Spring 2010 $5.50
o v e r i n g T h e A r t a n d S c i e n c e o f Tr a n s i t
Amenities PO Box 1071 Thomasville, GA 31799-1071 8 5 0 . 5 9 7. 0 3 3 8 editor@tripplannermag.com
Contents Features Anatomy of a Good Stop 11
RTC in Reno is a great example of transit stops done well. Let’s break it down.
All Together Now 12
ADA got the ball rolling on universal accessibility, but what really has to be done at the stop level? by Samuel L. Scheib
Preemptive Strike 14
A transit stop inventory and improvement plan can stave off lawsuits and make transit’s most common asset a bit less common. by Paul Jewel
Like Peas and Carrots 17
Day care in bus stations, libraries over bus bays, transit goes better as part of a pair. by Seth Morgan
Brought to You By. . . 24
Off-site advertising bans make ad-sponsored shelters tricky. Why the California 9th Circuit Court of Appeals might be the new BFF of JTA. by Samuel L. Scheib
. . . On the Other Hand 27
An Opponent Explains Why Placing Ads on Transit Shelters is Not so Great by William D. Brinton
Put the Met in Metro 28
by Alex Bell Art is not just for museums . Transit helps get it on the street.
Vol III, No. 1 Spring 2010 Trip Planner Magazine is a registered trademark of: The Scheib Company Samuel L. Scheib PRESIDENT AND PUBLISHER P.O. Box 1071 Thomasville, GA 31799-1071 Trip Planner Magazine was born of the camaraderie and exchange of ideas found at transit conferences and is intended to enlighted, inform, and even entertain professionals in the field of urban mass transportation. We take a broad view of transit planning to encompass route structure, customer service, marketing and printing materials, service efficiencies, contracting, map making and many other related disciplines that make transit better for passengers, public agencies, and the built environment. Trip Planner is published quarterly and mailed to transit agencies, metropolitan planning organizations, collegiate schools of planning, state departments of transportation, Federal Transit Administration offices, transit manufacturers, consultants and other vendors, and other interested parties.
Your Thoughts
3
A look at the lighter side of the business
4
Making more of the transit market
5
Helpful ideas, tips, and miscellany to make your work better and more interesting
7
The Terms-of-art for the transit world
10
A little nationwide peer review
22
Great reports writ short
34
Covering The A r t a n d S c i e n c e o f Transit Subsciptions: send an e-mail request to: subs@tripplannermag.com
Trip Planner accepts unsolicited manuscripts and queries. Send hard copies to the above address or email: editor@tripplannermag.com All rights reserved. Reproduction in whole or in part without written permission is prohibited.
Let it Be A
1958
survey
of
transit
executives
in
Mass
Transportation Magazine asked what was needed to
here,” like a few thousand pounds of brick and mortar and a pitched roof.
The suggestions
There is nothing easy about amenities, however. My
were exhaustive. Among the responses: Clean vehicles,
first assignment at a transit agency was to place 39 bus
“well-groomed, alert, dignified, well-informed” employees,
shelters. I was amazed to find this was difficult. We needed
improved vehicle design, increasing sex appeal of buses,
flat terrain, ADA compliant sidewalks, right-of-way, and
improved fare structure, getting people downtown, better
locations that didn’t block motorists’ line of sight. I couldn’t
operation, better ride, and improved lighting. This list is
believe that an object with no moving parts could cost more
relevant today, but it is remarkable that a story running 8
to buy and place than a new Kia. Once we put one down we
pages never mentioned bus stops.
were loath to change a route serving it because the shelter
attract and retain transit passengers.
Bus stops are the sentinels, the grunts, the pawns, the privates, the foot soldiers of every transit agency. Unlike bus
would have to be moved at yet more expense. planning became a prisoner of infrastructure.
depots and rail stations, glory hounds all with their cover,
This Amenities issue will touch on shelter advertising,
vending, restroom facilities, security and more, the bus stop
co-locating transit and other facilities, and more. Everything
stands alone, ignored until activated by the presence of a
in this issue has a cost, even those “free” advertising
human. Then it is a flag in the breeze calling for service
shelters, born by the transit agency and the tax payer,
until the vehicle departs and the bus stop returns to its lowly
or the people who look at the ads. After good on-time
position as only the most common feature of your transit
performance and customer service, amenities have to be
agency. Some of these ornery troopers show up dirty and
the most important thing the transit property can provide its
slouch; all are your first ambassadors to the public and thus
passengers. Is it challenging? Of course, as all the best
in need of attention.
things in life are (I’ve aged ten years since my three year old
Amenities at stops are extremely important, especially
was born. Totally worth it) but we need shelters, benches,
shelters, because they elevate a stop from just a stick in
bike racks, and lights for comfort, for security, for the image
the mud to a place. Outside of an urban core, a person
of transit. Hard? You bet, but remember: the first half of
standing by the road waiting for a bus looks out of place,
amenities is Amen. Let it be so.
like beach umbrellas on the moon. A bench or shelter gives that same location a purpose and affords the person more dignity. And the more the better; nothing says , “You belong
Samuel L. Scheib Editor
2
Service
Trip Planner Magazine Fall 2009
Ann Arbor is one of the many towns thinking about streetcars as an option, and like most places there is a great lack of understanding. [The Streetcar] issue did an outstanding job of putting together a lot of current information in an attractive format. I’d like ten copies to pass around so we can come closer to at least a shared understanding of what of what we’re talking about. Chris White Manager of Service Development Ann Arbor Transportation Authority •
Could you please you send me the current issue and future issues in hard copy? Thanks much, and congratulations on a great magazine. Manuel Soto Senior Associate Nelson\Nygaard Consulting Associates • I have enjoyed each issue of Trip Planner Magazine, in particular the articles on Transit Oriented Development and Streetcars. In my
work with transit agencies, I have seen that this magazine has been well received. In fact, I saw one at Miami-Dade Transit and Bob Pearsall, Manager of Service Planning and Scheduling, said that this was a required reading for all planners. I thought you would like to know. Excellent job! Dr. Fabian Cevallos Miami, FL Send letters to: letters@tripplannermag.com
OMISSION
Our apologies to Bill Monaghan of the Friends of Philadelphia Trolleys, Inc. who supplied us with the two wonderful streetcar photos below. He was not credited for these images.
Trip Planner Magazine Spring 2010
3
A look at the lighter side of the business
Yes Peter, It Is George Takei, the actor who played Mr. Sulu on the original Star Trek TV show appeared recently on the NPR news quiz Wait Wait, Don’t Tell Me. After Star Trek went off the air Mr. Takei had difficulty finding acting jobs and went into public service, spending 11 years on the Southern California Rapid Transit District board with the mission of helping L.A. get a subway system. In this exchange between host (and Trekie) Peter Sagal, panelist Mo Rocca, and Takei, we see what happens when transit geeks and Trekies get together. Mo Rocca: I feel a little left out [of the conversation] because I am not a Star Trek geek, but I am a rapid transit geek George Takei: Really, because you sound like one. (audience laughs)
Pedestrian Obstruction On 15 February 2006, 82-yearold Mayvis Coyle was ticketed by a Los Angeles police officer for “obstructing the flow of traffic.” Her infraction? Walking too slowly. While the arresting officer said he couldn’t comment on the ticket, he was quoted as saying “Right now, pedestrian accidents are above normal. We’re looking out for pedestrians – people who think they have carte blanche in crossing the street.” Ms. Coyle was slapped with a $114 ticket for no other crime than not walking fast enough. Lost Angeles Daily News, quoted in Dangerous by Design •
GT: Uh, here in Los Angeles?
“It is difficult to design a space that will not attract people. What is remarkable is how often this has been accomplished.”
MR: No anywhere, I just love them.
William Whyte, author and urbanist
GT: No, here what we are doing in Los Angeles is building a network of light rail because that is less costly, and putting the focus on extending the stub ending of the Wilshire Line . . .
•
MR: I wanted to know if there is any future in the monorail.
4
Peter Sagal: Is this what other people feel like when we are talking about Star Trek?
Trip Planner Magazine Spring 2010
You were saying? I was on the 545 and someone was talking very loudly on the phone about how much he hated riding the bus. He felt like sharing with conversation with all of us and
proceded to discuss how his car was in the shop, how the bus was for poor people and losers, and how much the whole experience sucked. We were about half-way over the 520 bridge when a “bus friend” of mine – who takes the 545 every day – tapped him on the shoulder and asked him if he could please be quiet. The phone guy began to turn his head, said “Hey, I’m talking on the phone–”, but when he looked at tapper he spoke into the phone “oh crap, it’s my boss I have to go.” I thought that was funny. Andrew Smith, Seattle Transit Blog
Kung Fu He is Not A 33-year-old man did about as well as can be expected when he attempted to karate chop a moving train in Queensland, Australia. A Queensland Rail spokesperson said the man failed to jump onto the moving train, injuring his head and falling back onto the platform. In retribution to the vehicle, the man then tried to karate chop the vehicle and his leg fell between the train and the platform. He was transported to hospital in a stable condition with a laceration to his leg and the police are investigating. Reported in the Courier Mail, Australia
Making more of the transit market
In 28 years in the transit industry, I’ve read a lot of then there is a need to change perceptions. Or you transit plans and all of them note the need to market may simply need to get people to give it a try to see transit more effectively in order to build ridership and that riding the bus offers benefits they may not have increase productivity. So it’s agreed: transit systems considered. need to market their services more. But how? Once you’ve decided what you expect marketing There are hundreds of possible marketing to accomplish, think about your target markets. Keep strategies to choose from - radio, TV, newspaper, in mind that no amount of marketing can get people outreach presentations, brochures, signage - you to use a transit service that does not meet their name it. How do you choose which strategies to needs; marketing to them will just waste time and pursue with your meager (sometimes non-existent) money. Identify those potential rider groups you have marketing budget? Too often it’s a crap shoot. Transit something valuable to offer: mobility, cost savings, providers simply choose the first or the easiest or the reduced parking hassles and service that can get cheapest or, if they are lucky, the cleverest idea. them to their destination with a reasonable level of Here is a different approach – a way to sort out convenience. the possible strategies to increase your odds of Now that you’ve taken these three steps, the list MBTA Testimonial Ads 06.qxd:MBTA Ads 10/21/09 9:14 AM Page 4 picking one that will work. The strategic marketing process is a four step approach to making better “I ride MBTA to work – Where marketing decisions. Start by taking a good hard can and I save over look at your system. Where do MBTA four hundred dollars you have capacity for growth? take a month.” What are the characteristics and you? qualities of those services? Who is “I was tired of paying so much for gas to drive riding now and how are they using Yucca my truck from Yucca Valley to Twenynine Palms transit? How aware is the general Valley to work. Now I catch the Route 1 bus and I get population of the services you there in about 45 minutes and always on time. I Joshua offer? How do non-riders perceive probably save a hundred dollars or more a week Tree your services and how accurate are by riding. I’m able to go back and forth all month those perceptions. What do you CMC long for $30.” have to offer potential new riders? Jason Chavez Jiffy Lube Employee 29 Palms Based on that assessment, think Find out how we can get you around the Twentynine Palms Resident about what objectives marketing Morongo Basin and to Palm Springs, and Marine needs to address. If you are the ask about money-saving monthly passes Base best kept secret in town then build like Jason uses. Visit our website or call Landers awareness. If transit is considered (760) 366-2395. a redoubt for the down-and-out This MBTA ad targets a specific market: Service workers
Trip Planner Magazine Spring 2010
5
Tell that to the M arines! This brochures for trainees at 29 Palms targets not only the servicemembers but also the location:
Palm Springs, CA.
