were by providing the framework for dug 300–600 feet deep in adjoining development, which the surrounding area. included two mixed-use buildings »» An energy recovery wheel and an amphitheatre park intended was installed to facilitate heat to serve as a regional attraction. transfer between incoming The transit station incorporates a and outgoing air, as were number of sustainable construction automated temperature, techniques that enabled it to ventilation and lighting controls. gain LEED Gold certification. »» A reflective, high-albedo roof membrane was installed to The narrow, north facade is a nearly mitigate the heat-island effect seamless membrane of double- by reflecting solar heat. insulated structural glass, while »» Innovative wastewater and water the southern elevation is topped reduction technologies, including by a deep overhang and shielded the installation of waterless urinals from solar heat gain and glare at and ultra-low flow fittings, resulted street level by a wood canopy. The in a 30% reduction in water use. second floor is wrapped by pre- patinated, 90% recycled copper cladding and louvered windows.
The plaza is lined with an insulated glass curtain wall, and the western facade is similarly protected by a continuation of the copper Viewpoint looking south along the western facade. cladding alongside a cantilevered roof and mahogany screen.
116 APPENDICES 4.1: CASE STUDIES
Interior view from the plaza, showing ticket office and grand stair.
South and west elevations showing the deep wooden canopy shielding the building from solar heat gain and louvred windows wrapping the second floor to manage glare.
APPENDICES 117 4.1: CASE STUDIES 4.1.4 Case Study: LA Metro, Public Art Program
Project: LA Metro Public Art Program The Los Angeles County process with community input; Metropolitan Transportation all works are created specifically Location: Los Angeles, California, USA Authority (Metro) commissions artists for their transit-related sites. Client: Los Angeles County Metropolitan to incorporate art into a wide array Transportation Authority of transportation projects throughout Described as “one of the most imaginative public art programs in Date: 1989–ongoing Los Angeles County. From bus stops to rail stations, streetscapes to bus the country,” Metro has received Artists: For details see: interiors, construction fences to numerous design and artistic www.metro.net/about/art/ poetry works, art creates a sense of excellence awards. Known for its place and engages transit riders. interdisciplinary approach as well as for its broad range of commissioned Established in 1989, Metro’s Art artists, Metro is also recognized Department has commissioned over for its innovative and successful 300 artists for a variety of projects. community involvement. Strong Half a percent of rail construction support has been demonstrated costs are allocated to the creation by municipal and corporate of original art works. Artists are contributions of over $1.5 million US. selected through a peer review Source: www.metro.net/about/art/
Title: Everyday People Title: People Coming/People Going Artist: Pat Ward Williams Artist: Richard Wyatt Location: Lake Station Location: Wilshire/Western Station
118 APPENDICES 4.1: CASE STUDIES
Title: Alignment Landscaping Artist: Jud Fine Location: Orange Line Alignment
Title: Untitled Title: Landings Artist: Robert Millar Artist: Nobuho Nagasawa Location: Vermont/Santa Monica Station Location: Soto Station
APPENDICES 119 4.1: CASE STUDIES 4.1.5 Case Study: Light Rail and Public Realm Integration
Project: Light Rail and Public Driven by the desire to realize a including rail, bus, bicycle, taxi and Realm Integration step change in the local urban car sharing. Each light rail vehicle landscape, the Mayoral election in can carry 240 passengers, and the Location: Strasbourg, France 1989 became a choice between an low floor carriages provide universal Client: Greater Strasbourg underground rail system and a street- accessibility for boarding and Authority (CUS) running light rail system. Victory alighting passengers. Vehicle exteriors Date: 1994, with future for Mme. Trautmann kick-started a and interiors are characterized by extensions and additions process of urban revitalization and high quality design and provide a transformation of local citizens’ a premium travel experience. The interactions with their city. Her additional cost of delivery is justified strategy – to improve the public by passenger and environmental realm, reduce car use and deliver a benefits that tie into a planning street-running light rail network – policy focused on benefits for resulted in a 100% increase in transit pedestrians and the environment. system users and drew shoppers from outside of the metropolitan Goals and strategies included: area. City centre pedestrianization »» adding inside the urban context, created