Phase Zero Transit Benchmarks by Matt Gillespie

Transit Benchmarks

03.15.2010

Topics for Consideration

Public Transportation

Motivation

User Needs

User Experience

Economic Revitalization

Universal Design

Access to station

Traffic Decongestion

Age ranges from children to elderly

Transaction

Social Opportunity

Physical ailments

Waiting

Environmental Concerns

Wheelchairs and walking aids

Boarding

Hearing impairment

Seating and standing

Visual Impairment

Transfer

Design & Planning

Accomodation of Personal Belongings Luggage

Seating

Strollers

Spatial Layout

Bicycles

Meriality

Safety

Durability

Vehicle-car collisions

Use of Color

Vehicle-Pedestrain collisions

Ease of cleaning

Emergency signage

Methods of Transaction Stations and Shelters Communication and Signage Branding of System Convenience Cohesion with multiple systems

Railings and grab bar Feasibility/ Budget Concerns

Ease of navigation Encounters and happenings

Motivation Urban space is a precious commodity and public transport consumes it more efficiently than a car dominant society, allowing cities to be built more compactly than if they were dependent on automobile transport. If public transport planning is at the core of urban planning, it will also force cities to be built more compactly to create efficient feeds into the stations and stops of transport. This will at the same time allow the creation of centers around the hubs, serving passengers’ need for their daily commercial needs and public services. This approach significantly reduces sprawl. Public transport allows transport at an economy of scale not available through private transport. Through stimulating public transport it is possible to reduce the total transport cost for the public. Time costs can also be reduced as cars removed from the road through public transit options translate to less congestion and faster speeds for remaining motorists. Transit-oriented development can both improve the usefulness and efficiency of the public transit system as well as result in increased business for commercial developments. Welldesigned transit systems can have a positive effect on real estate prices. Much public opposition to new transit construction can be based on the concern about the impact on neighborhoods of this new economic development. Few localities have the ability to seize and reassign development rights to a private transit operator, as Hong Kong has done. Increased land desirability has resulted around stations in places such as Washington, D.C. Investment in public transport also stimulates the economy locally, with between $4 and $9 of economic activity resulting from every dollar spent. Many businesses rely on access to a transit system, in particular in cities and countries where access to cars is less widespread, businesses which require

Economics & Revivalization

large amounts of people going to a same place may not be able to accommodate a large number of cars (concert venues, sport stadia, airports, exhibitions centres,...), or businesses where people are not able to use a car (bars, hospitals, or industries in the tourism sector whose customers may not have their cars). Conversely, the existence of a transit system can lower land values, either through influence on a region’s demographics and crime rate (actual or perceived) or simply through the ambient noise and other discomforts the system creates. While the credit crisis has halted many housing developments - notably subdivisions and stand-alone condominium buildings - some projects that are going forward are linked to broader revitalization or transit-related efforts. “People have rediscovered cities and urban living,” said Shelley Poticha, the president of Reconnecting America, a nonprofit organization focused on integrating transportation systems with communities they serve.

Motivation

Economics & Revivalization

Transit-Oriented Developments A transit-oriented development (TOD) is a mixeduse residential or commercial area designed to maximize access to public transport, and often incorporates features to encourage transit ridership. A TOD neighborhood typically has a center with a train station, metro station, tram stop, or bus stop, surrounded by relatively high-density development with progressively lower-density development spreading outwards from the center. TODs generally are located within a radius of one-quarter to onehalf mile (400 to 800 m) from a transit stop, as this is considered to be an appropriate scale for pedestrians. Many of the new towns created after World War II in Japan, Sweden, and France have many of the characteristics of TOD communities. In a sense, nearly all communities built on reclaimed land in the Netherlands or as exurban developments in Denmark have had the local equivalent of TOD principles integrated in their planning. Transit-oriented development is sometimes distinguished by some planning officials from November 15 Street,Curitiba “transit-proximate development” because it contains specific features that are designed to One of the earliest, and most successful examples of encourage public transport use and differentiate the TOD is Curitiba, Brazil. Curitiba was organized into development from urban sprawl. Examples of these transport corridors very early in its history. Over the features include mixed-use development that will years, it has integrated its zoning and transportation use transit at all times of day, excellent pedestrian to place high density development next to high facilities such as high quality pedestrian crossings, capacity transportation. Since the failure of its first, narrow streets, and tapering of buildings as they rather grandiose, city plan due to lack of funding, become more distant from the public transport node. Curitiba has focused on working with economical Another key feature of transit-oriented development forms of infrastructure, so it has arranged unique that differentiates it from “transit-proximate adaptations, such as bus routes (inexpensive development” is reduced amounts of parking for infrastructure) with routing systems, limited access personal vehicles. Many cities in the USA and Canada and speeds similar to subway systems. The source of are developing TOD policy. Denver, San Francisco, innovation in Curitiba has been a unique form of and Vancouver have developed, and continue to write participatory city planning that emphasizes public policies and strategic plans which aim to reduce education, discussion and agreement. automobile dependency and increase the use of public transit.

Vancouver Greater Vancouver has had a strong history of creating new development around its Skytrain lines and have also created the concept of regional town centres around the major stations and transit corridors. Of note it the Metrotown area of the suburb of Burnaby, BC near the Metrotown Skytrain Station. The areas around stations have spurred the development of billions of dollars of high density real estate, with multiple highrises near the many stations.

Motivation

Economics & Revivalization

Toronto

Bridgeland, Calgary

Hong Kong

Toronto has a longstanding policy of encouraging new construction along the route of its primary Yonge Street subway line. Most notable are the development of the Yonge and Eglinton area in the 1960s and 1970s; and the present development of the 2 km of the Yonge Street corridor north of Sheppard Avenue, which began in the late 1980s. In the period since 1997 alone the latter stretch has seen the appearance of a major new shopping centre and the building and occupation of over twenty thousand new units of condominium housing. Since the opening of the Sheppard subway line in 2002, there is a condominium construction boom along the route on Sheppard Avenue East between Yonge Street and Don Mills Road.

Calgary is home to a very successful TOD community The Hong Kong metro MTR generates a profit by redeveloping land around its stations. In the midcalled The Bridges, located in the community of 20th century, no railway was built until an area was Bridgeland. The Bridges is home to a diverse range well developed. However, in recent decades, Hong of condos, shops, services, and parks. The City Kong has started to have some TOD developments, continues to create TOD policy for other Calgary where a railway is built simultaneously with residencommunities. Calgary City Council has allocated tial development above or nearby. Examples include: funding for the creation of six Station Area Plans around the city, to guide increasing development · LOHAS Park pressure around some of the light rail transit stations. On June 9, 2008, Calgary City Council · Olympian City approved the first station area plan in Calgary’s · Tung Chung history.

Motivation

Economics & Revivalization

Melbourne

Guatemala City

San Francisco Bay Area

Melbourne, Australia, the fastest growing settlement in Australia, is expected to reach a population of 5 million by 2030 with the overwhelming majority of its residents relying on private automobiles. Since the turn of the century, sporadic efforts have been made by various levels of government to implement transit-oriented development principles. However, a lack of commitment to funding public transport infrastructure and amending zoning laws has dramatically slowed progress towards sustainable development for the city.

In an attempt to control rapid growth of Guatemala City, the municipal government (Municipalidad de Guatemala) headed by long time Mayor Ă lvaro ArzĂş, has implemented a plan to control its growth based on transects along its important arterial roads and exhibitting Transit-oriented development (TOD) characteristics. This plan denominated POT (Plan de Ordenamiento Territorial) aims to allow taller building structures of mixed uses to be built next to large arterial roads and gradually decline in height and density as you move away from such. This is simultaneously being implemented along with a Bus Rapid Transit {BRT} system called Transmetro.

The San Francisco Bay Area includes nine counties and 101 cities, including San Jose, San Francisco, and Oakland. Local and regional governments encourage transit-oriented development to decrease traffic congestion, protect natural areas, promote public health and increase housing options. The region has designated Priority Development Areas and Priority Conservation Areas. Current population forecasts for the region predict that it will grow by 2 million people by 2035 due to both the natural birth rate and job creation, and estimate that 50% of this growth can be accommodated in Priority Development Areas through transit-oriented development.

Motivation

Economics & Revivalization

Arlington, Virginia Arlington has won awards for its smart growth development strategies. For over 30 years, the government has had a policy of concentrating much of its new development near transit facilities, such as Metrorail stations and the high-volume bus lines of Columbia Pike. Within the transit areas, the government has a policy of encouraging mixed-use and pedestrian- and transit-oriented development. Outside of those areas, the government usually limits density increases, but makes exceptions for larger projects that are near major highways, such as in Shirlington, near I-395 (the Shirley Highway). Much of Arlingtonâ&#x20AC;&#x2122;s development in the last generation has been concentrated around 7 of the Countyâ&#x20AC;&#x2122;s 11 Metrorail stations.

The County focuses its efforts to preserve, create In addition, the County implemented in 2005 an and maintain for-sale and rental affordable housing affordable housing ordinance that requires most units to households whose income is not greater than developers to contribute significant affordable 80% of the Washington, DC Metropolitan Area Median housing resources, either in units or through a cash contribution, in order to obtain the highest allowable Income (AMI); rental units are committed for no fewer than 30 years at no greater than 60% AMI. AMI amounts of increased building density in new tables are published annually by the US Department development projects, most of which are planned of Housing and Urban Development. near Metrorail station areas. The County also permits greater heights and densities through zoning ordinance bonuses in exchange for the creation of additional on-site affordable housing units, at a target level of 1:1 (i.e. one committed affordable unit for every market-rate unit; since 2004, and including condominium projects, actual average production has been closer to 2:3.)

Motivation

Economics & Revivalization

Orlando, Florida

Portland, Oregon

In 1997, using a federal grant, Orlando converted the free downtown circulator bus into the LYMMO Bus Rapid Transit system. The City of Orlando has cited LYMMO as part of a development strategy that led to five new downtown office buildings (each 1 million square feet) and six new apartment communities, and it wants to expand LYMMO to connect to hospitals, new entertainment venues that are under construction and nearby residential communities.

The Portland Streetcar has spurred extensive development and is a central part of the cityís transportation network serving 13,000 riders daily and helping to cut traffic and pollution levels around the city. The program’s success gave birth to a new industry, as a local manufacturer, Oregon Iron Works, began building the first U.S.-made streetcars in modern history. In addition to creating new manufacturing jobs, the project has helped stimulate $3.5 billion in new development with the construction of five-million square feet of new buildings, including 10,000 housing units.

