Pedestrian Safety Guide 

for Transit Agencies

FHWA-SA-07-017

February 2008
NOTICE

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FHWA-SA-07-017

DTFH61-05-00024

Final Guide

2006 to 2008

Pedestrian Safety Guide for Transit Agencies

Dan Nabors, Robert Schneider, Dalia Leven, Kimberly Lieberman, 

Colleen Mitchell.

Vanasse Hangen Brustlin, Inc.

8601 Georgia Ave., Suite 710

Silver Springs, MD 20910

Federal Highway Administration Office of Safety

1200 New Jersey Ave., SE

Washington, DC 20590

The contract manager for this report was Tamara Redmon (FHWA Office of Safety). Toole Design Group, and UNC Highway 

Safety Research Center, and PerformTech were subcontractors. Robert Schneider (Toole Design Group) was the Principal 

Investigator. John Fegan (FHWA), Gabe Rousseau (FHWA), Paula Bawer (NHTSA), and other FHWA and NHTSA staff 

reviewed the guide and provided valuable feedback. Significant contributions were also made by Frank Spielberg, Mike 

McArdle, Terry Byrne, and Rick Carey of VHB, Laura Sandt of HSRC, and RJ Eldridge of Toole Design Group. Sandra 

Guerrero (VHB) performed the document design and layout with contributions from Michael Daul (UNC-HSRC).

The project team gratefully acknowledges the input provided by the technical working group over the course of this project:

• Daniel Castillo, NC Peace Officers Organization, Charlotte, NC

• Tab Combs, Chapel Hill Bicycle and Pedestrian Advisory Board, Chapel Hill, NC

• Amy W. Datz, Florida Department of Transportation, Tallahassee, FL

• Mae Golden, The Disability Network, Flint, MI

• Carol Kachadoorian, Washington Area Metropolitan Transit Authority, Washington, DC

• Ron Kilcoyne, Greater Bridgeport Transit Authority, Bridgeport, CT

• David O’Connell, Mason County Transit, Community Transit Assn. of America Board of Directors, Shelton, WA

• Paula Reeves, Washington State DOT, Olympia, WA

• Linda Walker, HARTLine, Tampa, FL

• Chris Wells, Fairfax County Department of Transportation, Fairfax, VA

Images were provided by Toole Design, UNC-HSRC, VHB, Michael Ronkin, Dan Burden, Mae Golden, WMATA, Montgomery 

County, Maryland, DDOT, David O’Connell, Michelle Mowery, Virginia Coffman, Michelle Scism, and Jennifer Valentine.

The guide is intended to provide transit agency staff with an easy-to-use resource for improving pedestrian safety. The guide 

includes a variety of approaches to address common pedestrian safety issues that are likely to arise near transit stations, bus 

stops, and other places where transit (bus or rail) is operated. It provides references to publications, guides and other tools to 

identify pedestrian safety problems. Descriptions of engineering, education and enforcement programs that have been effectively 

applied by transit agencies are included as well as background information about pedestrian safety and access to transit.

Pedestrian, transit, bus, bus stops, safety, engineering, 

partnerships

Unclassified Unclassified

Form DOT F 1700.7 (8-72)

Reproduction of form and completed page is authorized

No restrictions. This document is available to the public 

through the National Technical Information Service, 

Springfield, Virginia 22161

February 2008

60

Introduction .................................................................................................................................................... 1

About this Guide............................................................................................................................................ 2

Chapter 1: Tools for Identifying Pedestrian Safety and Access Issues................................................ 4

A. Bus Stop Assessment Tools.............................................................................................................. 4

 1. Bus Stop Checklists....................................................................................................................... 4

 2. Prompt Lists and Road Safety Audits........................................................................................ 5

 Case Study: Bus Stop Inventory and Improvements ............................................................... 7

 Case Study: Community Coordination to Plan a Bus Stop Inventory .................................. 8

 3. Pedestrian Catchment Area Facility Inventories ...................................................................... 8

B. Pedestrian Questionnaires............................................................................................................... 8

C. Observations of Pedestrian Behavior............................................................................................. 9

D. Pedestrian Crash Data Analysis.................................................................................................... 10

 Case Study: Pedestrian Safety Program................................................................................... 10

Chapter 2: Approaches to Enhancing Pedestrian Safety and Access ..................................................11

A. Take Internal Action.........................................................................................................................11

 1. Make Organizational Improvements ........................................................................................11

 2. Update Policies ............................................................................................................................ 13

 3. Modify Services and Facilities................................................................................................... 14

 4. Identify Additional Resources................................................................................................... 14

B. Develop Partnerships ..................................................................................................................... 15

 1. Local, Regional and State Agencies .......................................................................................... 15

 Case Study: Mariner Park-and-Ride Pedestrian Safety Improvements.............................. 16

 Case Study: Interagency Partnerships ..................................................................................... 18

 2. Residents and Community Groups.......................................................................................... 18

 Case Study: Community Pedestrian Safety Committee........................................................ 19

 Case Study: Pilot Bus Stop Audit Program ............................................................................. 20

 Case Study: Regional Pedestrian & Bike Safety Workshop .................................................. 22

 3. Land Developers ......................................................................................................................... 23

 Case Study: Agreements for Bus Stop Placement .................................................................. 23

Chapter 3: Actions to Increase the Safety of Pedestrians Accessing Transit.................................... 24

A. Engineering Actions ....................................................................................................................... 24

 1. Sidewalk Design.......................................................................................................................... 25

 2. Roadway Crossings .................................................................................................................... 28

 3. Pedestrian Crossings of Rail Systems....................................................................................... 33

 4. Bicycle Considerations ............................................................................................................... 35

 5. Transit Vehicle Design ................................................................................................................ 36

 6. Transit Stop Location and Design............................................................................................. 36

 Case Study: Community Involvement in Transit Stop Design............................................. 43

B. Education and Enforcement Actions............................................................................................ 44

 Case Study: StreetSmart Pedestrian Safety Campaign.......................................................... 45

Chapter 4: Background Information on Pedestrian Safety and Access to Transit........................... 47

A. Typical Walking Distance to Transit............................................................................................. 47

B. The Effect of Motor Vehicle Speed on Pedestrian Safety........................................................... 48

C. Pedestrian Characteristics and Behavior..................................................................................... 48

Chapter 5: Legal Issues................................................................................................................................ 50

A. Example Laws Pertaining to Pedestrian Access to Transit ....................................................... 50

 1. Uniform Vehicle Code ................................................................................................................ 50

 2. Americans with Disabilities Act................................................................................................ 52

B. Legal Cases....................................................................................................................................... 53

 1. Transit Agency’s Role in the Safety of Pedestrian Access Routes to Transit Stops............ 53

 2. Transit Agency Liability for Pedestrian Safety During Transfers ........................................ 54

 3. Transit Agency Liability for Pedestrian Safety at Drop-off Locations................................. 55

References...................................................................................................................................................... 56

Table of Contents

Pedestrian Safety Guide for Transit Agencies 1

 

Introduction 

 

The primary goal of transit providers is to carry passengers between residences, 

employment and other destinations in a safe, convenient, efficient and reliable 

manner. The physical safety of passengers is vital to the success of any transit 

system—not only to retain existing riders but also to encourage new riders. This 

is true both while passengers are on board a transit vehicle as well as when they 

are accessing the system. To access a transit stop or station, all passengers travel 

at least a short distance by foot, wheelchair, bicycle, or other assistive device. 

In recent years, courts in several states have ruled that 

transit agencies are obligated to address the safety of 

passengers accessing the system, leaving the system, and 

transferring between vehicles. Transit agencies should 

consider the effects of the surrounding environment on 

pedestrians when planning service and stops, and they 

should implement changes that will increase the safety of 

passengers accessing the transit system. 

Transit agencies play a critical role in making conditions 

safe for pedestrians traveling to and from transit stops. 

Transit agencies can help ensure that their vehicles are 

operated safely near pedestrians and that their stops 

and stations provide safe pedestrian access. However, 

agencies are often limited in their ability to take unilateral actions to improve 

pedestrian safety. Transit agencies frequently lack the authority to address transit 

access on property not owned by the agency. In order to improve safety for their 

customers, transit agencies should build partnerships with other organizations 

and local government agencies, especially those that own and maintain public 

rights-of-way. 

Adequate sidewalks, pathways, and roadway crossings in the area around transit 

access points and amenities such as benches, shelters, and lighting at stops and 

stations are important for pedestrian comfort and safety. The most successful 

transit systems have safe and convenient pedestrian access and provide comfortable waiting areas, all of which encourage greater transit use. 

Passengers carry packages on board this bus as a 

part of a shopping trip. The pedestrian facilities 

serving the bus stop make it comfortable and safe 

to walk to the bus. 
2 Pedestrian Safety Guide for Transit Agencies

About this Guide

This guide is intended to provide transit agency staff with an easy-to-use resource for improving pedestrian safety. It should prove useful for transit staff 

who set agency policies, monitor transit performance, determine transit stop 

locations and schedules, train transit operators, and work with communities on 

development near transit stations. The guide is also a resource for agency staff 

who work with other transportation agencies to develop safe access and egress 

for transit passengers.

Secondary audiences for this guide include transit agency partners who are 

responsible for pedestrian safety issues—local and state transportation agency 

staff, developers, transit customers, and community groups interested in improving pedestrian safety near transit stops and stations. 

The guide includes:

•	 Common pedestrian safety issues which are likely to be found near 

transit stations, bus stops, and other places where transit (bus or rail) is 

operated. 

•	 Descriptions of specific engineering, education and enforcement programs that have been effectively applied by transit agencies to foster 

greater pedestrian safety.

•	 Background information about pedestrian safety and access to transit.

•	 References to publications, guides and other tools that can be used to 

identify pedestrian safety problems. 

The guide emphasizes the importance of solving pedestrian safety issues through 

partnerships between transit agencies and state and local transportation agencies, municipalities, and consumer interest groups, all of which can affect roadways and the pedestrian infrastructure.

The guide is divided into five chapters focusing on different elements of pedestrian safety that are most relevant to transit agencies. 
Pedestrian Safety Guide for Transit Agencies 3

Chapter 1: Tools for Identifying Pedestrian Safety and Access Issues

The first chapter provides tools to identify pedestrian safety and transit access 

issues. The chapter includes references for additional strategies to identify opportunities for improvement and case study examples of how these tools have been 

used successfully.

Chapter 2: Policy and Organizational Approaches to Enhancing Pedestrian 

Safety and Access

The second chapter highlights internal organizational changes and describes external partnerships that transit agencies can pursue to improve pedestrian safety. 

These solutions involve coordination with local and state agencies, transit operators, developers, citizens, and community groups. This chapter integrates case 

study examples of United States transit agencies that have undertaken successful 

initiatives to improve pedestrian safety and encourage transit use. 

Chapter 3: Actions to Increase the Safety of Pedestrians Accessing Transit

The third chapter presents engineering (physical infrastructure), education, and 

incentive approaches that can be used to improve the safety of pedestrians walking along roadways, crossing roadways, and waiting at bus or rail stops and 

stations. 

Chapter 4: Background Information on Pedestrian Safety and Access to Transit

The fourth chapter provides background information on pedestrian safety concepts, such as straightforward descriptions of issues relating to pedestrian access 

to transit. This chapter also provides a general overview of pedestrian characteristics and behavior.

Chapter 5: Legal Issues

The final chapter contains examples of laws and legal cases regarding pedestrian 

access to transit. It includes a summary of several key cases and rulings as they 

relate to the responsibility of the transit agency for pedestrian safety. Case law is 

different in each state, therefore transit agencies should understand the laws and 

precedents in their respective area. 

References

Citations from the main body of the guide are provided in this section. 
4 Pedestrian Safety Guide for Transit Agencies

Chapter 1: 

Tools for Identifying 

Pedestrian Safety 

and Access Issues

This chapter provides tools including bus stop audit checklists, pedestrian catchment area facility inventories, pedestrian questionnaires, pedestrian behavior 

observation surveys, and pedestrian crash analyses to help agencies identify 

specific pedestrian safety issues that affect their customers. 

While the tools in this chapter are presented for use by transit agencies, they can 

also be beneficial for other transit agency partners, such as:

•	 Local, regional and state agencies.

•	 Citizens and community groups.

•	 University researchers.

•	 Non-profit organizations.