RESORTS
GAMING SPORTS
DINING GOLF
MORONGO BASIN TRANSIT AUTHORITY
6
Trip Planner Magazine Spring 2010
of possible marketing strategies will be greatly refined so that instead of hundreds you may have only a handful of choices. That makes your decision process a whole lot easier. Let me give you an example of how this worked in a recent marketing program I developed for the Morongo Basin Transit Authority in southern California (they like to call themselves “the other MBTA”). Situation: MBTA operates local and intercity services connecting the communities of 29 Palms, Joshua Tree, and Yucca Valley. Most of their routes operate on hourly headways. They also offer commute and weekend service to Palm Springs on a less frequent basis. Objective: MBTA has significant capacity on its intercity service both within the valley and to Palm Springs. They wanted to attract both regular commute ridership and occasional riders going to Palm Springs for recreation, medical appointments and the airport. Target Market: MBTA identified four target markets for whom the intercity service offered distinct benefits. • Service workers who traveled to jobs along the intercity corridor which is the primary commercial corridor in the region. • Marine trainees at the 29 Palms Marine Base who could use the service to travel to and from Palm Springs to reach the airport and for recreation. • Seniors in the Valley
communities who could travel to Palm Springs for recreation and medical appointments. • Community College Students from the Valley who had direct access to Copper Mountain College on the intercity route, and paid a reduced fare of only 25 cents. Once the target groups were clearly identified, it was easy to select communications channels and create messages that would reach each group efficiently and persuasively. Service workers were targeted through testimonial radio spots and print ads that focused on the savings associated with riding MBTA. Young Marines were reached through a brochure distributed on base, ads in the base newspaper, and a dedicated web page that provided customized information about how to get between the base and Palm Springs for some “R&R”. The webpage allowed trainees to find out what their transportation options were before they reported for training at the remote 29 Palms base. Similarly, customized strategies were identified for seniors and college students that reached them with low cost communications channels, and highly customized messages. To see more of the marketing tools developed for MBTA, visit: www.transitmarketing.com/ Morongo. •Selena Barlow, Transit Marketing
Helpful ideas, tips, and miscellany to make your work better and more interestng
Let Their Fingers do the Reading Business cards have limited utility for the blind. Adding Braille makes cards accessible to all. This card is from Clever Devices, a company that got its start working with the visually disabled, so they have done this for years. But Braille cards are becoming more common especially among those working for agencies for the disabled and . . . consultants who want to do work for them.
Get the Word Out
Destination signs don’t have to be limited to telling your passengers where the bus is going. Use them as roving digital display boards to advertise schedule and route changes and new fare structures as seen here on an RTS Gainesville (FL) bus.
Almost one out of every four fixed-route transit trips taken in the United States is made in the New York combined metropolitan statistical area (CMSA), a 29-county area (well, 24 counties and 5 boroughs anyway) touching New York, New Jersey, Pennsylvania, and Connecticut. (7,466,704,789 U.S. total, 1,706,087,276 NYCMSA, from NTD)
Outlier Pimp Your Ride Guide
OCTA (Orange County Transportation Authority) has a fantastic application on its website for creating a custom pdf of the “Busbook.” A three-step process (any of which can be skipped) allows a passenger to check routes, fare and other info, and connections to regional systems or other modes and then click “Create My eBusbook.” The resulting pdf can be saved to a computer or printed. The interface is easy to use, gives the customer only what information he or she wants, and externalizes the printing cost on the user. Pretty neat.
RUNCUTTER.COM Arthur N. Gaudet & Associates, Inc. Scheduling, Runcutting, Training, Service Planning, & Runcut Reviews Also offering:
The Runcutter CourseTM
A Two Day Course in Fixed-Route Service Design, Scheduling, and Runcutting Contact us about a presentation at your location.
Arthur N. Gaudet & Associates, Inc. - Carrollton, TX (972)466-4611 e-mail: runcutter@runcutter.com Finish Pay
Work Blk Run Route Start Time No. No.
11 17 32 21 30 21 30 18
1 1 1 1 1 1 1 1
1 1 2 2 2 3 3 3
Time
5:20 AM 1:35 PM 1:15 PM 10:55 PM 5:20 AM 10:25 AM 10:25 AM 2:55 PM 2:45 PM 7:30 PM 5:40 AM 9:25 AM 9:15 AM 1:05 PM 1:05 PM 8:25 PM
Hours
8.25 9.67 5.08 4.50 4.75 3.75 3.83 7.33
12M 01M 02M 03M 04M 05M 06M 07M 08M 09M 10M 11M 12
01
02
03
Trip Planner Magazine Spring 2010
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7
05
0
Population Pyramids If your community were a junior prom, a population
in any analysis of said place whether a proposal submission
pyramid would be its photograph: girls on the left, boys on
or comprehensive operational analysis for the board (these
the right, all clustered by clique, or in this case, by age group.
are really useful when looking at peer cities). To illustrate
These handy planning tools graphically illustrate the age and
the story-telling power of population pyramids, here is a
sex composition of a place (city, state, nation, whatever) in a
collection of them from real cities and counties that represent
simple, immediately accessible way and should be included
archetypes. See if you can match the paradigm to its polygon.
Military 85 plus 80 to 84 75 to 79 70 to 74 65 to 69 60 to 64 55 to 59 50 to 54 45 to 49 40 to 44 35 to 39 30 to 34 25 to 29 20 to 24 15 to 19 10 to 14 5 to 9 Under 5
Dying City
Boomer Town
-15,000
-10,000
-5,000 0 85 years plus 80 to 84 years 75 to 79 years 70 to 74 years 65 to 69 years 60 to 64 years 55 to 59 years 50 to 54 years 45 to 49 years 40 to 44 years 35 to 39 years 30 to 34 years 25 to 29 years 20 to 24 years 15 to 19 years 10 to 14 years 5 to 9 years Under 5 years
5,000
10,000
0
50,000
15,000 -6,000 -4,000 -2,000
1
That long arm of post-adolescent males should be a dead giveaway for a military town, in this case Onslow County, NC, home of Marine Corps Base Camp Lejuene.
2
0
20,000 2,000 4,000 6,000
The “normal” shape for a city, according to the Census, is a big bulge of baby boomers, narrowing to Gen X and widening again with Gen Y and the millennials. Marion County, IL, fits almost perfectly save for the large number of 85+ women.
3
0
5,000
In the boomer town, the Gen X’ers just don’t have many children and the younger populations stay flat. This one is Seattle, but Minneapolis is almost identical.
10000 10,000
5000
0
4
8
Spring 2010
5000
Seniors rule in Sarasota, Fl, but not the ones in high school. The high concentration of senior citizens puts Sarasota County Transit at among the highest demandresponse tripsper-fixed routetrip in Florida.
0
The overwhelming number of co-eds should instantly reveal the college town, this one the home of the Gators, Gainesville, FL.
20,000
2
10000 15000 20000 25000
5
10,000
-40,000 -20,000
6
The tourist town has little opportunity for young adults and they clear out as shown here in Narrangasett, RI.
0
7
20,000 40,000 60
Rust Belt cities in distress like Detroit and Flint, MI, and Youngstown, OH are characterized by irregularity. The example here is Camden, NJ, which has been identified as the most dangerous city in the US.
