Cover image

Vertical circulation through up

and down escalators provides
efficient passenger movement.
YVR-Airport Station,
Richmond Version 1.0
Copyright © October 2011, TransLink. All rights reserved.
Enquiries pertaining to this document can be directed to:

TransLink Infrastructure Planning:

1600 – 4720 Kingsway, Burnaby, BC V5H 4N2
t. 604-453-4500
[Link]
1
Foreword
TransLink’s Vision is for a better place to live, built on transportation
excellence. To support this vision we have set a target that, by 2040,
more than half of all trips will be made by walking, cycling, or transit.
Meeting this target will require a significant and sustained increase
in transit ridership. We recognize that high quality transit passenger
environments are key to attracting this growth.

The Transit Passenger Facility Design Guidelines provides a framework for

designing transit passenger facilities and their surrounding context that
can be consistently applied to the development of all new transit facilities,
facility upgrades and transit-oriented communities across the region.

The document distills examples of international and local best practice

– together with TransLink policy and design precedents – into a set of
principles, goals, strategies and guidelines. It can be used throughout
all stages of a project and tailored to the varied contexts of the Metro
Vancouver region.

Addressed to those involved in all aspects of passenger facility

planning, design and maintenance, the Guidelines are aimed at
creating passenger environments that are accessible, safe, comfortable
and operationally efficient, and that contribute to the health and
viability of communities and the environment, with design excellence at
their core. Of equal importance, by providing a consistent framework
within which transit passenger facilities are planned, designed and
implemented, the Guidelines will allow projects to be completed more
quickly and cost-effectively.

Publication of the Transit Passenger Facility Design Guidelines is the result

of a year-long process involving multiple disciplines and departments
within the TransLink family of companies. Supporting and supplementing
existing policy, design, engineering and environmental standards and
requirements, this document is a key component of how TransLink will
continue to deliver on its commitment to transportation excellence.

Ian Jarvis

CEO, TransLink

3
Contents
1. INTRODUCTION 7 3. DESIGN GUIDELINES 31 4. APPENDICES 109

1.1 THE NEED FOR TRANSIT 9 3.1 USING THE DESIGN 32 4.1 CASE STUDIES 111
PASSENGER FACILITY GUIDELINES
4.1.1 Canada Line 112
DESIGN GUIDELINES 3.1.1 The Design Guidelines 32 Lighting Strategy
1.2 DOCUMENT PURPOSE 10 Structure
4.1.2 E ldon Square Bus 114
AND SCOPE 3.1.2 The Design Evaluation 34 Exchange
Framework
1.2.1 Document Purpose 10 4.1.3 Charlottesville Downtown 116
USABILITY 37 Transit Station
1.2.2 Document Scope 10
U1 Make it Easy 37 4.1.4 L A Metro, Public 118
1.2.3 Definition of Terms 11 Art Program
Make it Universally
1.3 POLICY CONTEXT 12 U2 44 4.1.5 L ight Rail and Public 120
Accessible
Realm Integration
1.4  ROCESS GOALS
P 13 U3 Make it Safe and Secure 48
AND STRATEGIES 4.1.6 Flintholm Station, 122
U4 Make it Comfortable 54 Bicycle Integration
2. HOW TO USE THE 15 OPERATIONS 59 4.2 EVALUATION 125
GUIDELINES FRAMEWORK
Facilitate Transit
O1 60 4.3 GLOSSARY 129
Efficiency
2.1 THE INTEGRATED 16
DESIGN PROCESS Support Transit by 4.4 INDEX 132
O2 Integrating With 64 4.5 REFERENCES 134
2.2 STAKEHOLDER 18
Other Modes
ENGAGEMENT 4.6 ACKNOWLEDGEMENTS 136
Facilitate Effective
2.2.1 Iteration and 18
O3 Management and 68
Participation
Maintenance
2.2.2 Stakeholder and 18
Public Consultation PLACEMAKING 71

2.3 TYPOLOGIES 19 Make Transit a

P1 72
Community Asset
2.3.1 T ypes of Transit 19 Seamlessly Integrate
Passenger Facilities
Transit, Urban
P2 78
2.3.2 Types of Spaces 23 Development and
Within Transit the Public Realm
Passenger Facilities
ENVIRONMENT 83
2.4 DESIGN PRINCIPLES 25
Minimize Negative
2.4.1 Integration 26 E1 Environmental Impacts 84
of Transit Facilities
2.4.2 Inclusivity 27
Reduce Energy
2.4.3 Sustainability 28 E2 88
Consumption
2.4.4 Modal Balance 29 E3 Design Healthy Sites 92
ACCOUNTABILITY 97
Design With Whole
A1 98
Life Costs in Mind
Optimize Economic
A2 102
Benefits Through Design
Design Responsive
A3 and Flexible Facilities 106
and Spaces
Introduction
1. INTRODUCTION
1
1.1 The Need for Transit Passenger Facility Design Guidelines
1.2 Document Purpose and Scope
1.2.1 Document Purpose
1.2.2 Document Scope
1.2.3 Definition of Terms
1.3 Policy Context
1.4 Process Goals and Strategies

Responsibility for delivering effective transit facilities is often shared

between local jurisdictions, developers, TransLink and its many
project partners. With so many different players potentially involved
in the delivery of transit passenger environments, this document
serves as a principal reference for ensuring design consistency and
excellence across all projects, modes and environments.
This document is intended for all parties involved in the planning,
design, implementation and operation of transit passenger facilities,
including:
»» Planners
»» Designers
»» Architects
»» Landscape Architects
»» Engineers
»» Operators
»» Developers
»» Other Stakeholders
Chapter 1 sets out the purpose and scope of the Transit Passenger
Facility Design Guidelines (hereafter Design Guidelines or
Guidelines). Chapter 2 covers the planning and design process and
explains how the component parts of the document combine to
create a systematized approach to the design of transit passenger
facilities and their context for Metro Vancouver. The Design
Guidelines are contained in Chapter 3.

SeaBus view.
Waterfront Station, Vancouver
1: INTRODUCTION

1.1 The Need for Transit Passenger translink vision:

A better place to live
Facility Design Guidelines built on transportation
excellence.
TransLink operates an This document has been prepared
TransLink’s Vision, Mission and Values
integrated regional network to support TransLink in achieving Statement
of transit services that includes its long-term targets, with the
automated rail rapid transit, following objectives to:
commuter rail, passenger ferry, »» ensure consistent quality and
highway coach, bus, trolley design of transit passenger
bus, community shuttle and facilities across transportation
para-transit. Every transit stop, modes, facility types, and
station, exchange and their community contexts; “There is a
surrounding environments acts
»» strategically focus future transit demonstrated
as a gateway to the transit
passenger facility investment; and correlation
system and represents the
public face of TransLink. »» reduce the cost for scoping, between high
design and maintenance of quality facilities
TransLink has set a target for 2040 new and upgraded facilities.
that more than half of all trips in and increased
Metro Vancouver will be made by While this document supports ridership. The
walking, cycling or transit. TransLink existing TransLink policies, it Rosa Parks Transit
has also articulated a Vision, Mission is also intended to guide the
Centre in Detroit, for
and Values Statement that focuses development of new policies and
on building transportation excellence design processes. As the Design example, completed
and enhancing livability by providing Guidelines are implemented and in July 2009 with
a sustainable transportation network with new understanding of best integrated retail
that is embraced by the communities practices, this document will be amenities, showed
and the people it serves. regularly reviewed and updated.
an 11% increase in
ridership in the first
year of operation.”
Lighting, Design and
Application (LD+A), the
Illuminating Engineering
Society of North America
monthly magazine.
November 2010

Provision of accessible transit facilities

and information contributes to a positive
transit experience for all users.
Waterfront Station, Vancouver INTRODUCTION 9
 1: INTRODUCTION

1.2 Document Purpose and Scope

1.2.1 Document Purpose 1.2.2 Document Scope

TRANSIT-ORIENTED
COMMUNITIES The Guidelines serve as a The Design Guidelines provide
comprehensive resource for process and design guidance for the
Transit-Oriented Communities producing consistently excellent design, construction and operation
(TOCs) are places that, by of new or existing TransLink transit
transit passenger facilities
their design, allow people to
drive less and to walk, cycle through a systematized and passenger facilities, including
and take transit more. integrated design process. They stops, stations, exchanges and their
are intended to supplement, environments. [See: 2.3.1 Types
In practice, this approach rather than replace, existing of Transit Passenger Facilities]
means concentrating higher- design, engineering and
density, mixed-use, human-scale TransLink facilities not intended for
development around frequent
environmental standards use by the travelling public, such
transit stops and stations in and requirements. as bus operating and maintenance
combination with mobility garages or head offices, are not
Passenger facility design should take
management measures to
account of Metro Vancouver’s varied included in the Guidelines.
discourage unnecessary driving.
and complex urban conditions; thus, Transit passenger facilities exist
Ultimately, transit-oriented ensuring they are tailored to meet in the context of the surrounding
communities are really walking- the needs and opportunities of each urban environments through
and cycling-friendly communities particular context. To help achieve
focused around frequent transit. which people travel. The planning
this goal, the Guidelines leave and design of transit facilities,
TransLink, Transit-Oriented ample room for choice, creativity therefore, requires consideration
Communities: A Primer and professional judgement. of issues beyond the transit facility
on Key Concepts.
itself – including community
integration, land use, urban
development and sense of place.
The Guidelines focus on transit
passenger facilities and their
immediate surroundings (i.e., within
one block). Further guidance on
Integrated or
design of the neighbourhoods
associated
Integrated or Streetscape
Streetscape and communities around frequent
development
assiociated including
including
developement bus stops transit stops, stations and
bus stops
Skytrain
Skytrain
station
exchanges will be included in
station
TOC
TOC Public
Public
the forthcoming Transit-Oriented
neighbourhood
neighbourhood space
Space Bus
Busexchange
exchange
Community Design Guidelines.

Guideway

SCOPE OF OF
SCOPE TRANSIT PASSENGER
TRANSIT FACILITES
PASSENGER DESIGN
FACILITY GUIDELINES
GUIDELINES
SCOPE OF TRANSIT PASSENGER FACILITES DESIGN GUIDELINES

Scope of the Design Guidelines

and relationship of transit facilities
to surrounding developments.

10 INTRODUCTION
1: INTRODUCTION

1.2 Document Purpose and Scope

1.2.3 Definition of Terms

Planning and design terminology
“... land value uplift
used throughout this document and regeneration
ranges from high-level vision to along the Docklands
prescriptive specifications for Light Rail corridors
implementation. These terms
are defined as follows:
in East London
resulted in 50%
of capital costs
TERM EXAMPLE
being recaptured
Vision: the approach that shapes the Vision: transit will be the travel mode
overall direction of the Guidelines of choice in Metro Vancouver through transport
Transport 2040 is the primary cost reductions,
reference point as the vision
for the Design Guidelines.
reduction in

PRIMARY FOCUS OF THIS DOCUMENT

Principles: the overarching Principles: inclusive design must be
congestion and
concepts that frame application an automatic design consideration, accidents. A further
of the Goals and Strategies which means developing places
that are attractive, convenient
50% was recaptured
and easy to use for all people through overall
Goals: the desired outcomes Goals: put passengers office development
that TransLink seeks to realize
with the Guidelines
and pedestrians first and job creation...”
Strategies: design objectives Strategies: make transit Value of Design
that should be met for TransLink passenger facilities universally UK Commission for
to achieve its stated goals accessible and inclusive Architecture and the Built
Guidelines: direction on how designs Guidelines: ensure sufficient Environment (CABE).
should be developed to achieve spatial capacity is provided to
the objectives set by the strategies, avoid bottlenecks where passenger
without prescribing solutions and pedestrian flows meet
This document provides the Design
Guidelines for transit passenger facilities.
Standards: measurable design Standards: the minimum clear width of
requirements, typically based on an accessible route shall be 1830 mm (72
technical, safety or passenger in) for primary, highly-frequented routes
movement requirements and 1525 mm (60 in) for secondary
Relevant standards are referred to, but routes (1800 mm preferred at all routes)
are not included in these Guidelines.
Specifications: prescriptive design Specifications: where concrete is
solutions, technical descriptions or used as the basic floor and walkway
requirements, which can include finish, it will be steel-trowelled with
such elements as dimensions, aggregate sufficiently exposed at
materials and placement the walking surfaces to provide slip
Specifications are referred to, but are resistance of .55 to ASTM C1028-
not included within these Guidelines. 96 for wet or dry conditions

INTRODUCTION 11
 1: INTRODUCTION

1.3 Policy Context

TransLink’s existing and emerging functioning facilities. These facilities,

policies support a customer- in turn, attract more trips by
focused approach to transit transit (Goal 2) , which reduces
design and provision. The 2008 greenhouse gas emissions (Goal 1).
publication of the TransLink Well designed facilities that more
Transport 2040 strategic plan set easily and seamlessly integrate with
its course for the next 30 years. development can help to increase
the number of people living and
Transport 2040, the long-range
working close to frequent transit
transportation plan for the Metro
Transport 2040 (Goal 3). This type of development
A Transportation Strategy for Metro Vancouver, Now and in the Future.
Vancouver region, includes six
serves to optimize the use of existing
goals and four strategies. The
transportation assets (Strategy 2)
Transit Passenger Facility Design
For the purposes of the BC South Coast British
Columbia Transportation Authority Act, this
document constitutes the long term strategy

and to foster communities that

for the regional transportation system,
prepared in 2008.

Guidelines help to realize these

are good for walking, cycling
TransLink Transport 2040 goals, particularly by ensuring a
and transit (Strategy 1).
safe and comfortable experience
for the travelling public (Goal 4)
RELATIONSHIP OF THE and using attractive and high-
GUIDELINES TO OTHER
TRANSLINK DOCUMENTS
TRANSPORT 2040: GOALS AND STRATEGIES
This document is one of a
suite of existing or planned
regional level design guideline Greenhouse gas emissions from transportation are aggressively
Goal 1
documents that includes: reduced in support of federal, provincial and regional targets.
»» Transit Service Guidelines Goal 2 Most trips are by transit, walking and cycling.
»» Transit Infrastructure
The majority of jobs and housing in the region are
Design Guidelines Goal 3
located along the Frequent Transit Network.
»» TransLink Wayfinding
Standards Goal 4 Traveling in the region is safe, secure and accessible for everyone.
»» Transit Fleet Design Economic growth and efficient goods movement are facilitated
Guidelines (forthcoming) Goal 5
through effective management of the transportation network.
»» Universal Accessibility
Guidelines for TransLink Funding for TransLink is stable, sufficient and
Goal 6
Fleet & Facilities appropriate and influences transportation choices.
»» Universally Accessible Bus
Stop Design Guidelines Make early investments that encourage development of
Strategy 1
»» Bicycle Infrastructure communities designed for transit, cycling and walking.
Guidelines (Draft)
Optimize the use of the region’s transportation
»» Transit-Oriented Strategy 2
assets and keep them in good repair.
Community Design
Guidelines (forthcoming) Build and operate a safe, secure and
Strategy 3
accessible transportation system.

Diversify revenue sources and pursue new and

Strategy 4
innovative ways to fund transportation.

12 INTRODUCTION
1: INTRODUCTION

1.4 Process Goals and Strategies

A series of process goals and translink mission:

strategies were formulated at
Together, TransLink
the outset of the development
of the Design Guidelines that
connects the region
provide the means towards the and enhances its
ends. They are intended to ensure livability by providing
that the Design Guidelines are a sustainable
fully understood, supported, transportation
and consistently applied by all network embraced by
TransLink departments, operating
entities, and project partners.
Metro Vancouver’s
communities
and people.
TransLink Transport 2040

PROCESS GOALS AND STRATEGIES

PROCESS GOAL 1 – Adopt an integrated planning and design approach

Involve all relevant planning and design disciplines

Process strategy 1.1
to establish project goals and objectives.

Facilitate cross-disciplinary teamwork and processes

Process strategy 1.2
in the design and delivery of projects.

Agree upon and clearly communicate roles

Process strategy 1.3
and responsibilities for all stakeholders.

PROCESS GOAL 2 – Systematize use of, and adherence to, the design guidelines

Integrate the guidelines within the design

Process strategy 2.1 process from project brief through project
completion to operation and management.

Encourage provincial and municipal partners

Process strategy 2.2 to use the design guidelines within their
own planning and design processes.

Process strategy 2.3 Establish a clear and consistent design review process.

Widely engage with stakeholders to promote,

Process strategy 2.4
communicate and build support for the design guidelines.

INTRODUCTION 13
How to Use the 2
Guidelines
2. HOW TO USE THE GUIDELINES
2.1 The Integrated Design Process
2.2 Stakeholder Engagement
2.2.1 Iteration and Participation
2.2.2 Stakeholder and Public Consultation
2.3 Typologies
2.3.1 Types of Transit Passenger Facilities
2.3.2 Types of Spaces Within Transit Passenger Facilities
2.4 Design Principles
2.4.1 Integration
2.4.2 Inclusivity
2.4.3 Sustainability
2.4.4 Modal Balance

The Integrated Design Process (IDP) is an iterative and

participative approach to transit passenger facility design. It is
intended to be a stimulating and outcome-focused problem-
solving process to achieve excellent and efficient design solutions
from a multi-disciplinary and collaborative team. Members make
decisions based on a shared vision and a holistic understanding
of the project. The IDP follows the design through its full life-
cycle, from pre-design, through occupancy, and into operation.
The IDP differs from conventional design processes in that it
brings together all key stakeholders and design professionals to
work collaboratively and interactively from the early planning
stages through to facility completion and occupation. It allows
the design team to identify and better understand the design
goals of each party, and it provides a forum to take advantage
of complementary systems and design principles that can satisfy
multiple design goals.
The general approach to integrated design promoted in this
document is consistent with the Roadmap for Integrated Design,
developed by the BC Green Building Roundtable.1

Marine Drive Station, Vancouver

1
Roadmap for the Integrated Design Process, BC Green Building Roundtable, 2007
 2: HOW TO USE THE GUIDELINES

2.1 The Integrated Design Process

In conventional design, The IDP establishes priority on Stage 4 Design Development:

“the architect or designer the setting of goals, objectives development of preferred concept(s)
and the client agree and directions, from the outset and assessment of architectural,
of a project, with input from electrical and mechanical systems
on a design concept
a multi-disciplinary team. It for their expected performance
consisting of a general
includes regular feedback and impact on other systems:
massing scheme, loops to evaluate decisions The Design Guidelines should
orientation, fenestration throughout design development be used to evaluate variations
and the general exterior and, subsequently, through against the design brief.
appearance of the building. commissioning and post-
Stage 5 Documentation: preparation
Then the mechanical and completion evaluation.
of construction staging plans,
structural engineers are
Following are key stages in the IDP fabrication and construction
asked to implement the (as illustrated on the facing page): documentation: The Design
design and to suggest Guidelines should be referred to
appropriate systems. The Stage 1 Pre-Design: exploration
within documentation as necessary.
problem with conventional of the relationship between
the project and its surrounding Stage 6 Implementation: supervision
practice is that this design
environment to establish goals, of fabrication, construction and
process is too quick and
objectives and direction through preparation of maintenance
simple, often resulting a visioning session: The Design and management manuals: The
in high operating costs, Guidelines should be used to Design Guidelines should be used
poor comfort and few support identification of contextual to evaluate any modifications
sustainable gestures that issues, characteristics, opportunities to the built design that may be
fall within the client’s and functional requirements. required post-completion.
restrained budget.” Stage 2 Brief: preparation of project Stage 7 Operations and
Pearl, Danny. ‘An Integrated Design
brief and appointment and briefing Maintenance: monitoring of
Process’. Canadian Architect. (June of planners and designers: The sustainability (environmental impact,
2004). Design Guidelines should inform energy efficiency and cost-in-use) of
and be included within the brief. facilities and operations: The Design
Guidelines should inform transit
Stage 3 Concept Design:
passenger facility maintenance
development of design options
and management plans.
and feasibility of concepts and
consideration of innovative Stage 8 Evaluation and Monitoring:
technologies, new ideas and fresh post-implementation monitoring
application methods in working and evaluation to ensure that
towards the goals and objectives project successes and/or issues
set out in the brief: The Design are identified: Lessons learned
Guidelines should be the basis for should be fed back into the Design
evaluation of concept designs. Guidelines where necessary.

