Title:دسترسی حمل و نقل

۲۱-۰۶-۲۰۱۳ این وب‌کست فقط برای مشاهده در دسترس است، برای اعتبارات AICP CM قابل استفاده نیست. ارائه دهندگان: کارول کچادوریان، باب پتن، جان تالمج، لین گلداسمیت و شانا جانسون این وبینار در مورد تکامل برنامه ریزی و مدیریت دسترسی حمل و نقل، اصول کلیدی و شیوه های جاری بحث خواهد کرد. ارائه دهندگان این شیوه ها و اصول را در زمینه اتوبوس و ریل با نمونه هایی از آژانس های حمل و نقل در مناطق مختلف ایالات متحده به کار خواهند برد.

قسمتي از متن فيلم: Hello everyone and welcome to the webcast my name is Brittany Kavinsky it is now 1 p.m. so we will begin our presentation shortly today on Friday June twenty-first we will have our presentation on transit access given by Carol katchadourian John Talmadge Shana Johnson Lynn Goldsmith and Bob patent

For help during today’s webcast please feel free to type your questions in the chat box found in the webinar tool bar to the right of your screen or call one eight hundred 2636 3174 content questions please feel free to type those in the questions box and we will be able

To answer those at the end of the presentation during the question-and-answer session here’s a list of the sponsoring chapters divisions and universities I would like to thank all the participating chapters chapters divisions and universities for making these webcasts possible as well as the transportation planning division for sponsoring today’s webcast as you

Can see we have a couple webcast scheduled for the rest of the summer to register for any of these upcoming webcasts please visit www and register for your webcast of choice you can also follow us on twitter at planning webcast or like us on Facebook planning webcast series to receive up-to-date information

On the planning webcast series sponsored by chapters to business and universities to log your cium credits for attending today’s webcast please go to ww planning org cm and select today’s date which is friday june twenty first and then select today’s webcast which is Tranzit access

So f cast is available for one and a half cm credits we are also recording today’s webcast will be available on our YouTube channel later today just search planning webcast on YouTube a PDF of the PowerPoint will be made available upon request and at this point I would like

To introduce Gabriella Juarez who will introduce our speakers for today Carol katchadourian John Talmadge Shana Johnson Lynn Goldsmith and Bob patent hello I am Gabrielle I am with the city of Los Angeles planning department I am also the transportation and planning divisions webinar coordinator so if all of you

Listening get really inspired with a great topic please contact me and we will work to make it as fantastic as the one that you will be enjoying today I wanted to say that our next great one that will go into more depth on wayfinding will be on July twelfth led

By Kerry Tyler from the New York City Department of Transportation who is fantastic and I wanted to give super special thanks to Carol for all of our hard work and coordinating today and our great presenters I’m really excited about today’s webinar and i will stop talking so that you can enjoy it Carol

Pick it on over thank you thank you very much we’re very pleased here today to be here today we do have a pole to begin our webinar we’d like to get a sense of who’s in the audience I think Brittany is going to launch the bowl the polls up

Now so we’ll give people a few minutes to vote as of right now we have about 75% of our vote our poll votes in and sixty-four percent of the respondents are from general planning twenty-six percent are in transportation planning and ten percent are from a transit agency thank

You well we’re very we’re very pleased to have the ten everybody online particularly the ten percent from transit agencies and we’re hoping to get some thoughtful questions afterwards from everyone so I think we’re ready to go is my screen visible it is great thank you I want to review what we’re

Going to talk about today first I’m going to give a brief overview of the evolution of transit planning and then John Talmadge from triangle transit is going to talk about bus stop access Shana Jonathan from foursquare integrated transportation planning is going to talk about some regional bus service support strategies and a little

Bit about access to rail Lynn Goldsmith’s from Los Angeles County MTA is going to talk about rail station access and another element of rail station access which is wayfinding will be covered by Bob patent from tool design group so here we are I am I’ve been in the profession for about 30

Years I currently in this tool design group develop pedestrian master plans I’ve done some ad a transition plans I’ve also done some transit access studies and I worked with the Washington Metropolitan Area Transit Authority for about 11 years and the last bit of work I did there was working on pedestrian

And bicycle access initiative I met John Talmadge when I did some transit access work in Durham North Carolina he serves at the head of service planning at triangle transit he also worked on bus stop improvements transportation to management programs he also coordinates efforts with other transit providers in the Triangle region

He’s a really really thoughtful well-informed person making a big difference in the Triangle area Shana Johnson with Ford square integrated transportation planning does a lot of work her work focuses on public transportation transportation demand management and that really important transportation land use connection she’s very active in APA and the women’s

Transportation seminar and young professionals and transportation she’s also on T arbys research board committee on transportation and land developments though she brings a very rich experience to our webinars Lynn Goldsmith is what I call a rock star and they access to transit field she just recently as in

Earlier this month retired from Los Angeles County Metropolitan Transportation Authority where she was the bike program manager in the beginning in the year 2000 she started up early but then as the bike mobile lead at the agency when the idea of a bike program really didn’t exist and

Really latched on to the opportunity to build something new just as a bike movement was taken off before she left the agency they put together a bicycle transportation strategic plan a bike transit implementation plan and she also during her time there established a bike parking program for the agency so we’re

Very pleased to have Lynn with us and finally Bob Patton who is my colleague at tool design group is very very skilled at bicycle and pedestrian transportation plans he’s done for cities such as Baltimore Cincinnati and Richmond and he has most recently been really developing a great way finding

System for transit agencies and trail systems such as the transit agency in DC one of the things I appreciate about bob is a colleague is he really does think outside the box to solve bicycle planning and design issues okay I’m we might a reminder please send us your questions during the presentations will

Answer them after all the presentations are done and I’m going to start with a little bit of a overview I want to make sure that that our participants know what we mean when we say access to transit we can even be talking about the transit vehicle the conditions at the