A. Bus Stop Assessment Tools

1. Bus Stop Checklists 

Bus stop checklists are commonly used to inventory bus stops and roadway 

characteristics in the area immediately surrounding a stop. They can be used 

by transit agencies to evaluate their own facilities or by local residents to assess 

conditions at bus stops. These checklists typically document: 

•	 Sidewalk presence and condition near the bus stop.

•	 Roadway crossing treatments near the bus stop (crosswalks, pedestrian 

signals, pedestrian push-buttons, pedestrian signal timing, audible warning signals).

•	 Path of access between the sidewalk and bus stop boarding area.

•	 Readability of bus stop signs.

•	 Obstructions at bus stop.

•	 Bus stop shelters and seating.

Bus stop audit 

checklists 

can be used 

to assess 

pedestrian 

safety issues, 

such as difficult 

roadway 

crossings or 

incomplete 

sidewalks 

near stops.
Pedestrian Safety Guide for Transit Agencies 5

Example bus stop checklists are provided in the Easter Seals Project ACTION 

Toolkit for the Assessment of Bus Stop Accessibility and Safety1 (excerpt included on 

the following page), Queensland Transport’s Pedestrian Safety and Accessibility Audit 

Tools,2 and Pedestrian and Transit Friendly Design: A Primer for Smart Growth.

3

 

2. Prompt Lists and Road Safety Audits

Prompt lists are listings of potential issues that should be considered when 

conducting a road safety audit (RSA). An RSA is a formal safety examination 

of an existing or future roadway that is conducted by an independent, multidisciplinary team. “Independent” means that the RSA team should not include 

the roadway designer or current owner. The RSA team typically does not have 

authority to change a design that is being audited, however they can identify 

safety considerations and suggest measures (for the design team’s or responsible 

agency’s consideration) that can reasonably be implemented within the project 

schedule and available budget. There are several stages of a project where an 

RSA can be conducted, including: pre-construction (planning, preliminary design, final design); construction (work zone traffic control plan, pre-opening); 

and post-construction (including existing roads open to traffic). 

A portion of the bus-stop checklist developed by Easter Seals Project ACTION.
6 Pedestrian Safety Guide for Transit Agencies

Excerpt from FHWA Road Safety Audit Guidelines and Prompt Lists (Publication FHWA-SA-07-007).

The following table is an example prompt list for transit from the Federal Highway Administration’s (FHWA) Road Safety Audit Guidelines and Prompt Lists 

(FHWA-SA-07-007). This particular FHWA publication also contains detailed 

descriptions of the prompts to clarify potential issues for pedestrians at transit 

stops. 

. RSASblges 

111 ...... Plompt Detailed Prompt ,.. 

0.1.1 M 1M..,.,. _ po>porIy1 

--- - - - - - 0.1.2 Ale .. podesIriIn ""'"""'" "" I oele" b' hnSllOld 

- - - - D.' P,,-, dIOOIlQ .... 1 

Des5gn ~nd 

PI.cem.nt 0.1.3 Is ~dislanI::t i;) IM"""~? 

- - - - 0.1.4 

Ale _ ~ cIesipd II'ICI placed lor 

- - - ~..,., ¥III 00i'I'0'eI\ieI",? 

0.2.1 

Is thtoe*'ll_ ... ."...., ~_ 

- - - from _ rod bicycIo_1 

0.2.2 

00 _ (e< _~ on I'Ieml_""_ 

«"""-<:e 1Is ........ _1 - - - 0.2 QUllity. Is • .-11InIIir4j no ,p!Q\'IIIod I> ...... ",_ 

Condition, and 0.2.3 ~r 19IIO .. ~lIIIgI*r;Jpr ogoo s. 1OId 

Obl ""ctlon. 1two<.9~ ~, nIIe: .. peal 'Ii'nes? - - - 0 .2 .• 1s1hll ~ ... powod'" frMoi pr-.. su:IIa 

- - - "'-~ tIa"Idi>Q_. Of'*" oI:JpM? 

0 .2.5 Istht_freto/Ioo' ....... ,~ ii ....... _ 

- - - - ..... c:onsIrid ill -.« _ ..... 10". bus 1IDp? 

0.3.1 Is tht_~ ~N 0/ poIOrJIioI 

--- - - - - .3 C""' nu~ In 0.3.2 He hnSl SlOpS pon 0/ • ""'*""" _ 0/ 

Con...., ~vlty 

-- - - - - 1.>.J.J 

____ ~f"IOhto.,._ 

-." - - - DA Llglltlng 0.4.1 "'" occess ways 10 _ '-....... 10 

...... "_~.1110 de",o"" . ..:1""",,*, - - - - 0.5 VIsibility 0.5.1 MI opon ~ ... rI'III01\aiIOd ~ ~ 

lluget1l'lCl11 ! - - - ogoo ~.., IOar:q _1 

D.7 Y",ffic 0.7.1 

00 pedooNno.ww.g oro:! '-'"'g _ e<r1Iid: .... 

Characterlsllc. en, bityI::IoI. co _ ~,aloo.? 

- - - 0 .' Signs and ","1IW"P'i* IignIIRd ~ mar\I.iOgs proW:Iool b" P ••• ",enl D.S.l 

MarllinIP odIcdllus rd nnII SIOpI? - - -

, RSA Stages 

........ Plompt o.ull.d Prompt 

..... "" . 

0 .1.1 Nt !:us WpI siIod p:oporIy1 

-- -- - - - - 0.1.2 Nt .... po<\esIIiIn~ "", ...... , Jew rami and 

D.1P..-. tdIooIbuI.-.? - - - - o.llIIn, l nd 

Pl . ....... nl 0.1.3 !II oigI( disla- 10 1M *"'" "","",,*1 - - - - 0.1.4 

Nt _ ~ cIesignod oncI pIoaed lor podesIrian...., and """""'*"'? - - - 0 .2.1 1s1lt ...... _.' .. ...,~(\is\ra 

- - - from _ on:! bicydo_l 

D.2.2 OO_( ... _~on"'""'J_1ht_ "',.......,.IIs ....... _1 - - - 0 .2 QUI lity, !II .-.IInding ..... Pf<I\'Idod I> ........ _ 

Condillon, and 0 .2.3 w*o;Ip= 9O's.-.g,r1llighllro;JP" ogoound 

Obl lnlctlon. ~ >«!tibia. Ilfic. ~ 'Ii'nes? - - - D.U 10 1nt~ ... PI\'Id'" frMoi pr-.. ou:II .. 

- ....... ~-. ... $!Mp~? - - - D.U 

Is tho __ htolloo ...... ,'pai,_-.:ti:ns 

..... CDIIIitt ill _" tat oc:esslD1htbul SlOp? - - - - 0 .3.1 10,... _a<esing opporUolyN d poIdioI _.- - - - - .3 CO<IIlnully In 0.3.2 Art nnsiI SIOpI ~ 01 • ""'*""'" .-01 

Co nn""tivity 

-- - - - - .,.~ "'-__ "'oMo'-"_ - - - DA Lighting 0 .4.1 

---

Ne occess ways 10 msiI facIIIios "'""" It> IIXQ"'_oor1y.momIng ..... 111"""'0"..:1 .......... - - - - 0 .5 VloIblilly 0 .5.1 Mopon~""'~_~ 

lluIel and I I! 'II"'~""~-? - - - 0 .7 r .... fflc 0 .7.1 OopodeoNno.-w.gn~ _~ .... 

C~.r.cqo1 1Ic: . en, bitycIa, co _~? - - - D.' Sign. and Ne opproprioIo ligna n __ ~ proWled'" PI •• ml nl D.S.1 

MartinIP - - - _ bus and _ 0I0pI? 
Pedestrian Safety Guide for Transit Agencies 7

Case Study: Bus Stop Inventory and Improvements4 

Montgomery County, Maryland

In 2002, the Montgomery County Council established a Bus Stop Task Force and 

granted $11 million to improve bus stops over a six year period. The Bus Stop 

Improvement Program has three phases: 

1. Collect GPS locations for all Montgomery County bus stops. 

2. Complete a needs assessment and an improvement plan.

3. Develop a manageable database with up to date information.

The first phase, collecting GPS locations for the transit stops, is complete. The 

needs assessment and improvement plan phase began in December 2004. A 

database was developed to manage assets, track improvements, and identify 

needs. Over one hundred pieces of data were gathered for each bus stop, including the quality of the landing pad, obstructions, speed and traffic characteristics 

of the road, bus site data, and pedestrian access and connection information. The 

database of bus stop characteristics/needs is tied to a photo inventory, which 

provides detailed images of each stop from several perspectives.

Montgomery County plans to improve over 2,000 of the 5,400 stops in the 

County. By the fall of 2007, 300 stops had been assessed in detail and 88 had been 

improved, with 39 percent of the improved stops receiving some type of physical engineering improvement. County traffic engineers are working with local 

transit providers to develop innovative approaches to improve rider safety at 

each bus stop. Improvements include providing amenities such as bus shelters, 

benches, advertising, trash cans, bus maps, and other amenities. The cost of the 

improvements is shared between the County and the State. 

Contact: Jeff Dunckel, Manager - Passenger Facilities Unit at (240) 777-5826, 

Jeff.Dunckel@montgomerycountymd.gov.

Originally, this bus stop was a pole in dirt and grass (left photo). To improve pedestrian access, 

Montgomery County added a sidewalk, a level landing pad, and an 18” high knee wall (right 

photo). The knee wall can act like a bench and the rough stone surface deters graffiti. Photos 

provided by Montgomery County, MD.

Before pedestrian access improvements were made, this bus stop was not accessible for people 

with disabilities (left photo). Montgomery County constructed a level landing pad, an accessible connection to the pedestrian system and informal seating (right photo). Photos provided by 

Montgomery County, MD.
8 Pedestrian Safety Guide for Transit Agencies

Case Study: Community Coordination to Plan a Bus Stop Inventory5

Flint, Michigan

A team from Genesee County, Michigan, consisting of representatives from the 

Mass Transportation Authority, the Genesee County Metropolitan Planning 

Commission, the Leaders for Action Transportation Coalition, and The Disability Network won an opportunity to attend the Easter Seals Project ACTION’s 

(ESPA) annual Mobility Planning Services Institute (MPS) in the spring of 2006. 

The different representatives brought a wide range of perspectives and experiences to the team that allowed them to work towards their common goal of 

improving transit service in and around the City of Flint. 

The three-day MPS Institute enabled the group to develop a plan for improving 

accessible transit service in Genesee County that included increased fixed-route 

service, improved aesthetics at bus stops and compliance with all ADA requirements. In the months immediately following MPS Institute, team members 

continue to work together with local government and planning officials to implement their ideas. The first project is to inventory bus stop aesthetics, accessibility, 

and ADA compliance at over 100 stops using the Easter Seals Project ACTION 

Bus Stop Checklist. The database of information gathered during this process 

will be used to identify deficiencies and support applications for project funding. 

The team will continue using public meetings and email correspondence to foster community support for initiatives that improve accessibility for the working 

population, the elderly and passengers with disabilities in Genesee County.

Contact: Mae Golden, Housing/Transportation Advocate, The Disability Network, 

(810) 742-1800 X321, maeg@disnetwork.org.

3. Pedestrian Catchment Area Facility Inventories

Transit agencies can partner with local and state transportation agencies to 

inventory sidewalk and roadway crossing facilities in the entire catchment area 

surrounding a transit stop, not just in the immediate vicinity of the stop location. 

These inventories often take advantage of existing GIS and aerial photography 

data to reduce field labor time. For example, the Maryland Department of Transportation conducted a statewide inventory of sidewalks within 1⁄2-mile of all rail 

stations as a part of a program to comply with the 9990177

 Total Access 2000 statute passed in 1995.As a result, many key gaps in the sidewalk network were identified and filled.

B. Pedestrian Questionnaires

Those who regularly walk to and from bus stops or transit stations are often 

familiar with pedestrian safety issues along their routes and will typically share 

this information. To take advantage of this first-hand knowledge, transit agencies 

can distribute questionnaires to transit riders to gather feedback about pedestrian safety and access conditions at and around transit stops and stations. A 

variety of questionnaire formats can be used, including providing printed forms 

on buses; conducting in-person interviews at transit stops; and posting online 
Pedestrian Safety Guide for Transit Agencies 9

surveys. Pedestrian questionnaires can also gather useful information about rider 

characteristics, such as transit use frequency, and walking distances to transit 

stops. Other information that can be collected by questionnaire includes: 

•	 Trip purpose.