16 HOW TO USE THE GUIDELINES

2: HOW TO USE THE GUIDELINES

2.1 The Integrated Design Process

The Design Guidelines in this and delivery. In this way, TransLink IDP REFERENCE:
document should be considered and its project delivery teams can Primary responsibility will shift as
at all stages of the integrated ensure that design consistency and the project progresses through
design to implementation and post-
design process – from informing integrity are retained throughout
commissioning and evaluation. For
development of the brief, through the project’s life-cycle. further information on roles and
concept design, to detailed design responsibilities, please refer to:

Roadmap for the Integrated

Design Process, BC Green
Roundtable, 2007

»» [Link]/
THE INTEGRATED DESIGN PROCESS buildsmart/design/Pages/
[Link]

Stakeholder
Engagement

TYPOLOGIES
TRANSIT PASSENGER FACILITY DESIGN GUIDELINES

Types of Facilities
STAGE 1 & 2
Usability
Pre-design Types of Spaces Within
& Facilities
Design Brief
Operations
Integration
DESIGN PRINCIPLES
Inclusivity
Placemaking STAGE 3
Concept design Sustainability
FEEDBACK LOOP

Review Modal Balance

Environment
STAGE 4
Design development

Accountablity Review

STAGE 5
Detailed design

Review

STAGE 6
Implementation

Review

STAGE 7
O&M

STAGE 8
Evaluation and
Monitoring

HOW TO USE THE GUIDELINES 17

 2: HOW TO USE THE GUIDELINES

2.2 Stakeholder Engagement

TransLink’s commitment 2.2.1 Iteration and Participation Stakeholder engagement should

to engagement A mindset of continuous learning take place as early as possible
and improvement is central to in the design process: it should
TransLink is committed aim to identify the needs and
a successful IDP. Iteration and
to meaningful and participation ensure that decisions perceptions of all interested parties;
effective engagement reflect the team’s collective to allow for their consideration
with stakeholders, knowledge, that different and balance during the planning
governments and the elements are considered and and design stages of any project;
public. TransLink will that solutions go through the and to review design outcomes
required steps for optimization. in terms of transit facilities, their
work closely with the
Provision for these activities services and their context.
region’s municipalities
takes two interrelated forms: To ensure effective stakeholder
to encourage land use
»» an iterative review process involvement for all transit
decisions that support
between TransLink and the passenger facility projects, the
public transit and following guidelines should be
designer/planner of outputs at
encourage walking and key stages of design development: taken into consideration:
cycling. To ensure the This process ensures there are »» establish a comprehensive
best use of resources, no surprise project outcomes, stakeholder engagement plan
TransLink will coordinate allows timely incorporation of and process for all projects;
its efforts with Transport changes of direction or emphasis
»» identify internal and external
and avoids abortive work.
Canada and the Ministry stakeholder groups relevant to
of Transportation and »» a participatory review process the project, such as customers,
with TransLink’s internal and transit operators, municipalities,
Infrastructure – as well
external stakeholders and, if community organizations;
as with airport and port appropriate, with community
authorities and non- »» people with disabilities, business
and public interest groups: The
owners, seniors and schools;
governmental agencies TransLink project team should
»» provide a framework for public
– on appropriate also be involved in this process.
input to address a range of issues,
strategies, plans and 2.2.2 Stakeholder and Public such as facility and urban design,
initiatives to support Consultation customer services at the facility
the goals identified in TransLink has developed a full, and community integration;
Transport 2040. inclusive public consultation »» provide a forum for stakeholder
approach for all of its plans and input early in the life of a
TransLink’s Principles for Public projects. Principles for Public
Consultation and Community
project and throughout the
Consultation and Engagement facility design process;
Engagement
will help TransLink develop and
»» engage widely with stakeholders
implement projects and plans that
to build awareness of,
reflect the organization’s and the
and support for, transit
region’s desire for a sustainable
passenger facility projects.
transportation system.1

1
18 HOW TO USE THE GUIDELINES TransLink’s Principles for Public Consultation and Community Engagement
([Link]/en/Be-Part-of-the-Plan/Public-Consultation/[Link])
2: HOW TO USE THE GUIDELINES

2.3 Typologies

2.3.1 Types of Transit Passenger »» Network Role/Urban Context:

Facilities The role that each facility plays
Transit passenger facilities can in the wider network (e.g. major
be usefully categorized into transfer point? terminus? urban
three distinct types (as illustrated centre? major leisure destination?)
on the following pages): will determine transit operating
requirements and shape passenger
»» stations
volumes and patterns of use.
»» exchanges
»» Site Context: The physical form
»» stops and specific location of each facility
While the Design Guidelines (e.g. above/at/below grade, within
apply broadly to all passenger the road Right-of-Way, or on a
facility types, to develop effective development parcel) will present
and context-sensitive solutions different access, circulation,
designers must consider the unique legibility, and safety considerations.
characteristics of each facility at
the outset of any design project.
»» Mode: Transit technology and
service type shape passenger
access, circulation, and
amenity requirements. Multiple
modes will require effective
information and integrated
design for ease of connection.
»» Frequency: Facilities with higher
frequency services may require
more complex queuing and
circulation configurations whereas
facilities with lower frequency
services and longer average wait
times may benefit from more
comfortable waiting areas.
»» Passenger Demand: Higher
current or projected passenger
volumes typically require larger,
higher-amenity facilities or
facilities that are capable of
adapting to future growth.

HOW TO USE THE GUIDELINES 19

 2: HOW TO USE THE GUIDELINES

2.3 Typologies
2.3.1 Types of Transit Passenger Facilities

STATIONS

A2.1 Revenue generating

opportunities U2.1.3 Vertical circulation

E1.1 Use materials

responsibly

U1.1 Movement O2.1.5 Bicycles

and capacity

A1.2 Efficient
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U1.3 Wayfinding
and passenger
U4.2 Amenities information

O2.1 Inter-modal
connections

Stations are broadly defined as passenger facilities serving high-

capacity and rapid transit services, including SkyTrain, West Coast
Express, SeaBus, future Bus Rapid Transit and Light Rail.

20 HOW TO USE THE GUIDELINES

 2: HOW TO USE THE GUIDELINES

2.3 Typologies
2.3.1 Types of Transit Passenger Facilities

EXCHANGES

O1.1 Transit vehicle

needs O1.2 Staff facilities

A2.2 Integrated
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Tsawwassen 3
zone
602
2
zone

Grove
Beach 3
zone
603 2
zone

Bluff
English 3
zone
604
2
zone

Next
Bus

Scott
Road
Towards Station
New
Westminister
97
B-Line
602
For
603
stopnext
bus
C21
# ‘56397’
info
text
N22
to
33333

U1.3 Wayfinding
and passenger
information
O2.1.5 Bicycles

Exchanges are broadly defined as passenger facilities that serve multiple bus
routes, provide layover space for buses and may or may not be associated with
a Station. Though Stations and Exchanges are identified here as separate facility
types, most stations are associated with exchanges, and both elements should be
conceived and designed as a single facility to ensure a seamless travel experience.

HOW TO USE THE GUIDELINES 21

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2.3 Typologies
2.3.1 Types of Transit Passenger Facilities

STOPS

A1.3 Standardized and modular

design elements U2.1 Physical accessibility

Scott
Road
Towards Station
New
Westmini
97
B-Line ster
602
For
603
stopnext
bus
C21
# ‘56397’
info
text
N22
to
33333

Buses
from
602 Tsawwassen here
zone Heights
2 Bay
zone
6
3

603 Beach
Grove
zone
2

zone
3

E2.2 Renewable
604 English
Bluff
zone
2

zone
3

Next
Bus

energy opportunities
Scott
Road
Towards Station
New
Westmin
97
B-Line ister
602
For
603
stopnext
bus
C21
# ‘56397’
info
text
N22
to
33333

Buses
from
602 Tsawwassen here
zone Heights
2 Bay
zone
6
3

603 Beach
Grove
zone
2

zone
3

604 English
Bluff
zone
2

zone
3

Next
Bus

U1.3 Wayfinding
and passenger
information
O2.1.5 Bicycles

P2.3 Support a mix

of pedestrian friendly
land uses

Stops are defined as facilities, usually on-street, that

serve one or more road-based bus routes.

22 HOW TO USE THE GUIDELINES

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2.3 Typologies

2.3.2 Types of Spaces Within »» Decision Spaces

Transit Passenger Facilities »» Circulation Spaces
Adopting a passenger-centered
»» Opportunity Spaces
perspective that considers how
people actually use and move
through the transit system Each type of space has different
helps point to three different functional demands and design
types of spaces that exist within requirements as explained in
all transit passenger facilities the illustrations that follow.
(from curb-side bus stops to
major multi-modal hubs):

DECISION SPACES
»» Decision spaces are areas where
passenger and pedestrian g W
ay
din fin

decisions take priority; examples W

ay
fin din
g

include entrances, ticket halls Advertising din

g
fin
ay

and corridor intersections. W

W
ay
fin

These locations require good

din
g
Tickets

sightlines and clear signage.

W

Temporary information,
ay
fin
din
g
Sk
yT

advertising, retail branding or ra

in
St
at
io
n Escalators
other spatial uses that may to/ from platform

confuse passengers or delay

Retail / cafe
passenger movements should
be integrated into the physical
design and located adjacent to,
but not within, decision spaces.

HOW TO USE THE GUIDELINES 23

 2: HOW TO USE THE GUIDELINES

2.3 Typologies
2.3.2 Types of Spaces Within Transit Passenger Facilities

CIRCULATION SPACES
»» Circulation spaces connect
decision spaces. They typically din
g W
ay
fin
fin din

include corridors and paths W

ay g

especially reserved for Advertising

fin
din
g

ay

passenger movement and

W
W
ay
fin
din

connections to, from and

g
Tickets

between transportation modes W

ay

or the surrounding area. These

fin
din
g
Sk
yT
ra

spaces should provide clear,

in
St
at
io
n Escalators
to/ from platform
unobstructed movement routes
matched to desire lines. Street
Retail / cafe
furniture, plantings, advertising,
information displays, retail
boards, retail kiosks or any
other fixed items should not
obstruct these spaces (but may
be located adjacent to them).

OPPORTUNITY SPACES
»» Opportunity spaces include
those areas of a facility and din
g W
ay
fin
fin din

its context not dedicated to W

ay g

decision making or circulation. Advertising

ay
fin
din
g

They can accommodate W

ay
fin
din

passenger amenities such

g
Tickets

as cafés, retail entrances, W

ay

retail displays, retail kiosks,

fin
din
g
Sk
yT
ra

advertising, public art, seating or

in
St
at
io
n Escalators
to/ from platform
landscaping. Fixed or temporary
information or infrastructure
Retail / cafe
located in these spaces must
be positioned and configured
so as not to obstruct or
interfere with the requirements
of decision or circulation
spaces in adjacent areas.

24 HOW TO USE THE GUIDELINES

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2.4 Design Principles

Design excellence requires Their outcomes should be self-

consideration of the following evident. Though design excellence
design principles, summarized is sometimes assumed to be
under four broad headings synonymous with higher costs,
that form the foundation of the quality of design outputs
the guidelines in Chapter 3: needs to be considered as part of
whole life costs of the facility.
»» Integration
»» Inclusivity Achieving design excellence
requires the balanced consideration
»» Sustainability
of such design factors as:
»» Modal Balance
»» function and performance
These principles fully support
TransLink’s values, permeating »» sustainability and cost-efficiency
the planning and design of high- »» ease of use, adaptability
quality transit passenger facilities and flexibility
and supporting the realization »» quality of appearance and
of efficient, cost-effective attractive aesthetic
and affordable outcomes.
»» innovation and responsiveness to
new technology and opportunities

TRANSLINK VALUES

Safety Integrity
We will act with honesty and integrity at all times.
The safety and security of our customers and employees is
We will treat others with dignity and respect and
paramount. We will operate safely at all times.
conduct ourselves in a manner that fosters trust.

Customer Service Excellence

We will provide excellent service to our customers. We We will strive for excellence in all that we do and will be a
understand that our customers expect accuracy, timeliness and leader in enhancing sustainability through the transportation
reliability; delivering on their expectations is essential to our services we provide. We will encourage innovation and the
success. Our plans and actions are driven by customer needs. implementation of best practices throughout our organization.

People Sustainability
Sustainability will be a key factor in all of our
We value our employees and the contributions they make to strategies, business plans, decisions and operations.
serving our customers. We will incorporate economic, environmental
and social factors in our decision-making.

Inclusiveness Accountability
We value teamwork and partnerships. We recognize that our We will be results-oriented and fiscally responsible.
success depends on effective communication and consultation We will set measurable targets and hold
with the public and with our employees and stakeholders. ourselves accountable to achieve them.

HOW TO USE THE GUIDELINES 25

 2: HOW TO USE THE GUIDELINES

2.4 Design Principles

2.4.1 Integration Integrated design should

include balanced consideration
The most effective planning and
of design factors such as:
design results will be achieved
when transit and its context are »» balanced integration of inter-
fully integrated, with each adding modal transit systems and
value to the other. Developing facilities into land use planning
integrated networks for walking, and the urban fabric;
cycling and transit in the public »» engagement in a structured,
realm has resulted in some of the integrated program that involves
world’s most liveable cities and all key professional disciplines
best regarded transit systems. and stakeholders in the
planning and design process;
»» integration of transit facilities
and the public realm with their
Integrated and inclusive design. Kongens context to add value to both.
Nytorv Station, Copenhagen, Denmark

26 HOW TO USE THE GUIDELINES

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2.4 Design Principles

2.4.2 Inclusivity
Buildings, facilities and spaces
must be designed to maximize
accessibility to transit for all users.
Users include the mobility-impaired
and people with learning difficulties
and other disabilities, especially
Bus accessibility ramp.
those in wheelchairs, and people Main Street trolley bus, Vancouver
with strollers or young children
or with heavy or bulky baggage,
shopping trolleys or bicycles.
Inclusive design includes
consideration, as appropriate, of
barrier-free, step-free spaces and
shared-use, single-surface areas;
provision of ramps, elevators and
stairs and design of cross-slopes,
gradients and level areas – including
tactile and audio treatments – to
regulatory or statutory standards.
Inclusive planning and design should
also involve balanced consideration
of the needs and requirements of
all relevant special interest groups,
as well as their communities,
as both users and non-users of
transit services and facilities.

HOW TO USE THE GUIDELINES 27

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2.4 Design Principles

2.4.3 Sustainability Environmental sustainability means

TransLink is committed to maximizing energy efficiency
being a recognized world and minimizing the generation
leader in sustainability and has of greenhouse gases and the
published its commitments in its consumption of fossil fuels and non-
corporate Sustainability Policy renewable energy and materials.
and Sustainability Report.1 Sensitivity to natural systems through
site selection, building and landscape
Sustainability means meeting the
design are also key considerations.
needs of the present without
compromising the needs of future Social and economic sustainability
generations by balancing the three requires the flexibility to lead and
factors of sustainability – social, respond to changing demographic
environmental, economic – through and development factors, improve
the decision-making progress. existing contexts and stimulate
future growth and diversity.
Key factors in achieving sustainability
across all categories include:
»» maximizing use of energy-
efficient transit and cycling
and walking modes and
»» planning and developing
complete, compact and resilient
communities that minimize the
need to travel and that support
reduced automobile use.

Achieved LEED Gold certification. Downtown

Transit Station, Charlottesville, Virginia

1
TransLink’s Sustainability Policy and Sustainability Report
[Link]/en/About-TransLink/Corporate-Overview/[Link]
APTA Sustainability Guidelines, and CUTA Sustainability Guidelines for Transit Systems, June 2010
28 HOW TO USE THE GUIDELINES provide further reading on sustainable transit planning and design policy.
2: HOW TO USE THE GUIDELINES

2.4 Design Principles

2.4.4 Modal Balance passenger facilities generate

Transit passenger facilities concentrated levels of activity by
need to accommodate multiple these user groups. Accordingly,
transportation modes. Ultimately, all the planning and design of transit
transit passengers are pedestrians facilities and their surroundings
– including those using mobility should prioritize the creation of an
devices and those who may have environment that is accessible, easy
arrived by bicycle, car, or other to use, safe, secure, and comfortable
transit mode. Transit passenger for all passengers – especially for
facilities should, therefore, be these more vulnerable users.
designed to create environments Resolving conflicts between modes
that are safe, welcoming and is part of the normal process of
reliable for pedestrians, cyclists designing transit passenger facilities.
and transit passengers. In finding balanced solutions that
Pedestrians, cyclists, and people with promote safety, comfort, reliability
cognitive and physical disabilities and a welcoming environment, the
are the most vulnerable users of needs of pedestrians, cyclists and
the transportation system. Transit transit riders should be collectively
and respectfully considered.

Modal priority for station access given to

cyclists, pedestrians and bus.
Flintholm Station, Copenhagen, Denmark

HOW TO USE THE GUIDELINES 29

 3
Design Guidelines
3. DESIGN GUIDELINES
3.1 Using the Design Guidelines
3.1.1 The Design Guidelines Structure
3.1.2 The Design Evaluation Framework

USABILITY: Put passengers and pedestrians first

OPERATIONS: Optimize transit efficiency

PLACEMAKING: Create great places

ENVIRONMENT: Be leaders in environmental sustainability
ACCOUNTABILITY: Be fiscally responsible

The Design Guidelines are organized as a thematic framework

that supports TransLink’s wider corporate, community and public
aspirations, visions and policies.
Consideration of these guidelines at all stages of the planning
and design process will provide a balanced understanding of the
complex needs of transit passenger facility planning and design
and lead to consistent, cost-effective and systematized outcomes.

Lansdowne Station, Richmond

 3: USING THE DESIGN GUIDELINES

3.1 Using the Design Guidelines

3.1.1 The Design The design themes are:

Guidelines Structure
Usability: Public transit exists for
The Design Guidelines are passengers, and all passengers
structured around five design are pedestrians. Accordingly, the
themes. Each theme is supported planning and design of transit
by a series of design strategies facilities, their environments and
and guidelines that should the communities they serve should
be considered and applied prioritize passenger and pedestrian
during the planning and needs through the provision of
design of new or upgraded safe, secure and accessible spaces
transit passenger facilities. that make it easy and comfortable
to get around on foot or mobility
The relative significance or
devices, or by bicycle or transit.
importance of each theme, strategy
and guideline will vary depending Operations: Transit facilities that
on context, local objectives and are efficient for transit operations
strategic priorities. For example, also benefit passengers through
revitalization or transit-oriented more reliable journey times and more
community development may frequent services made possible by
be the highest priority at one operational cost-savings. Optimizing
location, high-capacity transit transit efficiency means providing
provision may be the priority at easy access for transit vehicles,
Broadway-City Hall Station, Vancouver another, whereas accessibility seamless integration with other
improvements to on-street bus modes and effective maintenance.
stops may be the priority elsewhere.
Placemaking: Public transit is a
These priorities should be agreed
vital civic resource and forms a
upon jointly with stakeholders at
focal point for community activity.
the project outset and contained
When designed well, transit facilities
within the design brief.
of all sizes can help create ’great
places’ that feature a strong sense
of place and identity, attractive
public spaces where people feel
comfortable spending time and a
positive mix of activity by a wide
variety of people. The public realm
along transit routes can also be
designed and integrated to form
great linear places between facilities.

DESIGN GUIDELINES
32
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3.1 Using the Design Guidelines

Environment: Transit passenger

facilities and their surrounding USABILITY - Put passengers and
communities should be designed pedestrians first
to reflect TransLink’s sustainability U1 Make it easy
vision by balancing the three U2 Make it universally accessible
factors of sustainability – social,
U3 Make it safe and secure
environmental, economic – through
U4 Make it comfortable
the design process. Beyond realizing
operational cost savings over the
life of the building, environmentally
responsible design contributes to the O OPERATIONS - Optimize transit efficiency
long-term health and well-being of O1 Facilitate transit operations
transit passengers, local communities O2 Support transit by integrating with other modes
and the natural environment. O3 Facilitate effective management and maintenance
Accountability: Transit passenger
facilities and their context must
provide good value for public P PLACEMAKING - Create great places
funds. Fiscally responsible design P1 Make transit a community asset
considers both short-term and long-
P2 Seamlessly integrate transit, urban
term operations and expenditures; development and the public realm
takes advantage of opportunities
for revenue generation where
appropriate; and helps to realize E ENVIRONMENT - Be leaders in
environmental sustainability
wider social, economic and
environmental benefits without E1 Minimize negative environmental impacts
of transit facilities
compromising operational efficiency
E2 Reduce energy consumption
or passenger experience.
E3 Design healthy sites

A ACCOUNTABILITY - Be fiscally responsible

A1 Design with whole life costs in mind
A2 Optimize economic benefits through design
A3 Design responsive and flexible
facilities and spaces

DESIGN GUIDELINES 33
 3: USING THE DESIGN GUIDELINES

3.1 Using the Design Guidelines

3.1.2 The Design Evaluation Those topics rated ‘red’ or

Framework ‘amber’ may require further
To support the use of the Design consideration if the design is
Guidelines, the Design Evaluation to meet with best practice.
Framework provides a project
The evaluation framework is not
team with a means for assessing
intended to limit flexibility and, as
how well each guideline has been
such, no weightings are applied;
applied on a given project and to
however, when design choices
identify areas for improvement,
require tradeoffs between different
either in subsequent stages of
guidelines it may be appropriate to
design, or on future projects.
identify those guidelines that best
An example page of the framework reflect the objectives of the project
is presented overleaf. The and to consider them accordingly.
complete evaluation framework
The optimal configuration of
is provided as Appendix 4.2.
a transit passenger facility will
A simple approach to evaluation be informed by understanding
is to use a ‘traffic lights’ rating and balancing the needs of all
system whereby design topics are themes across the framework.
presented as questions that are
then rated as green, amber or red:
»» a green light signifies that all
guidelines under that topic have
been considered and addressed;
»» an amber light signifies
that a number of guidelines
have been considered and
addressed but that others may
require further thought;
»» a red light signifies that few,
if any, guidelines have been
considered and addressed.

DESIGN GUIDELINES
34
3: USING THE DESIGN GUIDELINES

3.1 Using the Design Guidelines

Usability Rating Comments Actions

U1 Make it easy
U1.1 Movement and capacity
U1.1.1 Does spatial provision meet with locational and functional
needs?
U1.1.2 Does the spatial configuration and sequence provide for
logical passenger movement?
U1.1.3 Does the spatial design minimize conflicts of movement?
U 1.2 Legible spaces
U1.2.1 Does the spatial design provide clear sightlines and views to
destinations?
U1.2.1 Does the facility design include legible, distinctive spaces with
clearly defined edges and transitions?
U 1.3 Wayfinding and passenger information
U1.3.1 Has a Facility Wayfinding Plan been developed?
U1.3.2 Is wayfinding and passenger information consistent with
TransLink's Wayfinding Standards Manual?
U2 Make it universally accessible
U2.1 Physical accessibility
U2.1.1 Does the facility design provide for barrier-free access and
movement?
U2.1.2 Does the design of bus stops comply with TransLink's
Universally Accessible Bus Stop Design Guidelines?
U2.1.3 Does vertical circulation provide for the needs of all users?
U2.2 Accessible information
U2.2.1 Is information provision able to be accessed and understood
by all users?
U3 Make it safe and secure
U3.1 Safety
Have potential hazards and accident risks been minimized?
U3.2 Security
U3.2.1 Has a risk assesment for natural or criminal threats been
undertaken?
U3.2.2 Have CPTED principles been followed?
U3.2.3 Has effective use been made of CCTV?
U3.3 High quality lighting
U3.3.1 Does lighting comply with IESNA standards to provide for good
spatial understanding, ambience and safety?
U3.3.2 Has a daylighting strategy been developed that supports
effective use of managed daylight and transition between
illumination types?
U3.3.3 Has at-grade facility lighting been integrated with third-party
systems, appropriate to the facility lighting zone?
U4 Make it comfortable
U4.1 All-weather and sensory protection
Does the facility design provide appropriate protection from the full
range of weather conditions, unpleasant smells and noise?
U4.2 Amenities
Have passenger amentities, such as waiting rooms, been provided
appropriate to use and context?

DESIGN GUIDELINES 35
 U1.2 Legible spaces
U4.2 Amenities

U1.3 Wayfinding

U3.1 Safety, slip

resistance

36 DESIGN GUIDELINES: USABILITY

USABILITY:
Put passengers
and pedestrians first
Public transit exists for passengers, and all passengers are
pedestrians. Accordingly, the planning and design of transit facilities,
their environments and the communities they serve should prioritize
passenger and pedestrian needs through the provision of safe,
secure and accessible spaces that make it easy and comfortable to
get around on foot or by bicycle or transit.
Guidelines for Usability are organized under four broad design
strategies:
»» U1 Make it easy
»» U2 Make it universally accessible
»» U3 Make it safe and secure
»» U4 Make it comfortable

Good spatial organization supports

legible spaces and unobstructed
movement with amenities and facilities
such as TVMs, ATM, advertising and
public art located in adjacent areas.
Broadway-City Hall Station, Vancouver DESIGN GUIDELINES: USABILITY 37
USABILITY: PUT PASSENGERS AND PEDESTRIANS FIRST

Design strategy U1: U1

U1.1
MAKE IT EASY
Movement and capacity

Make it easy
U1.1.1 Spatial requirements
U1.1.2 Spatial configuration and sequence
U1.1.3 Conflicts of movement
U1.2 Legible spaces
U1.2.1 Sightlines, views and distances
U1.2.2 Facility identity and design
coherence
U1.3 
Wayfinding and passenger
information
U1.3.1 Wayfinding requirements
U1.3.2 Wayfinding and information
placement

Passengers and pedestrians should be able to easily

access and move through transit passenger facilities.
The design of internal and external spaces should
be legible and intuitive, with direct and convenient
routes located along natural desire lines.

