ATTACHMENT A
Prepared by
Vanasse Hangen Brustlin, Inc.
Richmond, Virginia
VRE
November 2002
Virginia Railway Express (VRE)
Station Design Guidelines
Northern Virginia
Virginia Railway Express (VRE)
Station Design Guidelines
Northern Virginia
Prepared by
/Vanasse Hangen Brustlin, Inc.
Richmond, VA
Under Contract To:
HDR Engineering, Inc.
Alexandria, Virginia
November 2002
VRE Station Design Guidelines
November 2002
Table of Contents
Table of Contents....................................................................................................................i
I. Introduction........................................................................................................................ 1
A.
B.
C.
D.
E.
II.
Station Design.......................................................................................................... 7
A.
B.
C.
D.
III.
Purpose ............................................................................................................................. 1
Approach ........................................................................................................................... 1
Document Organization ..................................................................................................... 2
Relationship to Other Standards, Rules and Regulations.................................................. 2
Description of VRE System................................................................................................ 3
1. System Overview ............................................................................................... 3
2. History of System............................................................................................... 3
3. VRE Project Management Process.................................................................... 4
4. Existing Stations................................................................................................. 4
Introduction ........................................................................................................................ 7
Design Objectives.............................................................................................................. 7
Design Resources and Standards ..................................................................................... 8
Station Design Guidelines Checklist.................................................................................. 9
Parking and Circulation ..................................................................................... 12
A. Introduction.......................................................................................................................... 12
B. Existing Parking Facilities ................................................................................................ 12
C. Multi-Modal Station Access ............................................................................................. 12
D. Design Guidelines............................................................................................................ 13
1. General Vehicular Circulation and Park-and-Ride Design............................... 13
2. Accessibility...................................................................................................... 18
3. Drop-off/Pick-up Area ...................................................................................... 19
4. Bus Circulation................................................................................................. 20
5. Pedestrian Circulation...................................................................................... 21
6. Bicycle Accommodations................................................................................. 27
IV. Platforms........................................................................................................................ 28
A. Introduction ...................................................................................................................... 28
B. Existing Platforms ............................................................................................................ 28
C. Design Guidelines............................................................................................................ 29
1. Platform Location ............................................................................................. 29
2. Platform Configuration and Type ..................................................................... 29
3. Platform Dimensions........................................................................................ 30
4. Platform Clearances ........................................................................................ 31
5. Pedestrian Circulation Scheme at Platforms ................................................... 32
6. Barriers/Railings/Fencing................................................................................. 33
7. Accessibility Features ...................................................................................... 33
V.
Canopies.................................................................................................................. 35
A.
Introduction ...................................................................................................................... 35
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Table of Contents
VRE Station Design Guidelines
November 2002
B. Existing Canopies and Design Scheme........................................................................... 35
C. Design Guidelines............................................................................................................ 36
1. Canopy Size..................................................................................................... 36
2. Location ........................................................................................................... 37
3. Type and Style................................................................................................. 38
4. Clearances........................................................................................................... 38
VI. Other Aspects of Station Design ............................................................................... 39
Appendix A: Local Jurisdictions and Contacts
Appendix B: VRE Station and Parking Lot Ownership
Appendix C: VRE Station Design Guidelines Checklist
Appendix D: VRE Station Design Guidelines “Fast Facts”
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Table of Contents
VRE Station Design Guidelines
November 2002
I. Introduction
The Virginia Railway Express (VRE) operates commuter rail service in two
rapidly growing transportation corridors between Washington, DC and northern
Virginia. VRE, which recently celebrated its tenth anniversary, is preparing to
expand and upgrade its system to meet the needs of the coming decades. Part of
this process includes the planning and design of new and expanded stations.
These VRE Station Design Guidelines are intended to be a key resource in the
expansion and improvement of the VRE system in the coming years.
A. Purpose
The purpose of this document is to provide guidance to VRE and consultants in
future commuter rail station design projects. This document is not intended to
provide design requirements or specifications, but rather to provide guidelines
and recommendations in a number of areas of station design. These guidelines
also establish a framework that can be used to develop more detailed
requirements or specifications in specific areas.
These guidelines are intended to be a dynamic document, capable of easily being
revised, modified and updated by VRE as needed. Sections will be marked with
revision numbers and dates, which will allow for easy tracking as updates and
addenda are added to the document. These guidelines are intended to provide
guidance in several specific areas of station design: parking and circulation,
platforms, and canopies. Other aspects of station design not currently included
in this document, such as lighting, landscaping, parking payment system or
signage, could easily be incorporated with the addition of chapters or sections.
B. Approach
These Station Design Guidelines have been developed based on information
gathered in three ways. First, the overall scope of the guidelines and design
objectives were determined in consultation with VRE, the Northern Virginia
Transportation Commission (NVTC) and the Potomac and Rappahannock
Transportation Commission (PRTC). Second, many of the specific design
guidelines and criteria were developed based on a review of plans of the VRE
system. This included a review of the 1991 plan set for the original system, as
well as more recent plans for station work and parking lot expansions. Third,
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Introduction
VRE Station Design Guidelines
November 2002
additional design guidelines were developed and adapted from other transit
agency design guideline documents. These included design guidelines from the
Washington Metropolitan Area Transit Authority (WMATA), the Massachusetts
Bay Transportation Authority (MBTA), the Peninsula Corridor Joint Powers
Board (Caltrain) in the San Francisco Bay Area, and the Denver Regional Transit
District (RTD).
C. Document Organization
This document is organized into seven main sections, as described below:
Section I provides an introduction to the document and its purpose as well as
an overview of the VRE system and existing station conditions.
Section II discusses design objectives, resources and standards, and presents
a checklist of key station design tasks and elements.
Section III provides guidelines for station parking and circulation.
Section IV contains guidelines for platforms.
Section V contains guidelines for canopies.
Section VI contains a listing of other areas of consideration related to station
design, which are not described in detail in this document.
D. Relationship to Other Standards, Rules
and Regulations
This document is intended to provide broad, overall guidance regarding station
design for the VRE system. While it provides specific information and “rules of
thumb” in a number of areas, these should not be interpreted as taking the place
of standards, regulations or governing laws promulgated by relevant
governmental bodies, agencies or industry associations. Users should not rely
solely on this document, but rather should use it for guidance while checking
with the appropriate jurisdictions, agencies or associations for further
information. A list of various jurisdictions across the VRE system, including
contact information, is included in Appendix A. This list is not all-inclusive, but
should serve as a starting point for consultation and coordination with local
jurisdictions. A list of some relevant standards, guidelines and regulations is
provided in Section II of this document. In the case of a conflict between
standards, regulations, governing laws, or specifications, the designer should
adhere to the most stringent provisions, unless specified otherwise by VRE.
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Introduction
VRE Station Design Guidelines
November 2002
E.
Description of VRE System
1.
System Overview
The Virginia Railway Express is a transportation partnership of the NVTC and
PRTC. VRE provides commuter rail service from the Northern Virginia suburbs
to Alexandria, Crystal City and downtown Washington, DC. VRE serves
18 stations on two lines, the Manassas Line and the Fredericksburg Line, totaling
87 miles. A map of the VRE system is included in Figure 1 on the following page.
The VRE system spans a number of jurisdictions, including the counties of
Arlington, Fairfax, Prince William, and Stafford in Virginia; the Cities of
Alexandria, Manassas, Manassas Park and Fredericksburg in Virginia; and the
District of Columbia. VRE stations offer a number of intermodal connections,
including transfers to the WMATA Metrorail system, the Maryland Rail
Commuter (MARC) commuter rail system, Amtrak intercity rail service along
the Northeast Corridor and beyond, Greyhound intercity bus service, and local
bus services operated by a number of different agencies. VRE operates on tracks
owned by three entities: Norfolk Southern, CSX, and Amtrak (at Union Station in
Washington, DC). Average weekday ridership on the system in 2002 is over
12,500 passengers.
2.
History of System
VRE began operating revenue service in 1992. Service between Manassas and
Washington, DC began on June 22, 1992, followed by service between
Fredericksburg and Washington, DC on July 20, 1992. Initial service was
provided with four round trips on each line each weekday, and has been
expanded greatly since to include several midday trains on each line. VRE
initially served 16 stations: Union Station, L’Enfant, Crystal City, Alexandria,
Backlick Road, Rolling Road, Burke Centre, Manassas Park, Manassas, Broad
Run, Woodbridge, Rippon, Quantico, Brooke, Leeland Road, and Fredericksburg.