•	 Basic demographics.

•	 Perception of safety at roadway crossings.

•	 Convenience of crosswalks.

•	 Perception of sidewalk facilities 

(width and condition).

•	 Perception of walking environment 

(comfort and convenience).

•	 Origin and destination of trip.

•	 Comfort and convenience of transit locations.

C. Observations of Pedestrian Behavior

Transit agencies can gather useful information about pedestrian access to transit 

by observing pedestrian behavior near stops and stations. Observers can note 

activity, such as:

•	 Pedestrians using informal pathways where sidewalks do not exist. 

•	 Pedestrians competing for seating or shelter space at a bus stop.

•	 Pedestrians crossing roadways at midblock locations. 

•	 Pedestrians running across roadways to catch the bus. 

•	 Motorist behaviors near the stop or station (e.g., speeding or not yielding 

to pedestrians in crosswalks).

Transit agencies can use the results of these observations to improve transit stop 

locations, bus stop design, or service schedules. They can also provide information to schools and other organizations to develop targeted education messages, 

confer with local police on ideas for targeted enforcement of driver and pedestrian behaviors, and coordinate with local transportation engineers on improvements to crosswalks, sidewalks, warning signs, and pedestrian signals. 

Observations of pedestrian behavior can also be used to highlight the importance 

of pedestrian-friendly improvements. Agencies can use these observations to 

help convey the experience of accessing the local transit system to transit agency 

staff, governmental agency staff, developers and politicians. 

Washington State Department of Transportation has conducted several corridor 

and intersection evaluations using a standard pedestrian risk evaluation form 

developed as part of a key transit corridor study.6

 

As part of a pilot program in 2003 to 

learn more about pedestrian attitudes 

towards the walking environment, 

Queensland Transport in Australia 

developed and administered a 

pedestrian questionnaire and created 

a standard pedestrian behavior 

observation form. Pedestrian 

Safety and Accessibility Audit Tools.

Queensland Transport, Queensland, 

Australia. 2006.
10 Pedestrian Safety Guide for Transit Agencies

D. Pedestrian Crash Data Analysis

Transit agencies can work with local and state transportation and police departments to analyze pedestrian crash data near transit access points to help 

prioritize improvement areas. Caution should be exercised when using pedestrian crash data as it may not always accurately reflect safety conditions. Policereported crash data do not typically capture all pedestrian crashes that occur. In 

addition, there may be few pedestrian crashes because 

pedestrians tend to avoid walking where they perceive 

conditions to be dangerous. It may also be difficult to 

identify patterns of pedestrian crashes for specific subgroups, such as elderly pedestrians, children, and people 

who have visual, auditory, or cognitive disabilities, since 

the overall number of pedestrian trips made by these 

groups may be small. To see clear trends, three to ten 

years of crash data may be needed. It is important to 

note that changes in land use and bus stop locations can 

affect geographic distribution of pedestrian crashes. 

Once the transit agency has reviewed crash and other relevant data, staff should identify priority sites for safety 

improvements. Sites selected for improvements should 

be evaluated comprehensively so that an appropriate combination of pedestrian 

safety treatments can be applied.

Case Study: Pedestrian Safety Program7

Washington State Department of Transportation 

Washington State Department of Transportation (WSDOT) in collaboration with 

University of Washington’s Transportation Research Center (TRAC) developed 

a method for evaluating both pedestrian and bicycle crash locations on all state 

highways using Geographic Information Systems. Police records processed by 

WSDOT provided data on all pedestrians involved in collisions over a six year 

period (1999 to 2005). The evaluation accounts for a range of contributing factors 

including:

•	 Roadway characteristics. 

•	 Traffic conditions at and near the collision site. 

•	 Time of day. 

•	 Driver and pedestrian behavior. 

•	 Land use surrounding the collision site, including transit stop locations. 

•	 Other contributing circumstances.

This evaluation method is now used by WSDOT to develop and prioritize 

projects and programs focused on reducing the over 400 fatal and serious injury 

pedestrian- and bicycle-related crashes that occur in the state each year.

Contact: Paula Reeves at (360) 705-7258, Community Design Assistance Branch Manger, 

ReevesP@wsdot.wa.gov.

Observations 

of pedestrian 

and 

motorist 

behaviors 

near transit 

stops can help 

identify safety 

problems.

Pedestrians are crossing outside of a crosswalk 

to reach a bus stop. Observation studies can 

identify potential safey problems such as this 

that may not be apparent through an analysis of 

reported crashes.
Pedestrian Safety Guide for Transit Agencies 11

Chapter 2: 

Approaches 

to Enhancing

Pedestrian 

Safety 

and Access 

 

Transit agencies play an important role in improving the safety of pedestrians. 

Providing safe and comfortable routes to and from transit improves the passenger experience and helps transit agencies maximize ridership and customer satisfaction. This chapter presents policy and organizational approaches that transit 

agencies can use to help improve safety and access to transit for pedestrians. 

The chapter is divided into two sections. The first section, “Take Internal Action,”

describes actions that transit agencies can typically implement independently to 

improve pedestrian safety and access. The second section, “Develop Partnerships,”

describes actions that typically require transit agencies to work in partnership 

with other organizations to improve pedestrian conditions for their customers. 

Case study examples are provided throughout the chapter to illustrate how agencies across the United States have successfully undertaken similar initiatives.

A. Take Internal Action

Most transit agencies have the authority to independently implement a number 

of pedestrian safety initiatives. These actions include making organizational 

improvements and modifying services and facilities. Even with limited resources, 

transit agencies can take a number of actions to improve pedestrian safety and 

access. Other actions may require a commitment of resources that pose a challenge to some transit agencies. 

1. Make Organizational Improvements

Transit agencies can make organizational changes that can have long-term positive effects on pedestrian safety and convenience. These actions include reviewing and updating internal policies and procedures, such as:

•	 Establishing a pedestrian and/or bus stop coordinator position within 

the agency to work with local and state transportation departments, and 

All transit 

customers are 

pedestrians for 

some part of 

their journey 

to the bus or 

train. Therefore, 

there should be 

safe pedestrian 

conditions in 

the areas 

surrounding 

transit access 

points.
12 Pedestrian Safety Guide for Transit Agencies

citizens, and to review transit agency policies and operations. This coordinator should be in regular contact with transit agency staff working on route 

planning, scheduling, transit stop facilities, and coordination with other 

organizations. For example, the LYNX Customer Amenities Manual (Orlando, 

Florida) includes an internal phone list with contact names for specific pedestrian related issues.8

•	 Ensuring that the pedestrian/bus stop coordinator or other staff person is 

aware of construction activities planned at or around bus stops and other 

transit facilities and works with roadway agencies and their contractors to 

assure that adequate pedestrian access routes are provided during construction periods.

•	 Ensuring that all levels of agency management consider pedestrian safety 

issues in their day-to-day responsibilities.

•	 Providing periodic training on pedestrian safety to agency staff, consultants, 

and operators to improve the quality of transit service and the safety record 

of bus and train operators (see example). Staff and operators should follow a consistent set of safety guidelines and be clear about individual roles 

and responsibilities related to pedestrian issues. Potential topics for transit 

operator pedestrian safety training are listed on the next page. Examples of 

operator training programs include the Project for Public Spaces training 

modules for New Jersey Transit staff9

 and a Washington Area Metropolitan 

Transit Authority (WMATA)10 bus driver training program that focuses on 

pedestrian safety, including safety statistics, crash causes, and applicable 

laws and tips for sharing the road with bicyclists and pedestrians.11

Example presentation slides from WMATA’s Street Smart pedestrian awareness training for Metrobus 

Operators. The courses are taught by the District of Columbia Department of Transportation (DDOT). 

Source: DDOT and WMATA.
Pedestrian Safety Guide for Transit Agencies 13

Pedestrian Safety Training for Transit Operators 

The safety of passengers is a top priority for transit operators. Maintaining the 

safety of all pedestrians along transit routes is also important. Transit agencies 

should ensure that transit operators have received adequate safety training that 

acknowledges a variety of challenges, including:

•	 Operating in complex urban and suburban environments.

•	 Maintaining the safety of passengers inside the transit vehicle and the 

safety of people and vehicles in surrounding areas.

•	 Collecting patron fares.

•	 Responding to patron inquiries.

•	 Monitoring and addressing security concerns.

•	 Monitoring maintenance issues.

•	 Dealing with disruptive passengers.

•	 Adhering to schedules.

The length, frequency, and content of operator training programs should be sufficient to provide in-depth information about pedestrian issues. Training program 

guidelines and resources are provided by:

•	 The Federal Transit Administration (http://www.fta.dot.gov).

•	 The American Public Transportation Association (http://www.apta.com).

•	 The Community Transportation Association of America 

(http://www.ctaa.org).

2. Update Policies

Transit agencies can also improve pedestrian safety by updating internal policies. 

Policy actions that can be taken include:

•	 Compile and maintain a detailed inventory of 

bus stops and their features so that pedestrian 

safety and access improvement needs can be 

identified and prioritized.

•	 Incorporate pedestrian features into standard 

plans and standard designs for transit stops, 

stations and other transit facilities. Ensure that 

these features are included in cost estimates 

and programming details from project conception through construction and maintenance. 

•	 Conduct pedestrian safety audits at transit 

stops and surrounding areas on a regular basis (examples are provided in Chapter 1).

•	 Develop or update transit-oriented development guidelines to ensure 

adequate pedestrian facility design, including sidewalks, pedestrian 

Enhancements to this bus stop include a shelter, 

bench, level landing pad, and an improved roadway 

crossing to increase pedestrian safety near the stop. 
14 Pedestrian Safety Guide for Transit Agencies

crossing facilities, and warning and wayfinding signs. Frequently, transit 

agencies will need to partner with local governments who are responsible 

for administering land development guidelines and regulations.

3. Modify Services and Facilities

Transit agencies typically have the authority to modify their services and facilities. These types of changes have the potential to improve pedestrian safety and 

access. 

Service improvements may include:

•	 Changing bus routes and stop locations to reduce walking distances or 

facilitate transfers.

•	 Improving coordination between bus and rail schedules to allow for 

easier transfers and shorter waiting time.

Facility modifications may include:

•	 Moving bus stops to shorten walking distances, reduce street crossings or 

improve safety at street crossings for pedestrians accessing transit at each 

stop.

•	 Improving signage, seating, shelter, or lighting at bus stops.

•	 Increasing maintenance (frequency and thoroughness). 

4. Identify Additional Resources

Limited resources are a common challenge for many transit agencies; transit providers frequently struggle to provide service and maintain their vehicles. Some 

of the internal actions suggested above require significant resources, so they can 

be difficult to enact. While there is no dedicated funding source for pedestrian 

safety improvements near transit stops at the federal level, there are many funding sources that can be leveraged by an agency in order to achieve these goals. 

Some potential resources include:

•	 Consider allocating some capital improvement resources as matching 

funds to improve pedestrian safety and access in partnership with cities, 

counties, tribal governments, state departments of transportation (DOTs), 

regional agencies or other organizations.

•	 Implement a Tax Increment Financing (TIF) program to generate funding 

for physical improvements. For example, the MPO in Detroit, Michigan 

uses a TIF program for improvements to street lighting, sidewalks and 

curbs.12 

•	 Surface Transportation Program (STP) funds, which are often administered through the state DOT, can be used to improve and construct pedestrian walkways and bicycle facilities.13 Ten percent of each state’s STP 

allocation is set aside for “transportation enhancements”, which include 

pedestrian and bicycle facilities.14
Pedestrian Safety Guide for Transit Agencies 15

•	 Bus and Bus Facility Grants (Section 5309) provided by the Federal Transit 

Administration (FTA) provide capital funding for transit-related improvements, including passenger shelters.15

•	 The Congestion Mitigation and Air Quality (CMAQ) Improvement 

Program, jointly administered by the Federal Highway Administration 

(FHWA) and the FTA, provides financial and technical resources for 

transit agencies and metropolitan planning organizations (MPOs) seeking to improve air emissions from transportation-related sources. Often 

these resources are applied to programs or projects that may also have a 

safety benefit. For example, the Transit Authority of River City (TARC) in 

Louisville, Kentucky is using CMAQ funds to acquire new buses that will 

provide safer rider access and egress and increased system reliability.16 

B. Develop Partnerships

While transit agencies can make improvements for pedestrian access at the 

transit stop or station, they often need to work in partnership with other organizations to make pedestrian improvements in surrounding areas. Transit agencies 

can seek partnerships with the following groups:

•	 Local, regional and state agencies.