Stop of the station or traveling to and from the station itself and what we’re really talking about of the last two conditions at the stop or traveling to and from the station and that the low map and here is something part of the project we developed in der I’m working

With john Tallmadge so you can you can see how we take a look at what’s needed let’s just give you a few quick observations at the federal level in terms of the evolution evolution of access to transit at the federal level safetea-lu long time ago really provided funding to increase the emphasis on

Pedestrian and bicycle transportation planning and laid the foundation for the awareness about that as part of transit access promag and a dag really set some standards they are required that it’s law it’s a civil right but historically transit access planning has really been limited to getting to rail stations by

Feeder bus park and ride or kiss and ride so in the last seven or eight years there’s been more focused on access to transit local pedestrian and bicycle plans tend to include transit access as a criteria for project selection transit oriented development has has increasingly considered not only how

People that live in those developments get to transit but how people who are living outside that area get to transit Complete Streets has certainly had an impact on the transportation land use connection and how our right of way is built and designed the important thing to remember here and you’re going to

Hear it in our presentations is that multiple agencies have a role in creating complete and safe access and and snowing this and working this really is where your success lies in it when you work on trans x to transit issues I want to say a little bit more about land use transportation

And economic and Community Development we know that the transportation land use connection has is an important one APA has a published that it really trying to begin with Peter castas book a couple of decades ago on the New Urbanism most recently a book by Jeff speck have talked about walkable cities in that

Books he really does talk about the changing demographics of urban areas and then I’m the national household transportation survey has documented that change particularly from 2001 to 2009 showing how 15 to 34 year olds our next generation our Millennials are driving less walking more biking more taking transit more and that reaches

That information from the National Council transportation survey is in this prg publication transportation and the new generation I pose a question to you which is are we really talking about a hybrid mobility mode which would be walking biking and transit three years ago Tom down wrote an article for

Citywire where he suggested that walking biking and transit are really about to become the next wave of transportation that shape our urban areas and that if you think of them together they’re really a new mode of transportation so given all this where are we now we recognize that there is a desire for

Transistor to be a catalyst for economic development and placemaking we know that a focus on access to transit improve safety and it can be and should be responsive to demographic change it also can be and should be responsive to customer needs and we’re going to move

On to the next presentation this is this is me biking and Tuscany a couple of weeks ago John Thomas from triangle transit is next to talk about a coordination Primmer thank you John you and you can you hear me oh yes okay that was a quick shot of me

Biking in front of my home in Durham North Carolina with my youngest daughter triangle transit is a regional public transportation agency in the raleigh durham chapel hill carry area of north carolina and it’s limited to providing regional services that connect those communities where there are local services and in the last three years

We’ve also been it’s possible for planning and managing the operations and improvements with bus stops Felicity of durham’s system these are modest size systems or not the la’s of the of the world but we have a lot of lessons that we’re learning along the way that I

Think there are worth while sharing and I’m glad to know that almost two-thirds of you are from planning departments or planning organizations because the the new relationships that need to be formed between the trans staffs the planning department transportation planning departments and as you’ll see lots of other departments in making these

Improvements at bus stops this is a quick list of some essential design elements but one thing is you get into this that you learn is that the devil is really in the details at each project that you want to do that you have to pay very close attention to many many

Details about how different types of users are going to interact with the bus system and get to and from the bus stop looking at the crossings as well as the connection to the from the sidewalk to the bus stop visibility that there this is just a sampling of these of these

Elements next slide some of these are relatively easy of the bunnies and many of them are these really sticky complicated issues that involve lots and lots of different players and what may seem at first like a bunny ends up like a bear as you go through it

If if you don’t have enough experience working through it next one the names of the elements that are not a very basic level that whoever’s initiating the project whether it’s the Transit Authority or City Planning Department or another organization within the city having a plan for what you want to do

Knowing the development rules I mean those of you who work in planning departments that’s second nature but it’s not for the transit agencies and so having that understanding back and forth the communication beginning if there early stage of the process and throughout the development of the project and then the feedback is is

Revisiting what are those rules and do they still work for these changes that we would like to see in access to transit and maybe making changes to some of those rules and we’ve got a couple examples next one so this can be as simple as we want have a new shelter in

A place it already has a sidewalk and a decent pedestrian network or the project that we worked on with what cool design and carol is looking at a three-mile corridor a quarter mile on either side where are there gaps in pedestrian access or biking access to get to the

Transit stuffs and as we went through that process we learned just how complex that’s going to be next one up front you need to get an understanding of who’s going to have the approval Authority and for these transit projects it’s not necessarily just limited to site design

Issues but there’s also approval of the facilities that might happen at the state level maybe is happening at the municipal level there are often going to be a the property owner who gets to make a decision about whether something’s allowed on their property if you need an

Easement or long term lease most of these projects are small enough or many of the projects that we’re talking about are small enough that they’re not going to expense to do combination so you’re looking for willing property owners when one that’s required excellent here in North Carolina our department of

Transportation is the major owner of streets and roadways in the state and so we do a lot of work with various levels of NCDOT s organization the division office is reviewing all the flight plans in in their district offices they have a new requirement that every shelter or

Other equipment that gets put into the right-of-way is pre-approved and it’s not just a design but it has to be this specific product by specific manufacturer and that has caused a lot of problems because they didn’t understand our procurement process and it ends up slowing us down considerably

And then also on the on the funding side or with the bicycle pedestrian division who on their own is trying to make inroads into completed bicycle and pedestrian networks and thinking about how that affects transit and the pilot project that the tool design Carol were part of was initiated by a combination

Of public transit division bicycle pedestrian division at the BRT and they worked with us at the city of Durham and so we’re all learning about what are the institutions involved and how do we move from this new way of planning to implementation next one we often have to

Interact with the MPOs in North Carolina we also have our POS and they’re it’s often funding or if we’re going to use Federal Transit funds those need to be identified in a Transportation Improvement Program and so there’s the bureaucratic end of using federal dollars also state dollars for