larger and more accessible not on the edge; meaning places for people, with increased that planning of new public pedestrian and outdoor activities. transit should be approached as an integrated layer within Strasbourg selected street-running the city, not displaced and light rail as the new mode of added to the urban edge; transportation to complement existing bus and underground »» creating a hierarchy of rail systems. Strasbourg’s citizens streets and spaces; were involved in the selection »» providing high quality process, which clearly pointed to design of all aspects; a modern street-running light rail »» pedestrianizing and revitalizing system rather than an automated the city centre, closing major underground rail system, as built roads to automobile traffic and in Lille, Lyon and Copenhagen. removing parking in the downtown core and replacing it with Park The carriages were specially designed & Ride lots in the suburbs. for traffic at eye level, with large, low windows providing a good view After opening of the first line from both inside and outside the in 1994, public transit ridership vehicles and creating the sensation increased 43% in three years, with for passengers of being part of the more passengers being gained Routes in suburban areas are, where street scene. The light rail is the through frequent opening of new possible, located on the secondary road backbone of the system, but the sections. The centre of Strasbourg network, enabling the light rail to access overall success relies on coordination now has less car traffic, and shops existing neighbourhood centres. with other modes of public transit, benefit from more customers.
120 APPENDICES 4.1: CASE STUDIES
A kit-of-parts approach has been adopted for the system, ensuring that such core components as information monoliths and platform furniture are consistent across urban environments.
Light rail and bus transfer station. Landmark design creates a strong sense of place and promotes a positive image of the light rail as an integrated part of the urban fabric.
APPENDICES 121 4.1: CASE STUDIES 4.1.6 Case Study: Flintholm Station, Bicycle Integration
Project: Flintholm Station, Flintholm Station in suburban The station design incorporates a Bicycle Integration Copenhagen is an important large glass roof that covers the rail, transit exchange that connects two bus and bicycle facilities and creates Location: Flintholm, commuter rail lines, an automated an open, well-lit environment that Copenhagen, Denmark light rail line, several bus routes and supports passenger movements – Client: Banestyrelsen/DSB local and regional bicycle routes. both to transit from other modes Date: 1999-2004 The station was opened in 2004, and to transfer between services and roughly 60,000 passengers within the station. The open and Architects: KHR Arkitektur, Denmark flow through the station each transparent nature of the design day, about 70% of whom transfer also promotes passenger safety from other modes or services. The and security and provides sightlines station was designed to facilitate through the station from the lower cross-town journeys, avoiding the to the upper level. On-site retail need for a trip to the town centre. and kiosks further animate the facility, providing amenity and safety The station is constructed over two benefits to transit passengers. levels. The lowest level is made up of two rail platforms on the Ring Key features include: Line; the upper level consists of »» connection of bicycle path another rail and the automated network to the station via a light rail platforms. The upper large park on either side of the level platforms are connected station, providing convenient P to both lower level platforms by and enjoyable bicycle access; stairs, escalators and elevators. »» bicycle parking under cover, but in Parking for bicycles, cars and taxis an informal manner with no fees; is located at the eastern entrance. »» bicycle parking in an open Destination Priority is given to bicycle parking, area with clear sightlines and with 400 covered and uncovered good natural surveillance; P spaces, while car parking is limited »» bicycle parking directly adjacent to 37 spaces. Bicycle parking is to the station entrance for located directly on desire lines to easy access and transfers to the station from the local area the public transit network. and is provided undercover and adjacent to the station entrances.
Bicycle access routes and parking at Flintholm Station.
122 APPENDICES 4.1: CASE STUDIES
Bicycle parking located adjacent to the station entrance under cover of the roof canopy.
Priority given to bicycles over private cars; The open and transparent design provides sightlines through bicycles have 400 spaces and cars have 37. the station from the lower to the upper level, aiding transfer movements and promoting passenger safety and security.