Service to Lorton Station began in 1994, while service to Franconia/Springfield
began in 1996. Several future stations are in the planning stages, including
possible infill stations at Cherry Hill and Widewater, as well as an extension of
the Manassas Line to Bealeton in Fauquier County and/or to Gainesville/
Haymarket in Prince William County.
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Introduction
VRE Station Design Guidelines
November 2002
Figure 1 – VRE System Map
3.
VRE Project Management Process
Station design is only one element in the management of the VRE system, which
includes day-to-day operations as well as planning for future expansion and
improvement projects. An effort is currently underway to formalize and
document VRE’s Project Management Process. These Station Design Guidelines
will serve as a companion piece to the project management guidelines, providing
detail in one aspect of the overall project management process.
4.
Existing Stations
The following section provides information on existing conditions at stations
served by VRE.
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Introduction
VRE Station Design Guidelines
November 2002
The VRE system was originally designed to provide some degree of uniformity
at its stations, promoting a common “look-and-feel” across the system. The
purpose of this design uniformity was to make stations easily identifiable to the
public as well as user-friendly to the system’s passengers. VRE intends to
continue to pursue these goals in its future station design and redesign projects.
This document is a method to help achieve that goal.
The VRE commuter rail system currently serves the following eighteen stations:
On the Manassas Line:
Broad Run
Manassas
Manassas Park
Burke Centre
Rolling Road
Backlick Road
On the Fredericksburg Line:
Fredericksburg
Leeland Road
Brooke
Quantico
Rippon
Woodbridge
Lorton
Franconia/Springfield
Common to both lines:
Alexandria
Crystal City
L’Enfant
Union Station
The table on the following page summarizes key characteristics of existing
stations in the VRE system. Appendix B provides more detailed information
about station and parking lot ownership on VRE’s system.
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Introduction
VRE Station Design Guidelines
November 2002
Table 1
Characteristics of Existing VRE Stations
Jurisdiction
Year of
Original
Construction
Average
Weekday
Boardings*
Number of
Park-and-Ride
Spaces
Broad Run
Prince William County
1991
536
696
none
Manassas
City of Manassas
1991
595
348
Amtrak, local bus
Manassas Park
City of Manassas Park
1991
532
300
local bus
Burke Centre
Fairfax County
1991
667
550
local bus
Rolling Road
Fairfax County
1991
365
400
none
Backlick Road
Fairfax County
1991
132
220
local bus
Fredericksburg
City of Fredericksburg
1991
594
700
Amtrak, local bus
Leeland Road
Stafford County
1991
415
652
none
Brooke
Stafford County
1991
238
300
none
Quantico
Prince William County
1991
274
217
Amtrak, local bus
Rippon
Prince William County
1991
266
300
none
Woodbridge
Prince William County
1991
472
588
Amtrak, Greyhound, local bus
Lorton
Fairfax County
1994
152
400
local bus
Franconia/Springfield
Fairfax County
1995
150
3,800
Metrorail, Greyhound, local bus
Alexandria**
City of Alexandria
1991
432
none
Metrorail, Amtrak, local bus
Crystal City**
Arlington County
1991
1,486
none
Metrorail, local bus
L’Enfant**
District of Columbia
1991
2,165
none
Metrorail, local bus
Union Station**
District of Columbia
1991
1,153
1,500
Metrorail, Amtrak, MARC,
Greyhound, local bus
Station
*
**
Average daily boardings based on August 31, 2002 VRE daily and weekly passenger counts.
Station serves both the Fredericksburg and Manassas lines.
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Introduction
Intermodal Connections
VRE Station Design Guidelines
November 2002
II. Station Design
A. Introduction
The following section presents major objectives for station design, summarizes
relevant design resources and standards, and introduces the station design
checklist, a tool to aid project managers and designers in the station design
process.
B. Design Objectives
There are six main objectives in the design of VRE commuter rail station
sites. These objectives are:
Passenger accessibility and efficiency of circulation: VRE stations should
be easily accessible to passengers arriving and departing via a variety of
modes. Intermodal transfers should be convenient, and stations should be
accessible to all patrons, including those with mobility impairments, in
accordance with the 1990 Americans with Disabilities Act (ADA). Circulation
throughout the station sites should be efficient, safe, and should minimize
conflicts between modes.
Passenger safety and security: VRE stations should promote safety and
security through design features such as lighting, gates, barriers, pavement
markings, and platform tactile strips. Other security features such as call
boxes or closed circuit television monitoring should be considered and
should be consistent with VRE’s current security program.
Passenger comfort and convenience: VRE station designs should promote
passenger comfort by protecting passengers from adverse weather
conditions and providing seating where possible. Stations should be
configured in a convenient manner, to minimize disorientation and allow for
smooth intermodal transfers.
Design uniformity within the framework of local jurisdictions: VRE
stations should exhibit a degree of design uniformity that promotes a
common “look-and-feel” across the system. At the same time, the station
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Station Design
VRE Station Design Guidelines
November 2002
design process should recognize the design standards, processes and
preferences of local jurisdictions and historic districts.
Design flexibility: VRE station designs should be flexible enough to allow
for future programmed capital improvements or operational changes with
minimal disruption.
Durability and ease of maintenance: VRE station designs should use
durable, easy-to-maintain materials that minimize life-cycle costs while
paying attention to aesthetic considerations.
C. Design Resources and Standards
The nature and mission of the VRE system causes its alignment to travel through
various cities and counties. It is likely, therefore, that VRE station projects, whether
new stations, station renovations or expansions, will be located in many different
counties and municipal jurisdictions. Each of these jurisdictions is likely to have
different land use and development regulations that affect station site planning
and design. These may include special standards, codes or requirements that
would affect access, roadway, canopy or site design at a VRE station site.
It is important at the onset of a project to recognize the county or municipal
jurisdiction of that station site so that the applicable regulations can be identified.
Applicable planning documents, municipal zoning and building codes and any
other specialized regulations such as historic district guidelines should be
reviewed at the onset of the station design process. The challenge for VRE station
designers is to promote a common “look-and-feel” across stations, which is one
of the objectives of station design in the system, while working within this multijurisdictional framework.
Another step in the design process is for the designer to consult with the host
railroad regarding the station project. This discussion should cover the nature of
the planned improvements and how they relate to the host railroad’s operations,
particularly in the areas of clearances and construction staging.
The following list provides guidance on standards, guidelines and codes that
may be applicable to VRE station design. This list is not exhaustive, but is rather
intended to provide a starting point for further investigation.
Virginia Department of Transportation (VDOT) design standards (e.g.,
VDOT Road Design Manual)
County Public Facilities Manuals (PFMs) and comprehensive plans
Local zoning and design ordinances and plans
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Station Design
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November 2002
The Uniform Building Code and other applicable building code
requirements
Americans with Disabilities Act (ADA) regulations and any state or local
accessibility standards
Fire protection codes and standards
Guidelines relating to bicycle accommodations (e.g., Virginia Department of
Transportation Virginia Bicycle Facility Resource Guide)
WMATA design standards
Standards of other local transit agencies
Standards of host railroads (e.g., Norfolk Southern, CSX, Amtrak)
General railroad industry standards, such as American Railway Engineering
and Maintenance-of-Way Association (AREMA) standards
American Association of State Highway and Transportation Officials
(AASHTO) standards
Manual of Uniform Traffic Control Devices (MUTCD)
The Highway Capacity Manaual, published by the Transportation Research
Board
D. Station Design Guidelines Checklist
A variety of factors should be considered and tasks completed when undertaking
a station design project. Included on the next page is a checklist that summarizes
the major factors to be considered and tasks to be completed in the VRE station
design process. This checklist is provided to help VRE project managers and
design consultants alike in the development of station designs. Many of the
elements contained in the checklist are described in more detail in following
chapters. An additional copy of the checklist has been provided in Appendix C
for ease of use. To further assist project managers and designers, a brief listing of
key facts, dimensions and design guidelines described herein has been included
in Appendix D, VRE Station Design Guidelines “Fast Facts.”
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Station Design
VRE Station Design Guidelines
November 2002
Station Design Guidelines Checklist (page 1 of 2)
Station Name:
Location:
Project Manager:
Design Element or Task
General
Complete?