Making these projects happen also the coordination end on if they are working through with the municipality sidewalk projects reaching out there other often not thinking about the transit implications so we have a number of sidewalk projects where there are bus stops along if there’s a new sidewalk

Put in but at the bus stops the sidewalk was not extended to the back of the curbs so we don’t have an ad a compliant pad even though it could have simply been incorporated in the project because the communication was not happening happening and so you know one of the

Lessons of repeat here is it’s a comment on the transit agencies to be reaching out to all these different parties to get them to understand what transit needs our or our customers needs end up being and getting enough education out to the planning department to the transportation planning staff that

They’re looking and seeing I’ve got this project maybe Transit has an interesting and then coming to us it needs to be a two-way street and we don’t have enough experience with it at least here in North Carolina that we’re always thinking about each other’s projects and

How they may benefit one other next one so at the city staff and the other thing that we’ve been learning is that it’s not just those top three the planning department Public Works and transportation that we need to interact with but there are other departments some of them are administrative but on

The next slide you’ll see that there are often economic and workforce development departments in Durham that we work with there is a community development department and they all do projects that impact the the streetscape or the design of structures in a streetscape that transit can be incorporated into if for communicating

Next time and then the last that I left here is the private property owners and trying to establish a positive working relationship with them and getting getting them on board with understanding what the needs are how it may benefit them more or mitigating those impacts on their properties next one and this is

Where the the notion of it you going through this process and you’re establishing these relationships and transit agencies are understanding with the planning departments need or the various of the party and they’re on this beginning to understand what transit needs it’s time to look at the rules

That we have in place making sense for where we all want to get and two examples here that we’re still working on some extent are these shelter specifications they were doing it so that shelters that are in the state right-of-way are resistant to hurricane force winds or the strongest winds that

One my experience in different parts of the state but they didn’t understand our procurement process and how cumbersome system that they were setting up was for us actually purchasing any any shelters and this didn’t just affect us in a triangle pardon or families across the state it just shut down shelter

Insulation for about eight months as they were trying to stall something that they thought was going to improve the process the second here is looking at unified development ordinance is whatever you may call the development ordinance lives in your jurisdiction but here in Durham it does not include a require

To have the poor pad an ad a compliant pad you might have a requirement to build a shelter in which case you need to pad but if there is no shelter there’s no requirement for a pad and it’s just because the conversation was not happening between transit any other

Parts of the city when those things are being developed so we’re going to go back and try and incorporate that into the next versions of the unified development on next one and that’s Ben I look forward to your questions okay our next presenter is Shana Johnson from foursquare integrated transportation

Planning and she’s going to share with us some of her work on regional bus quarters and access to rail station Shana Thank You Cal I’m going to be talking about bought three studies that foursquare ITP has been involved with involving bus stop and rail station at system of metropolitan washington area

Next slide thanks and the first study i’m going to talk about is a study we did for the implementation guidelines for ramadas the Washington Metropolitan Area Transit Authority’s part equal to our network we were also involved in the development of the priority quote our network and it’s actually the the map

That you see on the slide is of these potentially express bus routes these are roots today that are high ridership where the potential exists to implement different types of express bus treatments some of these supporters already have things like tsp or a couple of other sort of nascent like an express

Bus service limited stop and the PCN network is about expanding the Tet different types of party bus treatments that we have on the scores including better shelters and access to shelters so the study we did that looked at the implementation of these corridors look specific

We at six routes and I’m going to talk about the field work that I did for two of them which we can go to the next slide the first one being the richmond highway express which is also which which is already a branded limited stop service it operates mostly on route 1

Which is richmond highway and put up most of most of these routes in Fairfax County a little bit is in the city of Alexandria Old Town neighborhood which is a little bit more urban but predominantly as you can see in the picture in the slide it’s very very highly suburban two three lane

Arterioles two three lanes in each direction arterioles which is characteristic of actually a lot of these PCN corridors and today already for Fairfax County at least their highest ridership local bus routes are on this corridor we can go to the next slide and and so this is a picture of a

Bus stop on the corridor as you can see there’s um you know it’s predominantly a lot of strip retail behind you strip retail centers others the local roads and local buses which are also but you have a have a great deal of ridership because there’s a number of market rate affordable multi-family residential

Development back there and as you can see action in a previous side there was a picture that showed this a little bit better there’s oftentimes these highly on you service roads thanks Carol like the one shown in the middle picture here that even separate the big box that we

Tailed large parking lots from access to these best steps and the following slide actually shows few more examples of bus stop and the bus stop quality really varies in this area for many many stops you know there’s right now there’s nothing more than the just the pole by

The side of the road and because these are really busy high speed arterioles they’re oftentimes right by the road there so not only where you be crossing a big box parking lot onion service read in many cases but then you might be right next to the road

Once you get to the bus stop and we can go to the next slide the other route that I did the personal into the field work for was for leesburg pike which is in route 7 which goes from again the King Street area old town which is an

Older older more sort of small downtown type of area in the city of Alexandria through what is again mostly a very highly suburban land use with route 7 being mostly for me two or three lanes in each direction throughout we can go to the next slide ever eat seven is also

Very similar to route one and land use you can see in this picture that they’re our market rate affordable housing and multifamily development right next to the service road right next to the best stop on the road in the case where I took this picture right around the time

That I take the picture there was a family with strollers and several young children who are coming out to to this bus stop you can see that there’s a little what we call a goat path where you know between right behind the bus stop where the road is the little sort

Of dirt self-made road is where people are clearly standing there and in particular this disturbed me because as a mother myself it seemed very dangerous to have especially all of these small children and families waiting at this bus stop right next to cars that we’re

Going 40 or 50 miles an hour the next slide is actually the best stop across the street which is a little bit more egregious and the access difficulties the first thing you probably notice is the utility pole that completely is blocking access to the bus stop from the