APPENDICES 123
4.2 Evaluation Framework
The evaluation framework The evaluation framework is not summarized in Chapter 3 is set intended to limit flexibility and, as out over the following pages. such, no weightings are applied The digital file is available from (though decisions about transport TransLink in Microsoft Excel format. functionality would always be expected to take precedence The framework provides a simple over aesthetics). Where there is approach to transit passenger a competition for one or more facility evaluation, using a ‘traffic aspects of design, however, it lights’ scoring system whereby may be appropriate to identify the design topics are presented those topics that best reflect the as a series of questions and objectives of the project and to rated as green, amber or red: consider them accordingly. »» a green light signifies that all The optimal configuration of guidelines under that topic have a transit passenger facility will been considered and addressed; be informed by understanding »» an amber light signifies and balancing the needs of all that a number of guidelines themes across the framework. have been considered and addressed but that others may require further thought; »» a red light signifies that few, if any, guidelines have been considered and addressed. Those topics rating ‘red’ or ‘amber’ may require further consideration if the design is to meet with best practice.
APPENDICES 125 4.2: EVALUATION FRAMEWORK
Usability Rating Comments Actions
U1 Make it easy U1.1 Movement and capacity U1.1.1 Does spatial provision meet with locational and functional needs? U1.1.2 Does the spatial configuration and sequence provide for logical passenger movement? U1.1.3 Does the spatial design minimize conflicts of movement? U 1.2 Legible spaces U1.2.1 Does the spatial design provide clear sightlines and views to destinations? U1.2.1 Does the facility design include legible, distinctive spaces with clearly defined edges and transitions? U 1.3 Wayfinding and passenger information U1.3.1 Has a Facility Wayfinding Plan been developed? U1.3.2 Is wayfinding and passenger information consistent with TransLink's Wayfinding Standards Manual? U2 Make it universally accessible U2.1 Physical accessibility U2.1.1 Does the facility design provide for barrier-free access and movement? U2.1.2 Does the design of bus stops comply with TransLink's Universally Accessible Bus Stop Design Guidelines? U2.1.3 Does vertical circulation provide for the needs of all users? U2.2 Accessible information U2.2.1 Is information provision able to be accessed and understood by all users? U3 Make it safe and secure U3.1 Safety Have potential hazards and accident risks been minimized? U3.2 Security U3.2.1 Has a risk assesment for natural or criminal threats been undertaken? U3.2.2 Have CPTED principles been followed? U3.2.3 Has effective use been made of CCTV? U3.3 High quality lighting U3.3.1 Does lighting comply with IESNA standards to provide for good spatial understanding, ambience and safety? U3.3.2 Has a daylighting strategy been developed that supports effective use of managed daylight and transition between illumination types? U3.3.3 Has at-grade facility lighting been integrated with third-party systems, appropriate to the facility lighting zone? U4 Make it comfortable U4.1 All-weather and sensory protection Does the facility design provide appropriate protection from the full range of weather conditions, unpleasant smells and noise? U4.2 Amenities Have passenger amentities, such as waiting rooms, been provided appropriate to use and context?
126 APPENDICES 4.2: EVALUATION FRAMEWORK
Operations Rating Comments Actions
O1 Facilitate transit operations O1.1 Transit vehicle needs Does the spatial design provide for efficient transit vehicle access and manoeuvring, while minimizing conflicts of movement between vehicles and pedestrians? O1.2 Staff facililties Have staff facilities been provided appropriate to the facility type? O2 Support transit by integrating with other modes O2.1 Inter-modal connections O2.1.1 Does the design provide for balanced and efficient modal integration? O2.1.2 Does the design facilitate convenient and safe access for pedestrians? O2.1.3 Have appropriate bicycle facilities been provided? O2.1.4 Does the design include conveniently located pick-up and drop-off areas for taxis and private vehicles? O2.1.5 Does the design facilitate direct and safe access between Park & Ride lots and facility entrances? O3 Facilitate effective management and maintenance O3.1 Management and maintenance arrangements O3.1.1 Have management and maintenance requirements been considered and agreed to with all relevant stakeholders? O3.1.2 Does the design include vandalism deterrents? O3.1.3 Can regular maintenance be undertaken efficiently, with minimal impact to transit operations?