Consult with local jurisdiction
Consult with host railroad
Consult with landowner(s)
Ensure design meets ADA/accessibility requirements
Consider safety and security in overall design
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
N/A
N/A
N/A
N/A
N/A
Parking Lots
Assess overall access and multi-modal requirements
Develop general circulation pattern (e.g., access points,
direction of flow, lane widths)
Determine parking stall size, configuration and number
Design accessible route and determine number of
accessible parking spaces required
Design drop-off/pick-up area
Design bus boarding area(s)
Develop pedestrian circulation pattern and features:
•
Sidewalks and walkways
•
Crosswalks
•
Ramps and stairs
•
Grade-level track crossings (if applicable)
Develop bicycle accommodations
Develop pavement marking scheme
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
N/A
N/A
N/A
N/A
N/A
N/A
Platforms
Determine platform location
Determine configuration and type
Determine platform length and width
Establish appropriate clearances (e.g., from rail
centerline)
Develop pedestrian access scheme (e.g., overpass,
at-grade, below-grade)
Design barriers/railings/fencing
Design ADA/accessibility features:
•
Ramps
•
Elevators
•
Tactile strips
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Station Design
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Comments
VRE Station Design Guidelines
November 2002
Station Design Guidelines Checklist (page 2 of 2)
Canopies
Determine appropriate canopy size
Determine canopy location
Determine type and style (based on design modules)
Establish appropriate clearances (e.g., horizontal,
vertical)
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Other Aspects of Station Design*
Design elevators and elevator housing (if applicable)
Design grade separated pedestrian track crossings
(if applicable)
Develop signage and graphics
Design lighting system
Design landscaping
Locate comfort and convenience facilities on platform
and around station area, including:
•
Benches
• Windscreens
• Trash receptacles
• Telephones
• Newspaper vending boxes
• Concession areas (if applicable)
Design LED signage/public address system
Design security features/systems
Determine fencing requirements for public safety and
design fencing (including intertrack fencing and other
fencing on the station site)
Determine materials and finishes
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
No
No
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Yes … No … N/A
Yes … No … N/A
*These elements should also be considered during the station design process, but are not covered in detail in this Design
Guidelines document.
Notes:
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III. Parking and Circulation
A. Introduction
The design and arrangement of parking facilities, and access, egress and
circulation in parking areas are important considerations in the design of VRE
stations. This section provides parking and circulation guidelines, including
pedestrian and bicycle circulation; accessible parking and loading areas; and
vehicular circulation, including bus access, passenger drop-off and pick-up, and
park-and-ride accommodations.
B. Existing Parking Facilities
At present, 14 of VRE’s 18 stations have VRE-designated Park-and-Ride facilities
located on-site. No VRE Park-and-Ride spaces are provided at Union Station,
L’Enfant Station, Crystal City Station, or Alexandria Stations. Of the 14 VRE
stations with Park-and-Ride facilities, one – the Franconia-Springfield Station – is
a shared WMATA-VRE parking facility. Responsibility for maintenance, cleaning
and snow removal at parking facilities in the VRE system varies and is
determined by specific agreements created for each facility. Appendix D
provides information about these responsibilities by facility.
It is important to note that not all of these existing parking facilities will conform
to the guidelines contained in this document. Designers and managers should
consider modification of non-conforming elements whenever station renovation
or expansion projects occur.
C. Multi-Modal Station Access
VRE commuter rail stations are typically hubs where many modes of
transportation converge, providing passengers with the opportunity to transfer
between VRE trains and other modes of transportation. These other modes may
include walking, cycling, buses, automobiles, and paratransit vans. Each of these
modes, when present, needs to be accommodated in the design of a station. Since
each transportation mode has specific circulation and operational requirements,
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Parking and Circulation
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November 2002
individual modes must be carefully addressed in the parking lot design process.
In all cases, station designs shall promote safety, minimize conflicts between
modes, and ensure accessibility for persons with disabilities.
D. Design Guidelines
The following sections provide design guidelines for the primary elements of
parking lot circulation and access.
1.
General Vehicular Circulation and
Park-and-Ride Design
The following sections present design criteria and guidelines for vehicular
circulation at VRE commuter rail systems as well as design of Park-and-Ride
facilities. These sections cover general guidelines, access/egress roads, internal
circulation, and parking configuration.
a. General
Vehicular circulation and parking facility design should conform to the following
general guidelines and criteria:
Construction, maintenance, police, and emergency vehicle access should be
considered.
Clearance over a roadway should conform to the desirable minimum vertical
clearance requirements of the jurisdiction in which the road is located.
A clear, consistent pavement marking scheme should be developed for
roadway areas to enhance safety and prevent conflicts between modes.
Existing topography should be respected both to minimize site grading and
to preserve areas of natural vegetation. Where grading is required to
improve drainage and for other design requirements, grading should
conform to applicable standards and regulations.
Drainage systems should be provided in the center of roadway travel lanes,
where possible.
Roadways should be designed according VDOT and AASHTO guidelines,
which cover areas including, but not limited to, to the number of lanes,
roadway widths and minimum vehicle turning radii for expected traffic
volumes and vehicle mix. Designers should consult with VRE and the
appropriate jurisdiction to determine expected traffic volumes. The vehicle
mix will typically include passenger cars (design vehicle P), single-unit
transit buses (design vehicle BUS), and single-unit trucks and service
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November 2002
vehicles (design vehicle SU). Designers should refer to the latest edition of A
Policy on the Geometric Design of Highways and Streets, published by AASHTO,
for specific information such as roadway widths and turning radii diagrams.
Figure 2 shows a typical VRE parking lot layout.
Figure 2
Typical VRE Parking Lot Layout
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Parking and Circulation
VRE Station Design Guidelines
November 2002
b. Access Roads
All designs for road access to VRE stations should follow VDOT and AASHTO
guidelines. The following specific points should be observed:
Existing road networks, traffic patterns, and traffic signals should be
evaluated, and all proposed road improvements by other should be
identified at the outset of design. The successful functioning of a station
depends to a large extent on good access to existing transportation systems.
Roadways in the public rights-of-way that are to be improved or reconfigured
should be designed to current standards set forth by VDOT and as required by
local codes. Designers should consult with VRE and the appropriate
jurisdiction when considering any changes to public rights-of-way.
Access roads should connect with the existing arterial or collector street
system, rather than into low-volume residential streets, in order to keep VRE
traffic out of the surrounding neighborhoods.
All proposed access road intersections and entrances to VRE facilities should
be coordinated with existing intersections. Offset intersections are generally
discouraged. A traffic study is generally required to determine what type of
intersection (signalized vs. unsignalized) is warranted, as well as whether or
not to add auxiliary turn lanes or other traffic improvement measures.
Designers should coordinate with VRE and the appropriate jurisdiction
regarding traffic studies and the design of access road intersections.
At intersections, good sight lines, unrestricted by grade change, blind curves,
or vegetation, and adequate queuing distance for vehicles turning from one
roadway to another, are required. Areas for vehicles queuing to exit the site
should not interfere with the
operation of vehicles in the
remainder of the station site.
At intersections, designs
should not exceed maximum
grade standards and
minimum cross slope
requirements (for drainage).
Roadways should be
designed to drain away from
pedestrian walkways and
curb cuts wherever possible.
Access Roadway at Burke Centre Station
For further information on intersection capacity, level of service,
signalization, and determining the need for auxiliary turn lanes, designers
should refer to VDOT guidelines and the latest version of the Transportation
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Parking and Circulation
VRE Station Design Guidelines
November 2002
Research Board’s Highway Capacity Manual. For further information on the
design of access roads, intersections, auxiliary lanes and deceleration lanes,
designers should refer to the latest edition of A Policy on the Geometric Design
of Highways and Streets, published by AASHTO.
c. Internal Circulation
The following are general design principles related to the internal vehicular
circulation at VRE stations.
Designs should provide the most direct roadway access possible between the
entrance to the site and the drop-off/pick-up area.
Designs should provide convenient loop turn-arounds for drop-off/pick-up
vehicles (buses, paratransit vehicles and private automobiles).
Internal roadways should be sized according to the expected mix of traffic
and the parking configuration (i.e., 90-degree vs. diagonal).
Internal roadways should be designed to minimize conflicts among vehicles,
pedestrians, and bicycles. Landscaping, light poles and other fixed objects near
internal circulation routes shall not impede visibility or promote conflicts.
d. Parking Configuration
General
Factors such as site topography, location of access roads, land availability, adjacent
land use, and community requirements will determine in large part the layout of
parking facilities. However, there are a number of guidelines that should be kept in
mind when initially laying out parking areas. These guidelines include:
Where possible, parking layout should be designed to maximize use of the
accessible route to platforms.