Population pyramids are rarely pyramid-looking but the one at left comes close. It takes lots of steady children to keep the bottom fatter than the middle. This is Salt Lake City and we can guess the Mormon influence has much to do with its appearance. Note the dip in late teens/early twenties when Mormons go on missions. Another college town, East Lansing, right, is an interesting case because the population of the city (45,000) is actually smaller than the Michigan State
Weird Ones
-60,000
10,000
1
85 years plus 80 to 84 years 75 to 79 years 70 to 74 years 65 to 69 years 60 to 64 years 55 to 59 years 50 to 54 years 45 to 49 years 40 to 44 years 35 to 39 years 30 to 34 years 25 to 29 years 20 to 24 years 15 to 19 years 10 to 14 years 5 to 9 years Under 5 years
Trip Planner Magazine
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85 years plus 80 to 84 years 75 to 79 years 70 to 74 years 65 to 69 years 60 to 64 years 55 to 59 years 50 to 54 years 45 to 49 years 40 to 44 years 35 to 39 years 30 to 34 years 25 to 29 years 20 to 24 years 15 to 19 years 10 to 14 years 5 to 9 years Under 5 years
6
-5,000
Retirement
7
85 years plus 80 to 84 years 75 to 79 years 70 to 74 years 65 to 69 years 60 to 64 years 55 to 59 years 50 to 54 years 45 to 49 years 40 to 44 years 35 to 39 years 30 to 34 years 25 to 29 years 20 to 24 years 15 to 19 years 10 to 14 years 5 to 9 years Under 5 years
100,000 -10,000
Tourist Town
85 plus 80 to 84 75 to 79 70 to 74 65 to 69 60 to 64 55 to 59 50 to 54 45 to 49 40 to 44 35 to 39 30 to 34 25 to 29 20 to 24 15 to 19 10 to 14 5 to 9 <5
3
-100,000 -50,000
College Town
85 years plus 80 to 84 years 75 to 79 years 70 to 74 years 65 to 69 years 60 to 64 years 55 to 59 years 50 to 54 years 45 to 49 years 40 to 44 years 35 to 39 years 30 to 34 years 25 to 29 years 20 to 24 years 15 to 19 years 10 to 14 years 5 to 9 years Under 5 years
5
ars plus 4 years 9 years 4 years 9 years 4 years 9 years 4 years 9 years 4 years 9 years 4 years 9 years 4 years 9 years 4 years 9 years 5 years
Normal
-40,000
-20,000
0
20,000
40,000
60,000
0
Engaging, Innovative & Proven Multi-Modal Designs in Constrained Rights-of Way Corridor-Level Mode Shift Prediction Bicycle and Pedestrian Facilities/Network Planning Travel Demand Management Incentives Pedestrian Mid-Block Crossing Designs Pedestrian Activity Prediction Mapping Latent Pedestrian & Bicycle Demand Analysis
www.sprinkleconsulting.com 813-949-7449
Bruce W. Landis, P.E, AICP Landis@sprinkleconsulting.com
Theo Petritsch, P.E., PTOE, LCI tap@sprinkleconsulting.com
How to build in Excel Begin by getting American Community Survey data from www.census.gov (use 2008 ACS 1-year Data). You want age breakdowns by five-year groupings. To build the population pyramid you will need just three columns: age ranges, males, and females. The pyramid is built on a zero axis. In order to get males and females on opposite sides of the zero, one of the sets of numbers must be negative. These examples all use females on the left 60,000of zero, so let’s continue doing so here. You could add a minus sign to each of the values but that is time consuming, especially if you will be doing several as part of a peer comparison. The easiest thing to do is to move the female data one column to the right and in the now blank column use an equation to multiply the female numbers by negative one (i.e. =D3*-1 where D3 is the 85 and over women. Drag down). Select your three columns (ages, positive male numbers, negative female numbers) and go to the graphing function. Choose a bar chart (the first one under 2D in 2007). Accept all the defaults and finish. In the 2007 version, select the 85 years plus University enrollment (47,000) 80 to 84 years 75 to which means not even all the79 years 70 to 74 years 65 to 69 years students live there. At far right, 60 to 64 years 55 to 59 years Dearborn defies description. 50 to 54 years 45 to 49 years Having one of the largest 40 to 44 years 35 toU.S. 39 years Muslim populations in the 30 to 34 years 25 to 29 years it is also in the economically 20 to 24 years 15 to 19 years hard hit state of Michigan and 10 to 14 years 5 to 9 years really does not fit a pattern. Under 5 years 10000
bars on either side of zero (click one bar and all should select) right click and select Format Data Series. Set Series Overlap to 100% and Gap Width to 10%. Then click on the age ranges in the chart and right click to select Format Axis. Under Axis Options chose the Specify Interval Unit button but leave the default (1). There are three drop-down menus that should read from top to bottom None, None, and Low. In earlier versions click on a bar, Format Data Series, Options overlap = 100, gap width =10. Click on a number, under patterns tab on the right hand side and chose none, none low. Under scale use all ones. Adjust the colors as you see fit and add a title. Lastly, you may want to change the negatives in the horizontal axis label to positive. Right click on it and choose “Format Axis.” Go to Number and chose custom at the bottom of the menu. In the “Format code” box type #,##0;#,##0. Close. Repeat. Have fun, but be careful; building these pyramids can be addictive.
85 years plus 80 to 84 years 75 to 79 years 70 to 74 years 65 to 69 years 60 to 64 years 55 to 59 years 50 to 54 years 45 to 49 years 40 to 44 years 35 to 39 years 30 to 34 years 25 to 29 years 20 to 24 years 15 to 19 years 10 to 14 years 5 to 9 years Under 5 years
5000
“. . . the spirit of Animal House was in full flourish.” 0
5000
10000 -6,000
-4,000
-2,000
0
2,000
4,000
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The Terms-of-Art for the transit world
Fenestration
Frangible
Pork Chop
It’s a cross between fragile and tangible. Frangible means easily breakable (aka: brake-away). Use: A perforated bus stop pole is both helpful for blind passengers in differentiating it from other poles and frangible so it breaks if struck by a car. See page 11 for an example.
Car Card
They have been around since the streetcar days and you know them as the advertising panels placed in the channel above the seats and running the length of a bus or rail car. Car cards can be public service announcements or commercial advertising. They can also be counterproductive. PSAs will often describe rape and gang violence prevention services, voting rights restoration for felons, and HIV/AIDS testing. These can send a subtle message about the kind of people who use transit and should be limited. Commercial advertising that says anything like “Get off this bus for $699 at AJ’s auto sales” should be banned and expressly noted in contracts with outside advertising vendors.
Trip Planner Magazine Spring 2010
P hoto: K ristin Smith
It is hard to imagine anyone painting lines on the pavement or pouring concrete referring to a right-turn triangular channelization island, or right-turn pedestrian refuge. Well, they don’t, opting for the more memorable Pork Chop.
10
The openings in the surface of a structure, specifically the placement of windows and doors. Fenestration aids in passenger comfort and security. Windows in a building allow people on the street to be seen (security) and give the feeling of being part of the surrounding environment (comfort). Standing beside a building with a blank exterior leaves a person feeling, and actually, exposed.
Silver Tsunami
The Easy Rider generation will be needing another kind of ride soon as eyesights fade, reaction times slow, and driver licenses are not renewed. This seismic demographic shift has come to be known as the silver tsunami and will be keeping transit properties very busy.
Property or Recipient? A Property is a governmental or commercial operator of public transit. A Recipient is a government or commercial public transit provider that accepts funding from the Federal Transit Administration. Becoming a recipient of the FTA is the transit equivalent of selling one’s soul to the devil; in exchange for funding the recipient is obligated to follow FTA regulations like Charter and Buy America, and endure Triennial Reviews. Most recipients receive only capital funding from FTA but mammon is hard to resist.
Anatomy of a Good Stop RTC in Reno is a great example of transit stops done well. Let’s break it down.
Ten-hut! Poles should stand erect. Buy long poles and drive them deep into the ground with a post driver (below right). To keep them standing proud, provide leaning bars (left) for your weary passengers for $100 to $200 bucks each.
Same sheet of music: The color scheme matches the vehicles, a visual cue that can be helpful to those with limited vision or the illiterate. The sign is part of the overall marketing effort, so it matches car cards, maps, and other details too. Those are the breaks: Frangible pole breaks or easily collapses when struck by a car. Reduces repair costs to car owner from $1,300 to $1,290.
Rear View: The back says “Bus Stop” too so that it can be seen from the other side.
Two of a kind: Sign widths are uniform, the colors match, and both are clean giving these blades a sharp appearance.
P hoto: Seth Morgan
Digits: Route numbers are not required by ADA but are very helpful, especially in dense downtowns where routes run on parallel streets that may be hard to identify on a transit map. Likewise, Braille is a great help to the blind.
Info at the most and least: Reno places information tubes like this one in Washington D.C. at major stops like hotels, but also at extremely minor stops where service is infrequent or interrupted for part of the day to keep passengers from waiting excessively. Trip Planner Magazine Spring 2010
11 11
All Together Now
ADA got the ball rolling on universal accessibility, but what really has to be done at the stop level?
by Samuel L. Scheib
“
“
Always do more than is required of you. General George S. Patton
T
Time was, some folks did not get
what transit agencies are required to do.
a pad. Let’s call a bench equipment.
out as much as they may have liked.
ADA has a few things to say
Are bus stops (that is, a pole in
Sidewalks were obstacle courses, park-
about the places where transit ve-
the dirt) equipment or otherwise cov-
ing lots deserts, and staircases moun-
hicles stop. The word “facility” is the
ered by ADA?
tains. Getting around could be very dif-
trigger; any time a stop is a facility,
are not specifically mentioned until
ficult for people with disabilities. They
the full complement of ADA acces-
appendix D of a 90-page document
got some relief with the Americans with
sibility applies.
From 49 CFR Part
(http://www.fta.dot.gov/documents/
Disabilities Act of 1990 (ADA), which re-
Part_37-PDF_all_10-1-07_edition.pdf).
There were requirements for transit
37, § 37.3, definitions, a facility is: all or any portion of buildings, structures, sites, complexes, equipment, roads, walks, passageways, parking lots, or other real or personal property, including the site where the building, property, structure, or equipment is located.
as well, namely that vehicles and facili-
This is a pretty clear definition
ties become accessible. Vehicle ramps
that still leaves two questions: what is
construction of a bus stop pad.
and wheelchair straps blossomed. Sta-
“equipment,” and where do bus stops fit?
Section 10.2.1(1) does not require
tions were adjusted and new bus shel-
Shelters, regional transfer centers, and
that anyone build a bus stop pad; it
ters were placed on improved concrete
metro stations are certainly “facilities,”
does specify what a bus stop pad
pads.
But nearly twenty years after
but there is no definition of equipment.
must look like, if it is constructed.
the landmark legislation went into ef-
Does a bench count? Well, benches
The further clarifying language in §
fect there are still questions about what
are specifically listed (at 4.37) in the
37.9(c) explains that public entities
is required at the lowly bus stop level.
ADA Accessibility Guidelines (ADAAG)
must exert control over the construc-
ADA is the source of some trepidation
and the requirement for a “firm, sta-
tion of bus stop pads if they have
here: it is a civil rights law and not to
ble, slip resistant surface” would ob-
the ability to do so. The Access
be trifled with. Let’s have a look to see
ligate a property to put a new one on
Board, as well as DOT, recognizes
quired bathroom stalls to have turn radii that could accommodate wheelchairs, elevators instead of just stairs, curb cuts on sidewalks, and perhaps most famously handicapped parking spaces.
12
Trip Planner Magazine Spring 2010
In Part 37, bus stops
Section 37.9, Standards for Transportation Facilities, provides some clarity: “The final Access Board standard (found at section 10.2.1(1) of appendix A to part 37) has been rewritten slightly to clear up confusion about the perceived necessary
that most physical improvements related to bus stops are out of the control of the transit provider.” [emphasis added]
and the short of it is, the Access Board realizes most transit agencies are not public works agencies and cannot be expected to build
This might be a good time to touch on the
sidewalks and pads for what could amount
difference between the ADA legislation and
to thousands of bus stops. Any influence the
the accessibility guidelines (ADAAG) from
transit agency does have, however, should
the Access Board. ADA is like a cookbook
be exerted in that pursuit and of course any
telling you what you can make from an ADA
improvements (called “alterations” and also
perspective; ADAAG is the recipes. Baking
covered in the definitions in the legislation) to
a light rail station? Sure, that is in the cook-
a stop require complete ADAAG accessibility.
book. ADAAG tells us you will need, among
If a transit property is expanding service
other ingredients, a ramp with a slope of no
to areas without sidewalks, that agency can
greater than 1:12, at least one ADA compliant entrance, a maximum gap of 3 inches between the platform and a stopped rail car, signs in Braille with raised letters located 48” above the floor from the center of the sign, and—common as salt—a firm, stable, slip-resistant surface. Combine all ingredients, let sit two weeks to dry, add light rail vehicle.