An integrated and coordinated system of signing,

passenger information, lighting and transit facility
identity will create easily understood environments
that prioritize passenger and pedestrian needs.
DESIGN STRATEGY U1: MAKE IT EASY

U1.1 Movement and capacity

A station is a dynamic environment, involving movement and

LEVEL OF SERVICE:
potential conflicts among a range of station users. The design of
all transit passenger facility spaces should be logical and should be Spatial capacity
optimized to minimize conflict on opening day and into the future. recommendations for
pedestrian movement areas
U1.1.1 SPATIAL REQUIREMENTS 250 are based on Level of Service
»» Establish the capacity, (LOS) criteria ranging from
Passenger Flow Rate

200
configuration and sequence A (for good conditions) to
(ped/minute)

of spaces at transit facilities to 150 F (for poor conditions).

support predicted passenger 100 Transit facility design should
volumes and peak movements
50 typically be based on LOS C,
by various modes, including foot,
with recommended maximum
bicycle or inter-modal connections. 0
0 0.5 1 1.5 2 2.5 3 capacities for differing facility
»» Identify internal and external Effective Walkway Width (m) spaces as set out below:
origins and destinations Level of Service F Level of Service C
»» two-way connecting areas
and levels of demand. (Must be avoided) (Recommended for design)

Level of Service E Level of Service B such as corridors: 23-33

»» Plan for passenger journey Level of Service D Level of Service A passengers per minute
(Short bulk arrivals only)
stages, routes and desire lines. per metre width1
»» Provide sufficient spatial capacity Level of Service: »» one-way connecting
where passenger and pedestrian Relationships between pedestrian flow areas: 50 passengers per
flows meet to avoid bottlenecks rate and effective walkway width. minute per metre width2
and to enable pedestrians to move Source: TRB Highway Capacity Manual »» escalators: 100 people per
against the predominant flow. minute per metre width2
»» Provide separate connecting »» one-way staircase: 35
»» Reinforce natural desire lines passengers per minute
areas for each direction of travel
whenever possible to avoid per metre width2
where pedestrian flows fall
circuitous routes that could tempt »» two-way staircase: 28
below Level of Service (LOS) C.
people to take unsafe shortcuts. passengers per minute
U1.1.2 SPATIAL CONFIGURATION »» Fare gates, ticket vending areas per metre width2
AND SEQUENCE and machines and passenger »» waiting areas: 0.7-0.9
»» Design internal and external information and waiting areas square meters per person1
spaces to minimize the should be sized and located to
potential for conflicting flows minimize conflict with queuing 1
Source: TRB Highway Capacity Manual

of movement between transit areas and primary pedestrian 2 Source: Transport for London

and passenger priority zones. Station Planning Standards

modes, access modes (walking, and Guidelines (2007)
bicycle, taxi or private vehicle)
and destinations, and also at
entrance, decision and exit points.

DESIGN GUIDELINES: USABILITY 39

 DESIGN STRATEGY U1: MAKE IT EASY

U1.1 Movement and capacity

U1.1.3 CONFLICTS OF MOVEMENT »» Locate bicycle parking and taxi

PRIORITIZE IMPROVEMENTS TO: »» Use pedestrian modeling software, ranks adjacent to desire lines,
»» remove barriers to movement where appropriate, to test and as close as possible to transit
»» improve circulation capacities and identify potential passenger facility entrances, but
and permeability conflicts of movement at locations not in locations that obstruct
such as entrances, exits and pedestrian movements.
»» meet predicted future
passenger capacities points of vertical circulation. »» Provide convenient and clearly
»» meet predicted pedestrian »» Give priority to bus and marked paths between bicycle
desire lines HandyDART stop locations at parking and bicycle access points
»» minimize conflicting transit passenger facility entrances at the perimeter of facilities.
pedestrian flows without putting pedestrians »» Keep movement, queuing
»» provide clear sight lines or bicyclists at risk through and circulation areas clear
to all destinations constrained pedestrian or bicycle of unnecessary obstructions,
»» provide consistent, high-quality movements, insufficient waiting including temporary information
lighting and wayfinding space or restricted sightlines. materials that could be integrated
»» remove blind corners and as part of the built design.
redundant infrastructure

Pedestrian crossing located on desire line from station entrance Temporary information display obstructs passenger
to retail mall. Richmond-Brighouse Station, Richmond. movements. Commercial-Broadway Station, Vancouver.

40 DESIGN GUIDELINES: USABILITY

DESIGN STRATEGY U1: MAKE IT EASY

U1.2 Legible spaces

A legible space is one where navigation and movement are intuitive,

allowing passengers to orient themselves and reach their destination
without the need for excessive directional signage. Legible spaces help
to make movement easy and to reduce anxiety caused by uncertainty
in complex or unfamiliar environments.

U1.2.1 SIGHTLINES, VIEWS U1.2.2 FACILITY IDENTITY

AND DISTANCES AND DESIGN COHERENCE
»» Orient primary facility entries »» Adopt a consistent and integrated
and exits towards inter-modal palette of colours, materials and
connections and public spaces. surface treatments to create
»» Minimize visual obstructions coherence across the network
to provide easy access and and to foster a distinctive
movement through the physical identity for the facility.
layout of transit facilities and their »» Design building elements (e.g.,
surrounding streets and paths. overhangs, canopies, entries) and
»» Optimize sightlines within facilities vegetation and landscape features REFERENCES
and visibility of their surrounding (e.g., low walls, lighting, public
TransLink references
context, particularly at inter- art, planters, surface treatment,
SkyTrain RTP 2000 Design
modal connection areas, through texture, color) to define a system Manual (2006): 3.4.4 (Spatial
architectural design and maximum of legible and memorable spaces and Organizational Principles).
use of transparent materials. in and around transit facilities.
TransLink Infrastructure
»» Identify opportunities to »» Clearly define edges and transitions Design Guidelines (2002):
integrate transit and general in and around facilities through 4.2 (Transit Exchange).

infrastructure to rationalize street distinct materials, finishes Universal Accessibility Guidelines for
furniture, thus aiding legibility and landscape elements. TransLink Fleet & Facilities (2007): 2.0
(Space Allowance, Reach Ranges, and
and security, enhancing sense of
Controls), 4.0 (Protruding Objects).
place and minimizing clutter.
other references
Transparency Pedestrian and Planning Design:
and high Revised Edition (1987), Fruin, J.
quality lighting
connects The Green Guide 5th Edition
interior and (2008), UK Government: (pedestrian
exterior spaces. modelling flow rates).
Aberdeen
Highway Capacity Manual: Third
Station,
Richmond. Edition (2000), Transportation
Research Board.

Station Planning Standards

and Guidelines (2007),
Transport for London.

DESIGN GUIDELINES: USABILITY 41

 DESIGN STRATEGY U1: MAKE IT EASY

U1.3 Wayfinding and passenger

information

Wayfinding is more than just signing; it is a system of information

TRANSLINK WAYFINDING elements that support movement at all stages of a trip. Effective
STANDARDS wayfinding information will help passengers and pedestrians to have
a positive, stress-free experience. Successful wayfinding strategies
The TransLink Wayfinding
integrate and utilize signage, spatial planning, lighting, structural
Standards Manual (2010) provides
principles, guidelines and standards
elements and surface finishes, alongside other building elements, to
for developing a legible, consistent create a coherent whole; thus, communicating clear and consistent
and systematized approach to messages and directions across the transit network.
wayfinding and signage across the
transit network, with an emphasis U1.3.1 WAYFINDING REQUIREMENTS »» a Typology of Signage
on rail rapid transit stations, »» Closely integrate wayfinding and indicating the range of signs
bus exchanges and bus stops. to be applied to meet the
passenger information needs
with transit passenger facility information needs of each
The Manual’s 11 wayfinding
design through the preparation of facility (e.g., transit passenger
principles provide the rationale
Facility Wayfinding Plans during facility signage, journey
for a systematized approach to
the earliest stages of a project. planning, bus stop signage);
planning and designing wayfinding
information at transit passenger »» Facility wayfinding plans must »» a Location Plan showing the
facilities. The principles focus on identify, at a minimum: placement of sign types;
the following three objectives: »» an Information Schedule
»» a Movement Strategy showing
»» encourage multi-modal the progressive disclosure identifying the specific sign
journeys; of information through types required at each location.
»» provide consistent information; various spatial zones within
»» deliver usable, suitable and a transit passenger facility;
manageable information.

Wayfinding principles
1. provide seamless information
2. understand complex journeys
3. be predictable T-MARKER: ENTRY THRESHOLD:
Freestanding pole Station entrance sign
4. name the places
5. utilize consistent codes
6. progressively disclose
information ENTRY
THRESHOLD:
7. don’t make the rider think Burrard Station Regulatory
signage
8.  provide just the right
amount of information
First & Last Trains

ENTRY
THRESHOLD:
9. ensure information has integrity First & last
trains
10. help riders to learn
11. use an appropriate
Sign Typology, Transit Facility - External.
tone of voice
Source: TransLink Transit Wayfinding Standards Manual V2.

42 DESIGN GUIDELINES: USABILITY

DESIGN STRATEGY U1: MAKE IT EASY

U1.3 Wayfinding and passenger

information

U1.3.2 WAYFINDING AND routes and nearby destinations.

INFORMATION PLACEMENT »» Support static wayfinding, where
»» Ensure that all passenger facility appropriate, with integrated,
wayfinding adheres to the real-time passenger information.
guidelines and standards set »» Avoid advertising media placement
out in the TransLink Wayfinding that conflicts with wayfinding and
Standards Manual (2010) passenger information; where
in support of high-quality, there are conflicts, wayfinding
consistent and efficient delivery and passenger information
of customer information should take precedence.
across all transit modes.
»» Work with commercial tenants,
»» Integrate design and placement either within or adjacent to transit
of wayfinding and customer facilities, to ensure that commercial
information with lighting design signage does not compete in size,
and material selection. density or location with transit
»» Integrate temporary customer facility wayfinding and customer
information and bulletins information, particularly at facility
as part of facility design. entrances and decision points.
»» Incorporate passenger information »» Position backlit information
and announcements within screens away from direct daylight
waiting areas. [See: U2.2 and electric illumination and Information monolith with
Accessible Information] provide glare protection if TransLink T-Marker, located outside
direct light is unavoidable. Waterfront Station. Vancouver.
»» Extend design and placement of
facility wayfinding and customer
TransLink Wayfinding Standards Manual 3.0 Planning Standards
»» Ensure CCTV cameras are not
draft
information beyond the transit obscured by signing, advertising
facility to direct passengers to and or passenger information.
from surrounding streets, bicycle [See: U3.2.3 CCTV]
3.4 Transit Facility Signage
Ticket hall signage
Signage within the ticket hall has to A Journey planning C Regulatory signage REFERENCES
perform many functions. It must direct B Payment and revenue protection D Directional information
people through a complicated and busy
TransLink references
environment, provide multi-modal
journey planning information and Wayfinding Standards Manual (2010).
explain fare information. It must also
provide regulatory information.

B B A A
C A
B
C
B D

Transit facility ticket hall signage.

Source: TransLink Transit Wayfinding Standards Manual V2.

DESIGN GUIDELINES: USABILITY 43

USABILITY: PUT PASSENGERS AND PEDESTRIANS FIRST

Design strategy U2: U2

U2.1
MAKE IT UNIVERSALLY ACCESSIBLE
Physical accessibility

Make it universally U2.1.1 Barrier free access

U2.1.2 Accessible bus stops

accessible
U2.1.3 Vertical circulation
U2.2 Accessible information

Transit facilities must be designed to provide

convenient connections and minimize inconvenience
and discrimination for all users, including those
with reduced mobility. Universal accessibility
allows all people to take advantage of public
transportation and saves costs associated with
custom transit services such as HandyDART.
Users include the elderly and visual or mobility-
impaired; people with learning difficulties and other
disabilities, especially those in wheelchairs; people
with strollers or young children; and people with heavy
or bulky baggage, shopping trolleys or bicycles.
DESIGN STRATEGY U2: MAKE IT UNIVERSALLY ACCESSIBLE

U2.1 Physical accessibility

Transit facilities that are free of physical barriers will increase access to
transit for all users.

U2.1.1 BARRIER-FREE ACCESS »» Provide platform boarding edges

»» Design facilities with the minimum with a detectable warning surface
number of levels possible and, along the full length of the
where level change is unavoidable, public use area of the platform.
provide elevators and escalators »» Provide seating and, as
(up and down) in addition to steps. appropriate, washrooms accessible
»» Provide step-free and obstacle-free to disabled users within and
access, with no level changes from around transit passenger facilities.
access points to transit vehicles
wherever possible, including U2.1.2 ACCESSIBLE BUS STOPS
connections to HandyDART, »» Design bus stops to be wheelchair
Taxi and Park & Ride points. accessible, as per TransLink’s
»» Clearly distinguish and provide Universally Accessible Bus Stop
Design Guidelines (2007). Platform edge high-contrast, tactile
signs for stepped routes where warning strip. Canada Line, Vancouver.
they are unavoidable; step-free
routes should be clearly visible
from the main pedestrian flow.
»» Provide dropped curbs and tactile
surfacing at all street crossings,
consistent with municipal
street design standards.
»» Provide HandyDART vehicle
parking spaces at all stations,
with mandatory loading space
for a 9m x 3m vehicle, and
sufficient space to deploy a 3m
rear lift to an accessible sidewalk
close to the station entrance.
»» Provide disabled drop-off and
parking at Park & Ride facilities
within easy access of the station,
with level or ramp access (under
covered area if possible) located so
that people with disabilities are not Before and after. Making bus stops universally accessible improves
compelled to wheel or walk behind waiting conditions for all users. Bridgeport Road, Richmond.
parked cars (other than their own).

DESIGN GUIDELINES: USABILITY 45

 DESIGN STRATEGY U2: MAKE IT UNIVERSALLY ACCESSIBLE

U2.1 Physical accessibility

U2.1.3 VERTICAL CIRCULATION

VERTICAL CIRCULATION:
»» Elevators should be the
In the absence of network- main or secondary vertical
wide standards, the following circulation to achieve step-free
standards adapted from access between street, ticket
TransLink and London vending areas and platform.
Underground design guidelines
are recommended as a guide: »» Optimize elevator and escalator
locations to achieve direct
»» Level changes should be
routes over multiple levels and
resolved as follows:
avoid the need for mezzanine
»» less than 0.5 metres: ramp
connections where possible.
»» 0.5 metres to 3 metres:
elevator and staircase »» Optimize elevator and escalator
(minimum of three capacity and number based
steps) unless patron on facility use and function.
volume warrants the
use of escalators »» Consider all users when
Elevator located on pedestrian desire
»» 3 metres and over:
determining the capacity and lines with positive use of transparency.
escalator in both location of elevators, including Waterfront Station, Vancouver.
directions and elevator those with mobility impairments,
»» Where ramps are used strollers, baggage and bicycles,
for level changes greater and, where possible, provide
than 0.5 metres, provide a large two-door elevators to
secondary means of access. accommodate wheelchair
»» Headroom over escalators and bicycle movement.
should be no less than 3 metres.
»» Make elevator and escalator
»» Ensure that elevator operating
switches or plates provide locations clearly visible from
appropriate contrast, are platform/concourse areas and on or
operable with a closed fist and adjacent to main pedestrian flows,
are easily reached by people with clear directions for alternative
walking or in wheelchairs; the
routes in case of breakdowns.
switch must be located so that
the person using it is not in »» Consider the need for redundancy
the way of the opening door. in the provision of elevators and
»» Calculate escalator requirements escalators to accommodate service
on an assumed capacity of interruptions, commensurate with
100 passengers per minute. expected passenger volumes.
»» Provide at least 0.8 square
metres per waiting passenger
»» Ensure that handrails contrast
for entry and exit to elevators. with their visual background.
Single-direction escalators limit
accessibility. Escalators should
Source: TransLink Transit Infrastructure always be installed in two directions,
Design Guidelines and Transport for combined with stairs and elevators.
London Station Planning Standards Marine Drive Station, Vancouver.
and Guidelines April 2007

46 DESIGN GUIDELINES: USABILITY

DESIGN STRATEGY U2: MAKE IT UNIVERSALLY ACCESSIBLE

U2.2 Accessible information

To make transit information accessible to as wide a range of people as

possible, its design must be easily accessible. Accessibility will benefit
all users, including those with vision, language or cognitive difficulties.

»» Provide real time passenger »» Signage design should

information in both audio include consideration of:
and visual formats. »» cultural differences
»» Provide the same or equivalent »» language differences
information in a visual format
»» cognitive impairments
where public address systems
convey audible information. »» visual impairments

»» Provide at least one ticket vending »» mobility impairments

machine (TVM) with audible »» Ensure that information is
information at appropriate reach accessible to those who have
ranges for people in wheelchairs. difficulties with language – either
»» Design facilities with acoustic through learning difficulties or
properties that ensure audio speaking English as a second
information is fully audible. language – with the appropriate
use of consistent naming as
»» Provide customer help telephones Accessible passenger information
well as symbols, pictograms, helpline. Millennium Line, Burnaby.
that are clearly signed and that can
colour coding and other
accommodate wheelchair users.
elements of intuitive design not
»» Design information and signs based on textual language.
with appropriate font sizes.
»» Coordinate signs with lighting:
»» Use colour tones that are as
»» illumination on the face of
high contrast as possible and
front-lit signs should be five REFERENCES
effective for users with colour
to ten times higher than the
vision deficiencies, such that they TransLink references
level of ambient illumination
provide optimum levels of legibility SkyTrain RTP 2000 Design Manual
in the area and should be
and distinctiveness between (2006): 3.6 (Accessibility Standards).
uniform across the entire
different design elements. Universal Accessibility Guidelines for
face for better readability;
TransLink Fleet & Facilities (2007).
»» select low-glare materials
Universally Accessible Bus Stop
and finishes and consider the
Design Guidelines (2007).
angle of reflection among
the location of the lights, the Wayfinding Standards Manual
(2010): 2.2 (Inclusivity Principles).
position of the sign and the
position of the viewer, as some other references
people with partial sight are ADA Standards for Accessible
particularly sensitive to glare. Design (2010), US Government.

DESIGN GUIDELINES: USABILITY 47

U.2
USABILITY: PUT PASSENGERS AND PEDESTRIANS FIRST

Design strategy U3: U3

U3.1
MAKE IT SAFE AND SECURE
Safety

Make it safe and secure

U3.2 Security
U3.2.1 Resilience
U3.2.2 Crime prevention through
environmental design
U3.2.3 CCTV
U3.3 High-quality lighting
U3.3.1 Lighting
U3.3.2 Lighting at transit facilities
U3.3.3 Lighting the public realm

Safe and secure passenger transit facilities minimize

the potential for accidents, conflicts and collisions as
well as criminal harm through careful design, effective
lighting and security measures such as CCTV.
DESIGN STRATEGY U3: MAKE IT SAFE AND SECURE

U3.1 Safety

Transit facilities should be designed so that passengers, transit staff

see case study:
and others are able to use the facility safely and without fear of injury
4.1.2 eldon square bus exchange
or accident.

»» Minimize conflicting and crossing »» Use high contrast finishes

flows between pedestrians and to minimize the possible risk
transit vehicles, cyclists and cars. of accidents and to identify
»» Rationalize and carefully locate potential hazards such as ramps,
all street furniture and other platform edges and change of
infrastructure – including grade at stairs and ramps.
temporary signs, public art, retail »» Design for low speed limits for
kiosks and newspaper vendors – to vehicles in areas where conflict
minimize obstruction and maximize with pedestrians is highest.
the use of available space. »» Design spaces to enable safe
»» Use anti-slip flooring appropriate pedestrian movement without
to location and use and that meets the need for barriers or fences.
all relevant local standards.

Tactile path and high-contrast platform

edge strip. Waterfront Station, Vancouver.
SLIP RESISTANCE OF FLOOR AND TREAD FINISHES

MATERIAL DRY AND UNPOLISHED WET

Clay tiles Good Poor to fair

Clay tiles, textured finish Very good Good
or non-slip granules
Concrete Good Poor to fair
Concrete, textured finish Very good Good
or non-slip aggregate
Linoleum Good Poor to fair
Rubber, sheet or tiles Very good Good
Sheet vinyl Good Poor to fair
Sheet vinyl, non- Very good Good
slip granules
Terrazzo Good Poor to fair
Vinyl asbestos tiles Good Poor to fair Passenger information and street furniture
NOTE: Slip resistance of very good and good is acceptable. Slip-resistance of fair and poor is not acceptable.
located parallel to passenger movements.
Marine Drive Station, Vancouver.
Source: TransLink, Universal Accessibility Guidelines for Fleet and Facilities

DESIGN GUIDELINES: USABILITY 49

 DESIGN STRATEGY U3: MAKE IT SAFE AND SECURE

U3.2 Security

Transit passenger facilities that feel secure deter crime. Security can
see case study:
be achieved through incorporating active uses to generate natural
4.1.2 eldon square bus exchange
surveillance, ensuring open sightlines, using vandal resistant materials
and designing high quality lighting. Security also requires design to be
resilient to possible risks and threats, both natural and human-made.
Transit passenger facilities should aim to optimize the balance
between facilitating crime prevention through design and meeting the
wider design principles set out in these Design Guidelines.

U3.2.1 RESILIENCE perceive that they can be observed

Resilience requires that the planning, (even if they cannot) a crime is
design and construction of transit less likely to occur, given the
passenger facilities anticipates all increased potential for intervention,
hazards and risks presented to apprehension and prosecution.
occupants, structures and operations. The following CPTED principles
Mitigation involves the balanced should be applied to reduce
design of operational, technical fear and incidence of crime and
and physical safety methods. to maintain quality of life:
Unwelcoming pedestrian approach to
Columbia Station, New Westminster.
»» Designs should consider a hazard »» Involve crime prevention
assessment that covers the full professionals to determine required
range of threats (e.g., natural, measures for crime prevention.
terrorist, criminal, accidental) for
»» Involve local communities in
a given facility and location.
identifying security threats
»» Designs should consider a and helping to achieve safe
vulnerability assessment and risk routes for people walking or
analysis to identify areas of needs, cycling in areas surrounding
priorities and countermeasures transit passenger facilities.
that address high-risk threats.
»» Maximize visibility and views
U3.2.2 CRIME PREVENTION
to and from transit passenger
THROUGH ENVIRONMENTAL DESIGN
facilities and their surrounding
streets and neighborhoods.
Crime Prevention Through
[See: U1.2 Legible Spaces]
Environmental Design (CPTED)
encourages people in stops, stations »» Design high-quality
or exchanges and surrounding streetscapes adjacent to
areas to look out for each other. facilities with wide sidewalks
Isolation should be avoided by that encourage active use.
Reinforced vehicle penetration »» Orient doors and windows of
barriers form an integrated designing spaces that provide good
feature in the streetscape. Arsenal natural surveillance combined with surrounding buildings towards
Football Club, London, UK. visible staff presence. If individuals transit facilities to encourage
natural surveillance.