•	 Citizens and community groups.

•	 Developers.

•	 Other transit agencies.

1. Local, Regional and State Agencies

It is important for transit agencies to coordinate with planning, highway, public 

safety, and public works departments on pedestrian issues. This coordination is 

important regardless of the transit agency’s organizational structure (e.g., separate authority or commission; department within a city, county, regional, or state 

government; subdivision of a larger department; or separate public or private 

corporation). Issues related to pedestrian safety near transit, such as sidewalk 

and pathway design, street crossings, and pedestrian separation from vehicular 

traffic— are typically the responsibility of other local and state agencies.

Transit operations occur on roads that are maintained and operated by various 

entities, and often cross through multiple jurisdictions. Typical roadway owners/operators may be state or county agencies, cities, towns or even private 

organizations (such as toll road operators, retail shopping centers, or homeowners associations). Transit service may have a significant impact on the number 

of pedestrians walking along the roadway as well as the vehicle capacity of the 

roadway. Conversely, pedestrian volumes and roadway operations can directly 

influence the ability of the transit agency to maintain reliable schedules. Working 

with roadway owners to determine route locations, stop locations and passenger 

access facilities can yield the solution most appropriate for accommodating all 

modes of travel.

Working with 

roadway owners to determine 

route locations, 

stop locations 

and passenger 

access facilities 

can yield the 

solution most 

appropriate for 

accommodating all modes of 

travel.
16 Pedestrian Safety Guide for Transit Agencies

Case Study: Mariner Park-and-Ride Pedestrian Safety Improvements

Community Transit, Snohomish County, Washington 

It is often assumed that pedestrian safety 

is not an important consideration at Parkand-Ride facilities because transit users 

are typically arriving by car. However, 

proper facility design and management is 

important to ensuring the safety of pedestrians walking to the Park-and-Ride.

Several serious pedestrian and bicycle collisions occurred in the area of the Mariner 

Park-and-Ride facility in 2006 and 2007. 

There were no pedestrian shelters, a limited loading area, and difficult roadway 

crossings. To improve pedestrian safety 

and mobility in and around the Parkand-Ride facility, a partnership between 

Community Transit, Snohomish County, 

Washington, and Washington State DOT 

(WSDOT) was formed. The project received $700,000 in funding through WSDOT’s Pedestrian and Bicycle Safety Grant 

Program.17

The project is scheduled for completion in 2009. It includes adding pedestrian 

signals, constructing curbs and ADA accessible ramps, realigning skewed Parkand-Ride entrances to provide more direct pedestrian crossings and slow turning vehicles, and adding new pedestrian lighting and signage. The project also 

has an education and encouragement component that will expand Community 

Transit’s ongoing efforts to promote pedestrian and bicycle safety. This includes a 

targeted pedestrian and bicycle safety media campaign using rider alerts, website information, newspaper outreach and other information outlets. Finally, the 

enforcement component of this project will provide funding to local law enforcement agencies to increase pedestrian and bicycle safety patrols at the Park-andRide facility and surrounding areas.

Contact: Paula Reeves, Community Design Assistance Branch Manager, (360) 705-7258, 

ReevesP@wsdot.wa.gov.

It is important to coordinate activities between the transit agency and the agency 

responsible for the roadway. Through regular dialogue, the local public works 

department or department of transportation may be able to incorporate specific 

improvements into their projects that could benefit pedestrian safety for transit 

customers including:

•	 Construction or enhancement of sidewalks near transit.

•	 Relocation and design of bus stops that promotes safer pedestrian access 

and egress.

Existing conditions at Mariner Park and Ride. 

Project scheduled for completion in 2009.
Pedestrian Safety Guide for Transit Agencies 17

•	 Appropriate roadway design speeds in areas where pedestrians access 

transit.

•	 Intersection signalization that facilitates safer pedestrian crossings.

•	 Regular maintenance of pedestrian facilities.

•	 Incorporation of transit access improvements into land development or 

redevelopment projects.

Coordination between transit agencies and local agencies can also ensure that 

adequate provisions are made for safe pedestrian access to transit during periods 

of roadway construction.

Actions that transit agencies can take to foster partnerships with local, regional 

and state transportation agencies to improve pedestrian safety and access include: 

•	 Develop quick reference contact list of key departments, agencies and 

staff with responsibilities related to pedestrian safety. In particular, transit agencies should communicate regularly with local, regional and state 

pedestrian and bicycle coordinators.

•	 Develop intergovernmental agreements and memoranda of understanding on pedestrian facilities in areas surrounding transit access points.

•	 Arrange regular meetings to discuss pedestrian safety and access issues.

•	 Develop bus stop placement agreements for private roads.

•	 Engage in project review and scoping processes with local and state 

planning departments. Make every effort to be included from the earliest 

stages of the planning process. 

•	 Host workshops to discuss pedestrian safety issues with local jurisdictions and organizations. 

•	 Establish joint pedestrian and bicycle task forces and committees with local jurisdictions and organizations.

Example: Virginia Department of Transportation

The Virginia Department of Transportation (VDOT) has a pedestrian 

coordinator who reviews all development projects to ensure the 

accessibility of pedestrian and bicycle facilities. VDOT conducts 

periodic workshop programs on pedestrian safe design for local 

government officials, contractors and consultants. By coordinating 

with VDOT staff, a local transit agency can establish an advocate in 

the development process who will encourage designers to account 

for pedestrian safety near transit.18
18 Pedestrian Safety Guide for Transit Agencies

Case Study: Interagency Partnerships 

Tri-Met, Portland, Oregon19

Tri-Met, the transit agency serving the Portland metropolitan area, has developed a coordinated plan for bus stop management that recommends developing 

intergovernmental agreements and memoranda of understanding with city, state 

and county departments and agencies. Tri-Met and the City of Portland now 

have such an agreement in place that aids in the siting and permitting of bus 

shelters and other transit facilities. Tri-Met also works with local jurisdictions to 

review major development plans and request improvements at or near bus stops. 

Furthermore, if the agency determines that sufficient ridership potential exists 

at a new site, they can request that the developer provide and maintain bus stop 

facilities. 

The transit agency also developed an agreement with the City’s Project Planning 

Department and the Bureau of Maintenance. Success lies in clearly defining the 

role and responsibility of each person and agency. Tri-Met’s detailed recommendations regarding interdepartmental coordination can be found in the agency’s 

Bus Stop Guidelines 2002. The document outlines responsibilities related to bus 

stops for each department and position, such as:

•	 Project Planning Department’s Capital Projects Management Section

(responsible for design and placement of bus stop amenities): 

o Programs Manager.

o Project Planner.

o Maintenance Supervisor.

o Adopt-a-Stop Program Coordinator.

o Planner/Analyst.

o Community Relations Specialist.

•	 Additional departments for Bus Stop Section to coordinate with:

o Service Planning Department and Scheduling Department.

o Field Operations Supervisors.

o Maintenance Technicians.

o Information Development Department.

o Marketing Department.

o Committee on Accessible Transportation.

o Public Art Program.

o Safety, Training and Real Property. 

Contact: Young Park, (503) 962-2138, parky@trimet.org.

2. Residents and Community Groups

Transit agencies can take advantage of relationships with citizens and community groups to improve pedestrian safety for their customers. Several strategies 

for enhancing these relationships are described in this section: 
Pedestrian Safety Guide for Transit Agencies 19

•	 Work with residents to identify pedestrian access issues that need improvement.

•	 Educate residents about pedestrian and transit safety issues.

•	 Work with community members to develop solutions to improve pedestrian safety.

Work with Residents to Identify Pedestrian Issues

Positive relationships with community members enhance the public image of a 

transit agency. This can also help increase transit ridership and lead to increased 

funding. 

Transit agencies can take advantage of partnerships with community groups to 

gather important information about pedestrian access issues and needs. Agencies 

can assess existing conditions for pedestrian safety near transit stops and stations 

by doing the following:

•	 Encourage the creation of community task forces for new construction 

and redevelopment projects.

•	 Encourage community participation in project advisory committees.

•	 Encourage resident participation in community safety teams.

•	 Enlist community help with transit accessibility audits.

•	 Develop “Adopt-A-Stop” programs with riders and businesses.

•	 Encourage residents to report safety issues.

•	 Develop quick reference phone lists for residents to contact the appropriate person in your transit agency.

•	 Develop easy-to-use websites with information directed at community 

groups.

Case Study: Community Pedestrian Safety Committee 

Brookline, Massachusetts20

In October 1987, an elderly pedestrian was killed by an automobile while she was 

trying to access the Beacon Streetcar line in Brookline, Massachusetts. Immediately following the incident, community advocates worked with town officials to 

install a pedestrian signal at the site of the crash. However, many of the 12 other 

heavily-used surface stops in the corridor still had no pedestrian signals. By 1994, 

another seven people had been killed trying to access these surface stops. When 

activists again demanded action, they learned that Beacon Street was being redesigned by the state highway department. The highway department agreed to 

fund 90% of the replacement cost for the street’s old traffic lights contingent upon 

the town addressing the high pedestrian and automobile accident rate. The town 

created a 20 person committee comprised of residents, members of the Planning 

Board, Conservation Commission, Chamber of Commerce and the Transportation Board, a pedestrian safety advocate, and a planner from the Massachusetts 

Bay Transit Authority (MBTA). The committee met bi-weekly to make recommendations on design aspects of the project. Key design features for safe access 

to the streetcar included:

Positive 

relationships 

with community 

members 

enhance the 

public image 

of a transit 

agency. 
20 Pedestrian Safety Guide for Transit Agencies

•	 Street narrowing to two lanes in each direction plus parking lanes.

•	 Pedestrian signals.

•	 Increased tree plantings and landscaping.

•	 Increased separation between passenger boarding areas and moving 

traffic.

•	 Curb extensions at many street corners.

•	 Tighter curb radii.

•	 Bulb-outs at stations to provide safe waiting areas for streetcar 

passengers.

By the end of the design process, the committee was able to get almost all 

recommendations implemented, balancing the needs of pedestrians, transit 

users, and vehicles. 

Many of the improvements recommended by the committee were installed at 

stations in 2007. The pedestrian signals (many equipped with a countdown) and 

signal preemption system have improved pedestrian safety and transit 

operations. However, obstructed sightlines and inconsistent signalization can still 

make crossing the street to access the streetcar line challenging.

Contact: Dorthea Haas, WalkBoston, (617) 232-0104, dhaas@walkboston.org.

Case Study: Pilot Bus Stop Audit Program21 

Boston, Massachusetts 

WalkBoston, a non-profit organization dedicated to improving walking conditions 

in cities and towns across Massachusetts, launched a demonstration program, 

the Neighborhood Bus Stop Program, in Roxbury/Dorchester, Massachusetts 

in 1998. The program was designed to improve access to transit, walking conditions, lighting, street crossings, signage, bus stop amenities and landscaping with 

the ultimate goal of increasing bus ridership. 

The Neighborhood Bus Stop Program included a comprehensive audit of bus 

stops in Roxbury/Dorchester and recommendations for improvements that 

would enhance pedestrian safety and increase ridership. WalkBoston presented 

results of the audit and potential improvement strategies to the transit agency to 

demonstrate program feasibility and cost effectiveness. Key lessons learned from 

this effort include:

•	 Start with a demonstration project, not the whole system.

•	 Reach out to citizens and major employers whose customers and 

employees use transit for advocacy, funding and auditing support.

•	 Encourage advertising on transit shelters to generate revenue.

•	 Meet with the neighborhood groups and recruit assistance.

•	 Be positive and continue coordination between governments, transit 

agencies and neighborhoods.

Based in part on the efforts of WalkBoston, the project has grown into a system-
Pedestrian Safety Guide for Transit Agencies 21

wide program throughout the metropolitan Boston area. Over the past several 

years attractive glass shelters have been installed throughout the region, especially at stops in low-income and minority areas. Using an innovative public/private 

partnership, these bus stops are installed and maintained by a private firm that 

finances the effort through advertising sales. 

Contact: Dorthea Haas, WalkBoston, (617) 232-0104, dhaas@walkboston.org

Educate Community Members about Transit and Pedestrian Safety

There are a number of programs that transit agencies can initiate or participate in 

to provide pedestrian safety education to community members. These include:

•	 School safety programs for students walking to and riding public transit 

buses (classroom training can include videos, site specific photos, handouts etc.). 