Bon appetit.
ADAAG does not tell you to build bus shelters, it tells you what to do if you decide to build one. ADAAG does not insist you place route numbers on bus stop signs, but tells you the sizes they would have to be if you decided to place them. (And you do not have to.
. . . ADA is the cookbook, ADAAG is the recipes
Clarification
from an FTA letter to the Memphis Area Transit Authority (May 13, 2009): “In fact, while not required by the ADA, including route numbers (that are sufficiently large as described in the ADA Accessibil-
do so by putting a sign in the dirt without build-
ity Guidelines) on the stop signs is helpful
ing pads or sidewalks. That is, however, a
to waiting passengers.”)
(FTA undersells
minimum standard. The better a stop is the
them here. They are extremely helpful, es-
better it reflects on the transit agency and ac-
pecially in downtowns where routes on paral-
cessibility benefits everyone including the el-
lel streets are difficult to discern on a map).
derly, parents with strollers, and able-bodied
This cookbook-recipe relationship is the
single individuals who would find transit more
cause of some confusion. Because ADA has
attractive if the trip did not begin with a wait in
so little to say about bus stops, it has been
the mud. The improvements targeted at the
hard for transit providers to know what they
disabled should have been there all along;
are required to have for accessibility. The long
ADA just got a good thing going.
Trip Planner Magazine Spring 2010
13 13
Preemptive Strike P hotos: Nelson Nygaard
by Paul Jewel
S
Shopkeepers who want to mind
the store better mind the door.
14
sponsible for what happens at the door.
That
In April 2003, the California Supreme
rhyme is inspired by a 2005 study by the
Court ruled that a transit agency could be
National Floor Safety Institute (NFSI),
held liable for placing a bus stop in a haz-
which found the primary cause of ac-
ardous location. In the case of Darlene
cidents to employees and customers
Bonanno v. Central Contra Costa Transit
at grocery stores was falls at the en-
Authority (30 C4 139), the Court agreed
trance. Supermarkets pay out $450 mil-
with the plaintiff’s argument that her inju-
lion each year for legal expenses and
ries were partially the result of the Central
claims for injuries—and a store will typi-
Contra Costa Transit Authority (CCCTA)
cally have only one or two doors at most.
having placed a bus stop in a hazardous
If you think of bus stops as the “front
location on Pacheco Boulevard near its in-
door” to a transit property, even a me-
tersection with DeNormandie Way. At the
dium-sized agency will have as many
time of the accident the plaintiff had been
as a thousand or more of these access
trying to cross the street in the crosswalk
points and that represents a lot of legal
to reach the bus stop on the opposite side.
exposure. At least one court in recent
This intersection did not have any
years has found transit agencies are re-
traffic control devices. A vehicle that had
Trip Planner Magazine Spring 2010
The Court found CCCTA to be liable for only 1% of the damages. In this case however, 1% equals $1.6 million!
A transit stop inventory and improvement plan can stave off lawsuits and make transit’s most common asset a bit less common.
The photo at left shows a stop that is unattractive and even dangerous.
At right is a stop that belongs. Even the
pavement announces this as a transit space
stopped to wait for the plaintiff to cross
short-term it’s certainly possible some
have a positive impact on ridership. Af-
the street was rear-ended by another
transit agencies might revisit their pol-
ter all, if the stop is your front door then
vehicle and subsequently pushed into
icy about where they place their bus
you should maximize the curb appeal
the plaintiff, causing massive injuries.
stops. More specifically, they’ll be ask-
of your property, as real estate agents
The Court ruled that given the peak pe-
ing themselves whether they should
have advised their clients for decades.
riod traffic volumes on Pacheco Boule-
remove any stops placed on arterial
The question is how to get started.
vard and the condition of the roadway
roadways in locations not immediate-
A typical medium-sized transit system
shoulder (no sidewalk, which limited
ly adjacent to traffic control devices.
has between 500 and 2000 stops.
access to the stop), CCCTA should
Is there a silver lining to this ruling?
Many of these systems simply do not
have recognized a dangerous condi-
The answer is quite possibly yes! The
have the staff to tackle this issue all
tion and moved the bus stop closer to
concern about bus liability should be
at once, and so they often default to a
a traffic signal located about a block
encouraging many transit systems to
position of improving individual stops
away. The Court found CCCTA to be li-
take a fresh look at everything in and
one at a time in response to com-
able for only 1% of the damages. In this
around their bus stops including ameni-
plaints or requests from customers.
case however, 1% equals $1.6 million!
ties, access, information displays, etc.
There’s one way your agency can
It’s hard to predict how this rul-
Improvements in one or more of these
get out in front of the bus stop im-
ing might impact long-term issues
categories will make the stops more
provement issue - create a Bus Stop
related to bus stop liability. In the
customer friendly, which in turn will
Database/Inventory and Improvement
Trip Planner Magazine Spring 2010
15
Preemptive Strike (cont.)
Florida DOT offers this ATSIM inventory system with one HP pda to all Florida properties free of charge. The system has several “pages” for collecting information about
Plan. Take a moment to consider how
a customer-oriented approach. The
have flat land with ADA-compliant side-
you, or someone else at your agency,
tiers are listed here in priority order:
walks, at least 40 boardings per day,
might answer the following questions: •
Do
you
know
the
loca-
1. Passenger
Information,
Ac-
and are served by at least two routes
cessibility and Operational Feasibility
for placing a new shipment of shelters.
tion, condition, and level of ame-
2. Lighting
and
Security
Having a Bus Stop Inventory and
nities at each of your bus stops?
3. Shelters
and
Benches
Improvement Plan won’t completely
4. Advanced Passenger Systems
protect your agency from liability, but it
tion available in a format that is us-
5. “Gateway”
Thematic
will certainly put you in a better position
er-friendly,
and
This tiered approach has helped
of understanding your strengths and
easily shared with other municipal
NTS and other agencies avoid the in-
weaknesses both at the individual stop
agencies (DPW, Police, Fire, etc)?
efficient, and often frustrating, process
and system level. More importantly
in
of dealing with improvement issues
though, an Inventory and Improvement
implement
“one stop at a time.” It provides a plan
Plan provides an excellent tool for iden-
improvements
for making system-wide changes in a
tifying those critical capital improve-
in a logical, system-wide manner?
rational manner, beginning with poli-
ments at bus stops which can help you
For most small- and medium-
cies regarding the physical condition
capture new riders and retain existing
sized transit agencies the answers to
and location of bus stops. NTS has
ones.
these three questions are probably:
already used the database and tiered-
•
• place
Do you have this informa-
Do that
easily
you
accessible,
have
helps
customer-oriented
a
you
plan
or
•
Not really
approach to identify several hazardous
•
No
conditions and is now in the process of
•
No - We make improvements
developing a plan for improvements.
on a stop-by-stop, or complaint-by-
To make the database GIS com-
complaint basis
16
GPS point, and has a camera.
patible, NTS recorded the geographic
By way of example, the Norwalk
coordinates of each bus stop using a
Transit System (NTS) in Los Ange-
Geographic Positioning System (GPS)
les County had a Bus Stop Inventory/
and geocoded each coordinate to its
Database developed using GIS and
corresponding bus stop. Incorporating
Microsoft Access. With the help of a
this GIS component into the database
consultant, NTS then used the da-
makes it possible for transit staff to vi-
tabase to create a “tiered” bus stop
sually explore the relationship between
improvement plan that prioritized ac-
routes, boarding activity and bus stop
cess, safety and amenities improve-
conditions.
ments throughout the system using
sort the database to find stops that
Trip Planner Magazine Spring 2010
For example, staff could
Paul Jewel, Principal and Chief Operating Officer, has been with Nelson\ Nygaard seventeen years, and is one of the leaders of the firm’s public transit practice. His primary areas of expertise include planning and operational needs assessments for fixed route systems, Bus Rapid Transit studies and the evaluation of Transit Centers. Paul also focuses on assessing the need for improved passenger amenities both “on-street” and within facilities. He has done work across the United States (large and small systems) and in the United Arab Emirates.
P hoto: Samuel L. Scheib
stops, takes a
Like Peas and Carrots Day care in bus stations, libraries over bus bays, transit goes better as part of a pair.
by Seth Morgan
S
Shoppers could always tell when
the train arrived by the sound of 700,000
trip
incorporated Things change.
with
transportation.
Today the Read-
pounds of steel laboring to a halt a few
ing Terminal Market is still bustling cen-
dozen feet overhead.
The Reading
ter of trade where fruits, vegetables,
Terminal Market was a natural expres-
meats, and cheesesâ&#x20AC;&#x201D;real foods, not
sion of commerce when it opened in
boutique fareâ&#x20AC;&#x201D;are sold, but the trains
1893 in downtown Philadelphia. People
are now SEPTA heavy rail and operate
coursed through the ground level col-
underground (the last train ran in 1984
lection of shops on the way up to the
and the old station is now a convention
train platforms, a convenient shopping
center). Elsewhere, however, transit and
For more than 100 years the R eading Terminal M arket has been the grocer, deli, cheese shop, bakery, and so much else to commuters in Philadelphia. Steam locamotives once stopped overhead but
R eading is served underground by SEPTA. now
Trip Planner Magazine Spring 2010
17
Like Peas and Carrots (cont.)
commerce have largely parted ways.
cilities with other land uses can make
cite trip chaining (being able to run er-
Rail systems have had a long histo-
transfer facilities more useful to pas-
rands on the way to or from work) as a
ry of supporting surrounding land uses,
sengers and perhaps also generate
major advantage of driving over transit.
of creating walkable districts around
extra revenue for the transit agency.