Carrolton, Texas In April, the Carrollton City Council approved a $38 million mixed-use development next to a commuter rail station being erected downtown. The station is Carrollton’s main gateway to the 28-mile Green Line, a $1.8 billion expansion of Dallas Area Rapid Transit. After the line’s scheduled completion in late 2010, it will link Carrollton with downtown and southern Dallas. City officials hope the railway and new development - which will include four buildings with a total of 295 apartments, a parking garage, a public park and retail space - will breathe life into a city center that empties after dark. These so-called transit-oriented developments, along with downtown revitalization plans, tap into a move toward more pedestrian-friendly, urban-style living.

Motivation

Traffic Decongestion

Congestion and Public Transportation

Negative Effects of Congestion

Americans own more than 240 million cars—that’s many municipalities. While the devlopement of public almost one for every person—leading to multi-hour transportation has been used to reduce traffic commutes, sprawling exurbs, and high gas prices. congestion, other measures are privatization of Traffic congestion occurs when a volume of traffic or highways and road pricing may reduce congestion modal split generates demand for space greater than through economic incentives and disincentives the available road capacity, this is point is commonly termed saturation. About half of U.S. traffic Light rail transit (LRT) critics and opponents congestion is recurring, and is attributed to sheer consistently try to pose “reduction” of roadway traffic weight of traffic; most of the rest is attributed to as a basic measuring stick for the “success” of LRT traffic incidents, road works and weather events. –a measure it will inevitably fail to meet. in reality, by raising (unachievable) expectations of significant Congested roads can be seen as an example of the roadway congestion reduction from LRT and other tragedy of the commons. Because roads in most major transit projects, transit and LRT opponents places are free at the point of usage, there is little exploit a common fallacy and misconception: That financial incentive for drivers not to over-utilize them, any single transportation facility, roadway or transit, up to the point where traffic collapses into a jam, can ever truly “reduce” congestion. it is almost when demand becomes limited by opportunity cost. universally recognized, even among highway planners, and throughout the transportation In many American cities, the population density is too planning profession, that roadway traffic congestion low to support subways. Light-rail transit systems— is a fundamental fact of life – basically, it continues trolley-like cars with street-level service—on the to grow with population expansion and the other hand, are often economically feasible in areas proliferation of motor vehicles. Acceptance of some that lack the density to support subways. Still, the degree of congestion is actually incorporated into the cost of laying track remains beyond the reach of basic design of urban roadways.

Wasting time of motorists and passengers (“opportunity cost”) As a non-productive activity for most people, congestion reduces regional economic health

Delays Result in late arrival for employment, meetings, and education, resulting in lost business, disciplinary action or other personal losses

Inability to forecast travel time accurately leading to drivers allocating more time to travel “just in case”, and less time on productive activities

Wasted fuel Due to increased idling, acceleration and braking. Increased fuel use may also in theory cause a rise in fuel costs

Wear and tear on vehicles A result of idling in traffic and frequent acceleration and braking, leading to more frequent repairs and replacements

Stressed and frustrated motorists Encourages road rage and reduced health of motorists

Emergency Interferance Blocked traffic may interfere with the passage of emergency vehicles traveling to their destinations where they are urgently needed.

Spillover effect from congested main arteries to secondary roads and side streets Occurs as as alternative routes are attempted, which may affect neighborhood amenity and real estate prices

Pollution caused by slow moving traffic. This is exacerbated if heavy diesel vehicles are part of the traffic flow

Motivation

Traffic Decongestion

Los Angeles, California

Connecticut

Manassas/Prince William County, Virginia

The Metro Orange Line connects the residents and employment centers of San Fernando Valley with the end point of Los Angeles’ main subway in North Hollywood. This bus rapid transit (BRT) line has proven to be a huge success and relieves traffic congestion on Highway 101, one of the most congested highways in the nation. A January 2006 survey showed that 85 percent of riders save time by leaving their car at home and using the Orange Line every day. Transit-oriented development is beginning to sprout up at several stations along the BRT line. The success of the Orange Line in one of the United Statesí most car-focused cities illustrates the ability of BRT to fill the gap between urban and suburban transportation options.

To help connect transportation needs of businesses and workers, the Connecticut Department of Transportation created the Easy Street. The program is a statewide commuter van service operated by The Rideshare Company, which offers more than 300 routes transporting 3,000 riders daily. The program gives passengers the flexibility to design their own routes to work and pick-up schedules. Communities enjoy the benefits of less congestion and less pollution from automobile exhaust.

The sprawling suburbs surrounding our nationís capitol present a challenge to developing public transportation that works. But local authorities in Prince William County, Virginia devised a clever solution: flexible bus routes that can drive off-route to pick up passengers a short distance away from the main line. Modern global positioning system (GPS) technology keeps bus drivers from getting lost, and helps managerís track bus locations. Now, more than half of riders choose the system to get to work.

Motivation

Traffic Decongestion

Maplewood, New Jersey

Curitiba, Brazil

Bogota, Columbia

To cut congestion during peak commute times, NJ TRANSITís Community Shuttle Program uses 20-passenger minibuses to pick up 50,000 monthly commuters in 20 municipalities, including Maplewood, within a few blocks of their homes. The shuttle buses bring the passengers to NJ TRANSIT commuter trains or buses that deliver them to New York City ís central business district. NJ TRANSITís Community Shuttle Program uses federal funds to purchase the minibuses. The agency then offers nocost leases to municipalities that provide the shuttle service. During the first three years of operation, the agency also offers seed money to fund part of the shuttle serviceís operating costs.

A solution has emerged in Curitiba, Brazil, which over the past 50 years has quietly evolved into a living laboratory of urban design. Since 1960, Curitiba’s population has quadrupled, to 1.8 million, straining the city’s infrastructure and transportation systems. Rather than building a new network from scratch, Curitiba’s planners created an efficient bus network with red-light-free lanes on the city’s highways and boulevards. Instead of using traditional bus stops, passengers pay at stations, significantly lowering the time it takes to board. The revolutionary new system has been dubbed Bus Rapid Transit. Over the last 10 years, Curitiba’s BRT system has been replicated around the world, in cities like Brisbane, Australia; and Jakarta, Indonesia.

Often cities introduce less elaborate BRT systems, simply increasing the efficiency of existing bus routes, but the BRT system in Bogotá, Colombia, known as the TransMilenio, demonstrates what can be done when Curitiba’s model is expanded to new levels. The 40-mile system of dedicated bus lanes serves about one million people a day, and cost a mere $240 million, just seven percent of the Athens subway extension. Bogotá’s BRT system has created a new model for urban revitalization, transforming the city by redefining how streets are used. As traffic lanes were appropriated for the BRT, the number of cars in the city fell. Squares once crowded with traffic are now vibrant with street life; sidewalks once covered with parked cars are now open for playing kids.

Motivation

Social Opportunity

An important social role played by public transport is to ensure that all members of society are able to travel, not just those with a driving license and access to an automobileâ&#x20AC;&#x201D;which include groups such as the young, the old, the poor, those with medical conditions, and people banned from driving. Automobile dependency is a name given by policy makers to places where the those without access to a private vehicle do not have access to independent mobility. Above that, public transportation opens to its users the possibility of meeting other people, as no concentration is diverted from interacting with fellow-travelers due to any steering activities. Adding to the above-said, public transport becomes a location of inter-social encounters across all boundaries of social, ethnic and other types of affiliation.

Eugene, Oregon

Kings County, California

The bus rapid transit line called EmX features hybrid buses with a dedicated bus lane and a partnership with local universities and schools to provide lowcost service to students. EmX also has created local jobs by hiring local contractors to design and construct key infrastructure components, including bus shelters. To make EmX use practical, the buses run every ten minutes during peak hours and every 20 minutes off-peak time. Public bus ridership in Eugene, including on EmX hybrid buses, has increased 35-40 percent during the last three years, and now exceeds 20-year ridership projections.

The Kings County Area Public Transportation AgencyĂs innovative system of vanpools and rural buses ensures access to schools, jobs and medical services in the rural reaches of CaliforniaĂs San Joaquin Valley. The vanpools provide affordable, safe transportation alternatives to rural residents while reducing global warming emissions and other air pollutants. Businesses throughout the state, including casinos and ski resorts, are turning to the transit agency for advice.

Motivation

Grand Rapids, Michigan Known locally as The Rapid, the Grand Rapids transit systemís success is attributed to its large array of transit options, including curbto-curb pickup service, rideshare programs, and a free shuttle between the Grand Valley State Universityís two campuses. Routes are focused on job creation and economic development, while suburban areas are served by vanpools and the PASS shuttle service that connects suburban residents with The Rapid ís regular bus routes. Today, the system is a vital piece of Grand Rapidís economy, with 80 percent of riders using The Rapid to commute to work. A recent study by Michigan Department of Transportation for the Governorís Transportation Funding Task Force shows that every $10 million spent on transit capital investments, such as The Rapid, creates 300 jobs and every $10 million spent on transit operations creates or sustains 570 jobs. In contrast, every $10 million spent on highway projects creates only 142 jobs, according to the study.

Job Opportunity

Motivation

Public Transportation allows for cars to be removed from the road. This lowers gas emissions and traffic congestions. The state of New Jersey released Getting to Work: Reconnecting Jobs with Transit. This initiative, as suggested by its title, attempts to relocate new jobs into areas with higher public transportation accessibility. The initiative cites the use of public transportation as being a means of reducing traffic congestion, providing an economic boost to the areas of job relocation, and most importantly, contributing to a green environment by reducing Carbon Dioxide (CO2) emissions. A 2002 study by the Brookings Institution and the American Enterprise Institute found that public transportation in the U.S uses approximately half the fuel required by cars, SUV’s and light trucks. In

Environmental Conscious

thus reduce travel distances and fossil fuel consumption.” Public Transportation has been a key aspect of the Green initiative. The idea of going Green, which basically entails commissioning more eco-friendly systems, is essentially new. Gases emitted by automobiles have been cited as major contributors to However, a controversial 2004 study from Lancaster University concluded that a family of four in a modern the issues addressed in green initiatives. A study conducted in Milan, Italy in 2004 during and after a car traveling from London to Edinburgh would be more efficient than traveling in a diesel-powered UK transportation strike serves to illustrate the impact that mass transportation has on the environment. Air trains. The study showed that trains had failed to samples were taken between January 2nd and keep up with the advances that the automotive and January 9th, and then tested for Methane, Carbon aviation industries had made in improved fuel Monoxide, non-methane Hydrocarbons (NMHCs), and efficiency. A representative from Modern Railways other gases identified as harmful to the environment. magazine is quoted in saying, “Studies have shown that there is a strong inverse correlation between urban population density and energy consumption per capita, and that public transport could play a key role in increasing urban population densities, and addition, the study noted that “private vehicles emit about 95 percent more carbon monoxide, 92 percent more volatile organic compounds and about twice as much carbon dioxide and nitrogen oxide than public vehicles for every passenger mile traveled”.