•	 Local police enforcement of pedestrian-related traffic laws.

•	 Local police enforcement at highway/rail crossing gates.

•	 Pedestrian safety training theaters with videos for schools, businesses, 

churches, community events, etc. 

•	 Distribution of safety materials to group events.

Successful educational outreach programs increase pedestrian safety for existing 

riders, and can also serve as orientation programs for new riders. 

Work with Community Members to Solve Pedestrian Issues

Leveraging community resources has proven to be an inexpensive and effective method for improving conditions for pedestrians accessing transit. Transit 

agencies can involve community members and groups in developing policies for 

improving the design and siting of transit stops. These activities allow residents 

to have input into how transit is integrated into the community as a whole.

Volunteer bus stop maintenance programs are another way to involve the 

community in improving transit. These programs can be established between 

transit agencies and businesses, commercial centers, volunteer agencies, youth 

programs and even citizens in exchange for various incentives. Programs can 

increase community involvement in transit and encourage citizens to take ownership of their local bus stops. In addition, they can reduce agency maintenance 

costs and improve safety by alerting transit agencies of special maintenance 

needs, vandalism or suspicious activities. Many transit agencies have developed 

these types of programs including:

•	 Tri-Met’s Adopt-A-Stop22 and Keep-A-Can23 programs in Portland, 

Oregon: 800 adopted stops and 80% reduction in litter in exchange for 10 

free bus rides each month.

•	 MTA’s Adopt-A-Shelter Program in Flint, Michigan.24

•	 King County Metro’s Adopt-A-Stop Program in Seattle, Washington.25

Transit agencies can also involve community residents and organizations in 
22 Pedestrian Safety Guide for Transit Agencies

pedestrian safety by inviting them to participate in safety workshops. These 

meetings allow citizens to highlight problem locations for pedestrians, brainstorm ideas for improving rider safety, and have open discussions with agency 

staff about pedestrian safety policies.

Case Study: Regional Pedestrian & Bike Safety Workshop26 

Washington Metropolitan Area Transit Authority, Washington DC

In 2006 and 2007, the Washington Metropolitan Area Transit Authority (WMATA) 

hosted a series of regional workshops focusing on pedestrian and bicycle safety 

issues related to transit access. 

The workshops brought together a wide range of stakeholders to discuss important pedestrian and bicycle safety concerns. Participants in the workshops included WMATA and other transit agency staff, pedestrian and bicycle advocates, 

engineers and public works staff from several Washington area jurisdictions, as 

well as members of and advocates representing the interests of people with disabilities in the community. Elected officials and decision-makers at the highest 

level of WMATA took part in the events. Committees were established to develop 

recommendations and priorities for improving pedestrian and bicycle access to 

transit. The overarching goals of the plan included safety, sustainability, and partnerships. 

These workshops represented one of the first times that officials for WMATA, the 

Metro Washington Council of Governments (MWCOG), and from almost all of 

the local jurisdictions in the DC region worked collaboratively to address issues 

of transit accessibility and safety. In the spring of 2008, WMATA and MWCOG 

will undertake a joint project to identify and address obstacles to transit 

access for disabled users of the regional transit system. Additionally, WMATA 

and local governments are providing safety training for transit operators in a 

series of workshops held throughout the region.

Contact: Kristen Haldeman, WMATA Office of Business Planning & Project 

Development, (202) 962-1848.

Customer Boarding Activity per 

Day

300-

500

Potential conversion to transit 

center

Real time travel info

System map

Benches in shelter

Larger/Multiple shelter(s)

Detailed schedule

Trash receptacle

Standard shelter

Accurate bus stop signs

Adequate lighting

Safe access

Concrete pad

Over 

500

100-

300

50-

100 < 50

Amenity

Customer Boarding Activity per 

Day

300-

500

Potential conversion to transit 

center

Real time travel info

System map

Benches in shelter

Larger/Multiple shelter(s)

Detailed schedule

Trash receptacle

Standard shelter

Accurate bus stop signs

Adequate lighting

Safe access

Concrete pad

Over 

500

100-

300

50-

100 < 50

Amenity

WMATA staff presented an example of bus stop 

facility standards based on boardings per day.

Source: DDOT and WMATA.

WMATA staff discussed new bus route maps 

provided at rail stations to encourage riders to use 

local buses.
Pedestrian Safety Guide for Transit Agencies 23

3. Land Developers

Transit agencies should provide developers with development guidelines 

and standards prior to any project’s design phase to ensure that the development is transit-oriented. A good working relationship between the transit agency and the planning and zoning department and/or planning and 

design standards committee is critical as well. Transit agencies can provide 

developers with the following tools: 

	 •	 The transit agency’s guidelines and standards. Several

 agencies provide guidelines for developers. For example, 

 the Tri-County Metropolitan Transportation District of 

 Oregon in Portland produced the Planning and 

 Design for Transit Handbook.

27

•	 Transit oriented development (TOD) guidelines. For example, the Suburban Mobility Authority for Regional Transportation (SMART) Guide for Creating a Friendly Transit Environment28 provides TOD guidance for businesses, government 

agencies, citizens, and design professionals in suburban Detroit; 

the San Diego MetropolitanTransit Development Board’s Designing 

for Transit29 guide suggests 10 ways to design more transit-oriented 

communities; and the Greater Cleveland Regional Transit Authority 

(GCRTA) provides guidance for local municipalities to create mixeduse developments and moderate to high densities near transit stops in 

the Cleveland region.30

	 •	 Transit accessibility checklists. SMART’s Guide for Creating 

 a Friendly Transit Environment and the Maryland Transit 

 Administration’s Access by Design31 guides include accessibility 

 checklists for developers.

	 •	 Technical assistance estimating impact fee or developer fee

 reductions due to the inclusion of transit- and pedestrian-oriented 

 design features.

Case Study: Agreements for Bus Stop Placement32

Pierce Transit, Takoma, Washington 

The jurisdictions in the Takoma, Washington region have given Pierce Transit 

the opportunity to review most major new development and redevelopment 

projects within its service area.33 Each jurisdiction served by the transit agency 

has established guidelines whereby the developer may be required to provide 

transit enhancements when specific criteria are met. Additionally, the agency can 

recommend infrastructure changes such as sidewalks, through-streets, or other 

enhancements for improving pedestrian safety and access to transit when a site is 

developed.

Pierce Transit has also developed a standard agreement that gives the agency the 

ability to locate bus stops on private roads.34 Pierce Transit signs this agreement 

with the owners of private property on which they would like to locate a stop. 

These agreements allow the agency to locate the bus stop in the most accessible 

location for pedestrians.

Contact: Linda Shaffer, Planner Construction Projects, (253) 983-2714, lshaffer@piercetransit.org.
24 Pedestrian Safety Guide for Transit Agencies

Chapter 3: 

Actions to Increase 

the Safety of 

Pedestrians 

Accessing Transit

There are a variety of actions that can be implemented by transit agencies and 

their partner organizations to improve safety for pedestrians traveling to transit. These actions include engineering (physical infrastructure), education, and 

enforcement efforts. The most successful strategies often involve a combination 

of these treatments.

A. Engineering Actions

The design of paths, sidewalks, and 

transit stops contribute to a passenger’s 

experience and perception of safety 

on the transit system. Well-connected 

sidewalks should be installed in all 

areas with regular transit service so 

that transit patrons will not be forced 

to walk in the street while traveling to 

or from a stop or station. In addition, 

roadway crossings should be made 

safer with an appropriate combination 

of facilities, such as marked crosswalks, 

median crossing islands, warning signs, 

and pedestrian signals. 

Good pedestrian design should account for the needs of all potential users, including those with physical or mental limitations. When applied appropriately, 

this design concept known as “universal design” ensures the built environment 

is usable and can be shared by all people, thus eliminating the need for specialized design. The Americans with Disabilities Act Accessibility Guidelines (ADAAG)35

describes the minimum designs for providing accessibility for all pedestrians. 

However, the ADAAG is just the starting point for ensuring that universal design 

is applied. The following resources describe some best practices for accommodating all pedestrians:

A wide sidewalk in the photo above has been 

provided to allow pedestrians to access this bus stop.

Good pedestrian 

design should 

account for 

the needs of all 

potential users, 

including those 

with physical 

or mental 

limitations.
Pedestrian Safety Guide for Transit Agencies 25

•	 FHWA Designing Sidewalks and Trails for Access, 

Part I, A Review of Existing Guidelines, http://

www.fhwa.dot.gov/environment/sidewalks/.

•	 FHWA Designing Sidewalks and Trails for Access 

Part II, Best Practices Guide, http://www.fhwa.

dot.gov/environment/sidewalk2/.

•	 AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities, https://bookstore.

transportation.org/item_details.aspx?id=119.

1. Sidewalk Design

Creating safer places for pedestrians to travel along 

roadways can encourage more people to use transit 

systems. It is critical to ensure that sidewalks and other 

pedestrian pathways have appropriate width, surface, 

separation from motor vehicle traffic, 

lighting, and signage along roadways.

Width

Sidewalks should be wide enough to accommodate the 

expected levels of pedestrian traffic. Narrow sidewalks 

that cannot accommodate the volume of foot traffic may 

encourage pedestrians to walk in the roadway or take 

alternate routes, increasing the potential for conflict 

with motor vehicles. It is desirable to provide a sidewalk 

clear width (i.e., lateral space available for pedestrian 

travel for the length of a corridor) at least wide enough 

to accommodate two people walking side-by-side.36 

ADA guidelines specify a minimum clear width of 5 feet 

to accommodate users in wheelchairs.37 In areas with 

high pedestrian volumes (often areas near transit stops 

and stations) sidewalks may need to be wider to accommodate pedestrians. Street furniture (e.g. pay phones, 

trash cans, newspaper racks, etc.), utilities, and street 

trees present obstacles to pedestrians, and reduce the 

sidewalk clear width. Obstacles should be placed outside 

of the normal pedestrian travel path ideally in the buffer 

zone (i.e., between the street and the sidewalk) to ensure 

direct pedestrian paths are provided. 

This sidewalk is not wide enough for all three 

children to walk side-by-side.

This shelter is not connected to a sidewalk system, 

so pedestrians must either travel in the road or 

grass to get to the bus stop. This is especially 

problematic for wheelchair users.

TCRP Report 125, Guidebook for 

Mitigating Fixed-Route Bus and 

Pedestrian Collisions. 

This guidebook was developed to 

provide guidance to transit agencies on 

preventing collisions between buses and 

pedestrians and reducing the severity 

of collisions that do occur. Factors 

contributing to crashes are explained 

to improve understanding of how and 

why crashes occur. Strategies discussed 

for mitigating the collisions include 

traffic engineering improvements, driver 

training, and public education and 

outreach. 
26 Pedestrian Safety Guide for Transit Agencies

Surface

The full clear width of a sidewalk should be paved with a smooth, stable and 

slip-resistant material to accommodate wheelchairs, bicycles, and strollers. The 

sidewalk should be clear of obstructions, including overhanging branches, utility 

poles, and signs. 

Buffer

For the safety and comfort of pedestrians, it is often desirable to provide a buffer 

area between the sidewalk and roadway (i.e., sidewalks should not be located 

against the curb, directly adjacent to the lanes of moving traffic). Some form of 

buffer should be included to protect pedestrians from noise, wind, and vehicle 

splash caused by passing vehicles and errant vehicles. Landscaping, such as a 

simple grass strip, shrubs, and/or trees can be used. A tree-lined buffer has the 

added benefit of improving roadway aesthetics, providing shade, and improving 

pedestrians’ perceptions of safety with respect to motor vehicle traffic.38, 39 Onstreet parking can also serve as a buffer between moving vehicles and pedestrians while simultaneously slowing vehicular traffic. 

Additional Considerations

There are several other amenities which should be considered when designing 

sidewalks including:

Sidewalks should be smooth, stable, slip-resistant 

and free from obstructions to allow all pedestrians 

(including people with disabilities) to access 

transit safely. Notice the obstacle presented by the 

overhanging branches.

Sidewalks with surface defects, such as gaps, cracks, 

joints, or heaved pavement can be a hazard to 

pedestrians accessing transit, especially those with 

disabilities.

Buffer space between the sidewalk and moving 

vehicles makes pedestrians feel safer. Trees and 

other objects in the buffer further enhance pedestrian 

comfort.