In a car it is very easy to drop off or
stations where commercial develop-
Most successful transit companies
pick up children at day care, whereas
ment naturally congregates. But slight-
see themselves as being in the busi-
accomplishing this same task by bus
ly less common, even in rail-based sys-
ness of providing travel, and as such
would likely require two otherwise un-
tems, is the inclusion of services within
their facilities are focused narrowly on
necessary and time-consuming bus
the station itself. Some American sys-
providing transportation. Up until the
transfers. This makes public transpor-
tems include newsstands, food ven-
late 1990s FTA all but assured this
tation extremely unappealing for the
dors, and other retail outlets in station
by allowing its funds only to be used
working parent. But many errands en-
mezzanines, but this is usually the limit
on projects â&#x20AC;&#x153;physically or function-
countered in auto trip chains could eas-
of co-location inside transit facilities.
ally related to transit,â&#x20AC;? which was nar-
ily be incorporated into bus transfer sta-
Transfer stations are often utilitar-
rowly interpreted to mean transit sta-
tions such as child care, banking, and
ian and very basic in design in keep-
tions and parking lots. In 1997, as a
dry cleaning. Such designs represent
ing with the cost-cutting ethos of
result of petitioning by several transit
a two-fold benefit to transit companies:
modern local government, especially
properties, FTA clarified its position al-
extra revenue collected from amenity
among bus-based American transit
lowing for mixed-use development on
operators can provide supplementary
systems. There may be vending ma-
FTA funded sites, a major shot-in-the-
income to the agency, and newly avail-
chines or even a coffee stand, but little
arm for transit oriented development.
able transit trip chaining opportunities
Some transit
FTAâ&#x20AC;&#x2122;s position change means few-
encourage new choice riders to try
authorities, however, have begun to
er missed opportunities. Commuters
transit.
recognize that co-locating transfer fa-
who drive rather than use transit often
benefits of such strategies to transit-de-
other trade happens.
There are also considerable
Fixed route buses board at the front of the
Linden Transit Center, but a Linden area circulator route serves the rear where the playground can be seen behind the fence.
The
facility has child care, medical services and a bank.
18
Trip Planner Magazine Spring 2010
pendent riders, who will no longer need to make special trips to access services now available in the terminal, thereby increasing customer satisfaction. A federally-funded transit project that includes amenities, however, can face some regulatory hurdles.
The
Federal Transit Administration offers lengthy and in-depth guidance for the requirements of “joint developments,” generally seeming to favor the concept of co-location.
However, if the
feds fund the project, there are certain complications that arise.
Some
of the restrictions are fairly straightforward; for example, the joint development project can not result in a net loss to the agency in terms of both monetary and nonmonetary benefits. Depending on which federal grants are funding the project, Buy America clauses may apply to the steel used for facility construction.
In some cases,
it may even be necessary to ensure foreign-made construction materials arrive in this country on US-registered cargo ships. And the structure needs to be certified as meeting “seismic safety standards,” which probably makes a
P hoto and graphic: Wendel Duchscherer
lot of sense for projects on the Pacific coast, but perhaps not elsewhere in the
day care owner seeking to open a new
nation. Furthermore, if FTA dollars are
facility would not normally be required to
used to help construct a for-profit sec-
satisfy the Buy America act, and might
tion of a transit facility, such as a retail
be put off by such complications and
shop, then the transit provider needs to
possible added expense.
return a reasonable share of the lease
just some of the hurdles that may be
income on that space to the FTA.
discouraging more transit co-location.
A
Above: A computer rendering of the Multimodal Transit Station in Petersburg, VA. The station will include child care.
These are
Trip Planner Magazine Spring 2010
19 19
Like Peas and Carrots (cont.)
20
Despite these complications, the
an empty, uninviting swath of concrete
more pleasant and vibrant urban en-
co-location model seems to be gaining
which does nothing to promote urban-
vironment near the transit station. By
in popularity. Some American transit
ism.
Mixing uses within the transfer
building facilities together in a single
systems have successfully embraced
facility helps encourage a consistently
project, both the library system and the
this approach, and many proposed
pro-urban environment near the transit
transit network are making more effi-
projects include amenities as part of
station. The children playing in a day
cient use of land and site-level capital
the design. The Central Ohio Transit
care center playground bring life to the
costs (the county is eligible for federal
Authority (COTA) Linden Transit Cen-
street at all hours of the day, and a farm-
funds to build the library that the transit
ter incorporates a bank, daycare, chil-
ers market planned for the public square
agency could not get on its own). Plus,
dren’s hospital, the Columbus Health
in front of the Petersburg facility might
transit riders will have the opportunity
Department and a Planned Parenthood
even bring people to the transit station
to check out or return books as a part
office. The 39th & Troost MetroCenter
who would never have considered us-
of their transit trip, increasing the util-
in Kansas City, Missouri, has a satellite
ing the transit system in the first place.
ity of the transit line to potential riders.
police station in the same building as
Another good example of this
As transit providers continue think-
transit and childcare. A new transfer
trend can be found in a new remote
ing of transportation as part of a wider
center in Petersburg, VA not only in-
bus transfer facility planned for Talla-
urban system, more opportunities for
corporates a day care center, but also
hassee, Florida. A New Urban com-
co-location will present themselves.
includes the local Greyhound station
munity in the southeast quadrant of
Transportation is not something that
and a downtown parking garage. The
that city has brought thousands of jobs
can or should be considered as sepa-
city views the new transfer station as
and residents to an area that was com-
rate from the daily lives of its users.
a key step towards redeveloping the
pletely vacant just fifteen years earlier;
There is a close relationship between
central area. Indeed, the inclusion of
as new bus services were introduced,
the transit trip and the life of the user
tenants and uses beyond transporta-
it became clear the neighborhood was
who makes that trip. Transit riders do
tion alone could very well help Pe-
a prime location for a new bus transfer
not demand transit in and of itself; they
tersburg’s new transit center breathe
facility. At the same time, the popula-
demand it as a means of accessing
life
downtown.
tion growth also merited a new branch
work, home, recreation or shopping.
In smaller systems that “pulse”
library in the same area. Rather than
Co-locating amenities with transit is a
timed-transfers, a transit only station
build a library and transfer center sep-
means of improving the utility of transit
can make surrounding areas less ap-
arately, they are planning to build the
as a means of access for its users.
pealing.
During transfers the station
library and support offices over the
Write the author at:
may be full of life, but when those five
transit waiting area, thus making more
s08.smorgan@wittenberg.edu
or ten minutes are over it is becomes
efficient use of space and ensuring a
into
a
dilapidated
Trip Planner Magazine Spring 2010
Transit Marketing Ad 02.pdf
2/23/10
11:53:13 AM
I arrived at my first transit job convinced the transit agency’s slogan should be “Going Your Think 3% Smart 3% Way.” It was very clever, I thought, but the sugThink Blue, Think Green, Smart Move Think GET (Valley Metro) gestion was met with a shrug and I soon found (GET) Think Smart Way 9% out why. Looking for something in storage I found Think Smart (SMART) The Best Way to Connect (SMART) a Paleozoic-era farebox, one without a touch (Lane Transit District) The Way to Go More 1% screen, without a GPS, without an electric motor It’s More Than a Ride (WRTA, NJ Transit, El of any kind. It didn’t even have a button to record (KAT - Knoxville) Metro, Pierce Transit) The Way to Really Fly ridership. But what this farebox did have was an (Metra) Rolling 1% ancient piece of paper glued to its side with the We’re Rolling for You (Jefferson Transit) fare price and the words, “Going Your Way.” It is hard to do anything original in transit Move/ Connect(ing) 7% because there are so many places with similar Motion 9% Connecting Communities through The Ride on the Move circumstances and challenges. Here we have Public Transportation (Denver RTD) (Palm Tran) We Move People collected slogans from around the country and Connecting the Community (NCTD) extracted thematic words: Go/Going, You/Your, (CT Transit) Metro’s on the Move It Connects Us All (St. Louis) Life, Taking, Where, There, Way, and so forth. (CARTA) Smart Move The Best Way to Connect The percentage shows how often a word ap(Valley Metro) (Lane Transit District) Life in Motion pears in the complete list of themes (they don’t Your Community Connection (GRTC) (Gold Coast Transit) Tempe in Motion sum to 100% because one slogan may deploy (City of Tempe) multiple themes. Often do). The thickness of We’re Moving Ahead (IndyGo) the band shows the strength of the relationship between two themes: “You” and “Ride” are among A Ride With a View (Long Beach Transit) the most common themes but only occasionIt’s More Than a Ride We(’re/‘ll) 17% ally used in combination, whereas “Where(ever)” (KAT-Knoxville) Relax and Ride We Drive and “You” are rarely found apart. In fact, “Ride” (Nashville MTA) (Foothill Transit) Ride Blue, Go Green is used in 21% of the slogans, but is infrequently We Drive a Great Bargain ` (Big Blue Bus) (Votran) paired with any other themes. Common but Ride On We Go Everywhere (Montgomery County Transit) lonely. “You” on the other hand, gets around. (Tri-Delta Transit) Ride On KRT We Go Where You Go This graphic is not intended as a criticism. We (Kanawa Valley RTA) (BC Transit) Ride the Rapid use lots of common phrases and that is fine. And We Go Wherever Life Takes You (The Rapid) (Citibus) what passenger really cares if his agency’s slogan Ride the Wave We Move People (Wave Transit, Sound Transit) is used by another? Besides, there is a danger (NCTD) Ride with Us We’ll Take You There to being original; “A Hub for Regional Travel,” (PVTA) (DART - DeMoines, See Why Everyone’s Riding Detroit People Mover, “A Safe Choice,” and “Commute by Bus” were (CyRide) CMRTA) The Ride on the Move each used by only one agency, had no common We’re Moving Ahead (RTD Denver) (IndyGo) themes, and blaze a path of tedium. So, take Time to Ride We’re Rolling for You (Greater Bridgeport TA) this as a call to come up with something new and (Jefferson Transit) We’ve Got Your Ride We’ve Got Your Ride unique, or just use the words on this page to cre(Omnitrans) (Omnitrans) Your Ride is Here! ate your own exciting combination, but be careful: (Leetran) the wrong mix and you may ask an embarrassing question (Going Way More?), endorse graft (Metro’s on the Take!), promote manslaughter (Taking Like Wherever We Go!), or even worse, encourage single occupancy commuting (Drive There Your Way!). If you get stumped, we suggest “We Go Wherever Life Takes You Directly Moving Forward into the Future. That’s More Smart Thinking!”