Placemaking Rating Comments Actions
P1 Make transit a community asset P1.1 Community and stakeholder requirements Have local community and stakeholder needs been considered and understood? P1.2 Vibrant people places P1.2.1 Do active public spaces contribute to, and integrate with, the transit facility? P1.2.2 Does the facility design foster a distinctive identity? P1.2.3 Has public art been considered and integrated as part of the built design? P2 Seamlessly integrate transit, urban development and the public realm P2.1 Integration with context Is the facility design appropriate to its local context? P2.2 Interconnected streets Does the local area support comfortable pedestrian and cyclist access and movement through interconnected blocks and streets? P2.3 Support a mix of pedestrian-friendly land uses Does the facility design support a wide mix of pedestrian friendly land uses?
APPENDICES 127 4.2: EVALUATION FRAMEWORK
Environment Rating Comments Actions
E1 Minimize negative environmental impacts of transit facilities E1.1 Use materials responsibly E1.1.1 Have materials been sourced giving due consideration to energy and resource consumption and the producers' working environments? E1.1.2 Have materials been selected for durability and ease of maintenance? E1.1.3 Has end of life reuse and disposal been considered to minimize waste and allow for positive reuse? E1.2 Explore innovative design and construction practices Have design innovations been considered to maximize efficiency and minimize any adverse environmental impacts? E2 Reduce energy consumption E2.1 Energy efficiency Does the design exploit opportunities to maximize energy efficiency over the full life of the facility? E2.2 Renewable energy opportunities Have renewable energy opportunities been considered to reduce energy impacts? E3 Design healthy sites E3.1 Urban heat islands Have measures been included to minimize absorbtion and radiation of solar energy? E3.2 Water use and quality Has water quality been protected from contamination? Have stormwater management techniques been incorporated? E3.3 Site ecology Have negative impacts on surrounding ecosystems been minimized?
Accountablilty Rating Comments Actions
A1 Design with whole life costs in mind A1.1 Life-cycle costs Have all phases of the facility's life been considered? A1.2 Efficient built design Has the design been optimized to minimize ongoing maintenance and operational costs? A1.3 Standardized and modular design elements Have standardized and modular elements been considered where appropriate? A2 Optimize economic benefits through design A2.1 Revenue generating opportunities A2.1.1 Does the design provide for effective retail integration without compromise to transit operations? A2.1.2 Has advertising space been integrated within the built design to avoid conflict with transit operations? A2.2 Integrated mixed-use developments A2.2.1 Does the design provide for development opportunities appropriate to context? A2.2.2 Does the design allow for effective integration with developments? A3 Design responsive and flexible facilities and spaces A3.1 Future readiness Does the design anticipate the need for future change in either capacity, technology or surrounding land use?