The pedestrian on this sidewalk is in a potentially 

dangerous situation, walking very close to vehicles in 

the outside travel lane.
Pedestrian Safety Guide for Transit Agencies 27

•	 Driveway crossing design is important for providing safe, accessible sidewalks. Grade changes between the sidewalk and the driveway should be 

minimized. Corner radii should be made as small as possible to encourage drivers to turn slowly and yield to pedestrians. More details can be 

found in the ADAAG.

•	 Ample, consistent, and uninterrupted lighting is helpful in ensuring the 

safety and security of all pedestrians, including customers accessing transit. The FHWA guide, A Resident’s Guide for Creating Safe and Walkable Communities (FHWA-SA-07-016), includes more information about lighting 

requirements for pedestrian facilities. (http://safety.fhwa.dot.gov/ped_bike/

ped/ped_walkguide).

•	 Directional signage should be installed around heavily-used transit stops 

to direct passengers to local points of interest. Signage should be scaled 

for pedestrians and should be designed to be understood by all pedestrians, including those with visual impairments and limited English proficiency.

•	 Visual obstructions, such as large shrubs or utility boxes that impair the 

ability of drivers to see pedestrians should be avoided.

Example Pedestrian Facility Design Resources

ADA Accessibility Guidelines for Buildings and Facilities. United States Access Board, 

2002. http://www.access-board.gov/adaag/html/adaag.htm.

AASHTO Guide for the Planning, Design, and Operation of Pedestrian Facilities.

American Association of State Highway and Transportation Officials, 2004.

Pedestrian and Transit-Friendly Design: A Primer for Smart Growth. R. Ewing for Smart 

Growth Network in Florida, 1999. http://www.epa.gov/smartgrowth/pdf/ptfd_

primer.pdf.

Designing Sidewalks and Trails for Access, Part I of II: Review of Existing Guidelines and 

Practices. US Department of Transportation, Federal Highway Administration, 1999. 

http://www.fhwa.dot.gov/environment/bikeped/Access-1.htm. 

Accessible Rights-of-Way: A Design Guide. United States Access Board, 1999.

http://www.access-board.gov/prowac/guide/PROWGuide.htm. 

PEDSAFE: Pedestrian Safety Guide and Countermeasure Selection System. U.S. 

Department of Transportation, Federal Highway Administration, Authors: D.L. 

Harkey and C.V. Zegeer, September 2004. http://www.walkinginfo.org/pedsafe/.

Pedestrian Facilities Planning and Design Handbook. Florida Department of 

Transportation, 1999. http://www.dot.state.fl.us/safety/ped_bike/ped_bike_

standards.htm#Florida%20Ped%20Handbook. 

Alternative Treatments for At-Grade Pedestrian Crossings. Nazir, Lalani for Institute of 

Transportation Engineers, September 2001. 
28 Pedestrian Safety Guide for Transit Agencies

2. Roadway Crossings

It is often necessary for pedestrians to cross roadways when traveling to and 

from transit stops and these crossings should be made as safe as possible. 

Marked crosswalks are commonly used to identify preferred locations for pedestrian crossings. However, in many cases, particularly on multi-lane roads with 

high speeds and traffic volumes, marked crosswalks alone are not sufficient to 

assure pedestrian safety. FHWA guidelines state, “In most cases, marked crosswalks are best used in combination with other treatments (e.g., curb extensions, 

raised crossing islands, traffic signals, roadway narrowing, enhanced overhead 

lighting, traffic calming measures etc.).”40 Therefore, combinations of the following types of safety treatments are described below and are recommended to 

improve crossings near transit:

•	 Marked crosswalks.

•	 Median islands.

•	 Curb extensions.

•	 Reduced curb radii.

•	 Narrowed and reduced number of motor 

vehicle travel lanes.

•	 Pedestrian warning signs.

•	 Pedestrian signals.

Detailed engineering analysis will help to determine 

the appropriate combination of treatments for a 

pedestrian crossing.41 These infrastructure improvements, when implemented with education and enforcement programs, can make 

crossings safer and more convenient for transit customers and can help reduce 

pedestrian crashes. 

One critical aspect of pedestrian crossing safety is the sight distance between 

pedestrians and drivers approaching a 

crossing. Adequate sight distance should 

be provided for drivers to see pedestrians entering a crosswalk and stop their 

vehicles. Sight distance can be limited 

by hills, curves, buildings, parked cars, 

landscaping, trees, and other objects. At 

roadside transit stops, poorly-placed 

shelters or non-transparent shelters 

can limit the ability of drivers to see 

pedestrians at or near the stop. In addition, transit vehicles servicing passengers 

at stops can block the sight lines between pedestrians crossing the roadway and 

other approaching drivers. Crossings placed near bus stops in low-density and 

rural areas may be of particular concern because minimum geometric standards 

may not be consistently met or maintained and pedestrians arrive less frequently, 

meaning motorists may be less likely to expect them. Many of the roadway crossing treatments presented in this section can help address these sight distance 

issues.

Pedestrians crossing the street to reach the bus stop 

circled in the photograph above will be hidden by 

the crest of the vertical curve.

This midblock crossing in Silver Spring, Maryland 

uses multiple engineering strategies, including 

pedestrian-activated signals and a median refuge area, 

to improve safety for pedestrians crossing the street at 

this busy, urban location.
Pedestrian Safety Guide for Transit Agencies 29

Marked Crosswalks

Legally, crosswalks exist where two streets intersect whether or not they are 

denoted with markings.42 Crosswalk markings can be used to indicate preferred 

crossing areas for pedestrians and to help make drivers more aware of pedestrians crossing the roadway. 

Marked crosswalks are most commonly denoted by standard crosswalks (two 

parallel lines) or high-visibility crosswalks (thick white bars parallel to the direction of travel, both “continental” and “ladder” style crosswalks). Other crosswalk 

treatments include different striping patterns, stamped asphalt or pavers, or 

raised pavement surfaces (raised crosswalks). It is critical that drivers approaching a crosswalk can easily see the crosswalk treatment. High-visibility crosswalks 

(see photos below) are the most visible to drivers.

Accessible curb ramps should be provided at both ends of marked crosswalks 

wherever the roadway crossing is at a different level than the adjacent sidewalk. 

All curb ramps should meet the requirements of the ADAAG. 

This roadway was modified from a four-lane, 

undivided roadway to two through lanes with a center 

turn lane and bicycle lanes. This change provided 

space to construct median islands and increase the 

safety of midblock crossings. 

The median island near this transit stop includes 

an angled cut-through for pedestrians. This feature 

encourages pedestrians to face to the right and look 

for oncoming traffic before crossing.

High-visibility crosswalks have thick markings that 

are easy for approaching drivers to see. Pictured is a 

ladder type crosswalk marking.

High-visibility crosswalks can be supplemented by 

“in-roadway pedestrian crossing signs” that remind 

drivers of state laws requiring them to yield or 

stop for pedestrians in the crosswalk. Pictured is a 

ladder type crosswalk marking, with an in-roadway 

pedestrian crossing sign.
30 Pedestrian Safety Guide for Transit Agencies

Median Islands

Median islands (or pedestrian crossing islands) allow pedestrians to cross one 

direction of motor vehicle traffic at a time. Studies show that islands can reduce 

up to 40 percent of pedestrian crashes on certain types of roadways.43 On particularly long crossings, the islands can provide pedestrians with a place of refuge 

to pause and rest. This is especially important for slow-moving pedestrians who 

require longer gaps to cross at unsignalized crossings or who may not be able 

to fully cross the street in the time provided at a signalized intersection. A minimum median width of six feet should be provided in order for the median to be 

used as a pedestrian refuge. 

Curb Extensions

Curb extensions (or curb bulb-outs) can 

be used on roadways with on-street 

parking to shorten pedestrian crossing 

distances and increase the visibility of 

pedestrians at roadway crossings. By 

narrowing the curb-to-curb width of 

a roadway, curb extensions may also 

help reduce motor vehicle speeds and 

improve pedestrian safety. Curb extensions at bus stop locations can help preserve on-street parking because fewer 

parking spaces need to be removed in 

order for buses to pull to the curb. They 

may also improve transit operations by 

enabling a bus to pull to the curb more easily and board and alight passengers 

more quickly. Locating bus stops on curb extensions may have the additional 

benefit of providing increased clear-width on sidewalks by locating the shelter 

out of the pedestrian travel way.

Reducing Curb Radii

Wide curb radii allow motorists to make high-speed turning movements. Reducing the curb radii at the corners of an intersection can help reduce the speed 

of turning vehicles, improve sight distance between pedestrians and motorists, 

These pictures show a location where a median crossing island was installed to improve the safety of 

pedestrians accessing a well-used bus stop on a busy, high-speed roadway. The photo on the left was taken 

before and the photo on the right was taken after the improvement was made.

Curb extensions shorten pedestrian crossing distances 

by reducing the curb-to-curb distance across the 

roadway. They also add sidewalk space for transit 

stops, waiting areas, bicycle racks, or street furniture.
Pedestrian Safety Guide for Transit Agencies 31

and shorten the crossing distance for pedestrians. It is important to evaluate 

surrounding land uses and the traffic composition on the roadway (types of 

vehicles) when considering this treatment. If a curb radius is too small, trucks 

and buses may have to drive on the curb to turn, which can endanger pedestrians. An engineering study should be conducted to determine the impacts of this 

treatment on all types of vehicles, including transit, motor vehicles, bicycles, and 

pedestrians.

Narrowing and Removing Motor Vehicle Travel Lanes

Pedestrian safety and access near transit stations can be improved by narrowing 

or removing existing roadway travel lanes. Narrowing travel lanes can provide 

more space for sidewalks, shoulders, buffers, and bicycle lanes and may reduce 

motor vehicle speeds on some roadways. Removing travel lanes can be accomplished by eliminating through-travel lanes or replacing a center-turn lane with 

raised median islands or a median strip. Both treatments can reduce pedestrian 

crossing distances and exposure of pedestrians to vehicular traffic. 

Removing travel lanes often requires tradeoffs between travel modes within a 

roadway corridor. For example, reducing a road from four lanes to two lanes will 

impact the vehicle carrying capacity of the roadway. Engineering analyses should 

be conducted to evaluate the impact of removing travel lanes on all modes, including transit, automobiles, bicycles, and pedestrians and on parallel streets.

Pedestrian Warning Signs

High-visibility pedestrian warning signs can increase driver awareness of pedestrians, especially in areas where pedestrians may not be expected. A fluorescent 

yellow-green color (W11-2 Pedestrian Crossing Sign) is approved in the national 

Manual on Uniform Traffic Control Devices (MUTCD) and should be used for pedestrian warning signs (MUTCD Section 2C.41). According to the MUTCD, these 

signs “should only be used at locations where the crossing activity is unexpected 

or at locations where street crossings are not readily apparent.” These signs are 

typically most effective when combined with other treatments. Signs should be 

used judiciously—too many signs can cause visual clutter and lead to non-compliance.

Fluorescent yellow-green pedestrian 

warning signs can increase driver 

awareness of pedestrians crossing the 

road near transit stops.

This pedestrian warning sign has been placed at a 

crosswalk that many pedestrians use to access a bus 

stop.
32 Pedestrian Safety Guide for Transit Agencies

“In-roadway pedestrian crossing signs” are bright 

yellow signs placed in the middle of the road at 

marked crosswalks. These signs are included in 

Section 2B.12 of the MUTCD. The signs are designed to remind drivers of their responsibility to 

yield to pedestrians in the crosswalk by stating, 

“STATE LAW—YIELD TO/STOP FOR PEDESTRIANS IN CROSSWALK.” They should not be used 

at signalized intersections (MUTCD Section 2B.12).

Pedestrian Signals

Pedestrian signals should be provided at signalized 

intersections near transit stops. These signals alert 

pedestrians to the appropriate time to cross during 

the traffic signal cycle. It is important to time the traffic signal so that pedestrians 

of all abilities have enough time to complete crossing the street before opposing 

traffic is allowed to proceed. Where possible, a median refuge area at least six 

feet wide should be provided for pedestrians who fail to complete the crossing 

during the pedestrian phase. 

Pedestrian countdown signal 

heads are beneficial at intersections with high pedestrian 

crossing volumes and/or long 

crossing distances. Countdown 

signal heads indicate the number of seconds remaining for 

pedestrians to complete crossing the street before opposing 

traffic is allowed to proceed. 