Final layout and configuration of the parking lot will be will be determined
by a number of factors including specific site and environmental conditions,
circulation requirements, and land availability. Designers should consult
with VRE and local jurisdictions to determine the optimal parking lot layout.
Designers should consider the potential for future expansion when laying
out parking areas. Designs for parking lot expansions should be consistent
with adjacent existing parking areas to the extent possible, particularly to
avoid conflicts in vehicular flow and pedestrian movement.
Dead-end aisles should be avoided unless a turnaround is provided. Where
turnarounds are not possible in dead-end aisles, one striped space may be
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provided and signed as a “turning-space-only" to eliminate the need to back
out the length of the aisle.
Adequate space for snow removal should be provided within parking areas.
Parking Stall Orientation
90-degree parking orientation is preferred at VRE stations. Diagonal parking
should only be used when 90-degree parking is not feasible. Parking space
orientation and design shall follow accepted standards such as the Handbook
of Landscape Architectural Construction, published by the Landscape
Architecture Foundation.
90-degree parking should be used
around the entire perimeter of the
site where possible to maximize
the capacity of the lot.
Parallel parking should only be used
where other layouts are impractical.
Do not use parallel parking in any
location where it might interfere
with heavily traveled vehicular access
routes.
90-degree Parking at Burke Centre Station
Dimensional Guidelines
The following are recommended parking dimensions for VRE station parking
lots:
General 90-degree parking spaces should be 8’-0” wide by 17’-0” long.
Accessible parking spaces should be a minimum of 8’-0” wide by 17’-0” long,
with an adjacent 5’-0” wide striped access way. For van-accessible spaces, the
adjacent access way shall be 8’-0” wide. Depth, aisle, and bay dimensions
should comply with ADA guidelines. Where accessible spaces are grouped
together, it may be advantageous to lower the sidewalk to the level of the
parking spaces. Accessible parking spaces and access aisles shall have
surface slopes not exceeding 1:50 (2%) in all directions.
Parallel parking spaces should be 8’-0” wide by 22’-0” long.
Deviations from the dimensional guidelines described above may be permitted
in site-specific situations, however it is the responsibility of the design consultant
to bring such deviations to the attention of the VRE for review and approval. For
example, 90-degree parking spaces may be shortened by up to 2’-0” where
vehicles can overhang the curb. Vehicle overhangs must not interfere with the
required clear width of an accessible pathway.
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2.
Accessibility
Accessibility requirements in station parking lots cover several major areas: the
accessible route, accessible loading areas, and accessible parking accommodations.
An accessible route of travel, free from steps, must link the accessible station entrance
with public sidewalks, bus stops, park-and-ride areas and the drop-off/pick-up area.
The platform may be considered to be a part of this accessible entrance route. With
exceptions allowing for specific site
conditions, this accessible route of travel
should be the primary route for all station
users. In no case should a disabled person
be required to wheel or walk behind
parked cars to reach entrances, ramps,
walkways, or elevators. The accessible
route shall conform to ADA guidelines
and any other relevant standards. Further
information on the accessible route,
including guidelines for walkways and
ramps, is included in Section III.6 on
Pedestrian Circulation.
Typical Accessible Route showing Crosswalk Striping
ADA accessibility guidelines require that if passenger loading zones are provided, at
least one loading zone must comply with ADA accessibility guidelines. These
guidelines state that:
Passenger loading zones shall provide an access aisle at least 5’-0” wide and
20’-0” long adjacent and parallel to the vehicle pull-up space.
If there are curbs between the access aisle and the vehicle pull-up space, then
an accessible curb cut shall be provided.
Vehicle standing spaces and access aisles shall be level with surface slopes
not exceeding 1:50 (2%) in all directions.
(Source: ADA Accessibility Guidelines for Buildings and Facilities, as
amended through January 1998)
In general, accessible loading areas may be combined with general passenger
drop-off/pick-up areas as long as the combined area meets ADA accessibility
guidelines. However, the designer should consider several additional guidelines
in laying out an accessible loading area:
The accessible loading area should be able to accommodate accessible vans
and paratransit vehicles as well as automobiles.
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If the accessible loading area is combined with a general drop-off/pick-up
area, it should be of sufficient length to minimize conflicts between the
multiple users of the area.
Accessible loading areas should be identified by signage with international
accessibility symbols.
ADA accessibility guidelines require that transit stations that provide general
parking facilities must also include accessible parking stalls. The following are
recommended design guidelines for these parking areas:
Accessible parking stalls should be provided as close as possible to the
platform entrance, on the accessible route. Designers should refer to ADA and
other applicable guidelines regarding distances. In many cases, accessible
parking stalls may be located adjacent to the general drop-off/pick-up areas.
For larger parking facilities, additional accessible spaces may be located in the
larger park-and-ride area if they fall within maximum distance thresholds.
The number of spaces shall be determined by ADA guidelines and governing
standards and code. Each lot/facility should provide the number of spaces
required to meet ADA guidelines or
code as an independent facility.
One in every eight accessible spaces,
but not less than one, shall be served
by an access aisle a minimum of
8’-0” wide and designated as “vanaccessible,” in accordance with
ADA guidelines.
Accessible parking areas shall be
identified by signage with
international accessibility symbols.
3.
Typical Accessible Parking Spaces
Drop-off/Pick-up Area
In general, designers should include drop-off/pick-up areas at all stations. The
drop-off/pick-up areas should be located as close as possible to the station
platform, and if combined with the accessible loading area, shall conform to
ADA guidelines for such areas. Refer to Section III.2 for further information
about accessibility requirements and accessible loading areas.
Drop-off/pick-up areas should be designed for right-hand curbside drop-offs.
Designs should strive to minimize conflicts among automobiles, buses,
pedestrians and bicycles.
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Drop-off/pick-up areas should be designed to discourage commuters from using
the area for all-day parking, in order to minimize the need for constant
enforcement of parking restrictions. This may be accomplished through signage,
pavement markings, physical separation from other parking areas, or by limiting
the size of the drop-off/pick-up area. If the size of the area is limited, parking lot
aisles may be used for queuing of vehicles waiting to pick up passengers.
If taxis frequently serve a station, the design may include a dedicated area for
taxi drop-off/pick-up, with curb markings and signage as required.
Figure 3 below shows a typical drop-off/pick-up area design.
Figure 3
Typical Drop-off/Pick-up Area (with Curb)
4.
Bus Circulation
At stations where passengers transfer between local bus lines to the VRE
commuter rail system, a bus drop-off/pick-up area should be provided. The
recommended berth size is 80’-0” by
11’-0”, assuming 40’-long transit buses
are used. At bus stops where a lift will
be deployed, a firm, stable surface
needs to be provided next to the lift
area. This surface should have a
minimum clear length of 96” measured
from the curb or vehicle roadway and
a minimum 60” clear width, measured
Typical Bus Drop-off/Pick-up Area
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parallel to vehicle and roadway.
The bus drop-off/pick-up area should have signs and pavement markings
clearly indicating that it is dedicated for bus use. Crosswalks should be provided
and good visibility should be maintained to ensure the pedestrian safety around
buses pulling into or out of berths.
The designer should consult with the local transit agency to determine further
requirements regarding vehicle dimensions, turning radii, signage, and
passenger amenities (e.g., benches, shelters) in the bus drop-off/pick-up area.
5.
Pedestrian Circulation
Good pedestrian circulation to, from, and across the station site is essential for
the smooth and safe operation of stations. Safe pedestrian access to VRE stations
is the highest priority in site planning. Adequate circulation routes should be
provided, with emphasis on avoiding pedestrian/vehicular conflicts. Circulation
patterns should be as simple, obvious, and safe as possible. Some points that
warrant careful review for applicability and consideration in achieving good
pedestrian orientation and circulation follow.
a. General
The pedestrian path from the surrounding street system or from any element
of the station surface facilities (i.e. bus bays, drop-off/pick-up, or Park-andRide facilities) should be as direct as possible. Unnecessary turns, turns
greater than 90 degrees, cross flows and dead-ends should be avoided due to
circulation and security concerns.
Pedestrian access from bus, drop-off/pick-up and parking areas should be as
clear, simple and obvious as possible.
Unless the pathway is weather-protected, the preferred maximum walking
distance from any portion of the VRE site to the station entrance is ¼ mile,
measured along the actual pedestrian travel route.