Motivation

Environmental Conscious

Mexico City Air pollution is considered one of the most serious and pressing problems in Mexico City. With more than 20 million people living in an area slightly larger than the Chicago region, exhaust from approximately 3.5 million personal vehicles and thousands of buses accounts for 80 percent of the region’s air pollution. Although the Mexican government has reduced smog by closing factories, removing old cars from the roads, and modernizing aging buses, car use in Mexico City has doubled in the last seven years. Reducing traffic in Mexico City is an important priority for improving the city’s overall public health. Until recently, approximately 80 percent of Mexico City’s population traveled throughout the city using the extensive subway system, light rail service, and bus network. Still, drivers spent an average of two and a half hours stuck in traffic daily. Along one of the city’s most congested arterials, Insurgentes Avenue, about 250 private buses -- with 150 different owners -- operated alongside the street’s 100 public buses. Coordination among the owners was impossible, and the traffic on Insurgentes was borderline intolerable. In 2005, as a key component of the Mexican government’s Air Quality Program and Green Plan, the mayor entered into a public-private partnership to launch the city’s first bus rapid transit (BRT) system, known as the Metrobús. The city invested less than $34 million in infrastructure and buses, while private investors spent approximately $20 million to purchase new, and retrofit existing, buses with modern BRT technology. The city oversees planning, explores expansion potential, and coordinates services while the private sector – a unified company encompassing many of the old system’s bus operators – manages the system’s operations and maintenance services. The Metrobús runs along the median with prepaid boarding, smart

card technology, low floor buses, and designated stations. Moving more than 320,000 passengers per day through the heart of Mexico City, the Metrobús is known as the subway on wheels. BRT in Mexico City improved mobility in the corridor by 50 percent and encouraged a 5 percent shift to public transportation from private vehicles. The system has reduced carbon dioxide emissions by 47,000 tons every year. The success of BRT in Mexico City has the mayor planning an additional 124 miles, installing nine more BRT corridors, and moving as many as 1.7 million daily passengers making it one of the world’s largest BRT systems. Mexico City introduced the potential of an expansive BRT network along one of its most challenging traffic corridors with great success. While the air quality isn’t as terrible here as it is in Mexico City, Chicago

doesn’t want to work retroactively to battle its growing congestion problems. Proactive solutions such as BRT systems can provide significant benefits and important contributions to an already built urban environment.

Design Elements | Transportation Seating What makes a good commuting seat? In designing for commuters, one must consider what makes for good transportation seating. In considering this further, one must dissect the function of a commuterâ&#x20AC;&#x2122;s seat, as well as all the potential scenarios that may occur on public transportation involving elements of seating are. The User: User Attitudes, Needs and Preferences

Opportunities for Design: Transitions and Connections Construction, Materiality and Details Cohesion with other design elements present Does the seating fit in with the rest of the design?

Context How does the seat respond to the transportation shell? What is surrounding the seating? How does seat respond to surrounding views - to exterior, to exits?

Style, Shape and Form

Who prefers to sit and who stands? Why does someone want to sit? How does the seat relate to each user?

Personal Perceptions

Benchmarks

Bench or Individual seats? Consideration to unique and aesthetic form and shape Comfort

New York City, NY

Are the seats for elderly, disabled, pregnant?

Rights to Personal Privacy Public Transit can become too Public. Consider responses to these concerns.

Amount of Usage How many people will sit in this same seat in the course of a day? Do you notice the user that sat in a seat before you? How does that affect the user percep tion of transit seating?

Benchmarks: New York City, NY San Francisco, CA (Caltrain) Taipei, Taiwan Case Studies: Is Public Transit too Public? Ben Paynter, fastcompany.com

The Function: Size (seat, people) How much space does someone need? Consider all shapes and sizes of people and the human body in defferent age ranges.

San Francisco, CA Caltrain

Sub-functions and Implications Consider Implications and human behavioural responses in regrads to seating - conversations, sleeping, etc?

Longevity and Lifecycle Consider how to minimize and deal with the inevitable wear and tear

Convenience Can someone choose to sit and still circulate to the exit at the appropriate stop? Can a user conveniently circulate to a seat without climbing over other commuters? Consider seat positioning. Can a person view their stop from their seat?

Taipai, Taiwan

Design Elements |Transportation Seating

Light Rail Map

Design Elements | Spatial Layout Spatial Layout Within the mode of transportation, there are many necessary considerations - circulation, location of entrance and exit, allocated space for sitting and standing, space for mechanics and mainteance, as well as designated areas for handicap accessible seating, baggage and bicycles.

Adjacencies What activites and spacial programs need to be located near or far from each other? Consider views - what one visualizes from one specific point in the vehicle, and what spaces within the program are visual to each other. Consider wayfinding and clarity of circulation paths, as well as intuitive use of specific areas.

Circulation Where are the entrances and exits? How do people get on and get off? Once inside the train, where does one go? If someone is seated, how easy is it for them to access the exit? If there are two storeis, how does one access the top storey safely? Consider spatial radius’ - how much space one needs to move about the mode of transit, now, how much space one needs to move aobout with baggage, babies, bikes, or wheelchair.

Interior Considerations An emergency intercom system which allows passengers to speak directly to the operator

Spatial Program Entrance/Exit Standing Space - straphanger, grab bars Sitting Space Handicap Accessible Seating Space Storage - baggage, bicycle, etc. Circulation Mechanical hub, Maintenance Possible Car Connection Areas

Wider center aisle space and increased wheelchair carrying capability –A majority of forward facing seats in each car half –Reduced interior noise levels

Opportunities for Design: Transitions and Connections Construction, Materiality and Details Cohesion with other design elements present

An interior audible and visual next stop announcement system

Benchmarks

Brussels, Belgium

An exterior audible and visual train destination announcement system.A video camera security system

Benchmarks: New York City, NY Washington D.C. Coritiba Melbourne, NZ Tokyo, Japan Brussels, Belgium Singapore

Tokyo, Japan

Does the seating fit in with the rest of the design?

Context How does the seat respond to the transportation shell? What is surrounding the seating? How does seat respond to surrounding views - to exterior, to exits?

Style, Shape and Form Bench or Individual seats? Consideration to unique and aesthetic form and shape Comfort

typical existing spatial layout public transit

Singapore

Design Elements | Transaction Methods Transaction Methods

Credit Card or Cell Phone Application

When realizing that public transit is a business and commuters are customers willing to pay money to use the system, making that transaction occur as easy and convenient as possible is a necessary design consideration.

Mobile phones offer a lot of flexibilty, and can fill a lot of needs that the transit community needs. It can do so much more than just a card. It’s an internet access device. It’s a portable point of sale. It’s a customer service response node, a personalised mail box, a promo delivery chanel… and this is all on top of it being used as a fare payment device! It can deliver alerts based on your commuting patterns - so it might let you know if your train has been delayed via SMS. The transit agency can even push out info that is useful to a commuter. This isn’t just text alerts, we’re talking about delivery of targeted campaigns. It also has economic advantages for transit - it reduces customer service costs. It can reduce the cost of distributing tickets and fares. It can be used to earn marketing revenue.

Honor System Punch Ticket Cash Fare, Pay on Board/As You Go Automatic Fare Collection Card The most established method to date is the contactless transaction method of automatic fare collection cards, that include mulit-ride, multi-day, and monthly passes through vending machines with a turnstile swipe method of payment. Benchmarks include the MetroCard in New York City, the Oyster Card in London, and the Smartrip in D.C.Although it has just recently been fully integrated universally, it is already outdated.

SmartCards Smart Cards are integrated circuit cards that are embedded with memory cards and microprocessing cards that store and process data. They are being piloted as new transaction methods for their strong secure authentication and avoidance counterfeiting. As part of the pilot program, users connect the Gemalto PC Twin Reader to their PC and buy tickets from home - in one click. Gemalto is working alongside RATP to manage the purchase and delivery of PC Twin Readers to end users through its Internet-based sales tool. A preliminary RATP six-month pilot program is now underway in the Ile-de-France region. Simple, convenient and fast, the « Mon e-guichet » service offers commuters in Ile-de-France greater comfort and a considerable time saving. Users log on to an RATP web portal and to order their reader, they are redirected to a dedicated Gemalto website, which takes care of all the logistics involved in the order. As soon as users receive their reader, they can top up their Navigo pass from their own PC, from home and whenever they want. Read more: http://pindebit.blogspot.com/2009/09/ratp-selectsgemalto-for-online.html#ixzz0iHnioc6U

Benchmarks

Smart Cards

The BART NFC pilot, for example, was able to show that: - the NFC phones were accepted at every fare gate on the BART - the app could be uploaded via credit card - importantly, the data file used by the NFC app was the same as that on the existing smartcards, so it will work with all BART systems that can use a smartcard - over 80% of the users responded very positively

Benchmarks: Honor System Germany and other Euro transit Punch Ticket Chicago Metra European Travel Trains Automatic Fare Collection New York City, NY Washington D.C. London, UK Melbourne, NZ Smart Card Ile-de-France pilot region Credit Card-Phone App BART in San Francisco, CA

Cell Phone-Credit Card App

Design Elements | Transaction Methods

Benchmarks

Design Elements | Materiality Materiality Looking at the design of transportation systems, there are necessary considerations for materiality. Sustainability Advanced environmental concepts of material palettes Lifecycle How long will this material last? What will happen to it when in the future? Can it be easily replaced or recycled? High Performance Durability Materials that are built to last in high traffic areas and can withsatand abuse, grafitti, etc. Sanitary, Cleanable, Agreeable to Health Codes Easily kept clean and encourages sanitation User Friendly Relates well to users, inviting, comfortable over long commutes, safe (noo sharp edges) Timeless Not dated easily Aesthetic Branding Opportunities Materials as a branding element Clean, Bright Color Palette Utlizing New Technological Processes Communicative and Interactive

Benchmarks

Design Elements | Stations & Shelters OVERVIEW Stations are the places where trains/trolleys stop to collect and deposit passengers. Since the station is the first point of contact most passengers have with the railway, it should be regarded as the “shop window” for the services provided. It should therefore be well designed, pleasing to the eye, comfortable and convenient for the passenger as well as efficient in layout and operation. Stations must be properly managed and maintained and must be operated safely. For most of the world, it has been assumed that passengers (and other members of the public) will take care of their own safety when walking on or near a railway. Because of this, it is not considered necessary to segregate passengers from trains. Passengers will look out for passing trains when crossing tracks and will take care not to leave luggage, children, cars or anything else which could damage or be damaged by a train. Passengers were free to wander across tracks, usually at walkways specially provided for them and any road vehicles which needed to cross the line. Railways were not fenced. Only at terminals and very busy stations was any attempt at segregation made. However, railways In the UK were always fenced and passengers and the public were invariably kept away from the tracks as far as possible. Platforms were built to a level which allowed a reasonable step up into a train without help and bridges or underground passages (subways) were provided to allow people to cross the line unhindered by the movement of trains. The high platform also permitted quicker loading and inloading of trains.