50 DESIGN GUIDELINES: USABILITY

DESIGN STRATEGY U3: MAKE IT SAFE AND SECURE

»» Avoid locating transit information concerning security

facilities to the rear of cameras and providing ample
surrounding developments. and accessible telephones.
»» Use transparency positively and
avoid designing blind corners, U3.2.3 CLOSED CIRCUIT TELEVISION
recesses and other places Closed Circuit Television (CCTV)
where people could hide. monitoring provides numerous
»» Locate staff facilities and ticket benefits, including the recording
machines in areas where of criminal activity and crowd
the greatest portions of the management in transit passenger
transit passenger facility (or facilities. Used overtly, it can also act
those areas most prone to as a deterrent to crime and reduce
crime) are directly visible. fear of crime in transit facilities, on
the street and in transit vehicles.
»» Design elevator lobbies, passenger
waiting areas and locations »» Place cameras to allow clear,
uninterrupted views of all public Open transparent design provides
where information is provided good natural surveillance. Marine
to enable natural surveillance areas that are both internal and Drive Station, Vancouver.
by passengers and others external to the transit passenger
working within the facility. facility. Placement should include
»» Clearly identify Designated platforms, concourse areas and REFERENCES
Waiting Areas, help points and ticket vending areas, as well as
entrances and waiting areas. TransLink references
emergency refuge areas. SkyTrain RTP 2000 Design Manual
»» Provide uniform lighting that »» Incorporate CCTV cameras in (2006): 3.4.5 (CPTED), 3.8.5
eliminates dark areas and keeps the design, both noticeably (Reflectance, Contrast and Glare),

entrances well lit at all times. to give the user a feeling of 3.8.13 (Floor and Walkway Finishes),
safety and discreetly to avoid 3.15 (Station Control and Security).
»» Design for all hours of
obstructing sightlines to passenger Transit Infrastructure Design
facility operation.
information and signing. Guidelines (2002): 3.0 (Bus
»» Vary staff duty locations Stop Location and Design).
»» Prevent obstruction of, and
throughout the day to offer Universal Accessibility Guidelines for
reflection on, CCTV cameras
the greatest coverage. TransLink Fleet & Facilities (2007):
and screens through considered
»» Add vitality at different times of Facilities-4.0 (Protruding Objects).
placement of lighting and signage.
the day and night by bounding [See: U3.3 High Quality Lighting] other references
movement and decision spaces
»» Design CCTV installations as Creating Safer Communities
with active spaces or frontages. (1998), RCMP.
part of a package of security
»» Design for potential condensed measures, along with other Design Guidelines (2010), Design
night-time operations to measures described in these Centre for CPTED Vancouver.
enhance passenger security. Design Guidelines. Draft Transit Sustainability
»» Use visible crime prevention Guidelines (2010), APTA: 2.D.1
elements, such as posting (Enhance Safety and Security).

DESIGN GUIDELINES: USABILITY 51

 DESIGN STRATEGY U3: MAKE IT SAFE AND SECURE

U3.3 High-quality lighting

Lighting quality plays a central role in creating safe and pleasant

see case study:
4.1.1 canada line lighting strategy
environments for customers, staff and other facility users. Lighting
that is appropriate to location and function will result in increased
safety, legibility, accessibility, security, ambience and, therefore,
public satisfaction. Carefully planned lighting will improve wayfinding
and make orientation intuitive; thus, ensuring that transit passenger
facilities and their immediate context will be easy to use and navigate.
The following guidelines support the design intent and performance
goals of the Illuminating Engineering Society of North America (IESNA)
Lighting Standards, which should be used as a design guide for all
lighting of transit passenger facilities.

U3.3.1 LIGHTING »» Maintain lighting consistency

»» Use IESNA visual task categories to throughout by lighting all surfaces
establish luminance requirements. to improve visibility, visual comfort
»» Ensure that mandatory emergency and adaptation and to prevent dark
lighting is compliant with the corners and potential vandalism.
requirements of the Electrical [See: U2.1 Physical Accessibility]
and Building Codes and IESNA »» To reduce energy consumption
Feature lighting. Vancouver recommended practices. and operating costs, consider using
International Airport, Richmond.
»» Define a task-based lighting occupancy sensors, automated
strategy for functional areas to time devices and photocells where
deliver light where and when it appropriate to manage light levels
is needed without overlighting; when spaces are unoccupied or
include horizontal and vertical when there is sufficient daylight.
illumination to provide consistent »» Include feature lighting where
light levels for visual comfort, appropriate to enhance sense
understanding and safety needs. of place – and the experience
»» Coordinate luminaire types and of space and art – and to add
locations with CCTV, TVMs, enjoyment to the experience
signage, public address and of using public transit.
passenger information systems »» Ensure that luminaire mounting
and other such facilities to heights are appropriate to
ensure provision of effective location and function and
illumination without obscuring with intensity appropriate to
CCTV cameras and signs. mounting height to avoid glare.
»» Avoid the use of luminaires with
Positive transition from daylight to electric
complicated repair, removal
light. King Edward Station, Vancouver. and disposal requirements.

52 DESIGN GUIDELINES: USABILITY

DESIGN STRATEGY U3: MAKE IT SAFE AND SECURE

U3.3 High-quality lighting

U3.3.2 LIGHTING AT »» Integrate transit facility and

TRANSIT FACILITIES third-party lighting for bus
»» Develop daylighting strategies exchanges, loops and surrounding
at planning and concept areas to support efficient
design stages for: operations and legibility and
to create a unified design.
»» orientating and massing
of the building, »» Establish a lighting curfew (typically
one hour after the close of
»» locating windows and
business) and reduce non-essential
architectural glare
exterior lighting by a minimum
control devices,
of 30% to reduce environmental
»» maximizing energy savings impact, save energy, improve
through the use of controlled visibility for drive-by police patrols
Poor integration with third-party lighting
daylight and electric and improve sleeping conditions resulting in glare and dark areas. Edmonds
lighting integration. for neighboring residents. Station Bus Exchange, Burnaby.
»» Design transition zones to
facilitate adaptation between
natural and electric lighting
and between other areas with INTEGRATION WITH THIRD REFERENCES
significantly different light levels. PARTY LIGHTING SYSTEMS
TransLink references
»» Use high light-reflectance materials Transit Infrastructure Design
in matte finishes to improve Lighting requirements vary
Guidelines (2002): 3.6 (Bus
according to context (e.g.,
brightness and diffusion, and Stop Lighting Levels).
ranging from protected wildlife
minimize light absorption to reduce Universally Accessible Bus Stop Design
corridors to high-intensity
quantity of lighting required and Guidelines (2007): 7.0 (Illumination).
business and industrial districts).
overall energy consumption. A coordinated lighting strategy
other references
should be developed between
U3.3.3 LIGHTING THE PUBLIC REALM ASH-118-09: Energy Efficiency
municipal, TransLink-owned
Guide for Existing Commercial
»» Design exterior lighting according and, where possible, third Buildings (2009), ASHRAE.
to a facility’s local context, party-owned lighting systems,
with the common goals of: Lighting Handbook: Reference
with light levels appropriate
and Application (Current Edition),
to the facility’s lighting zone, »» increasing visibility, safety Illuminating Engineering Society
including reasonable use of and sense of security of North America. (2010)
outdoor lighting for nighttime »» minimizing light pollution Standard 189.1: Standard for
safety, security, productivity, the Design of High-Performance
»» identifying hazards
enjoyment and commerce. Green Buildings (2009), ANSI/
»» avoiding energy waste
»» Comply with maximum ASHRAE/USGBC/IES.
»» minimizing visual clutter
allowable Backlight, Uplight
and Glare (BUG) ratings. »» creating a positive
aesthetic experience

DESIGN GUIDELINES: USABILITY 53

USABILITY: PUT PASSENGERS AND PEDESTRIANS FIRST

Design strategy U4: U4

U4.1
MAKE IT COMFORTABLE
Protection from the elements

Make it comfortable U4.2 

Amenities

Attending to the physical comfort of passengers

means protecting them from the elements, providing
places to rest and minimizing such unpleasant
sensory experiences as noise or smells. Comfortable
transit facilities will attract new users and will be
valued by those who use them on a regular basis.
DESIGN STRATEGY U4: MAKE IT COMFORTABLE

U4.1 Protection from the elements

Passengers should feel comfortable in waiting environments, in or out

of doors. All-weather protection should be combined with appropriate
lighting, heating and ventilation.

»» Design transit facilities to ensure passengers without impeding

that passengers are protected pedestrian movement.
from the full range of weather »» Integrate shelters, canopies
conditions (e.g., wind, rain, snow, and awnings architecturally,
sun and extreme heat and cold). where possible, into the design
»» Provide continuous coverage for of transit passenger facilities
passengers connecting between and/or adjacent buildings.
different modes or services. »» Use passive cooling and heating
»» Design indoor and outdoor design strategies in transit
spaces to maximize the passenger facility architecture
thermal comfort of passengers to maximize the comfort
and pedestrians through the of waiting passengers.
use of canopies, overhangs, »» Apply noise reduction techniques
awnings and landscapes. to minimize ambient noise and Bus shelters sized to accommodate large
passenger volumes. SFU, Burnaby.
»» Site and size canopies and to provide for comfortable
shelters to accommodate conversation and audible
projected volumes of waiting passenger announcements.

Covered walkway
between transit
facility and retail
development.
Brentwood Station,
Burnaby.

DESIGN GUIDELINES: USABILITY 55

 DESIGN STRATEGY U4: MAKE IT COMFORTABLE

U4.2 Amenities

Amenities are features that enhance passenger comfort, convenience

and pleasure and that help to instill passenger confidence. Provision
of amenities within and around transit will offer practical advantages
for transit passengers and surrounding communities – encouraging
activity resulting in informal surveillance and contributing to a sense
of personal security that is vital to promoting ridership and social
activity around transit.

»» Consider the inclusion of »» Provide waiting facilities

amenities at project planning appropriate to transit passenger
and concept design stages. facility capacity and use and that
[See: Amenities list on facing incorporate seating, weather
page and P1.2.3 Public Art] protection and passenger
»» In light of TransLink’s stated information. [See: U1.3 Wayfinding
vision, goals and objectives, and Passenger Information]
Mix of amenities including, ATM
and retail kiosks. Commercial- consider public art opportunities »» Provide seating areas located
Broadway Station, Vancouver. at the outset of a project outside of the primary flow of
and provide long-term pedestrian circulation and located
maintenance of artworks. to disperse passenger loads.
REFERENCES »» Design amenities to be »» Consider the provision of
TransLink references fully integrated with transit washrooms appropriate to facility
SkyTrain RTP 2000 Design Manual facilities and with surrounding scale, function and context.
(2006): [Link] (Environmental developments and buildings and »» Integrate leaning rails into facility
Functionality), 3.7.3 (Hard to be adaptable, comfortable,
Landscaping Components - Station
design where space is constrained.
universally accessible, safe and
Specific), 3.8.16 (Canopies), 3.13 »» Consolidate newspaper boxes and
(Acoustics and Noise Control). easy to use, preferably during all
locate them adjacent to facility
hours of transit operations. [See:
Transit Infrastructure Design Guidelines entrances to avoid obstructing
P1.2 Vibrant People Places]
(2002): 3.5 (Bus Stop Passenger pedestrian movements.
Amenities), 6.0 (Shelters). »» Design amenities, activities
Universal Accessibility
and spaces to be viable,
Guidelines for TransLink Fleet & sustainable, coordinated and
Facilities (2007): Facilities-6.0 shared as appropriate between
(Passenger Loading Zones). the transit facility and the
Universally Accessible Bus Stop surrounding community.
Design Guidelines (2007): 3.0 (Stop »» Provide for a mix of ancillary
Configuration), 5.0 (Seating).
activities that will animate
other references
spaces throughout the day
Draft Transit Sustainability and evening, both inside and
Guidelines (2010), APTA: 2.D.3 outside of the facility.
(Provide comfortable experience).

56 DESIGN GUIDELINES: USABILITY

DESIGN STRATEGY U4: MAKE IT COMFORTABLE

U4.2 Amenities

AMENITIES
Features considered to be
amenities can change over
time as a result of raised
passenger expectations
and new legislation.
Consideration should be
given to the inclusion of
amenities as practical,
effective features that enhance
the experience of transit
passengers and that translate
into increasing ridership.
Examples of amenities include:
»» washrooms and baby-
changing facilities
»» public art
»» retail, food and
leisure amenities
»» clocks
»» telephones
»» waste and recycling bins
»» cash machines
»» landscaping
Consider the provision
of amenities at all bus
stops, including:
»» shelters and weather
protection with
integrated lighting
»» public art
»» telephones
»» waste and recycling bins
»» clocks

Passenger amenities, left to right from top: bicycle racks and lockers at
a Park & Ride facility, permanent public art, sheltered waiting area with
seating and waste bin, consolidated newspaper boxes, ATM, recycling bins,
retail kiosk, temporary public art, station airport check-in machines.

DESIGN GUIDELINES: USABILITY 57

 O2.1.2 Inter-modal
connections, bicycles

O1.1 Transit vehicle needs

O1.2 Staff facilities

O2.1.1 Integration
requirements

58 DESIGN GUIDELINES: OPERATIONS

OPERATIONS:
Optimize transit efficiency
Transit facilities that are efficient for transit operations also benefit
passengers through more reliable journey times and more frequent
services made possible by operational cost-savings. Optimizing
transit efficiency means providing easy access for transit vehicles,
seamless integration with other modes and effective maintenance.
Guidelines for Operations are organized under three broad design
strategies:
»» O1 Facilitate transit operations
»» O2 Support transit by integrating with other modes
»» O3 Facilitate effective management and maintenance

Good spatial organization supports

comfortable, convenient and safe transit,
pedestrian and cyclist movements. Dedicated
staff facilities are integrated within the facility.
Stratford Interchange, London, UK DESIGN GUIDELINES: OPERATIONS 59
OPERATIONS: OPTIMIZE TRANSIT EFFICIENCY

Design strategy O1: O1 FACILITATE TRANSIT OPERATIONS

O1.1 Transit vehicle needs

Facilitate transit O1.2 

Staff facilities

operations

The design of transit passenger facilities must

provide for the needs of all those who may use the
facility –including passengers, transit vehicles,
transit staff, service vehicles and maintenance
crews – and must ensure efficient operations
now and into the future that make the best use of
available resources and serve customers well.
DESIGN STRATEGY O1: FACILITATE TRANSIT OPERATIONS

O1.1 Transit vehicle needs

Transit vehicles include transit passenger vehicles (e.g., buses,

case study:
HandyDART, trains) and transit service vehicles, such as those used
4.1.2 eldon square bus exchange
for facility maintenance and service, and those used for transit
supervisors, security staff, and police. Facility design should consider
general spatial requirements for these vehicle types and ways to
promote their efficient operations.

»» Provide appropriate space for »» Plan transit facility spatial

transit vehicles and passengers configuration to avoid conflict
according to the expected with efficient transit operations.
lifespan of the facility, considering »» Design arrival, drop-off, layover
potential changes to vehicle and pick-up locations for all transit
technologies and dimensions. services to ensure that paths
»» Establish vehicle dimensions within the facility minimize travel
and manoeuvring space distances and avoid conflicts.
requirements from TransLink’s »» Consider locating bus layover areas
Transit Infrastructure Design away from passenger pick-up
Guidelines. [See: TIDG 1.3–1.5] and drop-off areas to minimize
»» Plan transit vehicle paths to visual and noise impacts on
minimize potential conflict passenger environments, while
with other road users and minimizing distances that add Poor use of barriers creates conflict
and encourages use of more direct
pedestrians. [See: TIDG 4.2.2] travel time and operating costs.
routes that may cause conflict.
Metrotown Bus Exchange, Burnaby.

Arrival, drop-off
and layover
areas planned
to minimize
travel distances
and avoid
Layover conflicts.
Proposed
Station
Road
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Scott New
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B-Line N22
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Next
Bus

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Exchange
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Towards

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Next
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Towards Station
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For # ‘56397’
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from
Buses Heights

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Towards Station
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Drop-off Zone Pick-up Zone

DESIGN GUIDELINES: OPERATIONS 61

 DESIGN STRATEGY O1: FACILITATE TRANSIT OPERATIONS

O1.1 Transit vehicle needs

see case study: »» Design layover areas to be »» Minimize the potential for
4.1.2 eldon square bus exchange safe and secure. [See: U3 conflicting pedestrian and
Safety and Security] vehicular movements and avoid
»» Design functional relationships the use of fences or barriers:
within facilities in accordance with »» ensure pedestrian crossings are
TransLink’s Transit Infrastructure provided along desire lines,
Design Guidelines. [See: TIDG 4.2] »» Locate crossings with good
»» Provide adequate parking space for sight lines behind, rather than in
a minimum of two transit service front of, bus layover locations,
vehicles as close as practical to in accordance with TransLink’s
a transit station or exchange. Transit Infrastructure Design
»» Consider parking provision as Guidelines: [See: TIDG 2.5-2.6]
part of a multi-purpose or shared »» locate transit passenger facility
space, without compromising entries so that connections
service vehicle access needs. do not require crossing of
a major arterial roadway.

Bus bulges help buses operate more

efficiently by avoiding the need to wait
for a gap in traffic before leaving a stop.

REFERENCES

TransLink references
SkyTrain RTP 2000 Design Manual
(2006): 3.12.2 (Ancillary Rooms),
3.12.5 (Staff & Maintenance Services).

Transit Infrastructure Design

Guidelines (2002): 1-3-1.5 (Bus
Operation Specifications), 2.5-2.6
(Sight Distances & Sight Lines), 4.2
(Transit Exchange), 4.4 (Passenger Layover and pick-up spaces organized to minimize conflict.
Pick-up and Drop-off Facilities). Bridgeport Station and Bus Exchange, Richmond.

62 DESIGN GUIDELINES: OPERATIONS

DESIGN STRATEGY O1: FACILITATE TRANSIT OPERATIONS

O1.2 Staff facilities

Staff facilities (including lockers, wash and mess rooms and changing
rooms appropriate to the transit facility type) will enable staff to work
comfortably and efficiently, optimizing day-to-day operations.

»» Provide dedicated staff facilities existing commercial development.

and amenities appropriate »» Provide adequate ventilation
to transit facility type. [See: and lighting for staff working
RTP 2000 3.12.5] in enclosed spaces, and ensure
»» Coordinate and integrate that temperature and noise
provision of staff facilities with levels fall within safe and
facility architecture to minimize comfortable limits. [See: RTP
stand-alone buildings which 2000 3.13 Acoustics and Noise]
are incompatible or that use »» Provide space for transit operations
site space inefficiently. supervisor vehicles at transit
»» Provide basic staff facilities stations and exchanges.
(washrooms and crew rooms) »» Ensure that operating
This security building is poorly
as close as possible to transit hours of basic staff facilities integrated into the passenger facility
layover locations, preferably as accommodate the first and behind it and blocks sightlines that
dedicated facilities or part of an last transit service each day. would otherwise offer better natural
surveillance from the surrounding area.

Dedicated staff
facilities building
integrated within
Marine Drive
bus exchange,
Vancouver.

DESIGN GUIDELINES: OPERATIONS 63

OPERATIONS: OPTIMIZE TRANSIT EFFICIENCY

Design strategy O2: O2 SUPPORT TRANSIT BY INTEGRATING

O2.1
WITH OTHER MODES
Inter-modal connections

Support transit O2.1.1 Integration requirements

O2.1.2 Pedestrians

by integrating with O2.1.3 Bicycles

O2.1.4 Taxi and Kiss & Ride

other modes O2.1.5 Park & Ride

Modal integration makes transit efficient and convenient

and builds transit mode share. Consideration should be
given to the modal balance required when prioritizing
the integration of transit with other modes.
DESIGN STRATEGY O2: SUPPORT TRANSIT BY INTEGRATING WITH OTHER MODES

O2.1 Inter-modal connections

see case study

4.1.6 flintholm station
bicycle integration

Efficient connection between transport modes and services is a

core function of TransLink’s passenger facilities. Effective design will
minimize wait times and ensure that connections are as easy and as
logical as possible.

O2.1.1 INTEGRATION REQUIREMENTS »» Use passenger forecasts

»» Review relevant regional (and pedestrian data outside
and local land use and of fare-paid zones) to:
development plans and policies »» identify and quantify
to establish transit integration connection demand between
and priorities by location. transit and non-transit modes,
»» Balance vehicular traffic flows »» plan spatial requirements
between transit and other modes for transit vehicles and
to provide optimum priority for passengers, and
transit services at and around »» identify opportunities for Park & Elevated walkway at Commercial-Broadway
transit passenger facilities and Ride. [See: TransLink TIDG 4.3] Station helps to reduce at-grade inter-
include a traffic management plan modal transfer movements. Vancouver, BC.
with transit priority measures.

Bus priority lane,

outside Broadway-
City Hall Station.
Vancouver.

DESIGN GUIDELINES: OPERATIONS 65

 DESIGN STRATEGY O2: SUPPORT TRANSIT BY INTEGRATING WITH OTHER MODES

O2.1 Inter-modal connections

O2.1.2 PEDESTRIANS O2.1.3 BICYCLES

»» Provide convenient, multiple and »» Establish bicycle access and parking
direct pedestrian access points to requirements based on passenger
the transit facility for all origins demand, transit passenger
and destinations, leading to a facility usage and local context.
single gate array where practical. »» Provide safe and convenient
»» Safely accommodate existing bicycle access, egress and parking
and potential passenger appropriate to the facility type
and pedestrian routings. and in well-lit areas close to transit
»» Design fare-paid areas, particularly access routes, while minimizing
at connections and exchanges, conflict with other modes:
to facilitate user understanding »» provide long-term bicycle
and seamless movement. parking, such as a bicycle
»» Site bus stops to minimize walking station, lockers or cages;
distances between connections. »» provide short-term bicycle
»» Group bus routes with parking, such as bicycle racks,
Taxi and private car drop off adjacent to
similar destinations at single preferably sheltered and close
Joyce-Collingwood Station. Vancouver.
or adjacent stops. to the transit passenger facility;
»» design bicycle access routes
to be separate from motor
vehicle traffic, comfortable
for all users, with even,
well-drained surfaces.
»» Locate bicycle parking as close
as possible to transit passenger
facility entrances/ exits, in areas
with good natural surveillance
from other transit passenger facility
users and passers-by and readily
accessible from every entrance (at
transit passenger facilities with
more than one entrance) without
obstructing pedestrian movement.