Ride/Riding 21%
Editor
22
Trip Planner Magazine Spring 2010
Slogans You/r(self) 33% . . . And You’re There (BART) All Around Town, Max Gets You Where You Want To Go (Modesto Area Transit) Moving Forward For You (Texas A&M Transit) Ready to Drive You (RTC Reno) See Where it Takes You (TriMet) Set Yourself Free (Your Life, Your Train) (PATCO) Taking You in a New Direction (StarMetro) We Go Where You Go (BC Transit) We Go Wherever Life Takes You (Citibus) We’ll Take You There (DART - DeMoines, Detroit People Mover, CMRTA) We’re Rolling for You (Jefferson Transit) We’ve Got Your Ride (Omnitrans) Where the Good Life Takes You (Santa Clarita Transit) Wherever Life Takes You (Bloomington Transit, CityBus, Transpo, MTA (Flint), EMTA) Wherever You Go, Go Metro (Metro Transit) Your Community Connection (Gold Coast Transit) Your Ride is Here! (Leetran)
Go(ing) 17% All Around Town, Max Gets You Where You Want To Go (Modesto Area Transit) Go Metro (Southwest Ohio) Going Places (Houston Metro) Ride Blue, Go Green (Big Blue Bus) The Way to Go (WRTA, NJ Transit, El Metro, Pierce Transit) We Go Everywhere (Tri-Delta Transit) We Go Where You Go (BC Transit) We Go Wherever Life Takes You (Citibus) Wherever You Go, Go Metro (Metro Transit)
A little nationwide peer review
Life 13% We Go Wherever Life Takes You (Citibus) Where the Good Life Takes You (Santa Clarita Transit) Wherever Life Takes You (Bloomington Transit, CityBus, Transpo, MTA (Flint), EMTA) Life in Motion (GRTC) Set Yourself Free (Your Life, Your Train) (PATCO)
Take/Taking 16% See Where It Takes You (TriMet) We Go Wherever Life Takes You (Citibus) We’ll Take You There (DART - DeMoines, Detroit People Mover, CMRTA) Where the Good Life Takes You (Santa Clarita Transit) Wherever Life Takes You (Bloomington Transit, CityBus, Transpo, MTA (Flint), EMTA) Taking You in a New Direction (StarMetro)
Future 1%
Driving into the Future (AVTA)
Drive 4%
Ready to Drive You (RTC Reno) We Drive (Foothill Transit) We Drive a Great Bargain (Votran) Driving into the Future
Forward 3% Moving Forward (LANTA Metro) Moving Forward for You (TAMU Transit)
Direction 1%
Taking you in a New Direction (StarMetro)
Where(ever)17% See Where it Takes You (TriMet) We Go Everywhere (Tri-Delta Transit) We Go Where You Go (BC Transit) We Go Wherever Life Takes You (Citibus) Where the Good Life Takes You (Santa Clarita Transit) Wherever Life Takes You (Bloomington Transit, CityBus, Transpo, MTA (Flint), EMTA) Wherever You Go, Go Metro (Metro Transit) All Around Town, Max Gets You Where You Want To Go (Modesto Area Transit)
There 6% . . . And You’re There (BART) We’ll Take You There (DART - DeMoines, Detroit People Mover, CMRTA)
Trip Planner Magazine Spring 2010
23
Cutting the Cord (cont.)
Brought to You By. . .
by Samuel L. Scheib
Off-site advertising bans make ad-sponsored shelters tricky. Why the California 9th Circuit Court of Appeals might be the new BFF of JTA.
T
The video is excellent.
24
Mike Miller, Jacksonville
an advertising contract that could go up to 80 per year.
Transit Authority Director of External Affairs, has been
The JTA bus stop design guidelines have very specific
showing it to citizen groups, neighborhood associations,
requirements for shelters in the historic districts of Avondale,
civic organizations, elected officials and others.
“Many,
San Marco, and Springfield, mission-style, site-built struc-
of course, were not transit users,” he says of his audi-
tures that have the name of the neighborhood on them, not
ences, “but many were more receptive after seeing what it
unlike at a train station. These historic areas are off-limits to
was like for passengers waiting in the rain and sun,” with-
shelter advertising, but the rest of the city is fair game. And
out shelter. JTA adds about 20 shelters a year to a stock
“city” here has a special connotation because it is almost
that is currently up to about 400. That’s 400 shelters in
exactly the same size as Duval County as a result of consoli-
a system with 6,600 stops, right at 6%. With the help of
dation in 1968. Since nearly everyone living in the county
Trip Planner Magazine Spring 2010
Anyone who has driven on a Vermont interstate can attest to the glory that is a billboard-free environment. also lives in the city limits, Jacksonville
JTA bills an advertising contract as a
self, enacted a sign ordinance gener-
is the most populous city in Florida.
way to increase the number of shelters
ally banning off-site advertising. The
In terms of land area, it is the largest
for passengers. Really, that only tells
reason for the ban was traffic safety
city in the United States, a sprawling
part of the story: shelters are a capital
and aesthetics, but at the same time
mess in a very hot, humid, rainy, cli-
expense that can be raised from state
the ban excluded transit shelters.
mate that badly needs those shelters.
and federal governments or, for exam-
An outdoor sign company, Metro
Anyone who has driven on a Ver-
ple, from new development. Building is
Lights LLC, sued on First Amendment
mont interstate can attest to the glory
easy; maintaining is difficult and JTA’s
grounds and the district court agreed
that is a billboard-free environment;
maintenance costs are $800 per shel-
that “[t]he City cannot, on the one hand,
they are banned in Vermont and three
ter annually, or $320,000 out of the op-
preclude Plaintiff from displaying mes-
other states: Maine, Alaska, and Ha-
erating budget, a harder pot of money
sages on its off-site signs as a sup-
waii. That those states are known for
to fill. The way these ad contracts are
posed legitimate exercise of its police
their scenic beauty reflects the de-
usually structured, the responsibility
powers while, on the other hand, au-
sire of many people and municipali-
for building and maintaining the shel-
thorizing its Street Furniture contractor
ties to get control over what is known
ters falls to the ad company and that
to erect off-site signs in or near the pub-
as off-site advertising, or ads located
is very attractive to a transit agency.
lic rights of way throughout the City.”
on property not owned by the adver-
There is opposition to the plan
But on appeal the 9th District court
Basically, it means billboards.
based on law and aesthetics. The le-
reversed the lower court’s opinion. The
Advertising bans have grown in
gal concern is that allowing this one
court deemed limiting the rights of com-
popularity as a way to remove visual
exception will open the advertising
mercial free speech acceptable as long
blight. The Jacksonville city council
ban to other challenges from ad com-
as the city could show “with plausibility
acted in 1987 to limit the number of bill-
panies. Attorney William Brinton (see
sufficient to merit the deference of Me-
boards in the city and later the same
following story) is particularly con-
tromedia that the Sign Ordinance, even
year the voters passed an amendment
cerned with this. He has been work-
coupled with the [agreement], advanc-
to the city charter banning new con-
ing for 20 years to put limits on out-
es the City’s interests and is narrowly
struction of the signs while mandating
door advertising in Jacksonville and
tailored.”
the incremental removal of existing
naturally he does not want a setback.
signs. El Paso, Jersey City, and Dal-
But Jacksonville recently got a little
las have similar bans. Houston, Texas,
help on this point from the left coast.
has a law starting this year banning in-
In 2001 the City of Los Angeles
flatable gorillas and other balloons on
entered into a contract with CBS to
rooftops as advertisements.
place bus shelters in the public right-
tiser.
In a somewhat contradictory move,
of-way in exchange for exclusive ad-
a few cities that have off-site advertis-
vertising rights on those shelters.
ing bans have amended those statutes
Five months later that same city gov-
to allow advertising on transit shelters.
ernment, seemingly contradicting it-
That was in June, 2009.
In the suburban setting shelter ads are likely to be in front of a strip mall or big box retailer whose own contributions to aesthetics could charitably be described as modest.
Trip Planner Magazine Spring 2010
25
... In an urban environment shelter ads blend in as seen here with this clear bus shelter.
A man enjoys a seat and a coffee, neither at tax payer expense.
P hoto: M atthew M aaskant
26
As for aesthetics, a bus shelter ad-
cent that goes to building or maintain-
members. Two were absent and six
vertisement is a very different animal
ing shelters comes from the public,
were opposed.
from a billboard or giant gorilla, what
from taxes. Even capital money that
Jones was the original sponsor of the
is known as an “attention-getting de-
comes from FTA could be applied
amendment. He voted yes as did 10
vice.” In a dense urban environment
to buses instead of shelters, so if we
other members who also happened
shelter advertising shares space with
can have private firms take on the tax-
to be co-sponsors. That’s how much
street signs, garbage cans, display
payer costs in return for a small ad on
they wanted the shelter deal. “Make
windows, and lots of people and cars,
a shelter, that is small price to pay.”
sure,” recommends Miller, “existing rid-
no more obtrusive or attention-getting
George Jupp, chief operating offi-
ers know of the issue. They have the
than a window dressing of manne-
cer of Streetscape Media Inc., a com-
most to gain and are most likely to get
quins in bikinis. In the suburban set-
pany that provides shelters with adver-
involved. Put car cards up letting pas-
ting shelter ads are likely to be in front
tising, agrees. “In a time where funding
sengers know the issue is on the table.”
of a strip mall or big box retailer whose
is in such short supply it surprises me
For transit users and parts of the
own contributions to aesthetics could
that the opinions of a few continue to
public, shelter advertising seems like a
charitably be described as modest.
prevent a good thing for people. Right
fair trade, even a really good deal (the
The main contrast between shel-
now, Jacksonville has a chance to pro-
Florida Times Union newspaper edito-
ter ads and billboards, of course, is
vide additional amenities by using bus
rial board has published several pieces
that a shelter advertisement comes
shelter advertising, saving tax dollars
in support). For others, providing shel-
attached to a shelter, giving this form
for other projects. In addition revenue
ters is part of the transit agency’s mis-
of advertising a public purpose. Adver-
sharing programs will likely be available
sion and should not be put off on the
tising provides free broadcast televi-
to fund new, greener buses and even
private market in order to put more ads
sion, free radio, and free Trip Planner
more amenities. It’s a winner for the city.”
in the public domain. With elected offi-
Magazines in exchange for the public’s
Miller had a convincing argument
cials on their side, JTA feels they are
eyes and ears. But outdoor advertising
that he took on the road. Transit us-
on safe ground and are moving forward
is largely a one-way street: the public
ers “showed up at the meetings and
with the RFP as early as February
gets big, ugly signs, the advertising
had a big impact on the 11 members
2010. Their passengers may not have
companies get paid. Shelter ads are
of the council” that voted for the adver-
that
a corrective. Mike Miller says, “Every
tising contract. There are 19 council
Trip Planner Magazine Spring 2010
much
Councilman Warren
longer
to
wait.