DESIGN CONSIDERATIONS · Passenger and pedestrian crossing safety · Raised platform vs. street level · Passenger boarding/alighting - screens/doors - platforms · Entrance/egress · Passenger information - current time - the destination and expected time of arrival of the next train - the stations served by this train - major connections requiring boarding of this train - the position of their car – if traveling with a reserved place - where the train will stop – for variable length trains - other destinations served from this station and from which platform - route/stop maps · Lifts/escalators · Weather · Discouragement of vagrants · Surveillance/crime · Aesthetics · Traffic flow · Fare collection - automatic fare collection (AFC) - manned ticket offices - smart cards (2004 Atlanta, Georgia installed Breeze, a system of electronic cards that replaced token-or-coin systems) · Lighting · Public art · Further Reading - http://www.railway-technical.com/stations.shtml - http://www.pps.org/info/Books_Videos/amenities_ for_transit - http://www.toxel.com/inspiration/2009/05/01/15-un usual-and-creative-bus-stops/

Santiago, Chili underground station: A combination of striking open architecture, subdued lighting and art space.

Cario Metro (Egypt): Is an example of a wide station platform designed to accommodate large numbers of passengers boarding and alighting at the same time.

Madrid Station (Spain): Offers an example of light, airy station concourse with faregate lines dividing paid and unpaid areas.

Design Elements | Stations & Shelters

Warrington Station, UK

Rosa Parks Transportation Center, Detroit

Grand Centeral Station, New York

South Station, Boston

Casar de Caceres, Spain

Stations

Design Elements | Stations & Shelters

Metro Station Drassanes, Barcelona

Design Elements | Stations & Shelters

Shelters

Shelter, Portland OR

Vitra Design Museum Shelter, Germany

Shelter, Portland OR

Shelter, Sheffield UK

Shelter, Dubai

Shelter, Buffalo NY

Shelter, St. Pancras

Shelter, Dubai

Design Elements | Stations & Shelters

Curitiba Shelters, Brasil

Design Elements | Stations & Shelters

San Francisco, CA

Design Elements | Stations & Shelters

Subway Entrances

Bilboa, Spain

South Station, Boston

Chicago

New York

Design Elements | Stations & Shelters

Platforms

Revere, Boston

Munich, Germany

Damen Platform, Chicago

Harvard, Boston

Park Street, Boston

Design Elements | Branding, Communication & Signage NOTABLE SYSTEMS · SEPTA’s Norristown Intermodal Transportation Center: interior/exterior identification and wayfinding sign package. Building-wide exterior and interior identification and wayfinding pedestrian signage for SEPTA’s Norristown Intermodal Transportation Center, a bus and train transfer station with integrated parking garage. · Portland Pedestrian Wayfinding Sign System: Making the city accessible with visibility. The Portland Central City Pedestrian Wayfinding Signage Project is a 100+ navigationalsign program designed for downtown Portland Oregon. These signs are designed to help visitors and residents navigate the city and access its rich cultural, civic, and commercial destinations. The signs also include transit access information to facilitate movement. Work included contextual design research, stakeholder surveys, city brand definition, design of sign structure and graphics development of signage design intent guidelines manual, The sign system’s design included 12+ months of contextual design research, city brand definition, stakeholder surveys, design of sign structures, layout graphics (including maps); sign location plans, message routing, and message inventory. · PACTO’s subway stations: Assisting traveller navigation within concourse passages. Navigational concourse pedestrian sign system designed for PACTO’s subway stations in Philadelphia. PATCO’s stations involve a complex maze of tunnels that needed signage to help people find their way to various train lines and exits. Signs designed to consist of rack-mounted modular, powdercoated steel panels to lower maintenance cost for updates and replacements. Conceptual design only; this design was not installed.

DESIGN CONSIDERATIONS · Visual language system - branding elements · logo/identity · character · tone · establish passenger recognition · establish credibility - use of color - use of icons - use of text · Display of information - fabricated signage - print (brochure) - digital · Navigation/point of reference · Level of information to provide/when - directional - identification - warning - informative - timing · Viewing distance/location · Interior vs. exterior materials (weather conditions) · Further Reading - http://www.luminantdesign.com/work/examples/ busmap.html

Design Elements | Branding, Communication & Signage

Identities

Design Elements | Branding, Communication & Signage

Overhead Direction Signage

Design Elements | Branding, Communication & Signage

Direction Signage

Design Elements | Branding, Communication & Signage

London Subway Map

Design Elements | Branding, Communication & Signage

Branding Guidelines

Design Elements | Convenience FREQUENCY OF STOPS · A model is developed to evaluate the sensitivity of expected passenger wait time at transit stops to service frequency and schedule reliability. This model represents an advance over previous models because it explicitly incorporates a passenger decision-making process, rather than assuming that passengers arrive at random instants in time. · So if you put the stops close together, you are helping to make sure you don’t miss anyone, but at the same time you’re providing duplicate coverage to the people who will walk further. At the same time, you’re reducing the speed of the service and increasing its capital expense -- especially on a system where the stations are really the main fixed-capital item. Don’t be too distracted by acceleration and braking times; they don’t make that much difference at this scale compared to the number of stops. ‚ Stop spacing ends up being very political, and varying based on local conditions along the route. If you’re focused on long term urbanist outcomes, and are thinking about how the service will function once there’s been some redevelopment, fewer stops may be better, because you’ll concentrate development into nodes producing a more transit-efficient development pattern that supports the wide stop spacing into the long term. · Transit industry standards suggest that most riders will not want to walk more than ¼ mile to a stop. Recommended ranges for stop spacing are as follows: - Major Commercial Areas 500-800 feet - Urban 700-1000 feet - Suburban 1000-1500 feet · Further Reading - http://www.humantransit.org/2010/02/driverless-rap id-transit-why-it-matters.html?cid=6a00d83454714d69 e20120a8b7dda5970b - http://en.wikipedia.org/wiki/New_York_City_Subway - http://network.nationalpost.com/np/blogs/toronto/ archive/2009/08/25/relief-on-way-for-ttc-s-crampedunion-station-subway.aspx - http://www.humantransit.org/2009/04/brisbanes-newdowntown-subway.html - www.gjcity.org/citydeptwebpages/.../TEDS/TRANSI TREGS.pdf

PARKING ACCOMMODATION, PARK-AND-RIDES · Daily New Jersey Transit commuter parking is available at the Bridgewater, New Jersey Transit Stop. The Bridgewater Transit Stop is located in the White Lot at TD Bank Ballpark in Bridgewater New Jersey. This New Jersey Transit stop is serviced by the Raritan Valley Line, providing service to Newark Penn Station with Transfer service to New York Penn Station and High Bridge, New Jersey. For more information on schedules and New Jersey Transit, please visit www.njtransit.com. · Bay Area Rapid Transit (BART) District in California: Rising demand for parking at suburban transit stations, such as the BART, District in California, necessitates strategies to manage traveler demand. To better manage parking supply, researchers implemented a smart parking field test at the Rockridge BART station from 2004 to 2006 to evaluate the effects of smart parking technologies (changeable message signs (CMSs)), Internet reservations and billing, mobile phone and personal digital assistant communications, and a wireless parking lot counting system) on transit ridership and response to service pricing. Researchers employed expert interviews, Internet surveys, focus groups, and parking reservation data to conduct this analysis. Survey data indicated that the field test increased BART trips and resulted in 9.7 fewer miles per participant per month on average. Key lessons learned include that it would have been beneficial to anticipate additional time for project scoping and permitting, and fixed wayfinding signs were beneficial in both directing vehicles from the highway to the smart parking lot and addressing resident concerns about increased traffic. Additionally, the majority of participants continued to use the service when fees were implemented. However, the CMSs were not widely employed in users’ decision-making processes in this application. Finally, the wireless counting system worked well, with the exception of the in-ground sensors, which were prone to mis- counts. This paper provides an overview of the project and key literature, behavioral effects of the field test, and lessons learned.

Design Elements | User Considerations UNIVERSAL DESIGN This section highlights both the differences and the connections between the Americans with Disabilities Act (ADA) Standards for Accessible Design and Universal Design. “What is Universal Design” is discussed at length in the “Learn” section of this site. Here we cross reference a range of materials on this and other sites by listing and linking teaching materials, articles and other media that help articulate the differences and connections. We also provide links to authoritative ADA resources on other sites. Universal design is not a synonym or a euphemism for accessibility standards. Universal design can be distinguished from minimal compliance with accessibility standards in the way that the accessible features have been integrated into the overall design. This integration is important because it results in better design and avoids the stigmatizing quality of accessible features that have been added on late in the design process or as modifications after the design is complete. The process of integrating accessible features so they become integral to a design may be more challenging for the designer but the results may also be more satisfying. Another important way in which universal design differs from accessibility requirements is that accessibility requirements are usually prescriptive whereas universal design is performancebased. Universal design does not have rigid standards or requirements but addresses usability issues more holistically. NOTABLE EXAMPLES Metro Transit Hiawatha Line (Minneapolis, St. Paul, MN) · Light-rail vehicles: A train may consist of two cars coupled together. If each car has four doorways and can hold 66 passengers in each car consider four luggage racks and four bicycle hangers per car. · Bike Accommodation, Interior and Exterior: - Interior Bike racks need allowable space for foldable and non-foldable models, preferably separate from passenger seating for safety and spacial reasons. - Exterior Bike racks pose a safety concern, and most passengers are not in agreeance to allow costly bicycles to be attached to an exterior rack. · Babies and Children: Strollers, small carts, etc. Allowable space considerations are necessary for families carrying small children, with strollers, and small carts to accommodate for baggage and needs of small children. Hooks and bins may be considered for hands free seating.