Washington Bikestation provides secure parking, showers, lockers and bicycle

rental and integration with public transit. Union Station, Washington, DC.

66 DESIGN GUIDELINES: OPERATIONS

DESIGN STRATEGY O2: S UPPORT TRANSIT BY INTEGRATING WITH OTHER MODES

O2.1 Inter-modal connections

»» Provide clear and consistent O2.1.4 TAXI AND KISS & RIDE
see case study
signage for bicycle parking facilities »» Identify and quantify separate 4.1.6 flintholm station
that is visible from all approaches. passenger pick-up and drop- bicycle integration
»» Design bicycle parking facilities off for taxis and private vehicles
to be compatible with transit appropriate to the facility type,
facility street furniture, allowing with drop off locations placed
adequate space for both users as closely as possible to facility
and maintenance activities. entrances to deter use of bus stops REFERENCES
»» Consider using CCTV to improve and avoid conflict. [See: TIDG 4.4]
TransLink references
security for bicycle parking and SkyTrain RTP 2000 Design Manual
O2.1.5 PARK & RIDE (2006): [Link] (Bike Racks),
access routes. [See: U3.2.3 CCTV]
»» Provide continuous, direct and [Link] (Bike Storage Facilities).
safe pedestrian access between Transit Infrastructure Design Guidelines
parking and the transit facility. (2002): 3.0 (Bus Stop Location and
Design), 3.3 (Bus Stop Placement),
»» Consider the provision of
4.2 (Transit Exchange), 4.4 (Passenger
priority parking spaces for car Pick-up and Drop-off Facilities).
share and car pool vehicles.

Passengers queuing into Commercial-Broadway station entrance area from No weather protection between the car
the 99-B line bus stop in the morning peak, creating an obstruction to park and station. Coquitlam Park & Ride
cross-movements for pedestrians on the sidewalk. Vancouver, BC. and bus exchange. Coquitlam, BC.

DESIGN GUIDELINES: OPERATIONS 67

OPERATIONS: OPTIMIZE TRANSIT EFFICIENCY

Design strategy O3: O3 FACILITATE EFFECTIVE

MANAGEMENT AND
MAINTENANCE

Facilitate effective O3.1 

Management and maintenance
arrangements

management and
O3.1.1 Management and maintenance
plans
O3.1.2 Vandal resistance

maintenance O3.1.3 Efficient maintenance

Clear and effective management and maintenance plans

will ensure the safety and efficiency of transit facility
operations and the durability of built structures and
materials. They will also help to manage whole life costs
and make the facility safe and appealing to users.
DESIGN STRATEGY O3: FACILITATE EFFECTIVE MANAGEMENT AND MAINTENANCE

O3.1 Management and maintenance

arrangements

Effective management and efficient maintenance coordinated across

see case study:
agencies will enhance the passenger experience and extend the life of
4.1.2 eldon square bus exchange
the facility.

O3.1.1 MANAGEMENT AND including graffiti-resistant materials

MAINTENANCE PLANS or finishes that are easy to clean.
»» Explicitly define the rights »» Deter vandalism by locating TVMs
and responsibilities of all and other passenger facilities in
stakeholders with regard to areas of good natural surveillance.
management, maintenance, and »» Design elevators with transparent
emergency procedures as well walls and locate elevator
as Operations, Maintenance entrances in positions of
and Renewals (OMR) and future good natural surveillance.
capital improvement projects.
»» Specify luminaires to be vandal-
»» Take account of operating resistant by type, location and
hours, including peak and off- construction, with recessed
peak periods, in management and lensed luminaires preferred
and maintenance plans to where practical. [See: U3.3
minimize disruptions to High Quality Lighting]
passengers or transit services.
»» Use materials that balance
»» Ensure that emergency repair durability and aesthetic qualities.
plans are in place for transit
facilities that have elements O3.1.3 EFFICIENT MAINTENANCE Regular in-station maintenance.
operated by other agencies »» Ensure that facility design allows SkyTrain, Vancouver.
(e.g., escalators) to keep them for effective maintenance,
operational in a timely manner. helping to promote
»» Avoid conflicts among transit, cleanliness and comfort.
emergency services vehicles »» Identify and quantify access
and staff and passenger requirements for operational
emergency escape routes. maintenance and servicing vehicles,
»» Ensure that customer emergency including hours of operation.
help and information points »» Provide access and timing for
are available within both hfare- operational maintenance and
paid and non-fare-paid zones. servicing vehicles that avoids
conflict with transit operations REFERENCES
O3.1.2 VANDAL RESISTANCE
and passenger movements. TransLink references
»» Design and construct fixtures
»» Provide operational zones CMBC Properties Jurisdiction
and fittings to deter vandalism by and Responsibilities Guide
as required, such as storage
using tamper-proof materials that
and maintenance facilities.
minimize maintenance and repair,

DESIGN GUIDELINES: OPERATIONS 69

 P1.2.2 Distinctive
architecture

P2.1 Integration with

context

70 DESIGN GUIDELINES: PLACEMAKING P1.2.1 Public spaces

PLACEMAKING:
Create great places
Public transit is a vital civic resource and forms a focal point for
This document focuses on transit
community activity. When designed well, transit facilities of all sizes passenger facilities and their
can help create ’great places’ that feature a strong sense of place immediate context (roughly
and identity; they provide attractive public spaces where people feel within a one-block radius).
comfortable spending time and promote a positive mix of activity by Design guidance for the wider
a wide variety of people. The public realm along transit routes can neighbourhoods around frequent
transit stops, stations and
also be designed and integrated to form great linear urban corridors exchanges will be included in a
between facilities. future companion document to
be organized according to the
Creating great places with transit requires close coordination “Six D’s” of successful Transit-
between TransLink, local jurisdictions, property owners, and Oriented Communities:
residents to weave the various transportation, urban development »» Destination: Align major
and place-making elements into a coherent whole. destinations along a
reasonably direct corridor
Guidelines for Placemaking are organized under two broad design so they can be efficiently
served by frequent transit.
strategies:
»» Distance: Provide an
»» P1 Make transit a community asset interconnected system of
pedestrian routes so that
»» P2 Seamlessly integrate transit, urban development and the people can walk to the transit
public realm service quickly and conveniently
from the places where they
live, work, shop and play.
»» Design: Design high-quality,
pedestrian-friendly spaces that
invite walking and cycling.
»» Density: Concentrate higher
densities as close as possible to
frequent transit stops, stations
and exchanges to minimize
walking distances to more
destinations for more people.
»» Diversity: Provide a rich mix
of pedestrian-friendly uses to
facilitate more street-level activity
throughout the day and night
and to increase affordability
and enliven the public realm.
»» Demand Management:
The distinctive Beatrixlaan Viaduct is 400 Discourage unnecessary driving
metres long and constructed from mild while providing attractive
steel rings interconnected by diagonally set transportation alternatives.
tubes. Spans of 40 to 50 metres require few
supporting columns at street level, providing
for comfortable pedestrian movement, good
natural surveillance and an active public space.
Beatrixlaan Light Rail Viaduct,
The Hague, Netherlands DESIGN GUIDELINES: PLACEMAKING 71
PLACEMAKING: CREATE GREAT PLACES

Design strategy P1: P1 MAKE TRANSIT A

COMMUNITY ASSET

Make transit a
P1.1 
Community and stakeholder
requirements
P1.2 Vibrant people places

community asset P1.2.1 Public spaces

P1.2.2 Distinctive architecture
P1.2.3 Public art

In order to make transit a community asset, instead of a

community nuisance, the design of both transit passenger
facilities and non-passenger transit infrastructure
(e.g., tracks, guideways, trolley overhead) should seize
opportunities to create vibrant people places featuring high
quality urban design, distinctive architecture, and public art.
When new transit infrastructure or renovations are
designed, full advantage should be taken of the
opportunities provided to focus passenger and general
public activities to develop a sense of place, recognizing
that responsibility for achieving this focus is shared
among TransLink, the municipality and property owners.
DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET

P1.1 Community and stakeholder

requirements

The planning and design of transit facilities requires consideration

see case studies:
of issues beyond the transit facility itself, including its location in the
4.1.4 la metro public art program
region and community and its role in the wider transit network. For 4.1.5 light rail and public realm
transit to be a community asset, it should be planned and designed to integration
reflect community needs in ways that maximize its use and value.

»» Engage with local communities »» Identify opportunities to

and stakeholders at the beginning create partnerships with
of a project to align goals, community organizations to
interests and opportunities. sponsor and maintain shared
»» Establish the requirements for amenities and spaces.
transit facilities and associated »» Synthesize needs, perceptions
urban development to be in and spatial requirements to
social, physical and functional develop facilities, related activities
accord with their local community and spaces that can attract
context, while also meeting needs and accommodate predicted
of the transit system as a whole. passenger and pedestrian flows.
»» Plan transit and its surrounding
public spaces in collaboration
with local stakeholders to Community engagement at the
beginning of a project.
provide amenities and activities
appropriate to a particular facility’s
context and role in the transit
network. [See: U4.2 Amenities]
»» Identify opportunities for
collaborative arrangements
with local schools, institutions,
arts organizations and other
non-governmental groups, as
well as commercial sponsors, to
create and maintain public art.

Multi-disciplinary stakeholder site visit.

DESIGN GUIDELINES: PLACEMAKING 73

 DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET

P1.2 Vibrant people places

Incorporating transit passenger facilities and infrastructure into

see case study:
4.1.5 light rail and public realm
their local context in a way that respects and enhances the existing
integration character of the neighbourhood – with open spaces and landscaping
integrated as part of transit passenger facility and route design in
larger developments – will help to create attractive environments with
clear identities and structures.

P1.2.1 PUBLIC SPACES frontages – such as windows,

»» Locate important public storefronts and residential
spaces along key pedestrian, entrances – to support activities
bicycle and transit routes. and hours of use that are
»» Design public spaces surrounding compatible and complementary
transit to complement the cultural to those of transit services. [See:
preferences of the local population. U1.1 Movement and Capacity]

»» Incorporate the heritage and »» Provide safe and comfortable areas

cultural diversity of locations in to sit, incorporating sheltered
facility design, including public areas protected from the rain
art, linking the transit network and wind to encourage their
to its communities to create use in most weather conditions.
Frame public spaces and pedestrian access
routes adjacent to transit facilities with a positive identity for transit [See: U.4 Make it Comfortable]
active uses and frontages. Vancouver, BC. »» Provide pedestrian-scale
and foster community pride.
»» Provide for an integrated mix of lighting to extend the active
ancillary activities to meet use of public spaces.
the needs of a broad range of »» Incorporate feature lighting,
passengers and local communities where appropriate, to enhance
– such as farmers’ markets, musical safety and sense of place. [See:
performances and temporary U3.3 High Quality Lighting]
art installations – to animate »» Use residual lands beneath
public spaces throughout the guideways to add to the
day and evening, both inside inventory of public open
and outside of transit facilities. space and support active
»» Design amenities to be fully transportation (e.g., community
integrated with transit facilities, gardens or multi-use paths).
surrounding developments and »» Locate parking lot and
buildings and to be adaptable, garage entrances away from
comfortable, universally accessible, pedestrian routes, and minimize
safe and easy to use, preferably parking entrance widths.
A community garden demonstrates during all hours of transit »» Follow CPTED principles to
positive use of residual land under operations. [See U4.2 Amenities] encourage natural surveillance
elevated trackway. Joyce-Collingwood
Station, Vancouver, BC »» Frame public spaces and pedestrian and other passive security
access routes adjacent to transit measures. [See: U3.2 Security]
facilities with active uses and
74 DESIGN GUIDELINES: PLACEMAKING
DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET

P1.2 Vibrant people places

P1.2.2 DISTINCTIVE ARCHITECTURE »» Consider modern, innovative

»» Design individual transit facilities design that complements local
to foster a distinctive identity architectural styles through
that respects the local context scale, massing, siting and
while still conforming to network- colour rather than replicating
wide standards through the existing building forms.
use of common, standardized »» Where local architectural
components for a consistent styles are indistinct or of poor
passenger experience. quality, employ imaginative
»» Identify qualities and characteristics and innovative transit facility
of local architecture and the design to improve the visual and
public realm that should be functional quality of the area and
reflected in transit facility design to create a strong sense of place.
or that can be enhanced through Distinctive architecture in the design
high quality facility design. of Bilbao’s Metro entrance structures
by Foster+Partners. Bilbao, Spain.

ACTIVE FRONTAGE SCALE

GRADE A FRONTAGE
More than 15 premises every 100m No blind facades and few passive ones
A
More than 25 doors and windows every 100m Much depth and relief in the building surface
A large range of functions High quality materials and refined details
GRADE B FRONTAGE
10–15 premises every 100m A few blind or passive facades
B Grade A
Some depth and modelling
More than 15 doors and windows every 100m
in the building surface
A moderate range of functions Good quality materials and refined details
GRADE C FRONTAGE
Very little depth and modelling
C 6–10 premises every 100m
in the building surface
Some range of functions Standard materials and few details
Less than half blind or passive facades
Grade C GRADE D FRONTAGE
D 3–5 premises every 100m Flat building surfaces
Little or no range of functions Few or no details
Predominantly blind or passive facades
GRADE E FRONTAGE
1–2 premises every 100m Flat building surfaces
E
No range of functions No details and nothing to look at
Predominantly blind or passive facades
Grade E

Source: The Urban Design Compendium, UK Homes and Communities Agency (2007–2009)

DESIGN GUIDELINES: PLACEMAKING 75

 DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET

P1.2 Vibrant people places

Integrating art within and around transit facilities provides a number

of benefits, including enhancing people’s journey; creating engaging,
democratic public spaces; and reflecting and enhancing the physical
and cultural identity of the neighbourhood.

P1.2.3 PUBLIC ART »» Coordinate art infrastructure

»» Consider public art opportunities needs with architectural
at the outset of a project in light of design and budget to
TransLink’s stated vision, goals and achieve cost-effectiveness
objectives and provide for long- and integrated results.
term maintenance of artworks. »» Design hard and soft landscaping
»» Engage with local community at and around transit facilities in
and cultural groups to identify ways that allow incorporation
public art opportunities. of public art, such as:
»» Commission artwork of high »» sculpture
The Lion of Stalingrad by Xavier quality, innovation and creativity. »» murals and displays
Veilhan, created as part of the »» Use fair and transparent »» water features and fountains
Bordeaux light rail project, France.
artist selection processes. »» lighting features and displays
»» Remain open to proposals for »» banners, flags, mobiles
public art from arts organizations and suspended features
REFERENCES
and institutions and include
»» live, perfomance-based works
TransLink references consideration of partnerships.
Principles for Public Consultation »» Specify appropriate types
»» Provide a balance of opportunities
& Community Engagement: and materials for public art
for temporary and permanent
»» [Link]/en/Be-Part-of-the- works and features so they are
works of art, including
Plan/Public-Consultation/Principles- durable, safe, attractive and
[Link] performance based works,
consistent with transit and street
SkyTrain RTP 2000 Design Guidelines appropriate to the location,
maintenance requirements.
(2006): 3.3.3 (Public Consultation - context and scale of each facility.
Station Design), 3.10.7 (Station Art). »» Design transit facilities to
»» Provide the use of advertising
accommodate public art
other references spaces for occasional and
works that support passenger
Placemaking for Communities, temporary artworks.
wayfinding and movement.
Project for Public Spaces:
»» Integrate artworks into transit
»» Provide multiple forms of
»» [Link]. facility design to complement
information about the artworks
Public Art Guidelines and Policies and contribute to the design
(online), City of Vancouver: for the general public.
of transit passenger facilities
»» [Link]/commsvcs/ and transit infrastructure.
cultural/publicart/[Link]
The Urban Design Compendium
(2007–2009), UK Homes and
Communities Agency.

76 DESIGN GUIDELINES: PLACEMAKING

DESIGN STRATEGY P1: MAKE TRANSIT A COMMUNITY ASSET

P1.2 Vibrant people places

see case study:

4.1.4 la metro public art program

A screen made from more

than 10,000 LED-lit glass
blocks runs along the length
of platform 5. Shadowy
figures based on local
people are set in motion
when a train arrives.
Living Wall, Sunderland
Mainline Rail Station.
England, UK.
Designed by Jason Bruges
Studio, London.

The seven photographs

at Waterfront Station by
Tamara Leigh, feature
various tunnels and stations
at different phases during
construction of Canada Line.
Under Construction.
Vancouver, BC.

DESIGN GUIDELINES: PLACEMAKING 77

PLACEMAKING: CREATE GREAT PLACES

Design strategy P2: P2 SEAMLESSLY INTEGRATE TRANSIT,

URBAN DEVELOPMENT AND THE
PUBLIC REALM

Seamlessly integrate P2.1

P2.2
Integration with context
Interconnected streets

transit, urban P2.3 S upport a mix of pedestrian-friendly

land uses 

development and the

public realm

The planning and design of transit facilities requires

consideration of issues beyond the transit facility
itself, including its location in the region, its role
in the wider transit network and its surrounding
urban structure, urban form and land use.
Concentrating higher-density, mixed-use, pedestrian-
friendly development within a 5–10 minute walk
(400m–800m radius) of frequent transit stops,
stations and exchanges increases the cost-
effectiveness of the transit system. It also creates
places that enable and encourage people to drive
less and to walk, bicycle and take transit more.
DESIGN STRATEGY P2: SEAMLESSLY INTEGRATE TRANSIT, URBAN DEVELOPMENT
AND THE PUBLIC REALM

P2.1 Integration with context

see case study:

4.1.5 light rail and public realm
integration

Transit facilities function best and attract customers when they are THE PUBLIC REALM
integrated into their surroundings and are able to serve passengers’
The public realm forms the physical
day-to-day needs. Context-sensitive transit passenger facilities link between transit facilities and
that deliberately shape and animate the public spaces surrounding the wider communities they serve.
them will be well-suited to becoming active and integrated fixtures In this context, the public realm
embraced by their communities. is defined as the spaces between
and around buildings, including
streets, that are accessible and
»» Design transit facilities and »» Integrate lighting, signage, usable by people. Its elements
the public realm to respect wayfinding and hard and include the spaces, building
the local context, respond to soft landscaping with transit frontages, landmarks and views
community objectives, and be facilities and surrounding areas. that define it, as well as the streets,
appropriate to the character [See: U1 Make it Easy and sidewalks, paved and natural areas,
and topography of the site. U3.3 High Quality Lighting] hard and soft landscaping, water
features, lighting and public art
»» Consider issues of facility »» Coordinate materials and surfaces that help to animate it. Together,
layout, scale, proportion and used for transit facilities to be these elements give the public
massing, natural features and consistent, where appropriate, realm its identity, character,
soft and hard landscaping. with those of their context, value and ‘sense of place’.
»» Design amenities and spaces to be while also being consistent Importantly, the public realm is
fully integrated with surrounding along transit routes. also dynamic space, enlivened by
developments and buildings and movement, activities and people.
to be adaptable, comfortable,
universally accessible and safe
and easy to use, preferably during
all hours of transit operations.
»» Orient buildings and maintain
sightlines to key local landmarks
or natural features to help
in passenger orientation and
wayfinding. [See: U1.3 Wayfinding
and Passenger Information]
»» Integrate public places
and activities into existing
circulation, open space and
ecological networks.

This facility entrance structure is surrounded by active, animated public space and is
integrated with underground retail and office developments to provide accessible, animated
and safe use during hours of transit operations. Vancouver City Centre Station, Vancouver.

DESIGN GUIDELINES: PLACEMAKING 79

 DESIGN STRATEGY P2: SEAMLESSLY INTEGRATE TRANSIT, URBAN DEVELOPMENT
AND THE PUBLIC REALM

P2.2 Interconnected streets

Integrated development that builds around an interconnected system

of streets will invite more walking, cycling and transit use by offering
more route choices and direct connections.

»» Prioritize and balance access »» Design access for cyclists with

by mode, giving due priority direct connections to surrounding
to pedestrians and cyclists. bicycle routes and convenient
»» Design access for pedestrians locations of bicycle parking for
with high-quality sidewalks, transit facilities and their context.
direct connections and sightlines »» Provide small urban blocks and
to the transit passenger facility sufficient curb space to:
from surrounding areas so that »» meet peak bus demands, allow
people can walk to transit facilities buses to turn around easily
quickly and conveniently. and maximize connectivity;
»» Prioritize pedestrian movements »» allow for taxi and auto
2 Distance in and around facilities by
providing continuity between
access for passenger drop-off
that does not compromise
Connect the Blocks transit facility buildings and transit facility operations.
adjacent sidewalks and by $$$$
»» Design service access for
incorporating traffic-slowing
Crow-fly distance
Pedestrian Street
movement prioritized network distance
in and Crow-fly distance facilities
Streetto be consistent
network distance
175 metres 1000 metres measures where appropriate,
175 metres
around transit. Montpellier, France. with265 metres developments,
adjacent
such as widening for pedestrian
including deliveries to transit
bulges at intersections that
facilities and adjacent retailers.
prioritize pedestrian circulation.

A disconnected, dendritic street network full of cul-de-sacs A well-connected, fine-grained network enables
results in long walking distances and lower efficiency shorter and more direct walking connections, making
of transit networks. it more efficient and easier to serve by transit.
Figure 4 – A disconnected, dendritic street network full of cul-de-sacs results in Figure 5 – A well-connected, fine-grained street network enables shorter, more
long walking distances and less efficient transit operations. direct walking connections and is easier to serve cost-effectively with transit.
80 DESIGN GUIDELINES: PLACEMAKING

In order for frequent transit to be successful, it is essential that In contrast, a fine-grained street network with many connections
people can walk to the transit service quickly and conveniently for pedestrians (Figure 5) will shorten the walk to transit and
DESIGN STRATEGY P2: SEAMLESSLY INTEGRATE TRANSIT, URBAN DEVELOPMENT
AND THE PUBLIC REALM

P2.3 Support a mix of pedestrian-

friendly land uses

Transit and development will be mutually supportive when facilities

see case study:
and the mix of uses are easily accessible by pedestrians and fully 4.1.5 light rail and public realm
integrated with the public realm that connects them. integration

»» Identify building types, forms all streets, considering sidewalk

and densities that accommodate capacity, frontage definition
a range of transit-supportive and furnishings and sidewalk
uses and activities, including edge zones, as well as buffers
residential, commercial, office from vehicle traffic, through the
and ground-level retail shops, use of on-street parking or a
as well as services that support continuous landscaping strip. [See:
surrounding neighborhood needs. High Performance Infrastructure
»» Design transit facility building Guidelines – Integration of
height, where appropriate, to Best Management Practices]
increase transit visibility from »» Provide for high quality
the surrounding neighbourhood landscaping, lighting and
and to mark the location as weather protection throughout
a neighbourhood centre. the public realm, integrating
»» Design the transit facility and its transit and general street
public realm to provide a high infrastructure to minimize clutter.
level of pedestrian comfort on

REFERENCES

other references
Transit & Land Use Planning
(1994), BC Transit.