On the Other Hand An Opponent Explains Why Placing Ads on Transit Shelters is Not so Great by William D. Brinton The citizens of many cities in
initiative to halt further billboard con-
that opportunity? One does not need
this country desire to improve their
struction. It should be no surprise that
to diminish roadside beauty to im-
communities’
to
Keep Jacksonville Beautiful, Green-
prove transportation amenities.
reduce sign clutter along roadways. In
scape, The City Beautiful Coalition,
a false choice.
November, an overwhelming majority
Inc. and other visual enhancement
and streetscaping are part of sound
of voters in San Francisco approved
and neighborhood organizations vigor-
transportation planning, street furni-
a ballot initiative to halt the placement
ously opposed plans to place advertis-
ture should also be taken into account
appearances
of ads on transit furniture.
and
Cities
It is
Just as landscaping
and not made into the Yellow Pages.
like Houston, TX, and Arlington,
Thomas Jefferson is reported to
VA, hard at work in improving their
have said that cities should be sur-
communities’ appearance, do not
rounded continuously by a maximum of
allow advertising on transit furniture.
beauty. The battle for beauty repeats it-
While some cities do allow curb-
self over and over as citizens struggle to
side advertisements that target pass-
improve their communities. Transpor-
ing drivers, the fact is that the ads
tation planners and agencies must pay
distract drivers from the task of driv-
close attention to this struggle, and re-
ing, diverting their attention to ads for
ject any scheme that does not advance
fast food, personal injury lawyers, and
both beauty and transportation. They
an array of commercial products and
are not mutually exclusive. In his last
services. In 2008, an expert for Clear
public appearance before his death, the
Channel Outdoor noted the distraction
late Charles Kuralt spoke these words:
caused by such advertisements be-
“America does not belong to the
cause they force drivers to read them
franchisers and the developers and
at shorter distances than billboards.
ing on bus shelters that will admittedly
spoilers who do not give a damn about
The City of Orlando still prohibits
“target” Jacksonville residents and
their country. The land is ours. Or-
advertisements on downtown shelters
drivers. JTA’s Board Chair acknowl-
dinary Americans, I am persuaded
because city leaders know that beauty
edged that these ads will increase vi-
of this with all my heart, ordinary
is good for business. There is no doubt
sual clutter, and opened the door to
Americans want a beautiful country.”
that roadside ads erode a community’s
discussions to find alternatives. This
Here is an open question for the
interest in visual enhancement. In De-
was a good sign (pardon the pun).
transportation community: will you give
cember 2009, a federal court in New
Some neighborhoods were ex-
ordinary Americans a beautiful country
Jersey observed that a city’s interest in
empted from the controversial scheme,
or one that is awash in clutter and vi-
aesthetics was diminished by allowing
while other neighborhoods were not
sual pollution?
an exemption for bus shelter advertising.
spared.
But if some parts of a city
In Jacksonville, voters went to the
are free to advance the goal of beau-
polls in 1987 to approve a citizens’
tification, shouldn’t all parts have
William D. Brinton, Board member, Scenic America (www.scenic.org). Photo by author.
Trip Planner Magazine Spring 2010
27
Put the Met in Metro Art is not just for museums . Transit helps get it on the street.
by Alex Bell
A
Art has historically been public, civic - both a
have been replaced in critical art creation by the painted
product of and contributor to collective identity. From Egyp-
canvas and bourgeois sculpture in private collections, galler-
tian glyphs to idealized Greek athletes, from Roman trium-
ies, and museums. Art and all things cultural seem to have
phal arches to intricate altar pieces, art condescends to tell
become matters of personal evaluation and interpretation.
us something about who we are, where we are, and how
This is exactly the condition to which the minimalist art
we relate to others both within and beyond our own soci-
of the 1960s and performance pieces of the 70s respond-
ety. Since the Renaissance, however, the locus of art and
ed, the latter especially aiming to restore artâ&#x20AC;&#x2122;s role in public
its relationship to its audience has shifted to more private
life. In the past decade or so, as Americans have begun
arenas. Frescoes and grandiose statues in the public eye
to return to urban centers, cities across the country have
P hoto: JoA nn Sieburg -Baker
P hotos: Samuel L. Scheib
Two of 11 shelters by artist Pablo Tauler line Chestnut Street in Philadelphia, above. Opposite, Tejuola Turner created imagery that is etched into the shelter glass for the new Sprinter bus line from uptown to the airport. one of many art-inspired shelters in the great emerging transit city of Charlotte, NC.
begun to emphasize the arts and un-
tified by the mutualistic art-transit re-
recommends that a defensible selec-
dertaken high profile public art projects
lationship and the benefits it conveys
tion process be employed that ensures
as civic amenities and marketing tools.
to cities.
In a funding environment
equal opportunity is granted to all ap-
This bodes well for programs that
that focuses on cost-effectiveness
plying artists or teams of artists. More-
incorporate public art into transit proj-
and ridership, art-in-transit projects
over, the selection of the artist must
ects.
The seemingly incongruous
represent a small but significant de-
be made by a committee of qualified
spheres of transportation and art find
parture into a realm less tangible.
art and design professionals with the
harmony in transit that is unattainable
It is a realm that emphasizes nar-
participation of the local community.
on highways.
rative,
A person waiting for
identity,
and
relationship.
For proposed artworks to be fund-
transit has the luxury of being able to
The Federal Transit Administra-
ed, the FTA emphasize the following
take in and engage her surroundings;
tion (FTA) provides funding and guid-
criteria: quality of art or design; the
a person caught in traffic really ought
ance for including art in transit proj-
impact on transit patrons; a substan-
to be watching the vehicle ahead.
ects.
While artist selection and site
tive and/or formal relationship to the
The allocation of transportation
treatments are left to the discretion of
site and surrounding area; a fitting
funds to art-in-transit programs is jus-
the local implementing agency, FTA
and safe scale suitable for the site; the
Trip Planner Magazine Spring 2010
29
Put the Met in Metro (cont.)
30
use of durable materials; resistance to
the heart of the city on Chestnut Street.
The materials were selected to stand
vandalism; and ease of maintenance.
The broad, bustling sidewalks of this
up to the elements and potential van-
In addition to the FTA program,
downtown thoroughfare are lined with
dalism without creating a maintenance
many cities and counties also have
custom bus shelters of stainless steel
nightmare.
Percent-for-Art
estab-
and tinted glass. Each shelter has a
were sustained – a shattered pane of
lished by ordinance that call for one
unique design that echoes the city’s
glass, for instance – the costs to re-
percent of the cost of public build-
architecture and history, from colonial
store the shelter would likely be sig-
ing projects to be allocated to the
motifs to art deco patterns. Artist Pablo
nificantly higher than a similar repair
provision of public art. Transit prop-
Tauler sought to give the 11 shelters the
on a stock shelter. The shelters were
erties can coordinate with these en-
same dynamic mix of styles as that seen
installed in 2000 as part of the city’s
tities to implement arts projects sepa-
throughout one of the nation’s oldest
effort to revitalize Chestnut Street.
rate from or in conjunction with FTA.
and most historically significant cities.
In Charlotte’s Cherry neighbor-
Philadelphia adopted the first mu-
The steel friezes, crowns, and
hood, Susan Harbage Page created
nicipal Percent-for-Art ordinance in the
frames and one-inch thick colored
custom bus shelters that act as an
country in 1959. One of the over 200 art
glass create a stimulating visual envi-
archive of community history. Cherry
projects funded by the Percent for Art
ronment and are intended to ensure
is
program since its inception is found in
the longevity of the city’s investment.
neighborhood adjacent to Uptown’s
programs
Trip Planner Magazine Spring 2010
an
However, if any damage
historically
African-American
Second Ward.
Page collaborated
ic-feeling photos and the cold, pristine
A series of discs, 18 feet in diameter,
with the Cherry Community Center
gleam of Metropolitan gives added
stand upright on either side of the
and collected photographs from local
weight to the shelters’ significance in
tracks that run in the median of South
residents to incorporate into the shelter
the community. They serve as a re-
Boulevard. Their situation seems pre-
design. Five unique shelters were cre-
minder to transit patrons and other
carious as the discs appear set to roll
ated with black and white photographs
passersby of the origins of this commu-
away, or be blown over by a gust of
printed on the large panes that form
nity, a sort of spiritual tie to the history
wind, or simply crumble since they look
the backs of the shelters.
The pic-
and identity of the place that transcends
like they are made from the surround-
tures portray scenes of community life,
the looming changes to be wrought by
ing earth.
family ties, and educational achieve-
redevelopment. The title of the series
steel and concrete (and Carolina clay)
ment and reflect the sentiments of lo-
emblazoned on each shelter reinforces
and weigh 11 tons each.
cal residents about their neighborhood.
this theme: “Coming Home to Cherry.”
designed to withstand the elements,
The shelters were installed in
Also in Charlotte, along the LYNX
2008, about the same time that a prom-
Blue Line light rail, the approach to
The artist, Thomas Sayre, intend-
inent mixed-use redevelopment project
Scaleybark Station feature conspicu-
ed the sculptures to resemble harrow
called Metropolitan Midtown was com-
ous sculptural works that elicit an opin-
discs, agricultural implements towed
pleted. The juxtaposition of the histor-
ion from everyone who travels there.
behind a plow to cultivate the soil. The
despite
In fact they are made of
their
fragile
They are
appearance.
The many faces of the Cherry Neighborhood in Charlotte, NC. The shelters were created by artist Susan H arbage Page using old photographs of A frican A mericans from the area where the shelters now stand.
They are
beautifully rendered here by architectural photographer
JoA nn Sieburg-Baker. Left to right: Baby Twins, Three Friends, Morgan School, M arried Couple, and Girl in a Polka Dot Dress.
Trip Planner Magazine Spring 2010
31
Put the Met in Metro (cont.)
piece is called “Furrow” and was com-
portive: they are both generally and
probably have little practical relevance
pleted in 2007 as part of the light rail
most naturally public in their orien-
to daily operations in the transit in-
construction, paid for in part by Federal
tation.