Pedestrian routes should conform to all applicable regulations and ADA
guidelines.
For security and safety reasons, all pedestrian routes should be well lit,
designed with good visibility to the station entrance and with clear graphics.
Adequate sight distance and visibility should be provided along pedestrian
routes.
All crosswalks should be well marked, with accent lighting provided for
safety wherever possible.
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Grade changes and walkway slopes should be minimized to the extent possible.
Obstructions such as telephones, pylons, sign boards, concessions, seating, or
maps should not be located to infringe in main pedestrian circulation zones.
Pedestrian track grade crossings should be minimized and efforts should be
taken to eliminate possible track crossings at non-designated locations.
Any pedestrian track grade crossing should be clearly marked, including
appropriate crossing surfaces and adequate signage and warning protection.
b. Walkways
Walkway and sidewalks should be designed with adequate widths to prevent
bottlenecks. All walkways shall comply with relevant ADA guidelines. The
following are recommended guidelines for walkway design:
The preferred minimum width for walkways is 6’-0”. The absolute minimum
should be no less then 4’-0”, unless otherwise specified by VRE or a
governing jurisdiction. Regardless of walkway width, clearances from
obstructions must be maintained in accordance with ADA guidelines.
No level change greater than ½” is permitted unless a ramp is provided. Level
changes between ¼” and ½” should be beveled with a maximum slope of 1:2.
The recommended walkway material is cement concrete. Walkway surfaces
should be slip-resistant with all joints finished flush.
Walkways adjacent to roadways should be physically separated by curbing,
guardrail, or bollards for safety and to prevent encroachment by vehicles.
Where sidewalks are located immediately adjacent to parking areas, vehicle
overhang from 90 degree or angle parking should be accounted for in the
layout of walkways to ensure that required sidewalk width is maintained.
Designers should strive to balance the extent of walkways and sidewalks
with cost considerations, by assessing where walkways are truly required.
c. Crosswalks
Any required crosswalks should be located to maximize visibility between pedestrians
and vehicles. All crosswalks shall comply with relevant ADA and MUTCD guidelines.
The following are recommended guidelines for crosswalk design:
Crosswalks should be equal to or wider than walkway widths, with a 6’-0”
minimum.
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Pedestrian roadway crossings should be defined by white warning stripes
painted on the surface of the roadway.
Curb cuts must be provided wherever an accessible route crosses a curb. Curb
cut widths, ramp slopes, and flare sides should conform to ADA guidelines.
Curb cuts at marked crossings should be wholly within the crossing
markings (excluding flare sides).
Curb cut ramps should be installed perpendicular to the curbs. Diagonal
curb cuts are discouraged.
d. Ramps
Ramps should be provided along the accessible route to accommodate grade
changes and level changes. All ramps shall comply with relevant ADA
guidelines. The following are recommended guidelines for ramp design:
Ramps should be provided wherever there is a grade change or a level
change greater than ½”.
Ramps should be a minimum of 4’-0” wide, measured from inside to inside
of railing. Regardless of walkway width, clearances from obstructions must
be maintained in accordance with ADA guidelines.
Ramps slopes must not exceed ADA guidelines. Landings should be provided
when required by ramp length, or for changes of ramp direction. Adequate
drainage should be provided to prevent ponding of water at landings.
Recommended ramp material is cement concrete. Ramps should have a slipresistant and glare-free surface.
Continuous handrails should be
provided on both sides of all ramps.
Handrail heights, extensions, and
handgrip diameters should conform
to applicable standards and codes.
Where ramps and landings have
drop-offs, handrails should be
supplemented by pedestrian
guardrails, curbs, walls or projecting
surfaces to prevent people and
wheelchairs from slipping off the
ramp.
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Typical Ramp, Showing Handrails
VRE Station Design Guidelines
November 2002
e. Stairs
The following are recommended design guidelines for stairs at VRE stations. The
items listed below represent a summary of relevant guidelines; designers should
refer to applicable standards and codes for further information.
Stairs should be 6’-0” wide (preferred minimum) with a 4’-0” absolute
minimum width. Regardless of walkway width, clearances from obstructions
should be maintained.
Landings should be provided when required by vertical rise, or for changes
of stair direction.
The treads and risers of any stair should be of a uniform dimension. Riser
slope, rider to tread angle and tread pitch should conform to applicable
guidelines, and should be designed to prevent ponding of water.
Stair treads should have a slip-resistant and glare-free surface.
Continuous handrails should be provided on both sides of all stairs.
Handrail heights, extensions, and
handgrip diameters should
conform to applicable standards
and codes. Where stairs and
landings have drop-offs, handrails
should be supplemented by
pedestrian guardrails, curbs, walls
or projecting surfaces to prevent
people slipping off the stairs.
Typical Stairway
f.
Pedestrian Guardrails
A pedestrian guardrail is a system of building components, such as tubular rails
or wire-mesh panels, located on the open side of walking surfaces for the
purpose of minimizing the possibility of an accidental fall from the walking
surface to a lower level. The following section represents a summary of relevant
design guidelines for pedestrian guardrails. Designers should consult applicable
standards and codes for additional information. Pedestrian guardrails should be
used where required by applicable code and in the following situations:
Where there is a direct vertical drop in excess of 4’-0” closer than 2’-0” to a
walkway, parking area, or roadway.
Along all open-sided walkways, mezzanines, and landings.
Where there is a vertical drop at the side of a ramp or stair.
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The following are recommended guidelines for pedestrian guardrail design:
Guardrails heights should conform to applicable standards and codes.
Guardrail openings should not exceed maximum widths permitted by
standards and codes.
All required pedestrian guardrails should be designed and constructed to meet
the structural loading conditions set forth in applicable standards and codes.
Pedestrian guardrail design should avoid the use of unnecessary horizontal
elements that may provide an easy surface for climbing.
g. Grade Level Track Crossings
The location, number, and type of grade level pedestrian track crossings should
be determined on a site-specific basis through consultation with VRE and the
host railroad. In general, the number of grade level crossings should be
minimized to promote pedestrian safety. On the Fredericksburg line, which may
be upgraded to accommodate high-speed intercity service in the future, grade
level crossings are discouraged. In all cases, the location and design of grade
level crossings shall conform to Federal Railroad Administration (FRA)
guidelines.
The following are recommended design guidelines for grade level pedestrian
track crossings:
Grade level crossings should be located where pedestrian traffic is greatest,
with safety as the primary consideration. In general, designers should seek to
reduce the probability of pedestrians stepping out into the crossing without
looking for on-coming trains. Crossings should be placed in locations that
are blocked when a train is stopped within the station to prevent dangerous
pedestrian track crossings. Grade level crossings should also be offset from
areas on the platform where the trains are stopped for loading or
disembarking passengers, so as to prevent passengers from encountering
large gaps between the train and the surface below.
Grade crossing widths, slopes and cross slopes should conform to applicable
standards, and should be designed to permit access for wheelchairs and
maintenance vehicles.
The crossing surface should be slip-resistant, and impervious to oil and
grease if possible. Designers should consult with the host railroad regarding
preferred materials for all grade crossings.
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The gap between rail and adjacent track crossing material shall be governed
by AREMA standards and shall comply with ADA guidelines. The
maximum permissible gap at the inner edge of each rail is 2- ½”.
Detectable warning surfaces for person with visual disabilities shall be
provided at the edge of all track crossings.
Warning signs should be placed at all crossings, and should be visible from
each entry to the crossing. These signs should conform to MUTCD and other
applicable guidelines. Crossing warning systems may be required at the
direction of the VRE.
Figure 4 shows a typical pedestrian grade-level track crossing design.
Figure 4
Typical Pedestrian Grade-Level Track Crossing
h. Grade-separated Track Crossings
Grade separated track crossings are generally not standard elements at stations
in the VRE system, because most stations have one side platform with parking
and access located on the same side. In the event that VRE programs construction
of station platforms on both sides of the track, grade separated track crossings
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should be considered. The design of any such crossings, including height and
clearances, would need to be coordinated closely with the host railroads. Further
information about VRE’s plans for platform configuration and type, which
would influence any consideration of grade separated track crossings, is
included in Section IV.C.2 of this document.
6.
Bicycle Accommodations
Those passengers arriving by bicycle should be accommodated in the safest and
most inviting manner possible. The following are recommended design
guidelines for bicycle accommodations:
Space should be provided for bicycle racks wherever possible. To promote
security, bicycle storage areas should be visible from the street or platform.