128 APPENDICES Environment Rating Comments Actions
E1 Minimize negative environmental impacts of transit facilities E1.1 Use materials responsibly E1.1.1 Have materials been sourced giving due consideration to energy and resource consumption and the producers' working environments? E1.1.2 Have materials been selected for durability and ease of 4.3 Glossary maintenance? E1.1.3 Has end of life reuse and disposal been considered to minimize waste and allow for positive reuse? E1.2 Explore innovative design and construction practices Have design innovations been considered to maximize efficiency and minimize any adverse environmental impacts? E2 Reduce energy consumption A C E2.1 Energy efficiency Adaptability – the ability to be CCTV: Closed Circuit Television – a Does the design exploit opportunities to maximize energy efficiency over the full life of the facility? flexible in terms of adapting to the system of connected video cameras, E2.2 Renewable energy opportunities needs and functions of the future usually used for security purposes, that Have renewable energy opportunities been considered to reduce energy relay images to a specific location impacts? Albedo – the reflective E3 Design healthy sites power of a surface CPTED: Crime Prevention Through E3.1 Urban heat islands Environmental Design – a multi- Have measures been included to minimize absorbtion and radiation of Amenity – features that enhance disciplinary approach to deterring solar energy? passenger comfort, convenience E3.2 Water use and quality criminal behaviour through design; and pleasure and that help Has water quality been protected from contamination? CPTED strategies rely upon the ability, instil passenger confidence Have stormwater management techniques been incorporated? primarily through changes to the built E3.3 Site ecology environment, to influence offender Have negative impacts on surrounding ecosystems been minimized? B decisions that precede criminal acts Bicycle – a human-powered vehicle Accountablilty Rating Comments Actions having any number of wheels D on which a person may ride, Desire Lines – the routes that A1 Design with whole life costs in mind including motor-assisted bicycles pedestrians favour in getting from A1.1 Life-cycle costs but not including skateboards, Have all phases of the facility's life been considered? point A to point B; usually the most roller skates or in-line skates A1.2 Efficient built design direct route that often cuts across Has the design been optimized to minimize ongoing maintenance BREEAM: Building Research informal spaces, including plazas, and operational costs? A1.3 Standardized and modular design elements Establishment Environmental fields, parks, parking lots and open Have standardized and modular elements been considered where Assessment Method – an spaces, as well as across streets appropriate? internationally recognized green (at points without crossings) and A2 Optimize economic benefits through design building certification program A2.1 Revenue generating opportunities through private developments A2.1.1 Does the design provide for effective retail integration without used to verify the sustainable compromise to transit operations? development qualities of buildings A2.1.2 Has advertising space been integrated within the built design E to avoid conflict with transit operations? BRT: Bus Rapid Transit – driver- A2.2 Integrated mixed-use developments operated bus technology with Exchange – a transit passenger facility A2.2.1 Does the design provide for development opportunities unique branding that provides serviced by more than one mode appropriate to context? of transit, more than one rail-based A2.2.2 Does the design allow for effective integration with faster, more frequent and more developments? reliable service than conventional bus transit route, or a significant number A3 Design responsive and flexible facilities and spaces service that uses dedicated lanes of bus-based transit routes where A3.1 Future readiness transit passengers use the facility to Does the design anticipate the need for future change in either capacity, technology or surrounding land use? transfer from one route to another
APPENDICES 129 – that provides interurban services G using unique vehicle and station Green Roof – a method of roofing design to integrate into communities involving the planting of vegetation on the roof surface to provide M reduction of urban heat island effect, excellent insulation, habitat Massing – the external size and for birds and insects and capture proportions of building form and filtration of stormwater N I NPV: Net Present Value – IDP: Integrated Design Process the excess or shortfall of cash – a collaborative, multi-disciplinary flows (present value) once process that engages design financing charges are met professionals, key stakeholders and the public – from conception to P completion – and involves developing collective goals and objectives that