Front so what I saw were people walking around this utility pole in into route 7 to access the bus stop and then you also see again the goat path going around the back of it it’s not well connected the fence the black fence behind the bus stop behind that there’s

Actually another set of apartments but of course there’s no connection between those apartments in this class gap and these will go pretty highly well utilized bus stops I’m happy to report in this particular case this is areas bus bus ups action and improve them side and have the after picture to show you

But it’s now the pole is not blocking the bus stop and it’s can be it’s been a sidewalks been put in connecting it to the development behind that so this was kind of a success story after this can go to the next slide here a couple of

More bus stops on route 7 again one with the service road light behind it and these benches which look nice but there’s it’s just this little area this little strip where the benches in sabah there’s no connection and there’s no pedestrian treatments across this part of this particular part of the route and

That’s true actually on route 1 with Rex as well as throughout route 7 and you know the even though there’s a lot of people crossing these streets to get back and forth between these bus stops there’s not a lot of a common pedestrian accommodation so you can also see people

Not crossing out the at the light just sort of a cross when you can mentality to get across these major roads to get to the bus stops we can go to the next slide and we also have done a couple of studies looking specifically at bus shelters and it’s station access for

Improvements related to a modest metro rail system so this slide just provides a little bit of background on the metro rail system if for those of you who are not as familiar with it the service area for LaMotta covers three states DC Maryland of Virginia and there’s really

Very different land use without from very urban in the middle of downtown DC a to what looks much more sort of typical commute in the morning commute out suburban type system at the outer ends of the stations we can go to the next slide so recently we did this a shelter

Improvement study for LaMotta where we evaluated the shelter conditions at 34 Metrorail stations and we can go to the next one and made some specific improvements this is a aerial photo of the Anacostia metro rail station and at the station in particular there were a lot of issues that we identify that were

Related to station access into accessing the bus stops at the station that were really quite an indicative of what we found throughout the system including things like jaywalking across West Bay so and he anacostia station we recommended in fencing behind the bus face actually prevent jaywalking in New crosswalks and signage to help

Pedestrians navigate this site safely as well as other curb ramps and improvements like that that can help people with disabilities being able to access the site safely next slide finally I’m going to talk briefly about the station access alternative study that we did for Mata this in this study

We developed scenarios for 5 case study stations where we looked at that we’re all auto oriented in nature that where we looked at how do we shift the motive access being from today predominantly auto oriented to alternative modes the reason being that LaMotta is expecting their ridership to grow significantly

Between now and our study of 20 40 but they will you know don’t want to necessarily build any more parking both because you know there are other uses for stationary including joint development that are very appealing to tu llamada and as a part of their general policy to try and encourage

Alternative modes of access to the system so within each of these case studies stations we developed a number of strategies that we applied to try and look at how we could come up with a mix of strategies that can help each of these individual case study stations

Move from being auto oriented access to having a more greater variety of modes of access to the stations so some of the specific strategies we examined included pedestrian bicycle linkages and as part of the study we also did a peer review one of the best practices we found was

That some transit agencies are actually working with local jurisdictions to fund access pedestrian and bicycle access improvements outside their station properties so in this case you can see in the end the map on this slide Wilmot is looking at where their current Park and Ride clusters are and figuring well

You know if they’re within half a mile or two miles five miles of the station what how would you how could they these customers actually feasibly use walk or bike to to the station with the existing infrastructure in there we also looked at ride sharing strategies with an emphasis really on the technology

Difficulty being that because our study or restoring 40 course between now and then we’ve no technology is going to change a great deal but for some of the emerging mind sharing technologies I’m sure many of you are familiar with things like sidecar and uber and all of

These new services some of which people consider to be ride sharing in some of which are not then there’s also been a number of other dynamic ride sharing services the picture on this slide is showing how a writer can you know use one of these dynamic reg drawing apps to

In real time book a carpool with someone who is coming from you know going go into coming from the same area looking on the next slide besa looked at different types of ba strategies that would capture more lighter so encouraging better use of shuttles in the Washington DC area there

Are a lot of apartments that operate shadow n and commercial office buildings that operate shuttles to the Metro many of these shuttles are operating from adjacent developments are maybe duplicative of existing metro bus service so Metro is looking at how do they rationalize and better accommodate shuttles at metro rail they’re also

Looking at what are the possibilities for a neighborhood focused bus service so this is a picture is particularly showing the park-and-ride customers in one neighborhood existing bus service and if there were some way to either attract those people to using the existing bus service or to change routes

Or to develop some type of neighborhood service that would be able to capture these residents rather than having them drive just one mile to the next metro station finally we looked at next slide some parking strategies we looked at a number of parking strategies again with an emphasis on technology that we know

Is kind of available in the next few years including having real-time parking information if you go to the airport some airports today they’ll show you exactly where to park so we were thinking you know we had this type of information at the at a transit station

If you were able to wake up in the morning like a trap and say well the parking at my station is full now which is the case in many of LaMotta stations maybe i’ll drive to the next station or maybe I’ll take a box or maybe I’ll get

On a dynamic ride-sharing app this morning and change change my plans for how is going to access the station and so with that it back over to Carol thank you thank you very much Shana I think as participants can see we’re really building a lot of great information from

You for you in terms of policy coordination kind of the Devils in the detail approaches to transit access lindo smith is next and she’s going to give us some whys and hows based upon her experience Lynn thank you very much I’ve been bumped off the audio three

Times so let’s hold our breath this will work well good morning everyone because for me it is good morning still it’s really a pleasure to be on this panel I hope that my perspective as a planner inside a transportation agency can be helpful to you I really love John’s

Reference the bunny in the bear because it’s tough and those of us involved need tough skins we need to have a passion for this work and my job involves coordination with at least eight different departments or independent agency functions all the voice which had very strong interests and points of view

Transportation agencies need to take on more of the cost and responsibility to make what I will be proposing possible the city’s just don’t have the funding for this our goals as planners are to plan facilities that encourage transit trips and replace more driving replace more driving to stations but to do this