Bicycle accommodations should be designed to minimize conflicts with
pedestrian and vehicular traffic, make the most effective use of existing
roadways and curb cuts, and reduce the need for special graphics.
Access roadways should be designed with bicycle access in mind, with the
objective of minimizing bicycle-vehicle and bicycle-pedestrian conflicts.
Designers should refer to the VDOT Virginia Bicycle Facility Resource Guide for
more specific design guidelines.
Typical Bicycle Accommodations
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IV. Platforms
A. Introduction
The design of safe, efficient, comfortable, and durable platforms is an important
part of the overall VRE station design process. This section presents design
guidelines and criteria for the construction of new platforms and reconstruction
of existing platforms at VRE stations.
B. Existing Platforms
All stations in the VRE system were built with low-level platforms to preserve
the side clearances necessary for freight operation. ADA accessibility is generally
provided by lift devices on-board trains, although mobile lifts are also located on
the platforms under the accessible boarding canopies. Except for major stations
shared with Amtrak, VRE station platforms are generally located on one side of
the track only. South and west of Alexandria, the platforms are generally on the
east or southern side. North of Alexandria, the platforms at Crystal City Station
and L’Enfant Station are on the west side. In general, the majority of parking at
each station is located on the side with the actively used VRE platform.
At a few stations served by VRE, there is more than one platform – most notably
at Union Station, where there are multiple parallel tracks and platforms.
Passenger access to platforms at most VRE stations is currently either at-grade or
via stairways and ramps. However, elevators are provided for platform access at
four stations: Union Station, Franconia-Springfield Station, Rippon Station, and
Fredericksburg Station.
The original designs for the new stations constructed for the opening of the VRE
system included a detailed scheme for platform and canopy sizing and design.
Section V of this document contains a description of this scheme and how it is
used to guide platform and canopy sizing and design.
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C. Design Guidelines
1.
Platform Location
Platform location should be guided by site conditions, passenger activity and
travel patterns on the station site. In general, platforms should be centered on
passenger arrival or access areas, parking areas, or station buildings if they exist.
With these broad considerations in mind, the following are recommended
guidelines for the location of station platforms:
Platforms should be located on tangent sections of track.
A level track grade along the length of the platform is preferred, but a
maximum 1% track grade at the platform is allowed.
No vertical curves are permitted in the platform area. Vertical curves should
begin or end at least 400’ from the midpoint of the platform.
Platforms should be located to minimize physical and site obstructions to
any grade crossings in the area.
Platforms should be located in areas that provide a clear view of the platform
from the surrounding area to minimize safety and security concerns.
2.
Platform Configuration and Type
Site-specific conditions and station planning issues (i.e., station sizing,
anticipated ridership, and operations) will determine the configuration and type
of platforms at VRE stations. However, in general the following guidelines
should govern VRE station platform configuration and type:
New or expanded platforms should be low-level, conforming to the
dimensions described in the next section. If a station is to include one side
platform, it should generally be
located on the side with the most
circulation, intermodal transfer, and
parking activity, unless operational
issues dictate otherwise.
When station expansion or
rehabilitation projects occur, they
may include the addition of second,
opposite-side platforms. Any new
station projects may include
platforms on both sides of the track.
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Platforms
Typical Station Platform showing Tactile Strip,
Railings, and Lighting
VRE Station Design Guidelines
November 2002
Designers should refer to the latest version of the VRE Strategic Plan for
further information about plans regarding platform additions. During the
design process, designers should consult with VRE and host railroads
regarding platform configuration and type.
The recommended platform surface material is cement concrete.
3.
Platform Dimensions
Platforms shall be designed to meet all applicable regulations and standards,
including ADA requirements. Refer to Section II.C for a list of some applicable
standards. The following are recommended dimensions for the construction of
new platforms at VRE stations:
Height: The platform height should be 8” above top of rail at the trackside
edge.
Length: Platform length should be 400’ long.
Width: Minimum platform width should be 12’-0” along the entire length of
the platform. Platforms in VRE’s modular scheme for platform and canopy
design are typically 16’-0” or 18’-0” wide.
Grade: Cross slopes should be approximately 1% sloping away from the
trackbed, to allow for drainage, with a maximum slopes not exceeding 2%.
The maximum longitudinal slope shall be no more than 1%.
Surface: The platform surface should be safe for VRE passengers and
economical to maintain. An impact- and skid-resistant material such as
cement concrete with a brushed finish is appropriate.
Boarding Assistance Area: Platforms should be equipped with an accessible
boarding area at the northern/eastern (Washington) end of the platform.
Refer to Section V for further information on accessible boarding areas and
canopies.
Figure 5 below shows a typical platform plan, including the location of the
boarding assistance area with shelter.
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Figure 5
Typical Platform Plan
4.
Platform Clearances
The following are recommended guidelines for horizontal clearance at platforms:
On tangent tracks, the platform edge should be located 5’-4” from track
center line with a tolerance of +0.50” and -0.00”.
If tracks have any curvature, clearances will vary slightly from the above
standard.
The recommended horizontal clearance is shown in Figure 6 below.
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Figure 6
Typical Platform and Canopy Section (Showing Clearances)
5.
Pedestrian Circulation Scheme at Platforms
Pedestrian circulation within platforms and access to platforms should be
designed with several objectives in mind: allowing for efficient movement,
ensuring safety and security, permitting easy emergency access. With these goals
in mind, the following are recommended pedestrian circulation guidelines:
Pedestrian access should be as direct as possible from the drop-off and
transfer areas, parking lot, and surrounding areas to the platform. Clear
emergency exit routes should be provided and marked. Pedestrian routes
should be visible, inviting and safe.
Wherever possible, two routes of platform access and egress shall be
provided, to provide efficient movement to and from the platform, to
enhance passenger security, and to improve emergency access.
Pedestrian access and egress routes shall be sized to accommodate the
expected volume of passengers in the design year.
Fixed objects such as furniture, signage, shelters, and so on should be
concentrated within a furniture zone while maintaining adequate distance
between elements for circulation. As much of the platform should be kept
clear of fixed elements as possible. Figure 5 shows the location of the
furniture zone within a typical platform configuration.
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Mechanical and electrical equipment should be placed in vertical surfaces, in
designated areas or underground to reduce obstructions. However, the
designer should consider the maintenance implications of placing equipment
underground before doing so.
6.
Barriers/Railings/Fencing
Barriers, railings and fencing should be used in specific locations on platforms to
enhance safety and channel pedestrian movements. Barriers should not trap
individuals between the train and platform. The following are guidelines for
platform barriers, railings and fencing:
Barrier locations: Barriers should be provided as a safety feature along the
back of platforms where there is a grade difference between the platform and
the ground in excess of 10”. Barriers may be used on the platform to channel
pedestrian movement. Barriers may also be provided at the ends of
platforms to prevent pedestrian incursions into track right-of-way, as
necessary.
Barrier types:
Pedestrian guardrails: Barriers used for pedestrian safety should follow
the guidelines for “pedestrian guardrails” in Section III of this document.
In general, pedestrian guardrails should be used along the back of
platforms when the grade difference warrants such a barrier. Pedestrian
guardrails on platforms may be of the wire mesh panel-type, with a pipe
rail framework.
Pipe rails: Pipe rails should be used to channel pedestrian movements,
not as a safety barrier.
Fencing: Fencing may be used in specific locations requiring higher
levels of security, such as the ends of platforms.
Vehicle guardrails: If vehicular circulation or parking areas approach the
edge of platforms, vehicle guardrails should be used to prevent incursion
into the platform area.
7.
Accessibility Features
All platforms shall be designed to conform to ADA guidelines and Section 10 of
"Standards for Accessible Transportation Facilities," published by the
U.S. Department of Transportation. Accessibility features at platforms should
include ramps and elevators (where necessary), and detectable warning strips on
platform edges.
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a. Ramps
All platforms should have level or ramped walkways at primary access points.
Ramped access to platforms is more desirable than stairway access because of
safety and ease of use by passengers. All ramps must conform to applicable
building code requirements and ADA guidelines. Refer to Section III for further
information regarding ramp design.
b. Elevators
Elevators should be provided when the vertical distance between parking and
the platform makes ramps impractical. This distance is typically about 10’
although in some cases ramps can be arranged to accommodate greater vertical
distances. Designers should consult with VRE when considering the addition of
elevators to a station design.