Paratransit – individualized transit will meet the design outcomes service with no fixed route, usually provided for passengers with mobility impairments; HandyDART L is TransLink’s paratransit service LEED: Leadership in Energy Pedestrian – any individual that and Environmental Design – an moves by human-powered means, internationally recognized green including an individual using a building certification program human-powered vehicle that is used to verify the sustainable not a bicycle (e.g., skateboard, development qualities of buildings in-line skates) or a wheelchair Legibility – the characteristics People on foot – all individuals of a space (indoor or outdoor) using only their bodies for that support personal orientation, movement, including those with enabling an individual to navigate mobility aids, such as walkers, the space intuitively to reach their wheelchairs and mobility scooters destination without the need for Public Realm – publicly accessible excessive directional signage external space, including streets, Life-Cycle Cost – the total cost of squares and parks as well as the a piece of infrastructure that takes space between and around buildings into account all costs of acquiring, owning, maintaining and disposing of a building or a building system S LRT: Light Rail Transit – driver- Safety – the condition of operated, electrically-powered, urban being protected against any rail technology – primarily at-grade type of non-criminal harm and within a dedicated right-of-way
130 APPENDICES Security – the degree of protection Transit Passenger Vehicle – a shared against potential criminal activity passenger transportation vehicle that is part of a service intended for use by the Station – broadly defined as general public; for the purpose of this passenger facilities serving high- document, “transit passenger vehicle” capacity and rapid transit services, refers to vehicles that operate as part including SkyTrain, West Coast of TransLink’s public transit network Express, SeaBus, future Bus and includes buses, trains and ferries Rapid Transit and light rail Transit Priority – an infrastructure Stop – a transit passenger facility measure that gives transit vehicles serviced by bus-based transit priority over other road users to Streetcar – a variant of light rail improve the speed, efficiency transit, the key difference being that and reliability of the service it runs in mixed traffic or segregated Transit Service Vehicle – any vehicle right-of-way, providing a local service used for maintenance and servicing with more frequent stop spacings of the public transit network, as Systematized – to arrange in well as vehicles used for transit accordance with a definitive plan; supervisors, security staff and police in this document, the Guidelines have been arranged to function as a whole and to fit into the U Integrated Design Process Urban Heat Island – the localized climate effect whereby an urban area experiences higher air T temperatures than adjacent rural TOC: Transit-Oriented areas, largely due to the proliferation Communities – places that, by of more light absorbent surfaces their design, allow people to drive (e.g., dark roof materials, asphalt), less and walk more; in practice, vehicle and industrial emissions, TOC means concentrating higher- increased stormwater runoff and density, mixed-use, human scale waste heat from energy sources development around frequent transit stops and stations, in combination with mobility management measures W to discourage unnecessary driving Wayfinding – the way in which Transit Passenger Facility – people orient themselves and any component of the transit navigate their movements from place network whose main function is to place; the design, coordination, to interface with passengers and location of information (e.g., signs, provide them with access to the maps, diagrams) and architectural transit network; stops, stations and interior design serve to aid and exchanges are the three main wayfinding and help travelers types of transit passenger facilities plan and execute their journeys Whole Life Costs – see Life-Cycle Cost
APPENDICES 131 4.4 Index
A E Access 39-41, 66-67, 74, 79-80, 107, Elevator 46 122-123 Energy efficiency 28, 89, 100, 116-117 Universal accessibility 27, 45-47 Lighting 52-53, 89, 112-113 Vehicle access 62, 69 Escalator 46 Active frontage 74-75 Advertising 43, 103 F Amenities 56-57 Architecture 75 Facility type 19-23 B H Bicycle 39-40, 66-67, 122-123 HandyDART 45 Bus Bus stop 22, 45, 57 I Bus exchange 21, 61-63, 114-115, Identity 41, 74-76 116-117 Innovation 75, 87, 116-117 Bus Rapid Transit (BRT) 20 Integrated design 26, 43, 53, 56, 63, 76, 94 C Integrated design process 15-17 Capacity 39-40, 46, 107 Integration CCTV 51 Community integration 74, 79-81 Circulation 24, 40, 107, 112-113 Development integration 104-105, 114-115 Vertical circulation 46 Modal integration 65-67, 122-123 Conflict (of movement) 29, 39-40 Passenger/vehicle conflicts 49, 61-62, Retail integration 103 69 Connection 41, 65-67, 80, 122-123 L Consultation - see Stakeholder Legible 41-42, 114-115 engagement and consultation Life-cycle cost 99 Context-sensitive design 19, 79 Lighting 47, 52-53, 89, 112-113 CPTED 50-51 Level of Service 39 D Desire line 39-40 M Design goal 11 Maintenance 69, 86, 100-101 Maintenance plans 69