TDM Encyclopedia, Victoria

Streetscape adjacent to Broadway–City Hall Station organized to provide Transport Policy Institute.
good pedestrian comfort, including sidewalk capacity, frontage definition,
furnishings and sidewalk edge zones. West Broadway, Vancouver. »» [Link]/tdm

DESIGN GUIDELINES: PLACEMAKING 81

 E2.1 Energy efficiency

E1.2 Explore innovative design

and construction practices

E1.1 Use materials responsibly

82 DESIGN GUIDELINES: ENVIRONMENT

ENVIRONMENT:
Be leaders in environmental
sustainability
Transit passenger facilities and their surrounding communities
should be designed to reflect TransLink’s sustainability vision by
balancing the three factors of sustainability – social, environmental,
economic – throughout the design process.
Beyond realizing operational cost savings over the life of the
building, environmentally responsible design contributes to the long-
term health and well-being of transit passengers, local communities
and the natural environment.
Guidelines for Environment are organized under three broad
design strategies:
»» E1 Minimize negative environmental impacts of transit facilities
»» E2 Reduce energy consumption
»» E3 Design healthy sites

Positive environmental design practices

include use of locally sourced materials,
passive heating and cooling strategies and
modular design of roofing components.
Richmond-Brighouse Station, Richmond DESIGN GUIDELINES: ENVIRONMENT 83
ENVIRONMENT: BE LEADERS IN ENVIRONMENTAL SUSTAINABILITY

Design strategy E1: E1 MINIMIZE NEGATIVE

ENVIRONMENTAL IMPACTS
OF TRANSIT FACILITIES

Minimize negative E1.1 Use materials responsibly

E1.1.1 Sourcing

environmental impacts E1.1.2 Durability and maintenance

E1.1.3 Reuse and disposal

of transit facilities
E1.2 Explore innovative design and
construction practices

Employing green building practices in the construction

and renovation of transit passenger facilities takes a
long view towards sustainability, considering value
and environmental impact from pre-construction
through to operations and end-of-life reuse.
DESIGN STRATEGY E1: MINIMIZE NEGATIVE ENVIRONMENTAL IMPACTS OF TRANSIT FACILITIES

E1.1 Use materials responsibly

Material selection and sourcing have significant effects on the see case study:
long-term environmental impact of new facilities. When sourcing 4.1.3 charlottesville downtown
materials for transit facilities it is important to consider all phases of transit station
a material’s effective life and to evaluate alternatives in terms of cost
and environmental impact. Designers should prioritize construction
materials that minimize negative environmental impacts.

E1.1.1 SOURCING »» Use materials that are responsibly

The sourcing of materials for extracted or harvested.
transit facilities should consider the »» Reuse or salvage materials
energy and resource consumption where applicable and possible.
required for extraction, production, »» Prioritize post-consumer,
transportation and maintenance. recycled materials when transit-
Material procurement should specific requirements that
also reflect a commitment include longevity, durability and
to healthy environments for low maintenance are met.
installers and end users.
»» Avoid use of materials that are
»» Use materials that minimize toxic to the health of users and
the embodied energy, the environment, including
carbon and water used in the those containing volatile
manufacturing process. organic compounds (VOC).
»» Select locally-sourced and »» Use products and materials
manufactured materials, where sourced, where possible and
possible, to reduce embodied suitable, from producers and
energy and greenhouse gas manufacturers who employ
(GHG) emissions from the fair labour practices.
transportation of materials.
»» Give preference to rapidly
renewable materials
where applicable.

Locally sourced and milled timber used

in Millennium Line station canopies.

DESIGN GUIDELINES: ENVIRONMENT 85

 DESIGN STRATEGY E1: MINIMIZE NEGATIVE ENVIRONMENTAL IMPACTS OF TRANSIT FACILITIES

E1.1 Use materials responsibly

E1.1.2 DURABILITY AND »» Avoid materials with potential

MAINTENANCE negative environmental impacts,
Material selection and design especially those materials
greatly impacts the maintainability likely to be regulated within a
and durability of transit facilities. facility’s service life, to minimize
Choosing durable and long-lasting cost of future replacement.
materials will protect against the »» Design for durability and
premature and costly replacement weather resistance of materials,
of building components. [See: A1 including interfaces between
Design with whole life costs in mind] dissimilar materials that may
»» Use materials with an agreed result in reduced performance.
minimum lifespan for their
E1.1.3 REUSE AND DISPOSAL
application. [See: Canadian
Standards Authority Guidelines on The cost of raw materials and their
Durability in Buildings CSA S478] disposal is both unpredictable
and likely to increase in the
»» Avoid materials with complicated
future. Transit passenger facility
repair, removal and disposal
designers should consider
requirements, minimizing health
opportunities to minimize waste
and safety, air quality, and
and allow for a positive reuse
waste management impacts.
Consider opportunities to reuse existing of building components at the
structures and site components to »» Research recommended materials end of a building’s life-cycle.
reduce waste where feasible. and processes to ensure proven
performance in similar applications. »» Consider opportunities to
reuse existing structures and
site components to reduce
demolition waste where feasible.
»» Consider modular design and off-
site fabrication to further reduce
construction waste through more
efficient production techniques.
»» Avoid use of materials or
divert building components that require
complex or costly disposal.
»» Use building materials that
Recycle Salvage Donate can be recycled or reused at
the end of their lifespan.
»» Design building components
Landfill Incinerator to be salvageable or capable
Construction waste diagram. of disassembly to the
greatest extent possible.

86 DESIGN GUIDELINES: ENVIRONMENT

DESIGN STRATEGY E1: MINIMIZE NEGATIVE ENVIRONMENTAL IMPACTS OF TRANSIT FACILITIES

E1.2 Explore innovative design and

construction practices

Minimize the adverse environmental impact of transit facilities with

innovative planning and design solutions that creatively address
efficiency, sustainability and cost-effectiveness.

»» Employ modular and prefabrication »» Size facilities to accommodate

methods, where applicable, to changes in programs and
minimize construction waste. capacity over time. [See:
»» Optimize the use and adaptation A3.1 Future Readiness]
of existing infrastructure and »» Utilize materials excavated on-
facilities and/or components. site, where possible, instead of
transporting them off-site.

Modular
roof canopy,
construction
elements
and pre-
fabricated
component
Plywood installation.
Sheathing

Rigid
Insulation
Spruce Edge
Nailed Decking Steel
Channel
© Busby Perkins + Will Bent Plate at Outside Edge Frame

REFERENCES

other references
CSA S478-95 Guideline on Durability
in Buildings (2007), CSA International.

LEED for New Construction (2009),

US Green Building Council.

Precautionary List, Perkins + Will.

»» [Link]

DESIGN GUIDELINES: ENVIRONMENT 87

ENVIRONMENT: BE LEADERS IN ENVIRONMENTAL SUSTAINABILITY

Design strategy E2: E2

E2.1 
REDUCE ENERGY CONSUMPTION
Energy efficiency

Reduce energy
E2.2 
Renewable energy opportunities

consumption

Transit passenger facility design should minimize

overall energy consumption and prioritize renewable
sources of energy production, reducing environmental
impact and greenhouse gas emissions.
DESIGN STRATEGY E2: REDUCE ENERGY CONSUMPTION

E2.1 Energy efficiency

Efficient energy usage over the life of a building is a major contributor

see case studies:
to reducing its environmental impact and overall operational costs. 4.1.1 canada line lighting strategy
4.1.3 charlottesville downtown
transit station
»» Use external rating systems, »» Specify energy-efficient
such as LEED or BREAAM, to lighting fixtures consistent
evaluate and measure energy with or exceeding IESNA
efficiency of design solutions. Lighting Standards. [See: U3.3
»» Plan the size and orientation High Quality Lighting]
of transit facilities to optimize »» Design for both efficient lighting
energy consumption (lumens per watt) and task lighting.
without compromising [See: U3.3 High Quality Lighting]
operational efficiency or the »» Design cost and energy-
passenger experience. efficient mechanical and
»» Maximize use of building engineering systems. [See:
design technologies where A1.2 Efficient Built Design]
appropriate to harness and »» Minimize energy waste
reuse solar, wind, water power, through use of optimum wall
geoexchange and daylight. and roof insulation, including High reflectance surfaces with matte
»» Use passive heating and cooling consideration of green roofs. finishes are used to reduce quantity
of lighting and overall energy
strategies where applicable,
consumption. Canada Line, Vancouver.
including solar shading
and window treatment, to
minimize cooling loads.
MID
»» Use intelligent control systems DAY MID
(e.g., daylighting controls to DAY
ER

integrate with electric lighting, MID

M

lighting sensors in staff-only DAY

M

X
NO
SU

maintenance areas, motion

ER
UI

sensors that activate escalators NT

EQ

I
W

only when in use) to optimize

energy usage where appropriate. E
»» Identify prevailing wind patterns
during design, and explore
N S
opportunities to use natural
ventilation to assist or replace
mechanical ventilation. W
»» Optimize daylighting
A sun location calculation will inform facility orientation and fenestration
opportunities to minimize the design to manage solar heat gain and provide comfortable and
use of electric light sources. economical heating and cooling and efficient lighting.

DESIGN GUIDELINES: ENVIRONMENT 89

 DESIGN STRATEGY E2: REDUCE ENERGY CONSUMPTION

E2.2 Renewable energy opportunities

Taking advantage of renewable energy sources is an important

REFERENCES
component of reducing energy impacts. On-site renewable energy can
other references be a source of energy cost savings and can also protect against the
90.1: Energy Standard for Buildings uncertainty of future energy costs and sources.
Except Low-Rise Residential
Buildings (2007), ASHRAE/IESNA.
»» Identify and develop opportunities »» Forge partnerships with local
Net Metering (<50 kW) and Standing
Offer Program (50kw-10mW), BC Hydro:
for on-site solar power generation. power utility companies to
»» Identify and develop opportunities deliver renewable and on-
»» [Link]/planning_
for on-site wind power generation. site energy generation.
regulatory/acquiring_power/
net_metering.html »» Identify and develop opportunities »» Investigate other renewable
»» [Link]/planning_ to partner with neighbouring energy sources, including
regulatory/acquiring_power/ facilities/buildings to recover ground source heating or
standing_offer_program.html cooling and cogeneration.
waste heat or to provide
PowerSmart, BC Hydro:
geoexchange heating. »» Take embedded energy into
»» [Link]/powersmart/ »» Identify and develop opportunities account when evaluating
other_programs.html alternative energy systems
for the provision of electric vehicle
LEED for New Construction (2009),
charging points at transit facilities and installations.
US Green Building Council.
(for TransLink staff) and at Park
& Ride facilities (for passengers).

Solar panels installed on the roof canopy power the lighting for this bus exchange. Vauxhall, London, UK.

90 DESIGN GUIDELINES: ENVIRONMENT

DESIGN STRATEGY E2: REDUCE ENERGY CONSUMPTION

Weather protection Passive heating and

cooling strategies,
including
Solar control transparency,
solar shading and
Wind control window treatment.

Visual transparency
Sound attenuation

Vancouver area
average monthly
wind speed and
hrs
50 km/h
40 km/h
100+
89
direction. Data
30 km/h
80
69
60
taken from weather
20 km/h
10 km/h
50
40 station at YVR
30
20
<10
airport. Consider
monitoring local
microclimate if
wind is a primary
January February March April
concern.

May June July August

September October November December

DESIGN GUIDELINES: ENVIRONMENT 91

ENVIRONMENT: BE LEADERS IN ENVIRONMENTAL SUSTAINABILITY

Design strategy E3: E3

E3.1 
DESIGN HEALTHY SITES
Urban heat islands

Design healthy sites

E3.2 
Water use and quality
E3.3 
Site ecology

Facility sites are intrinsically linked to the wellbeing

of regional watersheds, microclimates and
biological diversity. Disruptions to air, water, soil
and ecosystem health within project sites can have
compound effects on greater ecological networks.
Well designed transit facilities can mitigate these negative
on-site ecological impacts and contribute to the overall
maintenance and enhancement of local ecology.
DESIGN STRATEGY E3: DESIGN HEALTHY SITES

E3.1 Urban heat islands

Transit facilities and their environments should be designed to

minimize absorption and radiation of solar energy, lowering their
contribution to temperature increases in surrounding areas and
minimizing their contributions to local and regional heat island
effects.
Roof and site materials should be specified with a high albedo (Solar
Reflectance Index), or use vegetated roofing to mitigate the effects
of heat gain on local microclimates and reduce cooling loads for the
building itself.

»» Use high albedo or green »» Maximize site vegetation and

roofing where appropriate. shading without compromising
»» Use open-grid pervious pavement visibility or natural surveillance.
for paved areas of the site.

Green roofing. Lausanne Metro, Switzerland. Site vegetation providing natural

shade and water retention. Operations
Building, City of White Rock.

DESIGN GUIDELINES: ENVIRONMENT 93

 DESIGN STRATEGY E3: DESIGN HEALTHY SITES

E3.2 Water use and quality

Site and transit facility design should replicate and enhance natural
see case study:
4.1.3 charlottesville downtown
conditions, where possible, including controlling the quality and
transit station quantity of site water and stormwater runoff. Site runoff should be
designed to control the content of sediments and contaminants to
avoid potential harm to local water quality.

»» Design to protect site water site stormwater management

quality against contamination techniques, such as pervious
and erosion during construction pavements, rain gardens,
and operations. vegetated roofs and landscaped
»» Use integrated building and filtration areas to minimize
landscape design strategies to impervious surfaces and maximize
manage stormwater on site. the natural permeability and
filtration of contaminants.
»» Explore opportunities to reuse
rain water for irrigation and »» Design landscapes with
non-potable uses on site. appropriate site vegetation to
control soil erosion and minimize
»» Integrate wastewater reclaim
the need for irrigation.
systems within transit
facility and site designs. »» Specify efficient plumbing
fixtures in transit facilities to
»» Design buildings, infrastructure,
minimize water usage.
Bioswale for stormwater infiltration. and landscapes to use on-

Stone Edge Edge

Wet zone 8 ft
Trench Zone Zone

Parking lot Overflow

Sheet flow
4” planting soil

Filter fabric
6” perforated pipe
In 8’ gravel

Illustrated cross-section of bio-infiltration techniques.

94 DESIGN GUIDELINES: ENVIRONMENT

DESIGN STRATEGY E3: DESIGN HEALTHY SITES

E3.3 Site ecology

The design of transit facilities should improve upon the natural

ecology and site characteristics of their location. Site selection,
lighting, building massing and orientation should minimize negative
impacts on surrounding ecosystems.

»» Location of new transit facilities

should give consideration
to brownfield sites to avoid
disruption of undeveloped
sensitive ecosystems.
»» Undertake a risk assessment
of brownfield site remediation
measures to ensure transit facility
development does not result in
further ecological impacts.
»» Optimize building footprints to
reduce site impact and protect
important environmental site
features without compromise
to passenger needs and
operational efficiency. [See:
Usability and Operations]
»» Design to control and
manage soil erosion during Bioswale using attractive native vegetation and flowers to manage
construction and operations. site runoff. Operations Building, City of White Rock.

»» Maximize protection of existing

vegetation, including trees
and shrubs, by using native
REFERENCES
or adopted vegetation to
enhance local ecology. other references
Achieving Water Independence in
»» Design interior and exterior Buildings (2009), Central City Concern.
lighting to minimize light
Guidelines and Performance
pollution for adjacent properties, Benchmarks (2009),
nocturnal ecosystems and Sustainable Sites Initiative.
dark-sky conditions. LEED for New Construction (2009),
US Green Building Council.
Living Building Challenge 2.0 (2010),
Cascadia Green Building Council.

DESIGN GUIDELINES: ENVIRONMENT 95

 A1.3 Standardized and
modular design elements

A2.2.1 Development
opportunities

A2.1.2 Advertising

96 DESIGN GUIDELINES: ACCOUNTABILITY

ACCOUNTABILITY:
Be fiscally responsible

The design of transit passenger facilities and their context

must provide good value for public funds. Fiscally responsible
design considers both short-term and long-term operations
and expenditures, takes advantage of opportunities for revenue
generation where appropriate, and helps to realize wider social,
economic and environmental benefits without compromising
operational efficiency and passenger experience.
Design guidelines for Accountability are organized under three
broad design strategies:
»» A1 Design with whole life costs in mind
»» A2 Optimize economic benefits through design
»» A3 Design resilient, responsive and flexible facilities and spaces

Responsible, resilient design includes

energy efficiency, use of modular
components, provision for future growth
and new development opportunities.
Brentwood Station, Burnaby DESIGN GUIDELINES: ACCOUNTABILITY 97
ACCOUNTABILITY: BE FISCALLY RESPONSIBLE

Design strategy A1 A1 DESIGN WITH WHOLE LIFE COSTS

IN MIND

Design with whole life

A1.1 
Life-cycle costs
A1.2 
Efficient built design
A1.3 
Standardized and modular

costs in mind design elements

Consideration of a facility’s whole life-cycle costs

means accounting for the net present value (NPV)
of all monetary costs (design and procurement;
construction methods and sourcing; operations,
maintenance and management; disposal and
renewal) as well as accounting for its commercial,
social and environmental value over its life-cycle.
Facility planning and design should aim to minimize
operational costs and consumption of natural resources
over the life of the building through design innovation,
component standardization and facility optimization.
DESIGN STRATEGY A1: DESIGN WITH WHOLE LIFE COSTS IN MIND

A1.1 Life-cycle costs

Lifetime operating expenses for transit facilities often exceed the initial
cost of construction, and total life-cycle building costs can vary greatly
depending on the design approach adopted. In many cases, high
quality design and upfront investment can either provide future value
in the form of operational savings or add long-term social, commercial
and environmental value. Consideration of all phases of a facility’s life,
from design and procurement through to operations and end-of-life
salvage, is necessary when evaluating the most efficient allocation of
fiscal resources.

»» Design for efficient facility »» Consider strategies for

planning decisions that allow material reuse in the design,
for future growth, but also construction and future
optimize land acquisition costs. dismantling of transit facilities.
»» Site, orientate and design
transit passenger facilities to
optimize energy consumption
without compromising RAW MATERIALS
EXTRACTION
operational efficiency or the W
y Emaste
passenger experience. [See: erg
En iss
ion
s
E2.1 Energy Efficiency]
»» Conduct a life-cycle cost
analysis (LCCA) to establish PRODUCTION OF:
raw materials,
specific life-cycle costs and to chemicals,
components, etc.
W
assess the relative merits of En
erg
y Emaste
iss
ion
design options, including their s

long-term social, commercial

and environmental value. Landfill /
Incineration RE-USE AND Re-use of parts in production PRODUCTION
»» Perform a systematic LCCA RECYCLING
W W
during each design phase. erg
y Emaste
iss En
erg
y Emaste
iss
En ion ions
»» Prioritize the allocation of capital s

finance to maximize efficiency Re-use

and return on investment over the

life of the project and beyond.
PACKING,
IN-USE PERIOD
»» Minimize site disturbance and TRANSPORTATION,
UNPACKING
W
associated costs by working with erg
y Emaste
En
erg
y W
Emaste
En iss
ion
iss
ion
existing site configurations to the s s

greatest extent possible (e.g., re-

grading, curb cuts, pedestrian and Life-Cycle Cost Analysis
vehicle transportation routes).

DESIGN GUIDELINES: ACCOUNTABILITY 99

 DESIGN STRATEGY A1: DESIGN WITH WHOLE LIFE COSTS IN MIND

A1.2 Efficient built design

The design of transit facilities should aim to minimize ongoing

see case study:
maintenance and operational costs, including labour, materials and
4.1.1 canada line lighting strategy
training, as well as consumption of natural and energy resources [E1.1
Use Materials Responsibly]. Designing with operating costs in mind can
yield significant cost and energy savings over a facility’s whole life-cycle.

»» Plan and design facility »» Use materials and systems

configuration and specify materials with lifespans appropriate to
and equipment to minimize their function and application.
operating costs and facilitate [See: CSA S478 – Guideline
maintenance without loss of, or on Durability in Buildings]
reduction to, passenger services. »» Design for ease of access for
»» Minimize energy consumption cleaning, repair or replacement
and costs through the use of of building fixtures and
passive environmental design components, and design for
strategies as appropriate. [See: preventive versus corrective
E.2.1 Energy Efficiency] maintenance for minimal impact
»» Design simple and easily on transit services, passengers
understood building systems, and other facility users. [See: O3
avoiding overly complex operating Management and Maintenance]
and maintenance practices. »» Use materials and finishes
»» Specify energy-efficient fixtures, that are vandal- and graffiti-
and heating, ventilation and air- resistant and difficult to deface,
conditioning (HVAC) equipment to damage or remove. [See:
reduce energy consumption and O3.1.2 Vandal Resistance]
costs. [See: E2.1 Energy Efficiency]

Anti-skateboard strips on seating. Use of passive environmental design strategies to minimize energy
Vancouver, BC. consumption and costs. Brentwood Station, Burnaby.

100 DESIGN GUIDELINES: ACCOUNTABILITY

DESIGN STRATEGY A1: DESIGN WITH WHOLE LIFE COSTS IN MIND

A1.3 Standardized and modular

design elements

Using standardized and modular design elements across the transit

network can provide safety, operational, maintenance and economic
advantages. Facility designers should use modular design principles
and identify opportunities to standardize components where possible
and practical to minimize cost and maintenance.

»» Identify opportunities to minimize »» Use standard architectural

initial construction costs, and modules and ‘kit-of-parts’
long-term maintenance costs components for repetitive
through use of modular designs elements to achieve consistency,
and standardized components continuity and economy across
where these are compatible with the network, including:
high quality, distinctive architecture »» signing and wayfinding
that is appropriate to its context.
»» lighting Economy of scale was achieved on the
»» Use common, readily available Canada Line through use of a family
»» furniture
components, where appropriate, of 6 luminaire and 5 lamp types.
to minimize replacement costs and »» general architectural
stocking of custom components. components and elements
(e.g., canopies)
»» Project components that
cannot be easily repaired or »» entry areas
replaced should be sufficiently »» ticket vending machines
durable to minimize expensive »» vertical circulation
replacement and retrofitting. components (e.g., elevators,
escalators, stairs)

REFERENCES

TransLink references
Skytrain RTP 2000 Design Manual
(2006): 3.4.3 (Systemwide Design) –
an example of system-wide guidelines
for standardized components

Wayfinding Standards Manual (2010):

6.2 (General Specification-Kit of Parts).

other references
CSA S478-95 Guideline on Durability
in Buildings (2007), CSA International.
Use of standardized platform furniture module. Millennium Line, Burnaby.