Where elevators are provided, they should be located adjacent to the primary
access point of platforms. Elevators shall conform to all applicable requirements
for accessibility. Elevator designs should take into consideration passenger
security, reliability, and vandal resistance. Elevators should also be designed to
be weather-resistant and/or protected from the elements.
c. Tactile Warning Strips
All platforms should have 24” wide yellow tactile warning strip running the
length of the platform, in compliance with ADA accessibility guidelines. At
platform ends, tactile strips, railings, or a combination of both may be necessary
to ensure passenger safety. Figure 5 shows the location of the tactile warning
strip in a typical platform configuration.
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Platforms
VRE Station Design Guidelines
November 2002
V. Canopies
A. Introduction
Canopies are important elements of VRE stations, both functionally and
aesthetically. Canopies help to improve the passenger experience by providing
shelter from adverse weather conditions. At the same time, they can enhance the
look of a station, help integrate it with the surrounding community, and raise
awareness of the VRE system by providing an easily identifiable landmark at
stations. This section presents design guidelines and criteria for the construction
of canopies at VRE stations.
B. Existing Canopies and Design Scheme
The 1991 designs for the new stations constructed for the opening of the VRE
system included a detailed scheme for platform and canopy sizing and design. In
this design scheme platforms and canopies consist of a number of standard
modules: a signature “entrance” module, a module with a canopy and seating, a
module with a canopy only, a module with no canopy, and a module with a
small canopy and accessible waiting area. These individual modules, standard in
design, are combined in different ways to form complete canopies. This scheme
was used in the design of the 12 new stations constructed for the VRE service:
Leeland Road, Brooke, Rippon, Woodbridge, Lorton, Crystal City, Broad Run,
Manassas Park, Burke Centre, Rolling Road, Backlick, and L’Enfant.
These Design Guidelines present a brief summary of VRE’s modular platform
and canopy design scheme. For further information, including plans, drawings
and dimensions of the individual modules, designers should refer to the plans
for the first 12 new stations in the VRE system (VRE Construction Contract #1,
dated May 24, 1991).
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Canopies
VRE Station Design Guidelines
November 2002
C. Design Guidelines
1.
Canopy Size
The modular system of platform and canopy design used by VRE allows for the
creation of canopies of many sizes. The total length of canopy provided at stations will
be determined by several factors: passenger volumes at that station; site characteristics
(e.g., compass orientation, level of exposure, presence/absence of sheltering features),
and cost considerations. The specific modules chosen to make up these canopies will
be determined by both functional and aesthetic considerations. The following points
should be used in determining canopy size within the overall design scheme:
Canopies should be adequately sized to handle the projected passenger
volumes at the station. Therefore, more canopy modules (with or without
seating) should be included for stations with higher patronage.
Canopies should be designed in manner that will allow for future expansion
or installation of additional modules.
Canopy structures should provide adequate protection from sun, rain, snow,
and wind. Designers should consider site characteristics, such as the
compass orientation of the station, level of exposure to the elements, and
whether there are other sheltering features located nearby in determining
canopy sizing. Designers should accommodate for a 45-degree angle of
coverage (from outside canopy edge to top of platform) for driven rain when
designing canopy widths.
Canopies should be designed to provide adequate platform protection from
snow and rain. Drain systems and gutters should be installed to provide
proper drainage from the canopies to areas outside of the platform limits.
VRE’s canopy design scheme consists of modules that are generally 20’-0” long
by 16’-0” or 18’-0” wide. “Signature” entrance canopy modules are often 25’-0”
square, although dimensions may vary by station. A typical canopy
configuration might consist of five modules, including one “signature” module,
totaling about 105’ in length.
Canopy size will also be
determined by cost considerations.
While canopies are a relatively
economical and low-maintenance
form of shelter, it may not be
feasible to construct a canopy of
the size required by passenger
volumes and site conditions.
Typical Canopy Module with Windscreens
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Canopies
VRE Station Design Guidelines
November 2002
The choice of materials will be a major factor in determining how much
canopy can be constructed at a given station. The designer should consult
with VRE for further guidance on size and cost tradeoffs in canopy design.
Each station should include one module with a small canopy and accessible
waiting area. This small canopy is generally 14’-0” long by 8’-0” wide. The
location of this module is described in the next section.
Windscreens can be added to canopies to provide additional wind and
weather protection, particularly in seating areas.
2.
Location
VRE’s modular system of platform and canopy design helps determine the size
and design of canopies at stations. The location of these canopies is generally
determined by other site-specific factors that cannot be easily prescribed in a
design scheme. The following are criteria that guide canopy location:
Primary canopies should be located on the most directly accessible route
from the site entrance(s) to the platform, where the majority of pedestrian
traffic to the platform is expected to occur.
New primary canopies should also be centrally located on the platform
where site conditions and pedestrian flows permit. This allows the canopy,
and particularly the signature “entrance” module, to be visible from adjacent
streets and neighborhoods.
Secondary canopies should be
provided for the protection of access
platforms, stairs and ramps.
The accessible waiting area and
canopy should be located at the
northern/eastern (Washington) end
of each platform.
Canopies should be designed and
located in a manner that does not
obstruct the visibility of the
conductors in the approaching
trains.
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Canopies
Typical Accessible Waiting Area Canopy
VRE Station Design Guidelines
November 2002
3.
Type and Style
The modular design scheme used in the construction of the original stations for the
VRE system employed a specific unified architectural style. Each station generally
has a signature “entrance” canopy with a shallow-pitched pyramidal roof. Other
canopy modules are generally “A-frame” structures, with roofs pitched at about
30 degrees. The original canopies were generally constructed of steel and
aluminum for durability and ease of maintenance, with windscreens of laminated
heat-strengthened glazing and wire mesh side panels with metal pipe railings.
The design theme used in the original VRE stations has proven to be a fairly
successful theme, and future station
projects will generally follow this
model. However, future canopy
designs may in some cases be adapted
to match the local architectural
context or meet specific community
standards or requirements. Designers
should consult with VRE regarding
specific style and material preferences
and requirements when embarking on
canopy design projects.
Typical “Signature” Entrance Canopy Module
4. Clearances
The following are recommended clearances for the construction of new canopies
at VRE stations:
The preferred minimum horizontal clearance between vertical support for a
canopy and the track-side edge of platform is 10’-0”. The absolute minimum
is 8’-0”.
The minimum horizontal clearance between a canopy and a roof overhang
and the centerline of any track is 7’-6” except where the canopy is at a height
that overhangs operation equipment.
The vertical clearance from the platform to the bottom face of the canopy
shall be 8’-0”.
The minimum clearance between the floor and a vertical panel (either a
windscreen or wire mesh panel) in a canopy should be 5”. This clearance
prevents the accumulation of leaves and debris in corners of the canopy.
Several of these recommended clearances are shown in Figure 6.
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Canopies
VRE Station Design Guidelines
November 2002
VI. Other Aspects of
Station Design
Other elements for consideration in the preparation of design documents for
stations, not contained within this document, are listed in this section. This listing
is comprised of a variety of aspects that could or should be considered in future
station designs. Each element should be evaluated on a case-by-case basis as to its
appropriateness and context within the specific station under consideration.