Today we have to challenge the traditional way of doing things we need champions from the public and the elected officials to make this happen because we can’t do it alone I’m assuming many of you work for consulting firms which it sounded through the pole like you might have might be and

Developing environmental documents and conceptual designs for projects you’ll need to push the envelope and remember be practical and not too theoretical I know that’s tough for some of those planners but bring the language down to the everyday realize that your audience is not going to speak your language and

Then that’s to plan for current and future populations not pass populations and these populations have different expectations and different desires change comes from many directions so find those people inside the agencies are your allies were all part of the solution and a new direction okay I’ll be touching on some obvious

Solutions to past approaches many of you might be fully aware of this but from my experience it appears the focus has often been on operational issues how to move the trains and buses not how to get people there so that’s what we need to be thinking about how do we get people

There so there’s a cultural shift and that shift Carol referred to with the Millennials in her introduction this is actually our opportunity and I’m really excited about it to be honest with you I see a great future and so we need to think do we as planners follow or do we

Lead so next slide we found in Los Angeles County surprisingly or maybe not that eighty-five percent of people access our stations by walking bike bicycling or rolling which I thought was kind of fun but what what I think this reflects is our traditional populations for using public transit and we want to

Get those newer people also using public transit so that the people that might have a car but choose instead to change to transit so the next slide tells us that the next slide okay anyway what I want you to supply to give chase I got

It I got it we need to change the hierarchy of the transportation modes and my guess is that the first consideration is often where’s the parking lot going to be how big is it going to be we can go back to the previous slide per minute but the funds can be made

Available providing alternatives and reducing the parking demand mobility that means moving all users not just buses and trains you’ll find many policymakers that use this term think of it as buses and trains only so we need to change that way of thinking also we need to incorporate improvements into

Our project scopes designs and costs at the conceptual stage so they won’t be value engineered out how many times have you heard through the design phase and this has been said to me so many times oh but it’s too early to talk about that now and then when the time is right it’s

Too late to talk about that now there’s no space so those are the things we have to think about think about how to attract users by improving the convenience visibility and safety consider where people are coming to from and going to and providing good connectivity consider improvements as mitigation measures in environmental

Impact reports and statements these cannot be cut later through value engineering a braid words like betterment amenities or maximum because these are not essential because they are not seen as essential to the project when determining an impact to bicycling and walking avoid basing the analysis on the existence of facilities master plans

Or counts of people walking and bicycling this misses the point these things are not required to prove a negative impact on bicycling and walking people need a choice to travel safely and conveniently or they won’t do it when you provide that choice they will do it next is just shows the quick

Hierarchy I got this from will modest study showing pedestrians at the top of the hierarchy I’m proposing we change our our hierarchy okay next okay so the next slide shows the kinds of attributes we need to be thinking about is remember as we design remember that the users should

Be thought of first think and plan pathways to from and through stations reduce the conflicts and distances people no need to go on foot people would will pick the shortest distance so we need to acknowledge that in our planning improve visibility so people feel safe going places and know where

They’re supposed to go without hunting locate elevators conveniently and within view considers dare channels for bicycles when did you lose your audio Brittany can you tell you the for a moment folk yeah I’m not hearing Lynn right now Lynn um do you want to check

And see if you’re muted on your phone um Lynn let’s see if we can get you switched over to your mic and speaker setting go over into the GoToWebinar toolbar on the Audio tab select mic and speakers Brittany how we doing this is kara I’m Lynne I’m still seeing that you’re it

Seems like maybe her we lost her on the phone i’m not sure if you lost your phone connection it’s not showing up as green anymore um i will try to give her a call okay do you want me to okay she came back there we go great great great

All right I don’t know I why I keep losing audio but I realized i was talking I kept saying Carol please change the slide girl please take this slide anyway after design attributes that’s why I left off I don’t know where you guys if you went ahead did you

Didn’t go ahead we’re still on the design attributes slide hey okay next slide please Carol I just changed it okay because I’m not seeing it ok this is ok there finally ok good an emphasis on all access will require coordination with the local jurisdictions existing on Street approaches crosswalk signal

Timing and signage most likely will need to be evaluated and improved as part of transit projects that’s what I’m advocating next slide we’re going to go through the next series of slides rather quickly if if we can get this slide change to go quickly and I’ll pose a

Question for each these are examples of lessons learned and questions to answer when designing stations in this one is there access from the station to the housing have we plan for that next slide is bicycle parking bicycle parking within view of the station and easily easily accessible this is a great exam

Of a station where there’s 230 feet to the bicycle parking and it couldn’t be seen from the station okay next slide our sidewalks safe unobstructed and inviting so have we made changes to the approaches approaching pathways and our sidewalks next our barriers in the way or our detours are we provide or

Creating detours that make people walk further next our pathways lit inviting wide enough and safe this is a before and a proposed after shot next the next slide shows a lot of changes that can be made at intersections with a before and an after picture our crosswalks well

Marked and ramps installed is signal timing long enough for someone with a walker to cross our refuge is provided where streets are wide have note right turns at intersections been considered our stop bars installed so the next slide will show about walkways are walkways wide enough this is an example

Of a walkway to a station which is pretty much constructed in the minimum to meet the minimum requirement minimums are not good enough did we lose win again we can you tell it looks like she should be fine but I’m okay yeah i think her maybe her telephone connection is going

In out because her her icon keeps going from green to to gray again so I guess let’s give her a minute and see if her her phone comes back on and so while we’re waiting for land here’s an example of a stairway that has a bike a bike

Tray on it can take your bike down and the question is is the slope to see a piada I’m back to be really functional welcome back so much for um I’ve got a landline but so much for these portable phones anyway the next slide because we’re towards the end of this

Presentation now you’d be happy to know the next slide is about bicycle parking free bicycle parking should always be provided near the station entrance next slide shows covered parking and this is an option that the public will love you for if you provide go to the trouble of