Signal phasing should balance 

the available crossing time with 

the wait time between pedestrian crossing phases. Long wait times may increase the prevalence of pedestrians 

crossing against the traffic signal. Pedestrian signals can also be combined with 

traffic signals that restrict vehicles from making turning movements that could 

impair pedestrian safety. Standards and guidance for pedestrian signal timing are 

included in the MUTCD (Section 4E.10). 

At busy midblock pedestrian crossings, pedestrian-activated traffic signals 

should be considered for regulating vehicular traffic. Extensive guidance and 

standards for pedestrian signal warrants are provided in the MUTCD 

(Section 4C). 

Accessible pedestrian signals (APS) provide audible and tactile indications of the 

walk interval from a pushbutton. These may be used at signalized intersections 

to help people with visual disabilities to cross safely. Standards and guidance on 

APS are included in the MUTCD (sections 4E.06 and 4E.09) and the Draft Public 

Rights-of-Way Accessibility Guidelines (Sections R208 and R306).

“In-roadway pedestrian crossing 

signs” can increase the percentage 

of drivers who yield to pedestrians 

in crosswalks.

Since most intersections near transit stops and stations are used 

frequently by pedestrians, traffic signals should always provide 

adequate crossing time for pedestrians. Pedestrian countdown 

signals (left photo) show the amount of time pedestrians 

have to complete crossing the roadway. Pedestrian push-buttons 

(right photo) should be installed at locations with pedestrianactivated signals. 
Pedestrian Safety Guide for Transit Agencies 33

Grade Separated Crossings

Pedestrian overpasses (bridges) and underpasses (tunnels) allow pedestrians and 

bicyclists to cross streets while avoiding potential conflicts with vehicles. Because 

they are expensive to construct, grade separated crossings should be reserved 

for locations where there is high demand for crossings by pedestrians, bicycles 

and individuals with physical disabilities and the hazards of crossing the roadway are high. Ideally, overpasses and underpasses should take advantage of the 

topography of a site—grade separations are less expensive to construct and more 

likely to be used if they can help pedestrians avoid going up and down slopes, 

ramps, and steps. 

Grade separated crossings should be located conveniently so that pedestrians are 

not forced to go out of their way to use them. When a long detour is necessary, 

pedestrians and bicyclists will often choose to cross at-grade regardless of the 

safety conditions on the street. The overpass or underpass should provide adequate width (for users to pass each other comfortably), lighting, and surveillance 

to increase pedestrians’ perceptions of security and comfort.

3. Pedestrian Crossings of Rail Systems

In some areas, pedestrians may need to cross railroad or light rail tracks to access 

a transit station or stop. The design of these crossings is critical, as pedestrian/

train collisions typically result in severe or fatal injuries. While most current 

standards and requirements for railroad at-grade warning systems are tailored 

to motor vehicle traffic, the Federal Highway Administration’s Railroad-Highway 

Grade Crossing Handbook44 provides guidance about pedestrian crossings. Additional guidance is provided by the MUTCD (see Part 8 and Part 10),45 American Railway Engineering and Maintenance of Way Association (AREMA) Signal 

Manual (see Volume 1, Section 3),46 and Code of Federal Regulations 49 (see Part 

234).47 Different standards apply to at-grade crossings of light rail tracks which 

often have no gates or warning devices.

Railroads shall provide a minimum of 20 seconds of warning time, with the 

active devices (bells, flashing lights, barricades, etc.) fully deployed five seconds 

before the arrival of a transit vehicle. 45 This gives a pedestrian a minimum of 

15 seconds to complete crossing the tracks. Longer crossings may necessitate 

This grade-separated crossing over a freeway allows 

pedestrians to cross from their neighborhood to a 

nearby transit station.

Multiple safety treatments are used at this pedestrian 

at-grade railroad crossing, including fencing, and 

warning signs.

More information about specific treatments 

for at-grade rail 

crossing can 

be found in the 

Federal Railroad 

Administration’s 

Compilation 

of Pedestrian 

Safety Devices 

In Use at Grade 

Crossings. 

http://www.

fra.dot.gov/us/

content/1953
34 Pedestrian Safety Guide for Transit Agencies

additional warning time built into the train detection system. In addition to 

time, the type of surface material used at the rail crossing must be designed in 

accordance with the ADAAG. 

At-grade crossings with multiple tracks can present additional dangers to pedestrians who may assume that a warning has been deployed for a train that is currently stopped on one of the tracks when in reality, a second train is also coming 

on another track. Separate warnings may be necessary for these locations to help 

alert pedestrians of the full extent of the danger of the at-grade rail crossing.

Safety treatments that can be used at rail locations include:

•	 Traditional gate/flasher/bell assemblies—These devices are useful for warning pedestrians of oncoming vehicles, but all of these devices should 

be considered “supplemental” and are typically deployed as part of an 

engineering decision or a diagnostic team review. While these traditional 

devices have been reliable and effective in the past, newer devices are 

entering the marketplace such as digital voice announcements and strobe 

lights.

•	 Active or Passive Warnings—Active warnings, such as bells or whistles 

mounted near the crossing or on the train, are recommended at pedestrian at-grade crossings. Passive warnings, such as signs, can also be used.

•	 Fencing—Fences can be used to discourage pedestrians from crossing rail 

tracks in undesignated locations. 

•	 Grade-separated crossings—Railroad tracks with high-speed and highfrequency train service may require pedestrian tunnels or overpasses to 

ensure the safety of crossing pedestrians.

•	 Surveillance, education, and enforcement—Enforcement can help reduce the 

number of pedestrians trespassing (e.g., walking along railroad tracks).

When considering what, if any, pedestrian warning is to be deployed, a thorough 

review of the environment around the crossing is recommended. This includes 

These pedestrian crossings illustrate many of the safety treatments that can be used at at-grade 

railroad crossings including: gates, warning stripes on the walkway, pedestrian walk signal 

similar to those used on roadways (left photo), flashing lights, warning signs and fencing 

(right photo). The pedestrian walkways are clearly marked and provide stable surfaces.
Pedestrian Safety Guide for Transit Agencies 35

evaluating the frequency of rail service and number of tracks that are present. 

It is also important that the assessment include land uses and frequently-used 

pedestrian pathways in the vicinity of the railroad track. Railroads near schools, 

playgrounds, hospitals, retail centers, and other major pedestrian generators may 

have a much greater need for safety treatments than a railroad track in a rural 

setting. 

4. Bicycle Considerations

Roadways and pathways should be designed to facilitate safe interactions between bicycles and cars, trucks, transit vehicles, and pedestrians. In all areas with 

expected bicycle traffic, bicycle-specific facilities (e.g., on-street bicycle lanes, 

climbing lanes, or shared lane pavement markings) should be installed. Any 

off-street facilities provided for both pedestrians and bicyclists should provide 

a safe area for bicyclists but not impede or endanger pedestrians. The AASHTO 

Guide for the Development of Bicycle Facilities48 should be followed during planning, 

design, and construction projects to ensure that appropriate bicycle facilities are 

provided. 

A shared use path runs parallel to the Los Angeles MTA Orange Line exclusive busway (left photo). While 

this is not a rail corridor, buses pass this location every two to three minutes during peak travel periods. A 

signalized crossing has been provided across the busway to allow pedestrians, bicyclists, and other users to 

access the path safely. The crossing includes signals and warning signs for buses, a high visibility crosswalk, 

pedestrian signals, and a fence to direct pedestrians to the preferred crossing location (right photo).

Well-designed bicycle lanes can increase the safety 

and comfort of bicyclists. These designated lanes 

can also help increase the predictability of bicycle 

movements on roadways with transit service.

Shared-use pathways provide space for non-motorized 

users that is separated from the roadway system. 

Safety is critical when pathways have high volumes of 

mixed pedestrian and bicycle traffic. This often occurs 

when pathways are near transit stations. Widening 

trails and/or designating separate areas for pedestrians 

and bicyclists can help increase user safety. 
36 Pedestrian Safety Guide for Transit Agencies

5. Transit Vehicle Design

The design of transit vehicles can increase the safety of passengers and reduce 

the risk of collisions with pedestrians. Examples of transit vehicle technologies 

that can improve safety include:49

•	 Collision avoidance technology on buses—This system provides operators 

with an advance warning or alarm when pedestrians or other objects are 

within close proximity of the bus.

•	 Strobe lights on top of buses—The strobe lights are intended to get the attention of pedestrians when buses approach bus stops and shelters.

•	 Door safety interlocks—These automatic controls prevent buses from 

moving once doors are open.

•	 Right rear wheel safety guards—

These devices can reduce the risk 

and severity of rear wheel pedestrian accidents.

•	 Front brake lights—Brake lights 

mounted on the front of the bus 

indicate to pedestrians crossing 

the street in front of a bus when 

the bus is stopped and when it 

has started to move.

6. Transit Stop Location and Design

The location and design of transit stops can significantly impact the safety and 

comfort of pedestrians accessing transit services. This section describes several 

considerations that are important to the location and design features of bus stops.

Bus Stop Location

Bus stop location can impact the convenience and safety of pedestrians accessing 

transit. The site of a bus stop should be selected considering a number of factors, 

including:

•	 Sight lines between approaching buses and passenger waiting and loading 

areas—Bus drivers and passengers waiting at bus stops should be able 

to see each other easily to ensure drivers have sufficient time to stop for 

waiting passengers. Similarly, passengers waiting for a bus should have a 

clear view of approaching buses so that they do not step into the roadway 

in front of an approaching bus.

•	 Predominant pedestrian patterns along the roadway and at nearby intersections—Bus stops should be positioned in locations that serve the highest 

numbers of pedestrians, minimize total walking distance, and reduce the 

number of roadway crossings for pedestrians.

•	 Proximity to destinations in the surrounding area—Bus stops should be located to reduce walking distance to key destinations. Where possible, stops 

Safety innovations, such as the strobe lights shown 

above the destination display on this WMATA bus, 

can increase the visibility of buses and improve the 

safety of pedestrians as they access transit.
Pedestrian Safety Guide for Transit Agencies 37

serving major pedestrian generators should be located 

on the same side of an intersection as the destination 

so pedestrians do not need to cross additional streets 

to access the stop.

•	 Ease of transfers to other bus routes—Stops where pedestrians frequently transfer between different bus routes 

should be located on the same side of intersections.

•	 Locations of traffic signals and other crossing facilities—

Bus stops should be located close to adequate crossing 

facilities to encourage pedestrians to use crossing and 

reduce jaywalking.

•	 Locations of sidewalks and other pathways that provide access to the stop—Bus stops should be located to take advantage of existing sidewalk and pathway infrastructure and to avoid dropping passengers off where they 

must walk in the roadway, on embankments, or in dirt, grass, or mud. 

•	 Location of access driveways – Bus stops next to driveways can block vehicular circulation, inconvenience business owners or motorists using 

the driveway, and require passengers to wait in a driveway for the bus, 

elevating the potential for pedestrian/vehicle conflicts. 

•	 Impacts of the bus stop on other transportation modes—Bus stop locations can 

impact motor vehicle, bicycle, and other users of the roadway. The needs 

of these other modes should be considered and balanced with the goals 

of optimizing bus service efficiency and providing safe and convenient 

pedestrian access.50

Bus stops should be provided in locations with the safest and most convenient 

pedestrian access possible. In some areas, the best bus stop location may be on 

private property (e.g., in a shopping mall parking lot) which may require a formal agreement between the transit agency and the property owner. Pierce Transit 

in Takoma, Washington has developed a sample agreement for private road bus 

stop placement.51, 52

Flag Stops

In rural areas with low volumes of transit riders, flag stops are often implemented instead of standard bus stops. This system allows passengers to wait along the 

side of the road at a convenient location that may not necessarily be a designated 

bus stop. When the bus encounters a passenger waiting alongside the road, the 

bus driver can use their professional judgment to determine whether it is safe 

enough to stop at that location. Transit agencies using flag stops should develop 

specific policies for drivers and passengers to use for determining when and 

where it is safe to pick-up or discharge passengers. 

Transit stop infrastructure is not required for this system, so it is cheaper to 

implement than the standard system of bus stops used in most urban areas. 

Because no landing pads, sidewalks or other pedestrian facilities are provided, 

it is important that pedestrians, drivers and transit operators receive training on 

safety procedures for using flag stops.