132 APPENDICES 4.4 Index
Material reuse 86 Material sourcing 85 S Safety 49 Modular design 87, 101 Lighting 52-53 Security 50-51 N Sightline 41, 122-123 Neighbourhood context 12, 71 Signage - see Wayfinding Newspaper box 49, 56, 103 Site ecology 95 Slip resistance 49 O Spatial requirement - see Capacity Obstacle-free access 45 Sustainability 25, 28, 116-117 Environmental sustainability 83 P Station 19-20 Step free access 45-46 Park & ride 45, 67 Stakeholder engagement and Paratransit 40, 45 consultation 18, 73 Participation - see Stakeholder engagement and consultation Passenger information 42-43, 51, 103, T 114-115 Taxi 67 Accessible information 47 Ticket vending 51, 107 Passenger pick-up/drop-off 61, 67 Transfer – see Connection Pedestrian level of service 39 Transit-oriented communities 12, 71 Pedestrian movement 39-42, 103, 114-115, 122-123 Pedestrian modeling 40 V Process goal 11 Vertical circulation – see Circulation Public art 56-57, 76, 118-119 Public realm 26, 79-81, 120-121 W Lighting 53 Washroom 45, 56-57, 63 Water quality 94, 116-117 R Wayfinding 42-43, 79, 103 Real-time information 43, 47, 107, Weather protection 55 114-115 Resilience 50 Retail 57, 103, 114-115
APPENDICES 133 4.5 References
TransLink Reference Documents
Bicycle Infrastructure Design Guidelines (DRAFT). (2010) Mission, Vision and Values. www.translink.ca/en/About-TransLink/Corporate- Overview/Vision-Mission-and-Values.aspx Principles for Public Consultation and Community Engagement. www.translink.ca/en/Be-Part-of-the-Plan/Public- Consultation/Principles-for-Public-Consultation.aspx Sustainability Policy. (2009) Sustainability Report. (2010) Transit Infrastructure Design Guidelines. (2002) Transit Service Guidelines. (2004) Transport 2040. (2008) Universal Accessibility Guidelines for TransLink Fleet & Facilities. (2007) Universally Accessible Bus Stop Design Guidelines. (2007) Wayfinding Standards Manual. (2010)
Other Reference documents
American Public Transportation Association (APTA). DRAFT Transit Sustainability Guidelines. (2010) ANSI/ASHRAE/USGBC/IES. Standard 189.1: Standard for the Design of High-Performance Green Buildings. (2009) ASHRAE. ASH-118-09: Energy Efficiency Guide for Existing Commercial Buildings. (2009) ASHRAE/IESNA. 90.1: Energy Standard for Buildings Except Low-Rise Residential Buildings. (2007) BC Green Building Roundtable. Roadmap for the Integrated Design Process. (2007) www.metrovancouver.org/buildsmart/design/ Pages/Integrateddesignprocess.aspx
134 APPENDICES BC Hydro. Net Metering Program (<50 kW). www.bchydro.com/planning_regulatory/acquiring_power/net_metering.html BC Hydro. PowerSmart. www.bchydro.com/powersmart/other_programs.html BC Hydro. Standing Offer Program (50kw-10mW). www.bchydro.com/planning_regulatory/acquiring_ power/standing_offer_program.html Cascadia Green Building Council. Living Building Challenge 2.0. (2010) Central City Concern. Achieving Water Independence in Buildings. (2009) City of Vancouver. Public Art Guidelines and Policies. www.vancouver.ca/commsvcs/cultural/publicart/policies.htm CMBC. Properties Jurisdiction and Responsibilities Guide. CSA International. CSA S478-95 Guideline on Durability in Buildings. (2007) Design Centre for CPTED Vancouver. Design Guidelines. (2010) Fruin, J. Pedestrian and Planning Design: Revised Edition. (1987) Illuminating Engineering Society of North America (IESNA). Lighting Handbook: Reference and Application. (2010) London Underground. Station Planning Standards and Guidelines. (2007) National Institute of Building Sciences. Whole Building Design Guide. www.wbdg.org Project for Public Spaces. Placemaking for Communities. www.pps.org. Rapid Transit Project 2000. SkyTrain RTP 2000 Design Manual. (2006) Royal Canadian Mounted Police (RCMP). Creating Safer Communities. (1998) Sustainable Sites Initiative. Guidelines and Performance Benchmarks. (2009) Transportation Research Board. Highway Capacity Manual. (2000) Transport for London, INterchange Best Practice Guidelines (2009) www.tfl.gov.uk/interchange UK Government. The Green Guide 5th Edition. (2008) US Government. ADA Standards for Accessible Design. (2010) US Green Building Council. LEED for New Construction. (2009)
APPENDICES 135 4.6 Acknowledgements
Development of the Transit Passenger Facility Design Guidelines resulted from a multi-disciplinary effort among numerous departments from the TransLink family of companies. Each individual listed below played a role – from the development of formative goals, principles and strategies to writing and reviewing specific sections of the document.