Providing more and better protection for bicycles from the Sun and the elements the next one is high demand at high demand stations pre pre provide secure bicycle parking within close proximity and then plan for an expansion of that parking these stations can hold a hundred or more bicycles and provide

More security the next slide is just to think about bike-share bike share is big new thing is there room for it for either adding it or expanding it later and making room when space is tight is really a tough challenge so with that the last one is I wanted to review some

Challenges that I’ve seen to how to make change our planning there’s a lot of resistance a lot of resistance from internal internal Ian agencies because they’re used to doing things in a certain way and that the change of thinking comes slowly so realize that that’s going to be true there are spatial constraints

Interger interjurisdictional coordination challenges and then finding the funding and thinking differently about funding some of these improvements and incorporating them more into the transit projects and then boy it sure doesn’t hurt to have a champion or two and if their elected official it’s even better so the last slide I go over just

Some of the benefits which are obvious to all of us which are this increases our mo chairs increases our transit ridership improves our transit service reduces greenhouse gas emissions which are all trying to do energy use and parking and the result is a better quality of life a new way of living and

Economic growth for the community which is something we really need to convince our communities and our business people up because it will benefit them these improvements will benefit them and my last slide is a fun slide because i loved this picture we now have a peddlers Creamery in los angeles where

They make ice cream by pedaling a bicycle and the next two slides one is a list of resources and the other is just an image of a bicycle in front of a freeway congestion just to leave you with image that we can change okay thank you very much everybody thank you land

That was wonderful i love this last photo okay our last presenter is Bob patent bob was a colleague of mine at tool design group and he’s going to talk with us about a particular aspect of access to rail station finding your way wow thank you I apologize I’m the one with the

Cold and coughing in the background when the mute is turned on I’m going to talk first about the lessons learned then about some basics about planning guidelines for cyclists and and then some methodology specifically for planning guidelines for cyclists to and from transit stations first lesson learned is putting up signs seems really

Simple it’s not it’s complicated but it is doable it does take some extra effort from what most people expect it’s going to take when the embarked on the task we have been asked to do of wayfinding planning just for bicyclists I think most transit agencies and communities

Will find that if they’re going to put up signs they will probably want to be thinking about bicyclists people with disabilities and pedestrians there are some differences but the signage system may be best if it’s designed to work and accommodate each of the most their differences and their comments has and

Like all the previous speakers agency coordination is critical when you go to put up a sign it depends on whose property it is and that they will have a say as to whether the sign goes up and what’s on it and they may have signed design parameters to offer so it’s good

To start with coordination and find out what all the ground rules are bicyclists way fine in a way that’s different from cars and indifferent from pedestrians as well bicyclists will the big advantage of bicycling is you can travel as pedestrian when that is convenient and you can travel as a motor vehicle when

That is convenient and it’s important to know that in planning your sign group you don’t want to sign routes that you think bicyclists should use but they never will use because they’re counterintuitive to the cyclist it’s important to think about which cyclists you’re signing for local residents tourist skill level the key

Thing is that you’re not providing signs for the people who are already cycling who are regular cyclists we’re already biking to and from the transit system because if they’re already doing is they probably already know their way around so you’re signing for new customers what information is helpful related to

Transit the name of the transit center some communities they have multiple names of transit center so it’s good to get clear on that other destinations we started providing navigational aid signs helping cyclists know when they should actually use crosswalks and sidewalks as opposed to the street now in the MU gcd

Which is the manual of uniform traffic control devices there are three kinds of basic fine shapes and designs for bicycle wayfinding and for transit access we tend to recommend what we call the finger boards or the narrow panels because transit access signage is usually located in an area around the

Transit station as a post over a longer distance root of 3 5 10 miles these two options are really geared more for longer continuous routes you will see these signs in the mutcd but you probably will not need them for a bikeway access to transit the MU tcd has

A lot of good standards in it a very important ones to follow have to do with the location of the arrows on the sign and the order of the destinations relative to the arrows font size font type of the green retro-reflective background there a whole variety of details that are

Explaining there so in doing a signage effort for a transit system it’s important to first really clarify your goals and to get consensus amongst higher up people with regard to these goals because you’re going to have to encounter a lot of that resistance that Lynn spoke about then you need to assess

Whether the information needs that the cyclists has in Washington DC area cyclists need to find the elevators because to take their bike on the train to have to access the station using an elevator they can’t use escalators or stairs and so you may have some particular information needs that are

Particular to your transit system these are our general principles finding a balance between safety directness comfort and convenience reducing the users potential for confusion that’s your main objective in providing wayfinding signs it’s important to evaluate the bicyclist needs separate from the other modes but as I said at

The beginning when you actually apply your signage system you may want to be combining guidance for various modes on one sign or at one time location to be more efficient and another key thing is is the wayfinding signage can help cyclists avoid hazards and find routes that are not so intuitive oftentimes in

The urban or especially the suburban environment cyclists looking visually on the landscape it can be very hard to tell which way do I go if I want to definitely go this way or that way how to get out of the station how to navigate all those immediate things that block

Your view like gigantic hedges where where possible combined signage for cyclists to the transit station with signage for other modes it’s also important to evaluate the conditions of the bicycling route and make sure that it has some basic level of adequacy for bicycling so you’re not guiding people

On to a very unsafe conditions it’s important in providing signs on the site to recognize that bikes do mix with automobile traffic in the regular street environment and they can do so on it in a transit facility many trans abilities provide exclusive areas for buses it’s I

Think good practice to keep the cyclists also out of the bus loops so that those are exclusive areas for buses whether or not you how much you address the issue of egress routes from a station will have a lot to do as whether your transit system allows bikes on the system and

Whether people might be taking their their bike to use it at the end of their trip and what types of destinations your transit system serves that aren’t just a downtown employment type destination what type of trail connections they have major recreation areas or satellite communities more and more there is