DESIGN GUIDELINES: ACCOUNTABILITY 101

ACCOUNTABILITY: BE FISCALLY RESPONSIBLE

Design strategy A2: A2 OPTIMIZE ECONOMIC BENEFITS

THROUGH DESIGN

Optimize economic
A2.1 
Revenue generating opportunities
A2.1.1 Retail integration
A2.1.2 Advertising

benefits through design A2.2 

Integrated mixed-use developments
A2.2.1 Development opportunities
A2.2.2 Development integration

The planning and design of transit facilities should

take advantage of opportunities to generate additional
commercial revenues beyond the fare box – where
these activities enhance the passenger experience
without compromising operational efficiency.
Revenue-generating opportunities include
retail, advertising and integration of mixed-use
development (with a strong retail component)
above, under, around and within transit facilities.
DESIGN STRATEGY A2: OPTIMIZE ECONOMIC BENEFITS THROUGH DESIGN

A2.1 Revenue generating opportunities

Integrating high quality design and revenue-generating opportunities

see case study:
into transit facilities and the public realm can both enliven the
4.1.2 eldon square bus exchange
customer environment and generate a higher financial return from
investments. These opportunities should be designed into facilities
at the outset and effectively managed to avoid any compromise to
transit operations, passenger movement and customer service and
information, while also adding value to transit and its context.

A2.1.1 RETAIL INTEGRATION and optimizing the design of

»» Integrate space for retail transit infrastructure and the
opportunities into the design surrounding public realm. [See:
of transit facilities. U1.1 Movement and Capacity]
»» Coordinate the planning
A2.1.2 ADVERTISING
and design of transit facility
retail with existing or planned »» Integrate and consolidate
commercial development. advertising media in facility
design to minimize obstruction
»» Locate retail spaces where
of movement or sight lines
they will attract the most use Integrated retail under elevated station.
and to avoid competing – in
and provide effective natural Surrey Central Station, Surrey.
terms of density, location and
surveillance without compromising
prominence – with wayfinding
transit passenger movement
and customer information
sightlines or emergency access.
signage. [See: U1.3 Wayfinding
»» Design retail spaces to integrate and Passenger Information]
architecturally and functionally
»» Locate bus shelter advertising
into transit passenger facility
to avoid obscuring views of
interiors and exteriors.
arriving vehicles or compromising
»» Ensure that retail signage does not CPTED principles, in coordination
compete in location, density and with municipalities that
size with transit facility wayfinding manage bus stops.
and customer information.
»» Ensure that digital advertising
»» Design retail to minimize clutter, media do not obstruct, or
keeping movement spaces free of conflict with, passenger
unnecessary obstructions; reducing information systems.
the potential for accidents,
»» Consolidate newspaper boxes in
conflicts and collisions with items
a single area outside of transit
such as temporary signs, retail
facilities, preferably within a
kiosks, vending machines, or Passenger information, signage,
unified structure like a vending advertising and CCTV competing for
newspaper vendors (particularly
machine. [See: U4.1 Amenities] space and attention. Commercial-
near facility entry and exit points) Broadway Station, Vancouver.

DESIGN GUIDELINES: ACCOUNTABILITY 103

 DESIGN STRATEGY A2: OPTIMIZE ECONOMIC BENEFITS THROUGH DESIGN

A2.2 Integrated mixed-use developments

Transit facilities should be community hubs around which higher-

density, mixed-use, pedestrian-friendly development is focused.
Design and planning should aim to encourage vibrant and diverse
activities and public spaces above, under, around and within transit
facilities as appropriate, offering advantages for both transit and
adjacent uses.
A2.2.1 DEVELOPMENT context, user types and
OPPORTUNITIES expected pedestrian flows.
»» Prioritize transit route alignment »» Design facilities and integrated
and siting of transit passenger developments at a human
facilities to encourage appropriate scale that feature green
future development, create great building practices, distinctive
spaces, and stimulate market identity features and seamless
growth in accordance with the connections to the surrounding
Metro Vancouver Regional Growth neighbourhoods and that provide
Strategy. [See: A2 Optimize attractive public spaces and high-
Economic Benefits Through Design] quality architectural and natural
Transit stop integrated with leisure elements that reflect the identity
»» Design for the extent and mix
centre. Montpellier, France.
of uses based on location, and needs of the community.
[See: P1.2 Vibrant People Places]

Mixed use
development
over station.
Mater Hill
BRT Station.
Brisbane,
Australia.

104 DESIGN GUIDELINES: ACCOUNTABILITY

DESIGN STRATEGY A2: OPTIMIZE ECONOMIC BENEFITS THROUGH DESIGN

A2.2 Integrated mixed-use developments

A2.2.2 DEVELOPMENT INTEGRATION »» Design to incorporate transit

branding/identity, wayfinding and see case study:
»» Design transit facilities and
4.1.2 eldon square bus exchange
infrastructure, including customer information systems
guideways, that anticipate future into adjacent developments, and
development in terms of transit ensure that prominence is given
passenger facility location, to transit facility entrances.
orientation and internal layout. »» Design for development integration
»» Design guideways and platforms so that transit passenger facility
to integrate seamlessly and at capacity, transit operations and
appropriate floor levels with internal circulation requirements
adjacent developments. are maintained or enhanced.
»» Wrap parking garages or any
other blank walls with active-
use frontages along all primary
pedestrian access routes to transit.

Retail signage dominates transit

station signifier. Columbia
Station, New Westminster.

Bus exchange
waiting area
integrated within
retail mall.
Eldon Square,
Newcastle, UK.

DESIGN GUIDELINES: ACCOUNTABILITY 105

ACCOUNTABILITY: BE FISCALLY RESPONSIBLE

Design strategy A3: A3 DESIGN RESPONSIVE AND FLEXIBLE

FACILITIES AND SPACES

Design responsive and

A3.1 Future readiness

flexible facilities and

spaces

Transit facilities and services are subject to changes

in demand, natural and human-made hazards
and evolutions in technology and operation.
Developments and communities may grow, mature
or decline, and they may change in character,
needs and demand for transit services.
Planning and design for transit services and facilities
should mitigate risks, take account of changing
technologies and demand characteristics and
be flexible in reducing the costs associated with
responding and adapting to such circumstances.
DESIGN STRATEGY A3: DESIGN RESPONSIVE AND FLEXIBLE FACILITIES AND SPACES

A3.1 Future readiness

Transit passenger facility design should consider long-term ADAPTABILITY:

requirements, anticipating the need for change and minimizing the
cost of any future resizing or reconfiguration that may be needed. TransLink encourages
Expansion, enhancement and/or redevelopment of facilities may be adaptable designs for all transit
driven by one or more factors, including network capacity constraints, buildings and systems.
new transit vehicle types, new technologies and regeneration »» Design to accommodate
of surrounding areas, as well as the need or desire for landmark changes that are expected to
architecture or local centres. occur in the near future.
»» Apply common sense principles
»» Design transit and inter-modal »» Design for flexibility in
that are known to facilitate a
facilities and activities based on relation to system expansion, wide range of possible changes.
future passenger demand and increased ridership, changing
»» Incorporate ‘adaptability’
flow projections, including spatial vehicle technologies and
features that can be justified
requirements for passenger dimensions, and alternative for other reasons.
movement areas, platforms, uses of adjacent facilities.
»» Adopt features that enhance
ticket vending machines and »» Design to provide easy adaptability with little or no
ticket areas, together with access to existing and future additional capital or resource
appropriate circulation space for external destinations, adjacent investment (e.g., pre-wiring
queuing without obstruction to developments and surrounding transit exchanges for real-
general passenger movement public spaces through pedestrian time bus arrival displays).
and through-circulation. [See: friendly urban design and planning.
U1.1 Movement and Capacity]
»» Design and plan transit facilities to
»» Assess and optimize access take account of current and future
between transit facilities and their ticketing, passenger information
context, including identification and communications systems
of current or possible future and technologies applicable to
needs to reconfigure or enhance the transit modes involved.
spatial capacities. [See: P2
Seamlessly Integrate Transit, Urban
Development and the Public Realm]

Escalator REFERENCES
capacity
constraints other references
result in pooling CSA S478-95 Guideline on Durability
of exiting
in Buildings (2007), CSA International.
passengers.
Burrard Station, Whole Building Design Guide (online),
Vancouver. National Institute of Building Sciences:
»» [Link]

DESIGN GUIDELINES: ACCOUNTABILITY 107

Appendices
4. APPENDICES
4
4.1 Case Studies
4.2 Evaluation Framework
4.3 Glossary
4.4 Index
4.5 References
4.6 Acknowledgements

Covered bicycle shelter.

Portland, Oregon
4.1 Case Studies
4.1 Case Studies
4.1.1 Canada Line Lighting Strategy, Metro Vancouver, British Columbia, Canada
4.1.2 Eldon Square Bus Exchange, Newcastle, United Kingdom
4.1.3 Charlottesville Downtown Transit Station, LEED Gold, Charlottesville, Virginia, USA
4.1.4 LA Metro, Public Art Program, Los Angeles, California, USA
4.1.5 Light Rail and Public Realm, Strasbourg, France
4.1.6 Flintholm Station, Bicycle Integration, Copenhagen, Denmark

The case studies included in this section provide examples of high

quality transit passenger facility design in practice. References to the
case studies are included alongside the relevant design guidelines
throughout Chapter 3.

APPENDICES 111
 4.1: CASE STUDIES

4.1.1 Case Study:

Canada Line Lighting Strategy

Project: Canada Line Lighting Strategy PROJECT SUMMARY KEY FEATURES:

Location: Vancouver, British Columbia The Canada Line was completed »» development of an overall
in August 2009, three months lighting concept that could be
Client: Canada Line Rapid ahead of schedule. It connects scaled and applied to detailed
Transit Inc. / SNC-Lavalin Metro Vancouver’s growing design for all 16 stations;
Date: 2009 residential, business, healthcare »» provision of a strong wayfinding
and educational centres, as well tool through repeated circulation
Architects: Busby Perkins + Will,
as the port, convention centre and patterns and a ‘line of light’,
Walter Francl Architect Inc., Hotson
airport. The system comprises 16 with luminaires focused in
Bakker Boniface Haden Architects
above- and below-ground stations the direction of movement
+ Urbanistes, Hywel Jones Architect
along 19km of track. The line for intuitive orientation;
Limited, Kasian Architectural Interior
was originally projected to carry
Design and Planning Ltd., Stantec »» realization of economies of
100,000 passengers daily and up to
Architectural Ltd., Via Architecture scale through use of a limited
130,000 during the 2010 Olympics,
palette of six luminaire families
Electrical Engineers: Genivar, with initial operating figures
and five lamp types (plus LED);
Stantec, MCW Consultants Ltd. consistently exceeding predictions.
»» specification of reflectance
Lighting Consultants: Total A Lighting Master Plan was values to address lighting
Lighting Solutions developed, incorporating quality and quantity;
contemporary best practices, and a
»» simplification of maintenance
Master Lighting Concept that formed
through a reduced number
a framework for lighting designs for
of lighting components;
all 16 stations. The lighting design
supports the Canada Line brand »» grouping of round downlights
and improves brightness, visual to create pools of light in areas
comfort and perception of safety. requiring user attention, such
A limited vocabulary of luminaires as transition to a fare-paid
and lamps ensured easier installation zone or vertical circulation.
and ongoing maintenance. The lighting design minimizes
New lighting standards were energy consumption through
established for the Master Plan, energy-efficient technologies,
based around two goals: efficient design and daylight
harvesting, resulting in an overall
»» improving vertical illuminance
lighting power density of 0.64
and uniformity criteria to achieve
watts per sq. ft., 36% less than
better visibility and perception
the ASHRAE 90.1–2004 energy
of brightness and safety;
standard of 1 watt per sq. ft.
»» integrating lighting design criteria
Grouped downlights create a
with materials/finishes design Energy savings with 20/7 operation
pool of light at this ticketing and criteria, enabling achievement top 1.5 million kWh, which earned
passenger information area. of desired surface luminance a $120,000 utility rebate.
without over-lighting.

112 APPENDICES
4.1: CASE STUDIES

Positive use of transparency and excellent transition from daylight to interior/electric illumination.
Broadway-City Hall Station, Vancouver.

APPENDICES 113
 4.1: CASE STUDIES

4.1.2 Case Study:

Eldon Square Bus Exchange

Project: Eldon Square Bus Exchange Eldon Square is a bus exchange Departing vehicles are required
in central Newcastle in the to reverse out of the bay with
Location: Newcastle, UK
north of England. The nine-bay movement sensors triggering lights
Client: Newcastle City Council, bus station forms part of a city in the road surface behind the
Nexus (Tyne and Wear Passenger centre revitalization project. It re- vehicle to advise arriving vehicles of
Transport Executive) opened on 18 March 2007 after the danger and live video of the rear
Date: 2007 redevelopment and modernization view is transmitted to the driver’s
of the previous underground bus LCD screen. The technology required
Architects: Haskoll Architects, London exchange and is managed by Nexus, approval of bus operators and the
the regional transit authority. local council safety committee.

Design of the station integrates Passenger access to vehicles is

with Eldon Square Shopping Centre, via automated doors controlled
using consistent, high quality to open on arrival of the bus at
products, materials and finishes to the bay, helping to maintain a
deliver a retail-quality experience constant temperature and improve
and to provide passengers with a passenger safety and comfort
comfortable, legible and barrier- in the waiting area(s). Electronic
free environment across building information boards at each bay
thresholds. Features of the display real-time transit information.
exchange include innovative use of
Intelligent Transportation Systems Spatial organization within the
to facilitate bus movements and bus exchange is good, with doors
operations within the interchange to bus bays sited adjacent to a
zone, automated doors at the nine central movement spine. There
boarding areas, digital departure are clear sightlines between the
displays and seamless integration retail mall, the bus bays and the
with the adjoining retail mall. local area, and the movement
area is clear of permanent or
Stakeholder input formed an temporary obstructions. Signage
important element of the design is clearly located and legible with
process. Negotiation and agreement good visibility. An operations and
gained with bus operators for the help centre is centrally located
use of technology to manage back- in a glazed office, providing
in bus movements in a constrained excellent natural surveillance
area enabled Nexus to provide an and a strong staff presence that
enlarged passenger environment. adds to passenger security.
Integration with the retail mall
directly from the bus exchange. Arriving vehicles are directed by The retail mall maintenance team
a large digital display advising services the bus exchange and
drivers of their bay allocation; an the mall, resulting in consistent
underground sensor in the bay levels of cleanliness across
triggers a message on an LCD operational thresholds and a high
screen to turn off the engine. level of customer satisfaction.
114 APPENDICES
4.1: CASE STUDIES

Light and
comfortable
passenger waiting
area, award
winning public art
dividing screens
and central
operations room.

Bay allocation screen advises drivers of the availability of parking bays; layover Bus bay movement sensors are located
space is provided to the right for use when bays are occupied. under the granite sets; the driver LCD
is located in front of the vehicle.

APPENDICES 115
 4.1: CASE STUDIES

4.1.3 Case Study:

Charlottesville Downtown Transit Station

Project: Downtown Transit Station Charlottesville’s downtown transit Extending inside the building
station serves as its principal inter- through the curtain wall, the plaza’s
Location: Charlottesville, Virginia, USA
modal transfer point, facilitating grand stair leads from the passenger
Client: City of Charlottesville bus, trolley and bicycle trail waiting room to the upstairs café
Date: 2007 connections and reinforcing the and visitor’s center creating an
City’s commitment to sustainability atrium-like space that connects
Architects: Wallace Roberts with LEED Gold certification. The interior and exterior spaces.
& Todd Architect facility includes a central transit hall
containing retail outlets and an art Other measures helped the
gallery, as well as a visitor center for building reduce its energy costs
tourists. It was designed to leverage by up to 45% including:
public investment in infrastructure »» 24 geothermal wells were
by providing the framework for dug 300–600 feet deep in
adjoining development, which the surrounding area.
included two mixed-use buildings
»» An energy recovery wheel
and an amphitheatre park intended
was installed to facilitate heat
to serve as a regional attraction.
transfer between incoming
The transit station incorporates a and outgoing air, as were
number of sustainable construction automated temperature,
techniques that enabled it to ventilation and lighting controls.
gain LEED Gold certification. »» A reflective, high-albedo roof
membrane was installed to
The narrow, north facade is a nearly mitigate the heat-island effect
seamless membrane of double- by reflecting solar heat.
insulated structural glass, while »» Innovative wastewater and water
the southern elevation is topped reduction technologies, including
by a deep overhang and shielded the installation of waterless urinals
from solar heat gain and glare at and ultra-low flow fittings, resulted
street level by a wood canopy. The in a 30% reduction in water use.
second floor is wrapped by pre-
patinated, 90% recycled copper
cladding and louvered windows.

The plaza is lined with an insulated

glass curtain wall, and the western
facade is similarly protected by
a continuation of the copper
Viewpoint looking south along
the western facade. cladding alongside a cantilevered
roof and mahogany screen.

116 APPENDICES
4.1: CASE STUDIES

Interior view
from the plaza,
showing ticket
office and
grand stair.

South and
west elevations
showing the
deep wooden
canopy shielding
the building
from solar
heat gain and
louvred windows
wrapping the
second floor to
manage glare.

APPENDICES 117
 4.1: CASE STUDIES

4.1.4 Case Study:

LA Metro, Public Art Program

Project: LA Metro Public Art Program The Los Angeles County process with community input;
Metropolitan Transportation all works are created specifically
Location: Los Angeles, California, USA
Authority (Metro) commissions artists for their transit-related sites.
Client: Los Angeles County Metropolitan to incorporate art into a wide array
Transportation Authority of transportation projects throughout Described as “one of the most
Los Angeles County. From bus stops imaginative public art programs in
Date: 1989–ongoing
to rail stations, streetscapes to bus the country,” Metro has received
Artists: For details see: interiors, construction fences to numerous design and artistic
[Link]/about/art/ poetry works, art creates a sense of excellence awards. Known for its
place and engages transit riders. interdisciplinary approach as well as
for its broad range of commissioned
Established in 1989, Metro’s Art artists, Metro is also recognized
Department has commissioned over for its innovative and successful
300 artists for a variety of projects. community involvement. Strong
Half a percent of rail construction support has been demonstrated
costs are allocated to the creation by municipal and corporate
of original art works. Artists are contributions of over $1.5 million US.
selected through a peer review
Source: [Link]/about/art/

Title: Everyday People Title: People Coming/People Going

Artist: Pat Ward Williams Artist: Richard Wyatt
Location: Lake Station Location: Wilshire/Western Station

118 APPENDICES
4.1: CASE STUDIES

Title: Alignment
Landscaping
Artist: Jud Fine
Location: Orange
Line Alignment

Title: Untitled Title: Landings

Artist: Robert Millar Artist: Nobuho Nagasawa
Location: Vermont/Santa Monica Station Location: Soto Station

APPENDICES 119
 4.1: CASE STUDIES

4.1.5 Case Study:

Light Rail and Public Realm Integration

Project: Light Rail and Public Driven by the desire to realize a including rail, bus, bicycle, taxi and
Realm Integration step change in the local urban car sharing. Each light rail vehicle
landscape, the Mayoral election in can carry 240 passengers, and the
Location: Strasbourg, France
1989 became a choice between an low floor carriages provide universal
Client: Greater Strasbourg underground rail system and a street- accessibility for boarding and
Authority (CUS) running light rail system. Victory alighting passengers. Vehicle exteriors
Date: 1994, with future for Mme. Trautmann kick-started a and interiors are characterized by
extensions and additions process of urban revitalization and high quality design and provide
a transformation of local citizens’ a premium travel experience. The
interactions with their city. Her additional cost of delivery is justified
strategy – to improve the public by passenger and environmental
realm, reduce car use and deliver a benefits that tie into a planning
street-running light rail network – policy focused on benefits for
resulted in a 100% increase in transit pedestrians and the environment.
system users and drew shoppers
from outside of the metropolitan Goals and strategies included:
area. City centre pedestrianization »» adding inside the urban context,
created larger and more accessible not on the edge; meaning
places for people, with increased that planning of new public
pedestrian and outdoor activities. transit should be approached
as an integrated layer within
Strasbourg selected street-running
the city, not displaced and
light rail as the new mode of
added to the urban edge;
transportation to complement
existing bus and underground »» creating a hierarchy of
rail systems. Strasbourg’s citizens streets and spaces;
were involved in the selection »» providing high quality
process, which clearly pointed to design of all aspects;
a modern street-running light rail »» pedestrianizing and revitalizing
system rather than an automated the city centre, closing major
underground rail system, as built roads to automobile traffic and
in Lille, Lyon and Copenhagen. removing parking in the downtown
core and replacing it with Park
The carriages were specially designed & Ride lots in the suburbs.
for traffic at eye level, with large,
low windows providing a good view After opening of the first line
from both inside and outside the in 1994, public transit ridership
vehicles and creating the sensation increased 43% in three years, with
for passengers of being part of the more passengers being gained
Routes in suburban areas are, where street scene. The light rail is the through frequent opening of new
possible, located on the secondary road backbone of the system, but the sections. The centre of Strasbourg
network, enabling the light rail to access now has less car traffic, and shops
overall success relies on coordination
existing neighbourhood centres.
with other modes of public transit, benefit from more customers.

120 APPENDICES
4.1: CASE STUDIES

A kit-of-parts
approach has
been adopted
for the system,
ensuring that such
core components
as information
monoliths and
platform furniture
are consistent
across urban
environments.

Light rail and bus transfer station. Landmark design creates a strong sense of place
and promotes a positive image of the light rail as
an integrated part of the urban fabric.

APPENDICES 121
 4.1: CASE STUDIES

4.1.6 Case Study:

Flintholm Station, Bicycle Integration

Project: Flintholm Station, Flintholm Station in suburban The station design incorporates a
Bicycle Integration Copenhagen is an important large glass roof that covers the rail,
transit exchange that connects two bus and bicycle facilities and creates
Location: Flintholm,
commuter rail lines, an automated an open, well-lit environment that
Copenhagen, Denmark
light rail line, several bus routes and supports passenger movements –
Client: Banestyrelsen/DSB local and regional bicycle routes. both to transit from other modes
Date: 1999-2004 The station was opened in 2004, and to transfer between services
and roughly 60,000 passengers within the station. The open and
Architects: KHR Arkitektur, Denmark flow through the station each transparent nature of the design
day, about 70% of whom transfer also promotes passenger safety
from other modes or services. The and security and provides sightlines
station was designed to facilitate through the station from the lower
cross-town journeys, avoiding the to the upper level. On-site retail
need for a trip to the town centre. and kiosks further animate the
facility, providing amenity and safety
The station is constructed over two benefits to transit passengers.
levels. The lowest level is made up
of two rail platforms on the Ring Key features include:
Line; the upper level consists of
»» connection of bicycle path
another rail and the automated
network to the station via a
light rail platforms. The upper
large park on either side of the
level platforms are connected
P
station, providing convenient
to both lower level platforms by
and enjoyable bicycle access;
stairs, escalators and elevators.
»» bicycle parking under cover, but in
Parking for bicycles, cars and taxis an informal manner with no fees;
is located at the eastern entrance. »» bicycle parking in an open
Destination
Priority is given to bicycle parking, area with clear sightlines and
with 400 covered and uncovered good natural surveillance;
P spaces, while car parking is limited »» bicycle parking directly adjacent
to 37 spaces. Bicycle parking is to the station entrance for
located directly on desire lines to easy access and transfers to
the station from the local area the public transit network.
and is provided undercover and
adjacent to the station entrances.