· Baggage Accommodation: Allowable space for baggage must be incorporated into design. Consider overhead racks and open space beneath seating. · Accessibility: - Fully ADA compliant stations and vehicles with four wheelchair locations per vehicle. Level boarding at each train door. Ramps and tactile edges at all stations. - Elevators at stations on bridges. - Interior railing placement, raised portions of vehicle, partition placement/separation from short commuters · Wheel Chair Accommodations: - Wheel chair accommodations will be provided in accordance with ADA Accessibility Guidelines. - Space for a minimum of two wheelchairs shall be allocated near the operators cab. A stop request tape switch shall be located in this area. - Passenger seats at designated wheelchair areas shall be flip-up type. · Elderly Safety Feature Considerations: The LRVs, in conjunction with platform configuration, shall comply with the ADA Accessibility Guidelines. · Elderly and ADA Accessible Ramps: Each front doorway, nearest the operators cab, will be fitted with a manually operated ramp and bridge plate. When deployed, the ramps will completely cover the step well, and the bridge plate will rest on the wayside platform. The status of the ramp will be indicated by limit switch to other vehicle systems. · Sanitary Fabrics and Materials/Seating: Seats will be of two varieties: lateral fixed 2 person seats, or flip-up 2 person seats arranged laterally or longitudinally. All seat frame materials visible to the public will be brushed stainless steel. Non-visible frame materials may be painted mild steel. Seat cushions that are replaceable insert type should be considered. Consider that the passenger and door windows will be laminated, tinted, safety glass meeting ANSI Type 1 requirements; passenger side windows one piece without an openable portion. · Source: The American Society of Mechanical Engineers is supporting industry efforts to write structural standards for light rail vehicles. For further information contact: Martin P. Schroeder, M.S.M.E., PE, Sr. Program Manager – Rail Programs, American Public Transportation Association, 202-496-4885, mschroeder@APTA.com

Bordeaux Light Rail (France) Extensive participatory process with user/experts engaged specifically for some elements. Tactile maps at station entrances, lobbies and platforms. Detectable guide strip from each station entrance to lobby, fare gates and down to the platforms. Lighting levels vary in relation to function and lend clarity to the hierarchy of information. Low floor trams, which allow comfortable and easy access for not only people with disabilities but also children, elderly, women with children, people wheeling luggage or shopping carts. Spacious multipurpose areas that can be dedicated to bicycles, prams or luggage. FURTHER READING · The Principles of Universal Design, published by the Center for Universal Design in 1997, articulate the breadth of the concept and provide guidelines for designers. · http://www.rideuta.com/files/LRTDesignCriteriaManualCh118Rev4FINALNov07.pdf · Amazon.com--Light Rail Systems Design - A Human Transport Planning Criteria Centered Approach · http://www.pva.org/site/DocServer/access_transit. pdf?docID=563 · http://www.dev.ihcdstore.org/?q=node/127#designfeatures

Appendix

Presentation 01.19.2010

City Public Transportation Comparison Amsterdam

Light Rail

RTS

Commuter

Decongestion Revitalization X

Atlanta

Bogota

Chicago

Curitiba

Dallas

Houston

London

Tourism

X X

Melbourne

Minneapolis

Munich

X X

Orlando

X X

Phoenix

Portland

San Francisco

St Louis

Washington

Auto Mgmt.

Paris

Bike

Los Angeles

New York

Experience

X X

City Population & Climate Comparison Metro Population

City Population

Climate

Amsterdam

1.2 million

740,000

variant

Atlanta

5.4 million

540,000

sub-tropical

Bogota

8.6 million

7.3 million

tropical

Chicago

9.6 million

2.8 million

variant

Curitiba

3.5 million

1.8 million

tropical

Dallas

6.3 million

2.4 million

hot, dry

Houston

5.7 million

2.2 million

hot, dry

London

8.3 million

7.1 million

temperate

Los Angeles

17.8 million

9.9 million

temperate

Melbourne

4 million

71,000

temperate

Minneapolis

3.5 million

368,000

variant, cold

5 million

1.4 million

variant

New York

18.9 million

8.3 million

variant

Orlando

2.1 million

230,000

tropical

Paris

12 million

2.3 million

variant

Phoenix

4.3 million

1.5 million

hot, dry

Portland

1.9 million

530,000

temperate

San Francisco

7.4 millions

840,000

temperate

St Louis

2.8 million

354,000

varient

Washington

5.3 million

600,000

variant

Cincinnati

2.1 million

370,000

variant

Munich

Curitiba, Brazil

History and Overview

Structure

Curitiba’s rapid hierarchical bus rapid transit system, consisting of exclusive lanes on major streets complimented by feeder buses, is an exemplary model of versatile and cost-effective public transportation. By the 1960s, Curitiba’s population saw a rapid increase in population, generating a fear that the growth would threaten the character of the city. In 1964, Jaime Lerner, architect and subsequent mayor, led a team from the Universidade Federal do Paraná suggesting a redistribution of traffic patterns throughout the city and a convenient and affordable public transit system. With this plan, pedestrian streets were created in appropriate areas of the downtown. The plan also included a Trinary Road System, where two one-way streets moving in opposite directions surround dedicated bus lanes. The bus rapid transit express lanes create a 5-axis pattern that radiates from the downtown area. In the 1980s, the Rede Integrada de Transporte was put into action. A combination of low infrastructural costs, accessibility, and well-designed vehicles and stations make Curitiba a premier benchmark city for public transportation. Now consisting of 21 primary transit centers, the popularity of Curitiba’s BRT has effected a modal shift from automobile travel to bus travel.

· 5-axis radial organiation · Hierarchical system of services · Express (red)

Motives · Accomodate rapid population growth · Alleviate congestion

Land-Use Planning · New master plan and land-use policies · Growth to occur along designated corridors

· Downtown no longer the primary destination · Discouragement of auto use · Pedestrian streets · Limited public downtown parking

· “Above-ground subway” · High capacity vehicles · Exclusive bus lane · High speed

Population · 3.5 million (metro) · 1.8 million (city) Climate · Sub-Tropical

· Inter-district feeder buses (green)

Name of System · Rede Integrada de Transporte

· Direct Lines (silver)

Year Established · 1980

· Operate outside of downtown · Connect neighborhoods

· Connect two points · Large distance with few stops

· Neighborhood feeder (orange) · Link neighborhoods to express stations

· Hospital Connectors (white) · Tourist attraction routes (multi-colored)

Design Features · Bi-articulated vehicle · fits 4 times the amount of traditional buses

· Route type designated by color · Cylindrical glass stations

· Comfortable environment · Protection from the elements

· Raised platform Quick and accessible boarding

Transaction · Fixed rate, 40 cents (USD) per user · Pre-boarding payment for min. dwell time

Criticism · System does not accomodate bicyclists

Modes · Bus Rapit Transit · Feeder buses Mass Transit Usage · 80% of commuters Similar BRT Systems · Bogota, Columbia · L.A (Orange Line)

Curitiba, Brazil

Transit Map

Curitiba, Brazil

Rapid Bus Transit Images

Curitiba, Brazil

Station and Inspiration

Portland, Oregon

Overview

MAX (Metropolitan Area Express) is TriMet’s light rail system serving the Portland metropolitan area. The four MAX lines (Blue, Red, Yellow and Green) run on 52 miles of track and serve 84 stations.

Motives

MAX was established due to rising population, to take cars off roads for cleaner air, to decongest traffic conditions, and to preserve Portland neighborhoods and livability.

Design Features

The MAX tracks at Gateway Transit Center are oriented north-south. Blue Line westbound riders board from the east platform, then the train heads north and turns west, running parallel to I-84. Blue Line eastbound riders board from the west platform, then the train heads south and turns east, running parallel to E Burnside. Northbound MAX Red Line trains share the eastbound track until it splits, with Red Line trains continuing north to the airport. Red Line and Green Line trains traveling to downtown use a third track located in between both station platforms. Southbound MAX Green Line trains share the eastbound track until it splits, with Green Line trains continuing south to Clackamas Town Center. Riders going downtown can board any westbound train, whether it is Red Line, Blue Line or Green Line.

TriMet Public Art

· The TriMet Public Art Program promotes transit use and community pride by integrating permanent and temporary art works into the public transit system. · It celebrates the contributions of public transportation and recognizing the cultural richness in the region.

Transaction

· Adult: $2.00 - $2.30 (varied “zone” adults) · Honored Citizen: $0.95 · Youth/Student: $1.50 · Life Paratransit: $1.80 · Cash and credit · Two hour ticket, book of 10, 1, 7 & 14 day, half month, month and year long passes available

Success

· All five MAX projects (Eastside, Westside, Airport, Interstate and the Green Line) have been completed on or ahead of schedule, and on or under budget. · MAX ridership continues to grow. · MAX has become a national model for community support, land-use/transportation planning, public art and environmentally friendly construction practices. · More than $6 billion in development has occurred along MAX lines since the decision to build in 1978. · MAX takes cars off our roads, helps keep our air clean and preserves neighborhoods and livability

Population · 585,000 Climate · Temperate Name of System · MAX Year Established · 1978 Modes · Light Rail · Bus · WES commuter rail Mass Transit Usage · 35.2 million in 2009

Portland, Oregon

Transit Map

Portland, Oregon

Lightrail Images

Phoenix, Arizona

Overview The Greater Phoenix area has long been criticized for being one of the largest metropolitan areas in the country that has only bus service for public transportation. Over the past 20 years many highways have been added, widened and improved, encouraging more cars, more traffic, and more problems with pollution and ozone layer destruction. The history of the light rail project goes back to 1985, when voters in Maricopa County approved an increase in taxes to fund seed money for the project and the creation of the Regional Public Transportation Authority. We know that entity today as Valley Metro. Additional funding proposals by citizens of various of the cities participating occurred in the years following. In December 2008 the first 20-mile starter line of the METRO light rail system for Phoenix started accepting passengers. The METRO light rail system uses stateof-the art light rail vehicles with a modern, streamlined design. Goals · Deliver cost effective transit services · Deliver on Proposition 400 projects and assist with city transit projects · Integrate transit services across the region · Increase transit visibility (marketing, customer satisfaction, public-private partnerships) · Hire/retain and develop top talent at every level · Contribute to an enhanced quality of life in the region (air quality, congestion, services)

Transaction · One ride: $1.75 · All day pass: $3.50 · 3 day pass $10.50 · 7 day pass $17.50 · 31 day pass $55.00 · Reduced passes available to students and employees, through homeless providers, and special field trip rates apply. · Cash and credit Design Features In 1993, the Valley Metro board adopted the name Valley Metro as the identity for the regional transit system in the Phoenix metropolitan area. Under the Valley Metro brand, local governments joined to fund the Valley-wide transit system that the public sees on the streets today. Valley Metro Board member agencies include Avondale, Buckeye, Chandler, El Mirage, Gilbert, Glendale, Goodyear, Maricopa County, Mesa, Peoria, Phoenix, Queen Creek, Scottsdale, Surprise and Tempe. south and turns east, running parallel to E Burnside. Northbound MAX Red Line trains share the eastbound track until it splits, with Red Line trains continuing north to the airport. Red Line and Green Line trains traveling to downtown use a third track located in between both station platforms. Southbound MAX Green Line trains share the eastbound track until it splits, with Green Line trains continuing south to Clackamas Town Center. Riders going downtown can board any westbound train, whether it is Red Line, Blue Line or Green Line.