Employment centers that are located outside of the city center it’s important if you have maps in your transit system for wayfinding for pedestrians around the station that the sign routes coordinate with the routes that are shown on the map and that’s the end of my presentation thank you Bob

Now we’re we’re going to have a Q&A period so I I’m hoping that you all have scented some really great questions for our group and I think Brittany is going to manage the Q&A session Brittany alright our first question comes in from Kristen what is kissin ride um she’s

Heard it in the program twice and I don’t think she caught a definition for it like I trust you I this point I’m sorry Shana yeah it’s like a hotel okay a kissing right area is an area at a rail station that provides very very short-term parking it’s really drop up

Parking for a transit passenger who is getting a ride to the station from somebody else it could be a spouse it could be a parent it could be a friend and there needs to be fade to the station and a circulation system for the motor vehicle to come into the station

Stop for a moment so the so the tree of the writer can get out and and get to the station entrance in a safe way that so that they’re not you know hit by a bus to the bus loop one of the things that we that typically happens with

Kissing ride as we provide really primary real estate for kiss and ride passengers so that they’re inclined to do that that means they’re very close to the station entrance and in terms of access to stations for bicyclists and pedestrians this because this would provide potential conflict for them

Alright our next question comes in from James what has been your experience of private development funded bus stop improvement and coordination of state and local officials could you read the beginning of that question again please surely what has been your experience of private development funded bus stop improvements

And coordination of state and local officials Jonathan one you could answer please sure the had good success in Durham working with commentary raleigh in recent years because they’ve added boards pay a lot more requirements to the final report in which case the force of the five development developers to

Tax and and when they fed up the rules their compliance with state transportation rules where we don’t have good success is where it’s not a requirement for it to stay simple sometimes there are simple changes to the property to don’t require go through full site development process and in

Those cases where as optional we often end up without any of these groups and big names so that anything left in there is making sure that you get in documented well the local rules I just this is Carol I just want to add to that as is the case the case in North

Carolina and it may be in other areas where the local jurisdiction has a limited amount of right-of-way and the transit stop the bus stop the shelter particular is placed on private property you may get the property owner to agree to have that shelter installed but then you need an easement or agreement with

The property owner so that you can maintain the shelter so it remains safe and comfortable for transit users so that’s kind of the next to last the next step to take okay great and this question comes in from Emily what criteria do you use determine if a bus

Pull off or a boss a bus bulb is better John I think that’s you again how you I’m glad that the question came up next if it is just thinking once in your week sometimes end up with if we’re not closely involved with the transition way

Of it is they pull out and say so we don’t want you with this also happens in the design some of the DFC sprinklers a roadway widening where some entities summer forest Thanks well as we move us out from a bus boss because we want the

Traffic to be able to slowly knock back up on it but and the operation went to you in the operation well then we’re not going to use it because we can’t see it back in the flow of traffic so we’re going to be letting people off you grab

The curve just beyond that work into the bus to himself I think you know the only examples where we would prefer it pull out is the external roadway this perhaps voiced by mountain our or is the location where we know we need real time either because the loadings are great

Enough that they’re going to be there for a couple minutes loading everybody forth the end of the line and we have still been swell time schedule and those are much more limited the opportunities to bring the curb house is more waiting space so it shortens the crossing distance is preferred that the harder

One to get in one of the agreements just for those of you who may not you’ve hurt you John use the term dwell time and it may be intuitive to what that is but just to be sure it’s the time that the bus spends at the stop for passengers to

Get off and pastures to get on and there is an assumed well time for each when they’re putting the route together so that’s the references that John was making thank you the other if this is the end of line if this built-in sometimes catch up because there’s variability in

The traffic and so sometimes we’ll build in the waiting time a hemline so that our next trip on time another reason why we might have a bus sitting in a location for thank you Brittany do we have another question yeah this one comes in from Joseph um I think it was

Lynn commented on mobility in terms of modes and he’s always viewed mobility in terms of people not modes or places can you talk a bit more about your idea Lin okay well modes are transit bicycling walking any way of getting to the station so or any way of getting around

Any way of being mobile I guess I might say so I hope that that it just it just should the question just shows how modes are not necessarily and mobility for that matter those terms are not universally understood the same way so that’s what’s kind of interesting about

The question to me but I think it’s about what method do people get to where they want to go I hope that answers the question thank you all right um this question comes in from James can the presenters discuss the importance of local plans and facilitating private funding

Good question who wants to offer Lynn do you have something to offer okay repeat the question please discuss the importance of local plans and facilitating private funding that’s a good that’s not one that is easy for me to answer it sounds like a good City Planning Department question

Actually I this is one thing I could offer though because I’m thinking of an example of a bike path that we wanted to see it was part of the LA River and we wanted to see this major connections of being built and we and we realized that

The property owner of the property owner was not supporting the city building a bike path air well then the property owner came in and they wanted to do a huge expansion of their development so as part of a mitigation the city required them to and they volunteered actually because they probably knew this

Would help their project to build that bike path so does anybody have another way to answer a question like that um this is shayna I can talk a little bit to that and some of the TDM experience that we’ve had working with jurisdictions who are looking at these

Issues of how do they create a policy or a framework for developer contributions that ties together more with whatever their small area plan is or their comp plan and what they want to achieve and to get you know those specific improvements whether it’s making sure

That there is going to be a side block of the development or a bike-share station at all you know the bus stop access to the best out there you know sort of right type of bus stop whatever wherever that development maybe and then I think that I guess my takeaway is that

It is really important to have something in a local plan whether to your small area plan for what you know you want to see in that particular place in terms of these different types of infrastructure improvements that include bus stops and access to bust officer to rail stations but also things

Like you know just a bus stop improvement improvement plan if the transit agency or whoever the property owner is or who’s responsible for maintaining the bus stops troopers could be a number of different types of organizations and you know that they are at if you’re a local planner and you’re