Bicycle access routes and

parking at Flintholm Station.

122 APPENDICES
4.1: CASE STUDIES

Bicycle parking
located adjacent
to the station
entrance under
cover of the
roof canopy.

Priority given to bicycles over private cars; The open and transparent design provides sightlines through
bicycles have 400 spaces and cars have 37. the station from the lower to the upper level, aiding transfer
movements and promoting passenger safety and security.

APPENDICES 123
4.2 Evaluation
Framework
The evaluation framework The evaluation framework is not
summarized in Chapter 3 is set intended to limit flexibility and, as
out over the following pages. such, no weightings are applied
The digital file is available from (though decisions about transport
TransLink in Microsoft Excel format. functionality would always be
expected to take precedence
The framework provides a simple
over aesthetics). Where there is
approach to transit passenger
a competition for one or more
facility evaluation, using a ‘traffic
aspects of design, however, it
lights’ scoring system whereby
may be appropriate to identify
the design topics are presented
those topics that best reflect the
as a series of questions and
objectives of the project and to
rated as green, amber or red:
consider them accordingly.
»» a green light signifies that all
The optimal configuration of
guidelines under that topic have
a transit passenger facility will
been considered and addressed;
be informed by understanding
»» an amber light signifies and balancing the needs of all
that a number of guidelines themes across the framework.
have been considered and
addressed but that others may
require further thought;
»» a red light signifies that few,
if any, guidelines have been
considered and addressed.
Those topics rating ‘red’ or
‘amber’ may require further
consideration if the design is
to meet with best practice.

APPENDICES 125
 4.2: EVALUATION FRAMEWORK

Usability Rating Comments Actions

U1 Make it easy
U1.1 Movement and capacity
U1.1.1 Does spatial provision meet with locational and functional
needs?
U1.1.2 Does the spatial configuration and sequence provide for
logical passenger movement?
U1.1.3 Does the spatial design minimize conflicts of movement?
U 1.2 Legible spaces
U1.2.1 Does the spatial design provide clear sightlines and views to
destinations?
U1.2.1 Does the facility design include legible, distinctive spaces with
clearly defined edges and transitions?
U 1.3 Wayfinding and passenger information
U1.3.1 Has a Facility Wayfinding Plan been developed?
U1.3.2 Is wayfinding and passenger information consistent with
TransLink's Wayfinding Standards Manual?
U2 Make it universally accessible
U2.1 Physical accessibility
U2.1.1 Does the facility design provide for barrier-free access and
movement?
U2.1.2 Does the design of bus stops comply with TransLink's
Universally Accessible Bus Stop Design Guidelines?
U2.1.3 Does vertical circulation provide for the needs of all users?
U2.2 Accessible information
U2.2.1 Is information provision able to be accessed and understood
by all users?
U3 Make it safe and secure
U3.1 Safety
Have potential hazards and accident risks been minimized?
U3.2 Security
U3.2.1 Has a risk assesment for natural or criminal threats been
undertaken?
U3.2.2 Have CPTED principles been followed?
U3.2.3 Has effective use been made of CCTV?
U3.3 High quality lighting
U3.3.1 Does lighting comply with IESNA standards to provide for good
spatial understanding, ambience and safety?
U3.3.2 Has a daylighting strategy been developed that supports
effective use of managed daylight and transition between
illumination types?
U3.3.3 Has at-grade facility lighting been integrated with third-party
systems, appropriate to the facility lighting zone?
U4 Make it comfortable
U4.1 All-weather and sensory protection
Does the facility design provide appropriate protection from the full
range of weather conditions, unpleasant smells and noise?
U4.2 Amenities
Have passenger amentities, such as waiting rooms, been provided
appropriate to use and context?

126 APPENDICES
 4.2: EVALUATION FRAMEWORK

Operations Rating Comments Actions

O1 Facilitate transit operations

O1.1 Transit vehicle needs
Does the spatial design provide for efficient transit vehicle access
and manoeuvring, while minimizing conflicts of movement between
vehicles and pedestrians?
O1.2 Staff facililties
Have staff facilities been provided appropriate to the facility type?
O2 Support transit by integrating with other modes
O2.1 Inter-modal connections
O2.1.1 Does the design provide for balanced and efficient modal
integration?
O2.1.2 Does the design facilitate convenient and safe access for
pedestrians?
O2.1.3 Have appropriate bicycle facilities been provided?
O2.1.4 Does the design include conveniently located pick-up and
drop-off areas for taxis and private vehicles?
O2.1.5 Does the design facilitate direct and safe access between Park
& Ride lots and facility entrances?
O3 Facilitate effective management and maintenance
O3.1 Management and maintenance arrangements
O3.1.1 Have management and maintenance requirements been
considered and agreed to with all relevant stakeholders?
O3.1.2 Does the design include vandalism deterrents?
O3.1.3 Can regular maintenance be undertaken efficiently, with
minimal impact to transit operations?

Placemaking Rating Comments Actions

P1 Make transit a community asset

P1.1 Community and stakeholder requirements
Have local community and stakeholder needs been considered and
understood?
P1.2 Vibrant people places
P1.2.1 Do active public spaces contribute to, and integrate with, the
transit facility?
P1.2.2 Does the facility design foster a distinctive identity?
P1.2.3 Has public art been considered and integrated as part of the
built design?
P2 Seamlessly integrate transit, urban development and the
public realm
P2.1 Integration with context
Is the facility design appropriate to its local context?
P2.2 Interconnected streets
Does the local area support comfortable pedestrian and cyclist
access and movement through interconnected blocks and streets?
P2.3 Support a mix of pedestrian-friendly land uses
Does the facility design support a wide mix of pedestrian friendly
land uses?

APPENDICES 127
 4.2: EVALUATION FRAMEWORK

Environment Rating Comments Actions

E1 Minimize negative environmental impacts of transit facilities

E1.1 Use materials responsibly
E1.1.1 Have materials been sourced giving due consideration to energy
and resource consumption and the producers' working environments?
E1.1.2 Have materials been selected for durability and ease of
maintenance?
E1.1.3 Has end of life reuse and disposal been considered to minimize
waste and allow for positive reuse?
E1.2 Explore innovative design and construction practices
Have design innovations been considered to maximize efficiency and
minimize any adverse environmental impacts?
E2 Reduce energy consumption
E2.1 Energy efficiency
Does the design exploit opportunities to maximize energy efficiency over
the full life of the facility?
E2.2 Renewable energy opportunities
Have renewable energy opportunities been considered to reduce energy
impacts?
E3 Design healthy sites
E3.1 Urban heat islands
Have measures been included to minimize absorbtion and radiation of
solar energy?
E3.2 Water use and quality
Has water quality been protected from contamination?
Have stormwater management techniques been incorporated?
E3.3 Site ecology
Have negative impacts on surrounding ecosystems been minimized?

Accountablilty Rating Comments Actions

A1 Design with whole life costs in mind

A1.1 Life-cycle costs
Have all phases of the facility's life been considered?
A1.2 Efficient built design
Has the design been optimized to minimize ongoing maintenance
and operational costs?
A1.3 Standardized and modular design elements
Have standardized and modular elements been considered where
appropriate?
A2 Optimize economic benefits through design
A2.1 Revenue generating opportunities
A2.1.1 Does the design provide for effective retail integration without
compromise to transit operations?
A2.1.2 Has advertising space been integrated within the built design
to avoid conflict with transit operations?
A2.2 Integrated mixed-use developments
A2.2.1 Does the design provide for development opportunities
appropriate to context?
A2.2.2 Does the design allow for effective integration with
developments?
A3 Design responsive and flexible facilities and spaces
A3.1 Future readiness
Does the design anticipate the need for future change in either
capacity, technology or surrounding land use?

128 APPENDICES
4.3 Glossary
A C
Adaptability – the ability to be CCTV: Closed Circuit Television – a
flexible in terms of adapting to the system of connected video cameras,
needs and functions of the future usually used for security purposes, that
relay images to a specific location
Albedo – the reflective
power of a surface CPTED: Crime Prevention Through
Environmental Design – a multi-
Amenity – features that enhance
disciplinary approach to deterring
passenger comfort, convenience
criminal behaviour through design;
and pleasure and that help
CPTED strategies rely upon the ability,
instil passenger confidence
primarily through changes to the built

B
environment, to influence offender
decisions that precede criminal acts
Bicycle – a human-powered vehicle
having any number of wheels
on which a person may ride,
D
Desire Lines – the routes that
including motor-assisted bicycles
pedestrians favour in getting from
but not including skateboards,
point A to point B; usually the most
roller skates or in-line skates
direct route that often cuts across
BREEAM: Building Research informal spaces, including plazas,
Establishment Environmental fields, parks, parking lots and open
Assessment Method – an spaces, as well as across streets
internationally recognized green (at points without crossings) and
building certification program through private developments
used to verify the sustainable
development qualities of buildings
BRT: Bus Rapid Transit – driver-
E
operated bus technology with Exchange – a transit passenger facility
unique branding that provides serviced by more than one mode
faster, more frequent and more of transit, more than one rail-based
reliable service than conventional bus transit route, or a significant number
service that uses dedicated lanes of bus-based transit routes where
transit passengers use the facility to
transfer from one route to another

APPENDICES 129
 G – that provides interurban services
using unique vehicle and station
Green Roof – a method of roofing design to integrate into communities
involving the planting of vegetation
on the roof surface to provide
reduction of urban heat island
M
effect, excellent insulation, habitat Massing – the external size and
for birds and insects and capture proportions of building form
and filtration of stormwater
N
I NPV: Net Present Value –
IDP: Integrated Design Process the excess or shortfall of cash
– a collaborative, multi-disciplinary flows (present value) once
process that engages design financing charges are met
professionals, key stakeholders and
the public – from conception to
completion – and involves developing
P
collective goals and objectives that Paratransit – individualized transit
will meet the design outcomes service with no fixed route, usually
provided for passengers with

L mobility impairments; HandyDART

is TransLink’s paratransit service
LEED: Leadership in Energy Pedestrian – any individual that
and Environmental Design – an moves by human-powered means,
internationally recognized green including an individual using a
building certification program human-powered vehicle that is
used to verify the sustainable not a bicycle (e.g., skateboard,
development qualities of buildings in-line skates) or a wheelchair
Legibility – the characteristics People on foot – all individuals
of a space (indoor or outdoor) using only their bodies for
that support personal orientation, movement, including those with
enabling an individual to navigate mobility aids, such as walkers,
the space intuitively to reach their wheelchairs and mobility scooters
destination without the need for
Public Realm – publicly accessible
excessive directional signage
external space, including streets,
Life-Cycle Cost – the total cost of squares and parks as well as the
a piece of infrastructure that takes space between and around buildings
into account all costs of acquiring,
owning, maintaining and disposing
of a building or a building system S
LRT: Light Rail Transit – driver- Safety – the condition of
operated, electrically-powered, urban being protected against any
rail technology – primarily at-grade type of non-criminal harm
and within a dedicated right-of-way

130 APPENDICES
Security – the degree of protection Transit Passenger Vehicle – a shared
against potential criminal activity passenger transportation vehicle that is
part of a service intended for use by the
Station – broadly defined as
general public; for the purpose of this
passenger facilities serving high-
document, “transit passenger vehicle”
capacity and rapid transit services,
refers to vehicles that operate as part
including SkyTrain, West Coast
of TransLink’s public transit network
Express, SeaBus, future Bus
and includes buses, trains and ferries
Rapid Transit and light rail
Transit Priority – an infrastructure
Stop – a transit passenger facility
measure that gives transit vehicles
serviced by bus-based transit
priority over other road users to
Streetcar – a variant of light rail improve the speed, efficiency
transit, the key difference being that and reliability of the service
it runs in mixed traffic or segregated
Transit Service Vehicle – any vehicle
right-of-way, providing a local service
used for maintenance and servicing
with more frequent stop spacings
of the public transit network, as
Systematized – to arrange in well as vehicles used for transit
accordance with a definitive plan; supervisors, security staff and police
in this document, the Guidelines
have been arranged to function
as a whole and to fit into the U
Integrated Design Process Urban Heat Island – the localized
climate effect whereby an urban
T area experiences higher air
temperatures than adjacent rural
TOC: Transit-Oriented areas, largely due to the proliferation
Communities – places that, by of more light absorbent surfaces
their design, allow people to drive (e.g., dark roof materials, asphalt),
less and walk more; in practice, vehicle and industrial emissions,
TOC means concentrating higher- increased stormwater runoff and
density, mixed-use, human scale waste heat from energy sources
development around frequent transit
stops and stations, in combination
with mobility management measures W
to discourage unnecessary driving Wayfinding – the way in which
Transit Passenger Facility – people orient themselves and
any component of the transit navigate their movements from place
network whose main function is to place; the design, coordination,
to interface with passengers and location of information (e.g., signs,
provide them with access to the maps, diagrams) and architectural
transit network; stops, stations and interior design serve to aid
and exchanges are the three main wayfinding and help travelers
types of transit passenger facilities plan and execute their journeys
Whole Life Costs – see Life-Cycle Cost

APPENDICES 131
 4.4 Index

A E
Access 39-41, 66-67, 74, 79-80, 107, Elevator 46
122-123 Energy efficiency 28, 89, 100, 116-117
Universal accessibility 27, 45-47 Lighting 52-53, 89, 112-113
Vehicle access 62, 69 Escalator 46
Active frontage 74-75
Advertising 43, 103
Amenities 56-57
F
Architecture 75 Facility type 19-23

B H
Bicycle 39-40, 66-67, 122-123 HandyDART 45
Bus
Bus stop 22, 45, 57 I
Bus exchange 21, 61-63, 114-115, Identity 41, 74-76
116-117
Innovation 75, 87, 116-117
Bus Rapid Transit (BRT) 20
Integrated design 26, 43, 53, 56, 63,

C
76, 94
Integrated design process 15-17
Capacity 39-40, 46, 107 Integration
CCTV 51 Community integration 74, 79-81
Circulation 24, 40, 107, 112-113 Development integration 104-105,
114-115
Vertical circulation 46
Modal integration 65-67, 122-123
Conflict (of movement) 29, 39-40
Passenger/vehicle conflicts 49, 61-62, Retail integration 103
69
Connection 41, 65-67, 80, 122-123
Consultation - see Stakeholder
L
Legible 41-42, 114-115
engagement and consultation
Life-cycle cost 99
Context-sensitive design 19, 79
Lighting 47, 52-53, 89, 112-113
CPTED 50-51
Level of Service 39

D M
Desire line 39-40
Design goal 11 Maintenance 69, 86, 100-101
Maintenance plans 69

132 APPENDICES
Material reuse 86
Material sourcing 85
S
Safety 49
Modular design 87, 101
Lighting 52-53

N Security 50-51
Sightline 41, 122-123
Neighbourhood context 12, 71 Signage - see Wayfinding
Newspaper box 49, 56, 103 Site ecology 95

O
Slip resistance 49
Spatial requirement - see Capacity
Obstacle-free access 45 Sustainability 25, 28, 116-117
Environmental sustainability 83

P Station 19-20
Step free access 45-46
Park & ride 45, 67
Stakeholder engagement and
Paratransit 40, 45 consultation 18, 73
Participation - see Stakeholder
engagement and consultation
Passenger information 42-43, 51, 103,
T
114-115 Taxi 67
Accessible information 47 Ticket vending 51, 107
Passenger pick-up/drop-off 61, 67 Transfer – see Connection
Pedestrian level of service 39 Transit-oriented communities 12, 71
Pedestrian movement 39-42, 103,
114-115, 122-123
Pedestrian modeling 40
V
Process goal 11 Vertical circulation – see Circulation

W
Public art 56-57, 76, 118-119
Public realm 26, 79-81, 120-121
Lighting 53 Washroom 45, 56-57, 63

R
Water quality 94, 116-117
Wayfinding 42-43, 79, 103
Real-time information 43, 47, 107, Weather protection 55
114-115
Resilience 50
Retail 57, 103, 114-115

APPENDICES 133
 4.5 References
TransLink Reference Documents

Bicycle Infrastructure Design Guidelines (DRAFT). (2010)

Mission, Vision and Values.
[Link]/en/About-TransLink/Corporate-
Overview/[Link]
Principles for Public Consultation and Community Engagement.
[Link]/en/Be-Part-of-the-Plan/Public-
Consultation/[Link]
Sustainability Policy. (2009)
Sustainability Report. (2010)
Transit Infrastructure Design Guidelines. (2002)
Transit Service Guidelines. (2004)
Transport 2040. (2008)
Universal Accessibility Guidelines for TransLink Fleet & Facilities. (2007)
Universally Accessible Bus Stop Design Guidelines. (2007)
Wayfinding Standards Manual. (2010)

Other Reference documents

American Public Transportation Association (APTA).

DRAFT Transit Sustainability Guidelines. (2010)
ANSI/ASHRAE/USGBC/IES. Standard 189.1: Standard for the
Design of High-Performance Green Buildings. (2009)
ASHRAE. ASH-118-09: Energy Efficiency Guide for
Existing Commercial Buildings. (2009)
ASHRAE/IESNA. 90.1: Energy Standard for Buildings
Except Low-Rise Residential Buildings. (2007)
BC Green Building Roundtable. Roadmap for the Integrated Design Process.
(2007)
[Link]/buildsmart/design/
Pages/[Link]

134 APPENDICES
BC Hydro. Net Metering Program (<50 kW).
[Link]/planning_regulatory/acquiring_power/net_metering.html
BC Hydro. PowerSmart.
[Link]/powersmart/other_programs.html
BC Hydro. Standing Offer Program (50kw-10mW).
[Link]/planning_regulatory/acquiring_
power/standing_offer_program.html
Cascadia Green Building Council. Living Building Challenge 2.0. (2010)
Central City Concern. Achieving Water Independence in Buildings. (2009)
City of Vancouver. Public Art Guidelines and Policies.
[Link]/commsvcs/cultural/publicart/[Link]
CMBC. Properties Jurisdiction and Responsibilities Guide.
CSA International. CSA S478-95 Guideline on Durability in Buildings. (2007)
Design Centre for CPTED Vancouver. Design Guidelines. (2010)
Fruin, J. Pedestrian and Planning Design: Revised Edition. (1987)
Illuminating Engineering Society of North America (IESNA).
Lighting Handbook: Reference and Application. (2010)
London Underground. Station Planning Standards and Guidelines. (2007)
National Institute of Building Sciences. Whole Building Design Guide.
[Link]
Project for Public Spaces. Placemaking for Communities.
[Link].
Rapid Transit Project 2000. SkyTrain RTP 2000 Design Manual. (2006)
Royal Canadian Mounted Police (RCMP). Creating Safer Communities. (1998)
Sustainable Sites Initiative. Guidelines and Performance Benchmarks. (2009)
Transportation Research Board. Highway Capacity Manual. (2000)
Transport for London, INterchange Best Practice Guidelines (2009)
[Link]/interchange
UK Government. The Green Guide 5th Edition. (2008)
US Government. ADA Standards for Accessible Design. (2010)
US Green Building Council. LEED for New Construction. (2009)

APPENDICES 135
 4.6 Acknowledgements

Development of the Transit Passenger Facility Design Guidelines resulted

from a multi-disciplinary effort among numerous departments from the
TransLink family of companies. Each individual listed below played a
role – from the development of formative goals, principles and strategies
to writing and reviewing specific sections of the document.

Special Thanks:
Michael J. Shiffer, VP Planning, Strategy and Technology, TransLink
Sany Zein, Director, Roads Department, TransLink
Brian Mills, Director, Service and Infrastructure Planning, TransLink
Jeff Busby, Manager, Project Planning, TransLink
John Beaudoin, Director, Customer Engagement and Marketing, TransLink
Jim Prokop, Manager, Transit Service Planning, TransLink
Don Rice, Director, Service Delivery, Coast Mountain Bus Company
Mark Johnston, Director, Infrastructure, Engineering and
Environment, Coast Mountain Bus Company
Martin Lay, Director, Contracted Transit Services, Coast Mountain Bus Company
Greg Blasco, Director of Operations and Maintenance, West Coast Express

Design Guidelines Team:

Moreno Rossi, Program Manager, Infrastructure Planning, TransLink
Joanne Proft, Project Manager, Infrastructure Planning, TransLink
Rachel Jamieson, Senior Transportation Engineer, TransLink
Andrew Curran, Senior Planner, TransLink
Jeff Deby, Project Planner, TransLink

136 APPENDICES
Design Guidelines Review:
Angela Otto, Manager, Enterprise Marketing, TransLink
Ed Harrington, Plant Supervisor, BC Rapid Transit Company
Harjit Sidhu-Kambo, Manager, Transit Engineering, Coast Mountain Bus Company
Helmina Kim, Architectural Design Consultant, TransLink
Jim Dawe, Manager, Transition and Quality Assurance, TransLink
Justin Pedley, Program Manager, Engineering and Implementation, TransLink
Liz Watts, Urban Design Planner, TransLink
Lyle Walker, Transportation Planner, Strategic Planning, TransLink
Marco Bonaventura, Project Manager, TransLink
Matt Craig, Senior Transportation Planner, TransLink
Mike Fitzsimmons, Manager, Real Estate, TransLink
Norm Langerhorst, Manager, Wayside Maintenance, BC Rapid Transit Company
Peter Hill, Manager, Access Transit, TransLink

Consultant Team:
Steer Davies Gleave
Busby Perkins + Will
Gehl Architects
Nelson Nygaard
Total Lighting Solutions
Cole Projects
AECOM

APPENDICES 137
 Photo Credits:
TransLink front cover, 8, 27, 45, 47, 55, 57, 62, 63, 65, 74, 79, 103
Steer Davies Gleave 6, 14, 34, 36, 40, 43, 46, 49, 50, 51, 53, 56,
57, 62, 63, 65, 66, 67, 69, 73, 74, 75, 76, 77, 80, 81, 85, 89, 90, 94,
96, 100, 101, 103, 104, 105, 106, 108, 114, 115, 120, 121
Busby Perkins + Will 30, 41, 55, 82, 85, 86, 87, 101
Gehl Architects 26, 29, 70, 104, 123
Nelson Nygaard 61, 73, 93, 94, 95
Total Lighting Solutions 52, 112, 113
LA Metro 118, 119
Transport for London 58

KHR Arkitektur 123

Jason Bruges Studio 77

Karl Fjelstrom 66

Jeff MacDonald 28, 117

Jeffrey Totaro 116

Barry Halkin 117

138 APPENDICES
Enquiries pertaining to this document can be directed to:

TransLink Infrastructure Planning:

1600 – 4720 Kingsway, Burnaby, BC V5H 4N2
t. 604-453-4500
[Link]
APPENDICES 139