Population · 4.5 million (metro) · 1.5 million (city) Climate · Hot and arid Name of System · Valley Metro Year Established · 1993 · 2008 (Light Rail) Modes · Light Rail · Bus

Phoenix, Arizona

Transit Map

Phoenix, Arizona

Lightrail Images

Phoenix, Arizona

Lightrail Images

��

Melbourne tram network

en t rli am Pa

,9 5

,1 12

10 9 ,4 8, ,4 2 11

Pa rk 55 St

D IN O TO TE MA W R IN ES C T H CO A BU NG RG E

Y IT C

Fli nd er s 70 St ,7 5 St s de r Fli n

6 ,9 ,9 5 86

rn he 42 , 11 ,

2 Rd 7 , 7 da , 6 Kil 64 St 16 , 6,

on nd re la C 112

, 3a

ay W

So ut

St St

Lo ns da le

E TO L W TO IZA ES N B O TO T M RT ET AIR ARIB H C H PO YR OB ST RT NO UR W NG G 1 ES T 57 9

Fla

C ro ss

Yarra River

Sturt St

gs Kin

R IA TO DO HA W CK R ES L B NO TO T P AN OU RT B RES D R H OX TO S BA H N LW ILL 1 YN 4 1 2

Swan St 70

Richmond

9 5 5

Bo ur ke

M elb C ou en r n tr e al

L W A TO ES TR NO T OB RT EN E H D S BA T LW gs YN ta La ff Tro be

St Du dle y

C oll in s

St Fr an kli n

elb N ou or rn th e M

Wellington Pde 48 , 75 Jolimont

M TO SP EL VE E 30 BOU RM NC , 8 RN ON E CI 6 E T S R S TY M O T US UT EU H M 7

Queensbridge St

E TI H A ST D D VIN OC ST CE K AD NT LA IU ’S N M PL DS AZ A

, 16

W D A T O TE TO O W CK RF BU ATT LA R ND LE N ON OO PA DS T C RA RK IT RM Y IT

7 86 0

City Circle Tram City Loop Stations

Yarra River

112

Croxton

10 9

F Br lem id in ge g to n

Northcote 55

Merri Westgarth

NORTH RICHMOND TO LUNA PARK/ ST KILDA BEACH

Clifton Hill

79 TO PRAHRAN

Glenferrie

1 St

TO WATERFRONT CITY DOCKLANDS

Toorak Rd

Gardiner

Chapel St

112 Clarendon St

Toorak High St

Glen Iris

Dandenong Rd

y ur rb te 6 an 9 C

3a ,

EAST MALVERN

3 TO MELBOURNE UNIVERSITY 3a TO MELBOURNE UNIVERSITY VIA ST KILDA

E B A D IL K T /S ND K O R M H H C PA RIC A A H E K N ORT B WIC A NS LU O N U T LD R 96 KI ST B A ST O E T

, 16

Hawthorn Rd 64

,7 9

3a ,

16 , Fit 96 zr oy St

78 , 79

, 11 3a / A D T IL S N K OY STO E ST ZR PR T T FI ES W TO

St rk Pa 112

Caulfield

Glenhuntly Rd

MALVERN TO MELBOURNE UNIVERSITY

Waverley Rd

3 , 3a , 16 , 79 Balaclava

TO NORTH RICHMOND

GLEN IRIS TO MELBOURNE UNIVERSITY

5 Malvern

Balaclava Rd

78 PRAHRAN

Wattletree Rd

5 , 64

E N R U O LB RG E BU 1 M H CHT CO E ST EA AS N R B OE U T O LB E M L

O O P OB T

9 IL 10 RT X H

Armadale

Windsor

VERMONT SOUTH

75 TO CITY SPENCER ST

Burwood

TOORAK TO MORELAND

Malvern Rd

Prahran 6

Burwood Hwy

Warrigal Rd

St at io n

South Yarra 8 Commercial Rd 72

Box Hill

70 WATTLE PARK

Kooyong

Burke Rd

St Kilda Rd

Av e

Glenferrie Rd

Church St

96 Ferrars St

Vic to ria

Riversdale

Riversdale Rd

70 , 75

DOMAIN INTERCHANGE TO WEST COBURG

PORT PHILLIP

Camberwell

Hawthorn Burnley

Swan St 70 East Richmond

BOX HILL

42 TO VICTORIA HARBOUR DOCKLANDS 109 TO PORT MELBOURNE Union Rd

CITY CENTRE see inset

Balwyn Rd

Victoria St 24 , 42 , 109 North Richmond Bridge Rd 48 , 75

NORTH BALWYN

24 TO CITY/LA TROBE ST WEST END 48 TO VICTORIA HARBOUR DOCKLANDS

Doncaster Rd

KEW TO MELB UNIVERSITY CAMBERWELL VIA ST KILDA TO MELBOURNE UNIVERSITY 109 16 72 Cotham Rd Whitehorse Rd

H ar tw ell

9 ,5

Abbotsford St 57

82 FOOTSCRAY TO MOONEE PONDS

H ig 24 h S ,4 t 8

N ew m ar ke t

a, ,3

Es se nd on

St n itio hib Ex

12 ,1

North Wharf Rd

g rin Sp

, 19

09 ,1

High St 86

Nicholson St 96

Lygon St 1, 8

Royal Pde 19

Rd m so 7 Ep 5

Droop St

Racecourse Rd

Victoria Harbour

Thornbury St Georges Rd 112

Rd er nd xa le 59 tA M

Royal Park

Victoria Pde 24 , 42 , 109

Domain Rd 8

Jewell

96 MOONEE PONDS 82 TO FOOTSCRAY 57 , 82 Maribyrnong Rd

EAST BRUNSWICK TO ST KILDA BEACH

Brunswick

WEST MARIBYRNONG TO CITY ELIZABETH ST

67 CARNEGIE Glenhuntly

Elsternwick

TO MELBOURNE UNIVERSITY

EAST BRIGHTON TO MELBOURNE UNIVERSITY

NORTH MAP NOT TO SCALE

Effective 20 September 2009

Information

Sa ve r Zo ne 1 Zo ne 2

N ea re st tra in st at C on io n ne ct in g bu Tr am s te rm in us

Ticketing zones

C ity

Footscray

, 75

Anstey

p Es ur bo , 86 ar H 70

Moreland

am illi W

Plenty Rd

Gilbert Rd

Sydney Rd

Melville Rd

r ilo Ke

Coburg

MORELAND TO TOORAK

g Kin

EAST COBURG TO STH MELB BEACH

t rS ce en Sp

Batman

en ue Q

Tyler St

ay cr ots Fo

AIRPORT WEST TO CITY ELIZABETH ST

th be za Eli

Dynon Rd

Gertrude St

ST VINCENT’S PLAZA TO ETIHAD STADIUM DOCKLANDS 30

St ell ss Ru

n sto an Sw

Peel St 55

Kingsbury Dr WEST COBURG NORTH COBURG TO DOMAIN INTERCHANGE TO CITY ELIZABETH ST

MELBOURNE MUSEUM TO CITY SPENCER ST 95

Smith St 86

Errol St

Brunswick St 11 , 112

Rd Victoria St

Nicholson St 96

1, 8 TO KEW VIA ST KILDA TO EAST BRIGHTON TO CARNEGIE TO CAMBERWELL

Lygon St

n gto in 9 lem ,5 F 57 Abbotsford St

BUNDOORA RMIT TO WATERFRONT CITY DOCKLANDS

WEST PRESTON TO VICTORIA HARBOUR DOCKLANDS 11 TO ST KILDA 112

Rathdowne St

19 Royal Pde

MELBOURNE UNIVERSITY TO EAST MALVERN 3 16 TO EAST MALVERN VIA ST KILDA 3a 64 TO MALVERN 5 67 TO GLEN IRIS 6 72

Routes: 1, 3 (Mon–Fri), 3a (Sat–Sun), 5, 6, 8, 11, 16, 19, 24 (AM ⁄ PM peaks), 30, 42, 48, 55, 57, 59, 64, 67, 70, 72, 75, 78 (until 7pm), 79 (after 7pm), 82, 86, 95 (Mon–Fri), 96, 109, 112

For train, tram and bus information call 131 638 / (TTY) 9619 2727 (6am–midnight daily) or visit metlinkmelbourne.com.au For Yarra Trams customer feedback and lost property call 1800 800 166 (6am–midnight daily) or visit yarratrams.com.au

291009

St. Louis, Missouri

History and Overview St. Louis developed the light rail system, MetroLink, to connect downtown with the airport, popular attractions and neighborhoods. The Metrolink has also helped revitalize East St. Louis. In the 1970s and 1980s bus ridership was declining as more and more families migrated to the suburbs and became two-car families. MetroLink now unifies the suburbs, bi-state area, and downtown district. Construction on the initial MetroLink alignment from St. Louis International Airport to the 5th & Missouri station in East St. Louis began in 1990. The portion between North Hanley and 5th & Missouri stations opened in July 1993. The capital cost to build the initial phase of MetroLink was $464 million. Of that amount, $348 million was supplied by the Federal Transit Administration (FTA). In May 2003, a 3.5-mile extension from Southwestern Illinois College to Shiloh-Scott station opened. Fare and Payment Methods MetroLink uses a proof-of-payment system (POP is an honor-based fare collection).Tickets can be purchased online or at ticket vending machines at the entrance to all stations. Reduced fares can be purchased by seniors ages 65+, people with disabilities, and children ages 5–12. Children younger than 5 years of age ride free.