Going through the development process that you are aware of those so that when you’re doing ago she ating the developer contributions like oh well you know we’re doing this bus stop improvement we you know need some of your contributions to come to that at your site so that

That’s that’s what my takeaway for the relationship between developer contributions and local plans this is john i would say the other value of having a local plan that addresses this is to make decision makers aware of the scope of but i think that it’s something that is invisible to a lot of local

Elected officials and yet we identify a need that is we know it not to be fun to just a public dollars yet brings more Minds the problem think about how can we bring aqua mean cites private investment whether it’s supposed to does it through advertising confession the shelter’s not

Sudden use the children would you get improvements to the axis rounded I mean that’s one example of where five dollars has been brought in because they’re also getting thank you John and there’s that great example in portland where portland streetcar there’s a corporation of business owners along the street car in

Downtown portland in in portland that helped to fund it and and the shelters are really sponsored and paid for by some of those businesses so that’s that’s a very great example of how private property owners and businesses can support access to transit any other comics from the panelists on this

Question okay brittany do we have another question yeah this one comes in from scott it’s kind of um piggybacking on on the previous question with local planning or economic development staff frame that contribution within the context of workplace commute improvements after all within the context of corporate relocation studies

Commute times and options are concerned one would think that they would jump at the chance to help shana yeah I’d say sure i mean i don’t know if i would say jump at the chance to have to help because yeah it depends so much on on the context and the type of development

The jurisdiction and all of those different factors certainly in some areas where there are like you describe carolyn portland a very robust business community where there might be a business improvement district or another similar type of downtown organization that can be involved yeah and definitely one of the first things are going to

Think of as employee commutes on the development side just to go back to what i was talking about a few minutes ago with the previous question that you know the developer there you know i’m not necessarily concerned with what the commute is going to be like Aviva the

Residents were living there or the businesses who will be working there but certainly from the public sector side and from the public side but they’re going to be concerned about is the trips and particularly commute trips in and out of those developments so I think when we’re trying to attract private partners that

That’s something that definitely I know that we emphasize and in our work looking at the commute trips and commute reproduction could I come in on this too yes disease my experience is from the transit you decide not from the City Planning side but this is my observation on this developments or developers will

Not voluntarily do something like this it’s up to a Planning Commission from what I’ve seen in practice here it’s up to the Planning Commission to require it as part of plan approval and then the City Council’s would then you know vote on it too once it goes through Planning

Commission’s but I’ve not seen anything come forward really willingly because this has cost of their project let’s face it so that’s just my observation there needs to be coaxing this is all I would agree with that i mean i think if you think about the employers my hope

Would be most interested in making the contribution awesomely to the ones are going to have non seulement agencies and saying here’s how many millions of dollars we want to be able to stay in your community and they’re they’re often asking for public dollars to make investments in their core business now

There are definitely exceptions to it and the world of providing our transit system but I think those are more deceptions and codifying the requirements is is crucial you know I also here in North Carolina there’s offers a big gap between where the public right upon him and where the

Beginning in a building suburban design and they may be interested in making some improvements on their keep the property for transit users of their syllabic gap between where the public right-of-way engine and doors thank you we have another question Brittany yeah this one’s from James our tire guides

Used for stair access our tire guy yes could you read whether yeah could you read the question again play the question is our tire guides used for stair access and maybe James if you wouldn’t mind clarifying what you mean on this question I think it’s probably refers to that photo of the

Entire channel that was on the edges of stairwell higher with perhaps this is Lynn speaking I I’m the one that showed that picture and we are in the process right now of evaluating stair channels there there is not really good guidance on this at the moment and it isn’t used

A lot it’s been experimented with but not used a lot here in the united states that i know of bart experimented with it we’re experimenting with it and maybe some other agencies are too so there isn’t really good design guidance yet I think the Metro age are our agency is

Going to be doing an evaluation of our current of a facility and hopefully something new will come out of that but one of the major problems we found with stair channels at least if we wanted to implement them here is that the stairs are just too darn steep so even if you

Will wanted to do the right thing and put into their channels if the stairs are too steep if it’s very hard for most bicyclists and by most I mean you know women younger people people maybe without as much strength to use steer channels so it’s still very much a topic

Of discussion Thank You Lynn and you’re commuting to work or you’re going to a family outing on a picnic and you’ve got a lot of weight with you on your bike even if your bike is white and those stair channels can be hard to navigate your bike up or down a couple

Of years ago when I did a bike trip in the Netherlands in Amsterdam there was this beautiful new bridge with a very gentle arch to it and the steps for people for pedestrians were very short so that it wasn’t difficult to navigate as a pedestrian there was an

Accompanying cheer bike tray next to it which was very easy to use and it has to do with the sweetness I’m the float so I just want to echo lens comments about that okay um any other question I know we’re getting close to the end of our time here that’s actually all the

Questions I have in right now so um unless we have anymore um you know urgent questions people want to send in on the email addresses for all of our presenters are listed on the screen right now so you can feel free to jot down those email addresses and follow up

With any presenter and they’ll be happy to answer any of your questions um so so with that I guess I can go ahead and take it over and go through just a few reminders on how to log your CM credits for attending today’s event Thank You

Carol and all of our presenters for a wonderful presentation today Thank You Brittany it’s been enjoyable for all of us I think okay um so for those of you who are still with us I’m just going to go over a few reminders um first off to log your

Sam credits for attending today’s event please go to ww playing org slash CM select today’s date which is friday June twenty-first and then select today’s webcast which is transit access this webcast is available for one and half CM credits we are also recording today’s event and it will be available on our

YouTube channel later today and and if you are interested in a PDF of this PowerPoint just send a email to planning webcast @ yahoo.com and with that this concludes today’s session and I want to thank everyone again for attending

ID: s0J4sGWo9OQ
Time: 1371842998
Date: 2013-06-21 23:59:58
Duration: 01:29:02

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