This would seem axiomatic
dustry. However, the notion that art
Transit Administration funds. They al-
for transit, but if the concept is ex-
and transportation share a common
lude not only to an agricultural past but
panded to include transportation as a
public character is pertinent, and
to the rhythm and character of the natu-
whole, greater exploration is required.
the role that they play in public life
ral environment. Shadows shift on the
For the motorist, gently nestled
is influenced by industry practices.
ground and on the curves of the con-
in her auto-cocoon, transport seems
As transit and public space be-
vex discs as the day wears on and it is
private, at least in the same way that
come increasingly important in daily
hard not to feel the dirt in your hands as
an office or a living room is private,
urban American life, transit properties
you study the texture of their surfaces.
visible from the outside but only avail-
will have a significant impact on both.
While “Furrow” is not universally
able to an accepted, intended few.
Beyond providing a service to move
popular, it is universally recognized
The vehicle, however, occupies an
people from place to place, transit for-
in Charlotte.
One of its great suc-
explicitly public space, and the move-
mally and culturally shapes those plac-
cesses is that it is instantly identifi-
ment of people and goods has always
es. The industry has the opportunity
able, giving the area a landmark and
taken place in such collective venues.
and the fiscal capacity through art-in-
promoting a sense of place. Equally
Likewise, art is often considered to
transit and other public art programs to
admirable is the fact that the piece
be private, with each individual bring-
do so in a way that is relevant and con-
almost compels anyone who sees it
ing a unique interpretation to a given
structive
to explore the significance of these
piece. But as was noted at the outset
strange discs and thereby puts them
of this article, art has a longer history
in touch with the roots of the area.
in streets and squares than in con-
The
examples
dem-
templative museums and galleries.
onstrate that art and transit share
A discussion of the philosophies
something deeply significant in com-
and theories that impact evolving ar-
mon that makes them mutually sup-
tistic conditions and reactions would
Graphics Division Sales Support: 866.528.2175 www.pride-enterprises.org
above
• Transit Schedules • Route Maps • Fare Guides • Pamphlets • Brochures • Newsletters • Guide Books
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to
the
community.
Alex Bell studied art history as an undergraduate before earning his master’s degree in urban and regional planning. He is a planner for Reniassance Planning Group.
United Streetcar provides modern, efficient safe and reliable American-produced streetcars. Our streetcars are fully Buy-America compliant.
www.unitedstreetcar.com
This synthesis is an update to one done in 1994; 56 agencies responded to the online survey that was the basis for this report.
B
Bicycles
were
first
formally
rare and will not be discussed here.
bikes mounted on the front of a bus but
integrated with transit on ferries in the
Bike-on-bus provides “the con-
some systems have experimented with
1940s and 1950s, spread to buses in
venience of riding a bicycle to a bus
accommodating more bikes. PSTA in
the 1970s and rail in the 1980s.
In
stop and to the final destination and
Clearwater, Florida has added three-
the late nineties and early years of
the flexibility to take the bus in bad
bike racks to its buses and one system
the 2000s these programs became
weather, after dark, or if a bicyclist
has reported having racks that hold
widely adopted and expanded. “Local
needs to travel through an area with
five bikes, but don’t get your hopes up.
transit agencies spent approximately
steep hills, heavy traffic, or other areas
Mountain Express in Crested Butte, Col-
$28 million of federal transportation
that are barriers to bicycling.” In other
orado has a very specific service cater-
funding for bicycle-related projects
words, bike-on-transit programs help
ing to getting mountain bikers to moun-
between fiscal years 1999 and 2004.”
cyclists avoid actually riding a bike.
tains, as its name implies. These racks
Some of the key reasons given for
Buses typically have a rack for two
are rear-mounted, used primarily in the
having bike-on-transit programs are extending the range of transit and increasing the flexibility of passengers to reach destinations, offering an “amenity” that makes transit more attractive; integration of two modes, thus increasing the number of multimodal trips made in a community and removing auto trips and improving quality of life of a community; and improving the image of transit. Bike-on-bus is, naturally, the most common bike and transit combination because bus routes operate in so many more cities and on so many more routes than other modes, but bike-on-rail and bike-on-ferry are still common. Bikeon-Demand Response was also part of the survey, but occurrences were P hoto: Buchanan-H ermit
34
Trip Planner Magazine Spring 2010
Great reports writ short
summer, and have security cameras
the bike up or down a staircase, es-
spaces near the rear doors.
focused on them. Oh, and Mountain
calator, or elevator and through some
times they are allowed to use wheel-
Express makes the racks themselves.
type of turnstile,” to access a platform.
chair fasteners to secure the bikes.
Front-mounted racks are the most
For bicyclists using rail, light rail is
On commuter rail, cars are gener-
commonly used because rear racks
the easiest because cars can either be
ally accessed from an open platform
pose safety risks to passengers remov-
accessed from a platform or the street
and bikes are accommodated in a vari-
ing bicycles when operators cannot see
so the cyclist does not enter a station.
ety of ways: in designated floor areas,
them, security risks from theft, mainte-
Newer light rail cars have bike hooks,
in storage closets or bicycle racks, or
nance problems because the racks can
racks, and/or some designated placed
in a specific rail car designated for bi-
block the engine compartment, and
for the cyclist to stand with a bike.
cycle storage.
Some-
In rare cases entire
cyclists report the exhaust getting the
cars are dedicated to bicycle use.
bikes dirty. Some commuter services
Rail is not immune to the
that use over-the-road buses allow bikes in the luggage storage compartment on the underside of the bus. The dread of transit agencies vis-
TCRP SYNTHESIS 62
à-vis bikes-on-buses is having to turn passengers with bikes away because of insufficient capacity. Greater ca-
TRANSIT COOPERATIVE RESEARCH PROGRAM
ever. WMATA (Metro) only allows two bikes per car on weekdays (four on weekends) and most rail
Sponsored by the Federal
Integration of Bicycles and Transit
problem of too many bikes, how-
Transit Administration
agencies have some restriction on bikes during peak periods. Some bicyclists are content
pacity racks can address this but this
to leave their wheels at the point
comes at an operational cost:
where they access transit so hav-
the
racks stick out farther from the bus making turning and even storing the
ing a place to secure bicycles is A Synthesis of Transit Practice
essential to bike/transit integration.
bus more difficult. To avoid turning bi-
Bike racks are the most common
cyclists away, some bus services allow
and least expensive means of se-
passengers to bring bikes on board,
curing bikes. Because they take up
but the practice is restricted, often al-
little space and have minimal cost
lowed only on the last run of the route
they can be placed at stations or
or if there is a long wait between buses.
Access to heavy rail services is
even simply at bus stops. Lockers are
Bus systems usually store bikes
harder because boarding is typically
typically found at stations where bikes
on the exterior of vehicles so bike-
done in grade-separated stations. “To
might be left for long periods or even
on-bus service has little impact on
pass through fare gates or turnstile
overnight and cannot be seen easily
non-cycling customers and is easy to
areas into the paid ticket area, bicy-
from the street in order to prevent theft
use for the cyclist. The circumstanc-
clists may be required to use specific
or damage. One agency reported hav-
es are different on rail where the bi-
access gates or to use street level el-
ing bike parking within a gate at a tran-
cycles are kept inside the vehicles
evators that go directly to the platform.”
sit station. More commonly bikes are
and “bicyclists [often have] to carry
Once on board cyclists stand in open
kept out of the flow of passengers but in Trip Planner Magazine Spring 2010
35
well-lighted, open but covered areas.
vice when they learned more about
25,000. “Young adults, students, and
One last method of storing bikes
it,” especially that the bicyclist is re-
low-income commuters were men-
is a bike station, a staffed storage
sponsible for loading his own bike.
tioned most often” as typical bike-on-
facility. At first blush this sounds ex-
Most agencies reported paying
bus users. Rail attracts more afflu-
tremely expensive but in fact it can
between $500 and $1,000 per bus for
ent bicyclists.
be provided as a concession: bike
bike racks, but that the overall costs
the largest single group of users was
storage is a great place for a bike
of bike rack maintenance, market-
between 40 and 49, has a house-
shop, complete with repairs, since
ing, and other staff time was gener-
hold income of between $50,000 and
the bikes are headed there already
ally low. Safety and security is not
$74,999, and owns two cars. A bike
and will be left for hours at a time.
much of a problem. “A few agencies
parking and transit study in Miami-
The impact on the transit agen-
reported only minor problems with
Dade found 85% of users were male
cies and vehicle operators as a result
injuries to passengers, injuries to pe-
and mostly divided among those
of bike-transit programs has been
destrians outside the bus, damage to
making less than $20,000 per year
minimal.
When first introduced bus
property on or in the bus, or damage
(35%) and more than $70,000 (21%).
operators had concerns including
to property in the street.” The main
Nearly all of the agencies reported
safety, personal liability for the bikes,
problem was damage to the bikes
that bicyclists had given positive feed-
schedule adherence because of load-
on the rack themselves, especially
back about the service and were, on
ing, and additional work without pay
early in the program when improp-
the whole, “very satisfied with any bicy-
(i.e. providing assistance). “Bus driv-
erly secured bikes fell off the bus.
cle and transit integration services that
ers and some bus driver unions raised
The range of use reported on the
were being offered.” More importantly
initial objections to accommodating
survey varied widely from as few as
passengers who did not bring bikes
bicycles, but these groups generally
20 annual bike boardings to as many
were either neutral or positive about bi-
became more supportive of the ser-
as 575,000, although the median was
cycle integration in any type of vehicle.
RTD Denver reports
Problems Solutions Problem: There is not enough funding to outfit all buses with bike racks. Solution: Some agencies have offered ad space on bike racks in exchange for funding assistance. Problem: Bike racks left down without the operator being aware, especially at night. Solution: One agency installed indicator lights that show when a rack is deployed, like a parking brake light on a car. Problem: Abandoned bikes left on rack on vehicles. Solution: After a run, remove the bike and put it in lost and found. In 30 days, it’s on to auction. Problem: Getting an accurate count of bike rack use. Solution: Automated counters in the tire slots count each time a bike rack is used. Problem: Counting the bikes on buses to track the program’s use. Solution: The Central Ohio Transit Authority (COTA) uses advanced mobile data terminals to count bikes with a bike “button.” An agency in California has developed counter in the bus bicycle racks; sensors in the two bike tire slots count each bicycle that is placed on the rack.
Trip Planner Magazine Spring 2010
37
No problem can withstand the assault of sustained thinking. - Voltaire
See samples of our transit thinking at thinkcreative.com/transit