These design elements are not described in detail as part of this Station Design
Guidelines document, but may be expanded upon in future editions. They
include, but are not limited to:
Signage and Graphics
Lighting
Landscaping
Comfort and Convenience Facilities:
Benches
Windscreens
Trash receptacles
Telephones
Newspaper boxes
Concessions
Toilet Facilities
LED/Public Address Systems
Conduit
Fare Collection
Fencing
Intertrack Fencing
Elevators
Grade Separated Pedestrian Track Crossings
Security Features/Systems
Materials and Finishes
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Other Aspects of Station Design
Appendix A
Local Jurisdictions and Contact
Information
Mabos\Projects\0676603\VRE Design GuidelinesFinal-NOVEMBER 2002.doc
Appendix
Local Jurisdictions and Contact Information
Jurisdiction
Department
Address
Telephone
Web Address
District of Columbia
Office of Planning
801 North Capitol Street NE
Suite 4000
Washington, DC 2002
(202) 442-7600
www.planning.dc.gov
Arlington County
Community Planning,
Housing & Development
2100 Clarendon Blvd.
Suite 700
Arlington, VA 22201
(703) 228-3535
www.co.arlington.va.us
Fairfax County
Planning and Zoning
12055 Government Center Parkway
Fairfax, VA 22035
(703) 324-1325
www.co.fairfax.va.us/dpz
Prince William County
County Planning Office
1 County Complex Court
Prince William, VA 22192-9201
(703) 792-6830
www.co.pirincewilliam.va.us/Planning
Stafford County
Planning and Community
Development
1300 Courthouse Road,
P.O. Box 339
Stafford, VA 22555-0339
(540) 658-8668
www.co.stafford.va.us/
planning
City of Alexandria
Planning and Zoning
301 King Street
Alexandria, VA 22314
(703) 838-4666
ci.alexandria.va.us/city/
planning_zoning/
pl_zn_home.html
City of Fredericksburg
Planning and Community
Development
715 Princess Anne Street
Room 112
Fredericksburg, VA 22401
(540) 372-1179
www.efredericksburg.com
City of Manassas
Community and
Economic Development
9027 Center Street, Room 202
P.O. Box 560
Manassas, VA 20108
(703) 257-8223
www.manassascity.org/
comm_econ_dev
City of Manassas Park
Planning and Zoning
One Park Center Court
Manassas Park, VA 20111
(703) 335-8820
www.ci.manassas-park.va.us
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Appendix
Appendix B
VRE Station and
Parking Lot Ownership
Mabos\Projects\0676603\VRE Design GuidelinesFinal-NOVEMBER 2002.doc
Appendix
VRE Station and Parking Lot Ownership
Station
Facility Name
Owner
Alexandria
Station
City of Alexandria
Parking
N/A
Station
VRE
Parking
Fairfax County
Station
VRE
Parking -Main Lot
Stafford County
Station
VRE
Parking
Fairfax County
Station
VRE
Parking - Main Lot
PWC
Station
VRE
Parking
N/A
Station
VRE
Second Platform
VRE
Elevator - East
VRE
Elevator - West
METRO (VRE MAINTAINS)
Parking
Metro Garage only - N/A
Station
Parking - LOT A
CSX
Tommy Mitchell
Parking - LOT B
City of Fredericksburg
Parking - LOT C
City of Fredericksburg
Parking - LOT D
Bruce Morris
Parking - LOT E
Albertine
Parking - LOT F
Thomas J. Wack Company
Parking - LOT G
VRE
Parking - LOT H
New City Fellowship
Station
VRE
Parking - Main Lot
Stafford County
Station
VRE
Parking
N/A
Station
VRE
Parking - Main Lot
Fairfax County
Parking - Proffer Lot
Developer
Backlick Road
Brooke
Burke Centre
Broad Run
Crystal City
Franconia/Springfield
Fredericksburg
Leeland
L'Enfant
Lorton
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Appendix
VRE Station and Parking Lot Ownership
Station
Facility Name
Owner
Manassas City
Station
City of Manassas
Second Platform
VRE
Manassas Park
Quantico
Third Platform
VRE
Parking - Main Lot, Depot
City of Manassas
Parking - West/Prince William
City of Manassas
Parking - Main/Prince William
City of Manassas
Parking - ABC Lot
City of Manassas
Station
VRE
Parking - Main Lot
City of Manassas Park
Parking - Temp Lot
City of Manassas Park
Station
CSX
Parking - Main Lot (original)
PWC
Parking - Navy Lot
Navy
Parking - Second lot (south end) VRE
Rippon
Rolling Road
Union Station
Woodbridge
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Appendix
Station
VRE
Elevator
VRE
Parking - Main Lot
PWC
Parking - Leased Lot
Hazel Land
Station
VRE
Parking - Main Lot
Fairfax County
Parking - Fellowship Church
Church
Station
AMTRAK
Parking
N/A
Station
PWC
Second Platform
VRE (CSX property)
Parking - Garage
PWC
Parking - Surface Lot
VRE
Appendix C
VRE Station Design
Guidelines Checklist
Mabos\Projects\0676603\VRE Design GuidelinesFinal-NOVEMBER 2002.doc
Appendix
VRE Station Design Guidelines Checklist (Page 1 of 2)
Station Name:
Location:
Project Manager:
Design Element or Task
General
Complete?
Consult with local jurisdiction
Consult with host railroad
Consult with landowner(s)
Ensure design meets ADA/accessibility requirements
Consider safety and security in overall design
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
N/A
N/A
N/A
N/A
N/A
Parking Lots
Assess overall access and multi-modal requirements
Develop general circulation pattern (e.g., access points,
direction of flow, lane widths)
Determine parking stall size, configuration and number
Design accessible route and determine number of
accessible parking spaces required
Design drop-off/pick-up area
Design bus boarding area(s)
Develop pedestrian circulation pattern and features:
•
Sidewalks and walkways
•
Crosswalks
•
Ramps and stairs
•
Grade-level track crossings (if applicable)
Develop bicycle accommodations
Develop pavement marking scheme
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
N/A
N/A
N/A
N/A
N/A
N/A
Platforms
Determine platform location
Determine configuration and type
Determine platform length and width
Establish appropriate clearances (e.g., from rail
centerline)
Develop pedestrian access scheme (e.g., overpass, atgrade, below-grade)
Design barriers/railings/fencing
Design ADA/accessibility features:
•
Ramps
•
Elevators
•
Tactile strips
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Appendix
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Comments
VRE Station Design Guidelines Checklist (Page 2 of 2)
Canopies
Determine appropriate canopy size
Determine canopy location
Determine type and style (based on design modules)
Establish appropriate clearances (e.g., horizontal,
vertical)
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Other Aspects of Station Design*
Design elevators and elevator housing (if applicable)
Design grade separated pedestrian track crossings
(if applicable)
Develop signage and graphics
Design lighting system
Design landscaping
Locate comfort and convenience facilities on platform
and around station area, including:
•
Benches
• Windscreens
• Trash receptacles
• Telephones
• Newspaper vending boxes
• Concession areas (if applicable)
Design LED signage/public address system
Design security features/systems
Determine fencing requirements for public safety and
design fencing (including intertrack fencing and other
fencing on the station site)
Determine materials and finishes
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes … No … N/A
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
No
No
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Yes … No … N/A
Yes … No … N/A
*These elements should also be considered during the station design process, but are not covered in detail in this Design
Guidelines document.
Notes:
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Appendix
Appendix D
VRE Station Design Guidelines
“Fast Facts”
Mabos\Projects\0676603\VRE Design GuidelinesFinal-NOVEMBER 2002.doc
Appendix
VRE Station Design Guidelines “Fast Facts”
The following is a brief summary of key facts, dimensions and design guidelines
provided in this document. Designers are expected to refine these dimensions
and elements during the design process.
Design Element
Suggested Dimension or Guideline
Parking Lots
Preferred location of most parking and vehicular access
Inbound side of track
Preferred maximum walking distance from farthest point at parking facility to platform
¼ mile
Preferred parking stall orientation
90-degree
Preferred minimum parking stall dimensions (90-degree parking)
8’-0” wide by 17’-0” long
Preferred minimum parking stall dimensions (parallel parking)
8’-0” wide by 22’-0” long
Recommended minimum drop-off/pick-up area length
20’-0”
Recommended bus berth dimensions (assuming 40’-long buses)
11’-0” wide by 80’-0” long
Preferred minimum walkway width
6’-0”
Preferred minimum stair width
6’-0”
Preferred minimum ramp width
4’-0”
Platforms
System-wide platform height
Low-level (8” above top of rail)
Typical platform length
400’
Typical platform width:
Platform with no canopy
12’-0”
Platform with standard canopy module, without seating
16’-0”
Platform with standard canopy module, with seating
18’-0”
Platform with “signature” canopy module
Approximately 25’-0” to 28’-0”
Horizontal clearance from platform edge to track centerline
5’-4”, with tolerance of +0.50” and –0.00”
Typical platform surface
Cement concrete with brushed finish
Canopies
Typical dimensions of standard canopy module, without seating
12’-0” wide, varying length (in 20’-0” increments)
Typical dimensions of standard canopy module, with seating
14’-8” wide, varying length (in 20’-0” increments)
Typical dimensions of “signature” canopy module
Approximately 25’-0” to 28’-0” square
Typical dimensions of handicap access canopy
8’-0” wide by 14’-0” long
Preferred location of handicapped access canopy
Washington (northern/eastern) end of platform
Preferred vertical clearance from bottom face of canopy to platform
8’-0”
Preferred minimum horizontal clearance from vertical support to track-side edge of platform
8’-0”
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Appendix