Special Thanks: Michael J. Shiffer, VP Planning, Strategy and Technology, TransLink Sany Zein, Director, Roads Department, TransLink Brian Mills, Director, Service and Infrastructure Planning, TransLink Jeff Busby, Manager, Project Planning, TransLink John Beaudoin, Director, Customer Engagement and Marketing, TransLink Jim Prokop, Manager, Transit Service Planning, TransLink Don Rice, Director, Service Delivery, Coast Mountain Bus Company Mark Johnston, Director, Infrastructure, Engineering and Environment, Coast Mountain Bus Company Martin Lay, Director, Contracted Transit Services, Coast Mountain Bus Company Greg Blasco, Director of Operations and Maintenance, West Coast Express
Design Guidelines Team: Moreno Rossi, Program Manager, Infrastructure Planning, TransLink Joanne Proft, Project Manager, Infrastructure Planning, TransLink Rachel Jamieson, Senior Transportation Engineer, TransLink Andrew Curran, Senior Planner, TransLink Jeff Deby, Project Planner, TransLink
136 APPENDICES 4.6 Acknowledgements
Design Guidelines Review: Angela Otto, Manager, Enterprise Marketing, TransLink Ed Harrington, Plant Supervisor, BC Rapid Transit Company Harjit Sidhu-Kambo, Manager, Transit Engineering, Coast Mountain Bus Company Helmina Kim, Architectural Design Consultant, TransLink Jim Dawe, Manager, Transition and Quality Assurance, TransLink Justin Pedley, Program Manager, Engineering and Implementation, TransLink Liz Watts, Urban Design Planner, TransLink Lyle Walker, Transportation Planner, Strategic Planning, TransLink Marco Bonaventura, Project Manager, TransLink Matt Craig, Senior Transportation Planner, TransLink Mike Fitzsimmons, Manager, Real Estate, TransLink Norm Langerhorst, Manager, Wayside Maintenance, BC Rapid Transit Company Peter Hill, Manager, Access Transit, TransLink
Consultant Team: Steer Davies Gleave Busby Perkins + Will Gehl Architects Nelson Nygaard Total Lighting Solutions Cole Projects AECOM
APPENDICES 137 Photo Credits: TransLink front cover, 8, 27, 45, 47, 55, 57, 62, 63, 65, 74, 79, 103 Steer Davies Gleave 6, 14, 34, 36, 40, 43, 46, 49, 50, 51, 53, 56, 57, 62, 63, 65, 66, 67, 69, 73, 74, 75, 76, 77, 80, 81, 85, 89, 90, 94, 96, 100, 101, 103, 104, 105, 106, 108, 114, 115, 120, 121 Busby Perkins + Will 30, 41, 55, 82, 85, 86, 87, 101 Gehl Architects 26, 29, 70, 104, 123 Nelson Nygaard 61, 73, 93, 94, 95 Total Lighting Solutions 52, 112, 113 LA Metro 118, 119 Transport for London 58
KHR Arkitektur 123
Jason Bruges Studio 77 Karl Fjelstrom 66
Jeff MacDonald 28, 117
Jeffrey Totaro 116
Barry Halkin 117
138 APPENDICES Enquiries pertaining to this document can be directed to:
TransLink Infrastructure Planning: 1600 – 4720 Kingsway, Burnaby, BC V5H 4N2 t. 604-453-4500 translink.ca APPENDICES 139