Fare Prices $2.00/ $1.00 $2.75/ $1.35 $2.25/ $1.10 $2.75/ $1.35 $7.50 $23.50 $68.00/$34.00 $19.00 $145.00 $88.00 $13.00 $4.00

MetroBus Fare MetroBus Fare with Multi-Use Transfer MetroLink One-Ride Ticket Metro Two-Hour Pass Metro One-Day Pass Metro Weekly Pass Metro Monthly Pass Metro 10 Ride Student Tickets with Multi Use Transfer Metro University Semester Pass Metro Combo Pass (includes parking in some areas) Call-A-Ride (non-ADA up to 5 miles/each add'l mile $1.30) Call-A-Ride (ADA Eligible Trips)

Significant Design Features · MetroLink has 2 major routes the Red and Blue line · System operates from 4AM to 12:30 AM · Metro has a fleet of 411 MetroBus vehicles, 75 bus routes · 87 light rail vehicles · 136 Metro Call-A-Ride paratransit vans · Public Transportaion spans 574 sq/mile · 75% riders use the system to commute to work · $222 million annual operation budget (46% comes from local sales tax, 20% passenger, rest come from contracts and grants)

Metro Population 2.8 million City Population 354,000 Climate Varient Mass Transit Types · Buses (MetroBus) · Light Rail (MetroLink) · Paratransit (Call-A-Ride) Mass Transit Usage · 61,500 people/day · 53 million annually Year Built 1993

St. Louis, Missouri

Light Rail Map

St. Louis, Missouri

Light Rail Images

St. Louis, Missouri

Light Rail Images

Phoenix, AZ Visit 02.04.2010

Phoenix Metro

February 2010

Phoenix, Arizona

Arizona State University

Phoenix, Arizona

Hot & Arid Climate

Phoenix, Arizona

City Structure

Phoenix, Arizona

Regional Architecture

Scottsdale, Arizona

The Non-Believers

Transaction

Proof of Payment System

Station Design

Station Art

Train Exterior

Train Interior

Signage

Bike Accomodation

Universal Design

Range of Sizes and Abilities

Safety

Emergency Signage

Safety

Collision Deterants

Maintenance Facility

Supplementary Transit

Design Opportunities

Trip Notes DOORS

BICYCLES

·Full Glass Doors cut down on dwelling time by providing a view of the ground, which mentally prepares users for their exits. Also prefered by fire department for easy access in case of emergency.

·Cyclists prefer to have their bikes in view when riding the train, as leaving them unattended could lead to left. In Phoenix, the narrow section between cars provides an area for cyclists to sit next to their secured bikes.

·People are inclined to hit the “door open” buttons even when it’s not necessary. In Phoenix, mounting them on glass has created problems. The force has lead to cracking of the glass (see: design opportunities section).

·It is important to take heavier bikes (cruisers and mountain bikes) into consideration when designing upright bike racks, as one must lift the bike to secure it.

UNIVERSAL DESIGN

RASIED SEATING

·Individuals using wheelchairs do not want to be tied down – they actually feel safer having the ability to roll.

·Users gravitate towards areas of raised seating, perhaps for the enhanced view within the car and out of the train as well as the sense of comfort added by not having people passing by as often.

·Phoenix has a large number of inhabitants who use wheelchairs due to favorable weather conditions (no ·Kids love it! snow, little rain) and flat terrain ·Privacy panels avoid unsightly views of users in ·Benches are more efficient than individual seats, as the front row of seating. Opaque or colored glass they accomodate larger body widths (see: universal is optimal. A less expensive option is an applied design). laminant, which runs the risk of bubbling up over time (see: design opportunities section). ·With hinged pull-down seating, people often have ·Safety issues arise with the transition from the trouble bringing down the seats. raised area to the entry level. Steps should be ·Without effective signage, users occupying marked with signage and/or lit up (see: safety). designated wheelchair areas do not always realize The shortened handrails (see: train interior) make that they need to get up when a user enters the train people lean backwards in order to hold on while in a wheelchair. taking the last step down, which causes some people to become unstable and fall as the train ·Language is a touchy subject. Currently, we use the stops. Users with limited physical abilities tend to term “seniors”. The baby boomer generation prefers walk down the steps sideways to avoid this. the term “elders”. Generation Y and X will not mention age, but will refer to “preferred seating”. SIGNAGE Also, the term “people with disabilities” should be used instead of “disabled people”. ·Signage should be integrated into the design of the car. Thought vinyl application is an option, users

tend to pick at the corners and eventually the vinyl will visably peel away from the surface (see: design opportunities). SAFETY + ENGINEERING ·Smoother stops decrease the risk of people falling down when the train stops. This also decreases dwelling time by allowing users to feel safe enough to get up and walk towards the door even fore the train stops. ·Hinged, non-fixed front bumper is shock absorbant in case of collision with a vehicle. ·In case of human collision, beveled edges make decrease the liklihood for a body to be dragged under the train by pushing them aside. TRANSACTION ·Free standing payment kiosks don’t accomodate rain. ·Easy/difficulty of user interface ·Single/timed ticket versus credit system USAGE ·Diversity in users ·Limited scope makes the rail inaccessable to cer tain areas of the city, which is a major reason why many metropolitan dwellers still drive. ·Less usage in the summers, as people stay indoors or leave the city to avoid the heat. Trains only use a single car per train during such times.

Memphis, TN Visit 02.04.2010

Memphis, TN CITY OVERVIEW · Population: - Memphis, TN: metro = 1,285,732 & city = 669,651 - Cincinnatim OH: metro = 2,155,137 & city = 333,336 · Climate: humid subtropical climate, with four distinct seasons – Aug. H.91º/L.71º & Jan. H.49º/L.31º · Types of transportation: trolley, bus, park-and-ride lots, and parking garages CITY DESIGN AESTHETIC · Neon lights · Padded vinyl booths · Formica tabletops · 1950’s charm · Home of the Blues & Elvis TROLLEY SYSTEM OVERVIEW · System developed and operated by Memphis Area Transit Authority (MATA) · 35 stops/shelters, 2 stations (north and central), 19 trolley cars · System covers 7 miles · 3 lines - Main Street Trolley (started April 1993, circulator system) - Riverfront Loop (started October 1997, circulator system) - Madison Avenue 2-mile Loop (started March 15, 2004, cost $56 million, out-back system) · Design considerations to connect city locations - main street shops and restaurants - places of employment - parking facilities - hotels - Civic Centers/Government Complex - riverfront parks - entertainment destinations · Beale Street · Orpheum Theater · National Civil Rights Museum · Memphis Cook Convention Center · South Main Street Arts District · FedEx Forum (home of the Memphis Grizzlies and University of Memphis Tigers) · Pyramid Arena - residential apartment living - medical centers (downtown and midtown areas) - Farmers Market at the Central (South) Station

Trip Notes 02.04-02.06.2010 · Trolley design elements - vintage trolley cars · porto, portugal from 1927-1940s · size: 30 feet 6 inches (9.30 m) long, 7 feet 10 inches (2.39 m) wide, weights 25,820lbs (11.71 t) without passengers · cars were restored by Kerns-Wilcheck Associates · between the mid-1990s and 2003, the Gomaco Trolley Company supplied an additional ten cars: nine reconditioned Melbourne,Australia type W2 cars and one single-truck car (No. 1979) that was built new by Gomaco in 1993, originally as a demonstrator. There is also car 1794, which was originally an open-sided car from Rio de Janeiro, Brazil, but was heavily rebuilt and enclosed before entering service in Memphis. · Some cars are 19-seat, wood-body vehicles/ some cars are 52-seat metal-body vehicles - wood interior and seats - pay on trolley - moveable(folding) step - operator controls on both ends of trolley - average stop spacing is about 1,100 feet - all stops are equipped with elevators for wheelchair access · Range of public transit - trolley has 3 lines main street, riverside, & madison ave - 5 miles with 2-mile madison ave addition - north/central stations and stop shelters · Hours of operation - m-h. 6am–11pm - f. 6am–1am (frequency 10min) - s. 9:30am–1am (frequency 10min) - u. 10am–6pm (frequency 12min) · Cost for rider - $1 a ride, $.50 lunchtime fare · Who is riding; when and where - transports more than a million people a year - business people, downtown residents, concert-goers, sports fans, and tourists (although ridership declines in winter months) · Sites - http://en.wikipedia.org/wiki/MATA_Trolley - http://www.matatransit.com/ - http://www.virtualtourist.com/travel/North_America/United_ States_of_America/Tennessee/Memphis-872905/Transportation-Memphis-BR-1.html - http://www.mudisland.com/monorail.asp

Memphis, TN TROLLEY SYSTEM HISTORY - Tolley operation began on April 29, 1993 - $34 million for first 2.5 mile Main Street Trolley Line funding · $23,992,401 from Interstate Transfer funds (compensation for a segment of Interstate 40 that was never completed) · $3,023,635 from Federal Transit Administration (FTA) Formula · $2,494,931 from Tennessee Department of Transportation (TDOT) · $3,981,251 from City of Memphis · $1,344,854 from MATA · $50,000 private - $9 million for Riverfront Trolley Line funding · $4,127,717 from Interstate Transfer funds (compensation for a segment of Interstate 40 that was never completed) · $3,534,718 from Federal Transit Administration (FTA) Formula · $806,050 from TDOT · $945,000 from City of Memphis · $0 from MATA · $15,375 private - designed to reinvigorate pedestrian mall, spur residential development - project included 63 apartments, 12,000 square feet of commercial space, and a police precinct - two transportation terminals facilitate several types of intermodal connections, · Central (south) Station serves MATA buses, trolleys, AMTRAK and automobile park-and-rides · North Station provides MATA bus, trolley, automobile park-and-rides, and welfare-to-work career center - serves the Central Business District (CBD), north downtown areas, south downtown areas, riverfront, and mid-town medical centers - ridership has grown steadily - unprecedented new development has occurred in the CBD core and the system successfully transformed the South Main neighborhood into prime location for residential development, commercial ventures and art galleries

Trip Notes 02.04-02.06.2010

Memphis, TN TRIP ANALYSIS (02.04-02.06.2010) · Positive Observations - shelter design · solid structure that incorporates clock, map, protective shelter - interconnected relation with street and car traffic flow · tracks and street car lanes are discrete, and do not disrupt the existing street traffic flow - aids tourism by connecting visitors to the best areas around downtown metro area - aids in efforts to revitalize the neighborhood · Negatives Observations - scale of network is too small · does not serve outer lying communities, only shuttles people around downtown - kitschy & cute · the design and style of train is vintage, trolley street car, fails to relate to the progression of its modern surroundings - slow and inconvenient · the wait and passage of time between appropriate cars is too long, because the scale of the area the rail covers is so short, it is often faster and more convenient to walk - dated, unforgiving, non-universal design · the overall look and feel of the design is reminiscent, but dated. The transaction system, steep entry steps, uncomfortable wooden seats, and awkward handicap seat fixtures fail to live up to the standards ofuser needs of today. - a people mover, not a transit system · because the street car only services a few blocks, it becomes viewed as more of a people mover, shuttling people from downtown to uptown, or vice versa. - low to no usage - too tourist-y

Trip Notes 02.04-02.06.2010 Personal Summary and Assessment of Memphis Street Car While in Memphis and riding the streetcar, I noticed that it was lacking in several respects, and would prove not to be a sufficient enough system to model for Cincinnati. However, the streetcar in Memphis has potential and has slowly gained popularity as an option over walking the downtown streets, as well as allowed for minimal revitalization of the surrounding area. It was an enjoyable ride, with a stop close to my hotel, it allowed me, a first-time visitor to Memphis to easily view its downtown and get around to some of the most inspiring streets without having to bother with driving and parking. Although it has a lot of work to do there is progress to be made on creating a broader network of ridership, it is a notable start and a view of a potentially great system. — Mandy Woltjer User Experience 01. Approach Hefty Green Shelter 02. Determine Which Side of Street to Stand On 03. Probably Consult Metro Map and Clock Located on Shelter 04. Wait…and Wait 05. View the Street Car in Distance 06. Is It the Correct Car? Find the Number and Info Located on the Exterior of Car 07. Get On…CLIMB Up 08. Insert Money. A Confusing Process. How Much? Where Do I Insert? How Do I Swipe the Metro Card, if I have one? 09. Sit. Ride. Look Outside Windows. See Memphis Downtown. Talk to Strangers seated near you. 10. Get Off. 11. More than Likely Walk a Short Distance to your Desired Destination.

Memphis, TN

Photos

Memphis, TN

Photos

Memphis, TN

Photos

Memphis, TN

Photos

Memphis, TN

Photos

Memphis, TN

Photos

Memphis, TN

Transit Map

User Experience Survey

Subtitle

City Name

D E SIG N F EATU RE S

BASIC INFO

User Experience Survey

Available forms of transit (circle all that apply) Foot

Bike

Car

Shared Ride

Bus

Light Rail

Subway

Commuter Rail

Transit methods used Why do you choose that method? Average Daily Commute Time (One Way) (circle all that apply)

Intercity

Intracity

Suburb To City

Other

PAY

Average cost of commute per week Transaction Method Smart Card

(circle all that apply)

Disposable Ticket

Automated Fare Gate

Driver Checks

B EH AV IO R

Stand

Sit

Read

Listen To Music

Talk

Back Door

Back

Raised Portion

Contemplate

Window

Station Identification

Station Impression

Visual Communication

Waiting Experience

On Board Experience

Boarding Experience

Seating Experience

Standing Experience

Transfer Experience

(circle all that apply) People Watch

Other

What part of the vehicle do you prefer? (circle all that apply) Front Door

Proof of Payment

Comments What do you typically do during your commute?

Convenience

Aisle

Seated

What is the best part of your commute?

What is the worst part of your commute?

Any other random memories, encounters, or experiences?

Standing

Other

City Name

San Francisco, CA

Available forms of transit (circle all that apply) Foot

Bike

Car

Shared Ride

Bus

Light Rail

Commuter Rail

bus: stop was closer and more frequent

Why do you choose that method?

(circle all that apply)

light rail—good for longer distances

Intercity

Intracity

20 min. Suburb To City

Transaction Method Smart Card

(circle all that apply)

Disposable Ticket

Comments

Sit

Driver Checks

Proof of Payment

Always hated having to worry about correct change

Read

Listen To Music

Talk

Contemplate

People Watch

Back Door

Back

Raised Portion

Window

What is the best part of your commute?

Aisle

Station Identification

Standing

Station Impression

The underground was OK, but there was nowhere to sit at the other stops

Visual Communication

Clear and visually pleasing signage

homeless-people-proof seating did its job but made it too uncomfortable to use at all GPS arrival time displays are AWESOME

overly crowded during rush hour, you really had to plan ahead to be able to get off at your stop Other

Other

It’s a time that I’m forced to sit back and do nothing

but listen to music. I also love the variety of people I got to see coming from Haight St.

What is the worst part of your commute?

Outside of downtown, the stop identification is inconsistent

Boarding Experience Seated

The stop was right around the corner and I could catch any # of bus that came my way

On Board Experience

(circle all that apply)

What part of the vehicle do you prefer? (circle all that apply) Front Door

Convenience

Waiting Experience

Automated Fare Gate

What do you typically do during your commute? Stand

Other

$3/per day x 5 = $15

Average cost of commute per week

PAY

Subway

Transit methods used bus or light rail

Average Daily Commute Time (One Way)

B EH AV IO R

Subtitle

D E SIG N F EATU RE S

BASIC INFO

User Experience Survey

Waiting for the bus/light rail

Usually quick and easy

Seating Experience

If I sat down during rush hour, I usually had to smell a hippie’s armpit

Standing Experience

Again, dirty hippies ruin it all

Any other random memories, encounters, or experiences?

It was always the same driver for the

8:45 N line lightrail and he was always super excited to announce stops. My roommates and I would always crack up.

Transfer Experience Timed transfers are nice

Glossary of Terms

Glossary of Transit Terms Bus a vehicle designed to carry passengers on conventional roads. Buses vary in capacity from 8 to 300 passengers Bus Rapid Transit (BRT) is a term applied to a variety of public transportation systems using buses to provide faster, more efficient service than an ordinary bus line. Often this is achieved by making improvements to existing infrastructure, vehicles and scheduling. Commuter Rail a passenger rail transport service between a city center, and outer suburbs and commuter towns or other locations that draw large numbers of commuters—people who travel on a daily basis. Trains operate following a schedule, at speeds varying from 50 to 200 km/h (30 to 125 mph). Distance charges or zone pricing may be used.

Transit Modes

Mag Lev a system of transportation that suspends, guides and propels vehicles, predominantly trains, using magnetic levitation from a very large number of magnets for lift and propulsion. This method has the potential to be faster, quieter and smoother than wheeled mass transit systems. The power needed for levitation is usually not a particularly large percentage of the overall consumption; most of the power used is needed to overcome air drag, as with any other high speed train. Paratransit (Dial-a-Ride) is an alternative mode of flexible passenger transportation that does not follow fixed routes or schedules. Typically minibuses are used to provide paratransit service, but also share taxis and jitneys are important providers.

Personal rapid transit automated cab services that runs on rails or a guideway. Intercity rail services are express train passenger services which cover longer The crucial innovation is that the automated vehicles carry just a few passengers, distances than commuter or regional trains and connect multiple urban areas. and turn off the guideway to pick up passengers, permitting other PRT vehicles They have few stops, and aim at high average speeds, typically only making one of to continue at full speed a few stops per city. These services may also be international. Private transport as opposed to public transport, is transport in one’s own Light rail transit (LRT) a form of urban rail public transportation that generally vehicle (e.g. car, motorcycle or bicycle), or through self-power (such as walking). has a lower capacity and lower speed than heavy rail and metro systems, but Private transport differs from public in that it lacks timetables and fixed higher capacity and higher speed than traditional street-running tram systems. itineraries. It also tends to be more convenient to the commuter as it is readily The term is typically used to refer to rail systems with rapid transit-style features available on demand. that usually use electric rail cars operating mostly in private rights-of-way separated from other traffic but sometimes, if necessary, mixed with other traffic Public transport (public transportation, public transit, or mass transit) in city streets. comprises passenger transportation services which are available for use by the general public, as opposed to modes for private use such as automobiles or Traditional (Streetcar) vehicles for hire. · tracks and trains run along the streets and share space with road traffic. · frequent stops, but little effort is made to set up special stations Rapid transit (metro, subway, underground, or elevated railway system) is an ·because space is shared, the tracks are usually visually unobtrusive. electric passenger railway in an urban area with high capacity and frequency, Modern (Light Rail) and which is grade separated from other traffic · trains tend to run along their own right-of-way often separated from road · stops are less frequent, and the vehicles are boarded from a platform Water taxi (water bus) is a commuter passenger boat used to provide public · tracks are highly visible, and in some cases significant effort is expended transport, usually but not always in an urban environment. Service may be to keep traffic away through the use of special signaling, level crossings scheduled with multiple stops, operating in a similar manner to a bus, or on with gate arms or even a complete separation with non-level crossings. demand to many locations, operating in a similar manner to a taxi. A boat service shuttling between two points would normally be described as a ferry rather than a water bus or taxi.

Glossary of Transit Terms Transaction

Environmental Conscious

Planning

Manual Fare Collection the collection of fares by a transit employee or Automobile dependency a name given by policy makers to places where the those conductor in return for a ticket or passes to travel. Commonly used on buses and without access to a private vehicle do not have access to independent mobility. train transport systems, the practice of manual fare collection is increasingly becoming obsolete with the introduction of smart cards such as the Transport for Level crossing occurs when a light rail line with separate right-of-way, or a London â&#x20AC;&#x2DC;Oyster cardâ&#x20AC;&#x2122;. However, in the face of this trend, some companies have reserved track tramway, crosses a road. opted to retain more traditional methods of manual fare collection to both save money and ensure reliability. Opportunity cost is the next-best choice available to someone who has picked between several mutually exclusive choices and is a calculating factor used in Proof-of-payment (POP) an honor-based fare collection approach used on many mixed markets which favour social change in favour of purely individualistic economics. Described as expressing the basic relationship between scarcity and public transportation systems. Instead of checking each passenger as he enters a fare control zone, proof-of-payment requires that each passenger carry a ticket choice, the notion of opportunity cost plays a crucial part in ensuring that scarce or pass proving that he has paid the fare. Ticket controllers or conductors make resources are used efficiently. periodic checks to deter fare evasion. On many systems, a passenger can purchase a single-use ticket or multi-use pass at any time in advance, but must Private highways are owned and operated for profit by private industry. Typically, insert the ticket or pass into a validation machine before use. Validation private highways are built by companies that charge tolls for a period of time machines in stations or on board vehicles time stamp the ticket. The ticket is then while the debt is retired, after which the highway is turned over to government valid for some period of time after the stamped time. control. This allows governments to fulfill immediate transportation needs despite their own budget constraints, while still retaining public ownership of the Smart card any pocket-sized card with embedded integrated circuits which can roads in the long term. process data. The card acts as a credit card, where money can be deducted through a swipe device or through contactless induction Right-of-way is a strip of land that is granted, through an easement or other mechanism, for transportation purposes, such as for a rail line or highway. A Transit pass a ticket that allows a passenger of the service take either a certain right-of-way is reserved for the purposes of maintenance or expansion of number of pre-purchased trips, or unlimited trips within a fixed period of time. existing services with the right-of-way. Turnstile, (baffle gate, faregate) is a form of gate which allows one person to Saturation occurs when a volume of traffic generates demand for space greater pass at a time. It can also be made so as to enforce one-way traffic of people, and than the available road capacity in addition, it can restrict passage only to people who insert a coin, a ticket, a Tragedy of the commons a dilemma in which multiple individuals, acting pass, or similar. Thus a turnstile can be used in the case of paid access independently, and solely and rationally consulting their own self-interest, will (sometimes called a faregate when used for this purpose), for example public ultimately deplete a shared limited resource even when it is clear that it is not in transport as a ticket barrier or a pay toilet, or to restrict access to authorized anyoneâ&#x20AC;&#x2122;s long-term interest for this to happen. people, for example in the lobby of an office building. Zone pricing prices increase as travel distances increase

Transit-oriented development (TOD) a mixed-use residential or commercial area designed to maximize access to public transport, and often incorporates features to encourage transit ridership

Articles