Bus stops may benefit by having seperated 

marked areas for bicyclists to wait for 

the bus.

Bus stops 

should be 

provided in 

locations with 

the safest 

and most 

convenient 

pedestrian 

access possible.
38 Pedestrian Safety Guide for Transit Agencies

Near-side and Far-side Bus Stops at Intersections

At intersections, bus stops can be located either on the near-side or the far-side 

of the intersection, depending on many factors. Far-side bus stops have the 

safety benefit of encouraging pedestrians to cross the roadway at the intersection 

behind the bus. This increases the visibility of pedestrians to drivers traveling 

through or turning at the intersection. In contrast, pedestrians crossing an 

intersection in front of a near-side bus stop are not as visible to drivers approaching the intersection from behind the bus. They may also risk being hit by the bus 

itself. The sight lines between pedestrians and approaching vehicles are blocked 

by the stopped bus. There is also increased potential for conflict between 

pedestrians crossing in front of a bus as pedestrians may not be clearly visible to 

a bus driver pulling out of the stop.

Transit stops can also be located at midblock locations. Midblock stops can reduce the distance pedestrians need to travel to reach destinations in the middle 

of long blocks. However, midblock stops may encourage pedestrians to cross 

roadways at locations where there is no traffic control. Midblock stops should 

be designed carefully in order to ensure the safety of pedestrians using the bus. 

Transit agencies should coordinate with the agency or jurisdiction responsible for 

the roadway to pursue the installation of proper pedestrian crossing facilities and 

motorist warning devices before the stop is installed.

An excellent resource for determining bus stop locations is FDOT’s Accessing 

Transit: Design Guidelines for Florida Bus Passenger Facilities (available online at: 

http://www.dot.state.fl.us/transit/Pages/AccessingTransitHandbookLow.pdf). 

This document includes boarding thresholds for providing facilities at bus stops 

This chart lists some 

of the advantages 

and disadvantages 

of near-side, farside, and mid-block 

bus stop locations.

Source: Accessing 

Transit. Florida 

Department of 

Transportation, 

March 2004.
Pedestrian Safety Guide for Transit Agencies 39

For Further Information- Bus Stop Location and Design Resources

ADA Accessibility Guidelines for Buildings and Facilities. United States Access Board, 

2002. http://www.access-board.gov/adaag/html/adaag.htm.

Accessing Transit: Design guidelines for Florida Bus Passenger Facilities. Florida 

Department of Transportation and Florida State University, Tallahassee, Florida, 

2004. http://www.dot.state.fl.us/Transit/Pages/AccessingTransitHandbookLow.pdf.

Maryland Transit Guidelines. Maryland Transit Administration, 2002.

PEDSAFE: Pedestrian Safety Guide and Countermeasure Selection System. US 

Department of Transportation, Federal Highway Administration, Authors: D.L. 

Harkey and C.V. Zegeer, September 2004. http://www.walkinginfo.org/pedsafe/. 

Project ACTION: Toolkit for the Assessment of Bus Stop Accessibility and Safety. Easter 

Seals, 2006. http://projectaction.easterseals.com/site/PageServer?pagename=ESPA_

BusStopToolkit. 

Planning and Design for Transit Handbook. Tri-County Metropolitan Transportation 

District of Oregon, Portland, Oregon, 1996. 

and flowcharts to help transit planners determine 

the appropriate bus stop type and location. It also 

includes a chart displaying advantages and disadvantages of near-side, far-side and midblock bus 

stop locations (see previous page).

Bus Stop Design

Bus stop design is more than just putting up a sign 

or a shelter. Many features and amenities are available to improve a passenger’s experience by creating a pleasant and safe environment to wait. Transit 

stops should be designed to make boarding and 

alighting easy and safe for passengers of all abilities. 

This section addresses issues that should be considered by transit agencies in order to improve the function and design transit stops. 

All bus stop designs must follow the ADAAG. 53

Loading Zone

There are a number of options for the configuration of on-street loading zone 

areas. The most common configuration is the location of stops at the curbside, 

(typically) adjacent to a sidewalk. Bus stops can also be located at curb extensions. Locating stops at curb extensions allows transit passengers to wait in the 

extension area, out of the main pedestrian flow on the sidewalk. Another option 

is for buses to stop in bus bays, out of the flow of traffic on the roadway. However, this may require the sidewalk to curve around the bus bay, reducing the 

buffer area between vehicles and pedestrians, and providing less space for signs, 

This bus stop includes an attractive pole with route 

and schedule information. It also includes a shelter, 

bench, trash can, bicycle rack, and has excellent 

access to the local sidewalk network.
40 Pedestrian Safety Guide for Transit Agencies

Sidewalk Bus Loading Zone Considerations 

Source: TARC Transit Standards ManualIt, It, I fU lH 

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Pedestrian Safety Guide for Transit Agencies 41

benches, shelters, and other amenities. Additional characteristics of bus loading zone configurations, including 

advantages and disadvantages, have been identified by 

the Transit Authority of River City (see table) in Louisville, Kentucky.54

Landing Pad

ADA guidelines (10.2.1) require a landing pad to be 

located at all bus stops to allow pedestrians to enter and 

exit the bus safely without entering the street. This landing pad must have a firm, stable surface that is free of 

obstructions. It must have a minimum length of eight feet 

(from the curb or roadway edge) and a minimum width 

of five feet (in the direction parallel to the roadway).53 It 

must also be connected to the adjacent sidewalk network. 

In addition to satisfying ADA guidelines, properly designed landing pads create a safe place for pedestrians to 

wait away from grass, mud, and traffic.

Shelters and Other Pedestrian Waiting Facilities

A pleasant waiting area can improve a passenger’s experience and increase transit usage. A wide range of passenger amenities can be installed at transit stops including 

shelters, seating and trash cans. Amenities at each stop 

should be selected based on the volume and needs of the 

pedestrians in the area. Seating and shelters are most often 

installed at stops with high volumes. Seating is also important at stops near hospitals and senior centers where passengers are less able to 

walk or stand for long periods of time. Other amenities can be installed as needed, and many transit agencies determine the appropriate amenities to install at a 

particular stop based on the number of passenger boardings.55 For example, the 

Greater Cleveland Regional Transit Authority recommends that in an urban area, 

only stops that have over 50 daily boardings should be provided with shelters.56

Shelters can potentially cause safety problems if not properly designed. Welldesigned shelters should have the following characteristics:

•	 Bus drivers should have a clear sight line to the bus stop or shelter, so that 

they have sufficient time to see and stop for passengers.

•	 Passengers waiting at the bus stop and in the shelter should have 

sufficient time to see and hail the bus, especially at bus stops serving 

more than one route.

•	 Bus shelters should be transparent and well lit.

Identification and Wayfinding Signs

Signage can be useful for pedestrians accessing transit 

stops and stations by clearly identifying routes and destinations. Pedestrians who know where they are going are 

less likely to be distracted and better able to focus on their 

A level landing pad has been provided at this bus stop. 

This bus stop includes a range of passenger amenities 

including bus stop signage, pedestrian scale lighting, a 

shelter and landscaping elements.

This real-time information sign counts down the time 

until the arrival of the next bus on Los Angeles’ Metro 

Rapid system.
42 Pedestrian Safety Guide for Transit Agencies

personal safety while walking. Two common types of signs are identification (i.e., 

bus stop and transit stop sign posts) and wayfinding (i.e., maps and direction) 

signs. Identification signs should be provided at all stops and stations and they 

should be recognizable signs that are visible to both pedestrians and transit drivers.57 These identification signs may also provide schedules and other information about the transit routes that serve the particular stop or station. At stations 

with high passenger volumes, it may be appropriate to provide signs that display 

real-time information about bus/train arrival times. 

Wayfinding signs are important for providing pedestrians with directions to local 

destinations and information about points of interest in the area. Both maps and 

signposts can provide wayfinding information. A transit agency may coordinate 

with local jurisdictions on the design, content, and installation of wayfinding 

signs that serve a certain area, such as directional signage in a historic district.

It is recommended that signage be available and accessible to all potential passengers including those with visual impairments (through the use of audio or 

tactile signage) and those who cannot read English (through the use of pictograms, graphics and text in other languages).

Security at Transit Stops

Pedestrian security is a major concern at all stops and stations. If passengers do 

not feel safe at transit stops, they will be much less likely to use transit. Several 

methods have been used to improve the security of transit stops and stations, 

including providing:

•	 Clear sight lines into and out of waiting areas (including shelters).

•	 Well lit waiting areas. 

•	 Landscaping that does not create dead-ends or hiding places.

•	 Emergency call boxes.

•	 Video camera surveillance. 

•	 Increased police presence.

Maintenance

All of the elements of bus stop design that have been discussed in this section 

should have routine maintenance to ensure continued functionality and safety of 

pedestrians. This includes updating maps, emptying trash cans and picking up 

litter, removing ice and snow, trimming landscaping, cleaning glass walls, and 

repairing signs, benches, landing pads and shelters. Agencies should account 

for maintenance costs when planning bus stops and stations. In addition to 

performing maintenance internally, some transit agencies utilize adopt-a-stop or 

adopt-a-station58 programs or contract maintenance out to advertisers to ensure 

continued upkeep.
Pedestrian Safety Guide for Transit Agencies 43

Case Study: Community Involvement in Transit Stop Design59 

Greater Cleveland Regional Transit Authority, Cleveland, Ohio

The Greater Cleveland Regional Transit Authority (GCRTA) has recognized 

that transit stop design is a critical element of the transit riding experience. The 

2004 project, Transit Waiting Environments, is a guidebook that encourages local 

communities to take a more active role in the design of their local transit stops. 

The guidebook discusses many aspects of stop and station design including the 

location of stops, stop identification, signage, stop amenities and conveniences 

and development patterns around transit stops.60 A hierarchy of stop designs was 

developed to help determine which amenities should be provided at each stop.

The book was distributed to local government planning agencies and community 

groups throughout the GCRTA service area. Individual communities have been 

encouraged to use the principles and ideas presented in the book and adapt them 

to fit their context. The City of Shaker Heights has already implemented the program at one of its busiest stops by improving sidewalks and street crossings and 

adding seating elements as shown in the photos above. As of 2007, GCRTA has 

contracted with a consultant to formally implement the Transit Waiting Environments project at stops throughout the service area.

Contact: Joyce Braverman, Director of Planning for Shaker Heights, joyce.braverman@shakeronline.com. and Maribeth Feke, GCRTA’s Director of Planning and Programming, 

MFEKE@gcrta.org.

Chagrin Blvd and Lee Road in Shaker Heights, Ohio before (left) and after (right) implementation of the 

Transit Waiting Environments program. Improvements included: formal and informal seating, more visible 

crosswalks, wider sidewalks, ADA compliant curb ramps and removal of clutter.

The project categorized each 

of the region’s bus stops by 

activity level and determined the 

appropriate amenities for each 

category.
44 Pedestrian Safety Guide for Transit Agencies

B. Education and Enforcement Actions

Transit agencies have a responsibility to educate the community regarding transit 

safety. Examples of agencies providing pedestrian safety information for their 

customers include:

•	 The Detroit Department of Transportation 

website has important tips about safety 

while waiting for the bus, identifying the 

correct bus, boarding the bus, riding on the 

bus, and leaving the bus.61

•	 The Metropolitan Transit Authority (MTA) 

in Los Angeles has a web page and has 

developed videos on pedestrian safety 

near bus and rail transit lines. Several of the 

videos are designed for children, and most 

are available in both English and Spanish.62

•	 The Toledo Area Regional Transit Authority (TARTA) visits school classrooms to 

teach children about safe transit behaviors. 

They provide a video, handouts, and buttons to send the message, “Let the bus go. 

Then you go!”63

•	 New Jersey Transit provides web pages 

with safety information for pedestrians 

near heavy rail, light rail, and bus lines.64

•	 The Transit Authority of River City (TARC) in Louisville, Kentucky 

provides free “Hop on Board” presentations at schools.65 The presentations include a TARC activity book for each student and can be taught on 

board a TARC bus.

Many agencies, such as the MTA in Los Angeles, California, have found a 

dramatic decrease in accidents as a result of community education efforts.66

Transit agency safety education efforts often focus on the following topics: 

•	 Waiting for the bus/train.

•	 Identifying the correct bus/train.

•	 Boarding the bus/train.

•	 Riding on the bus/train.

•	 Leaving the bus/train.

•	 Understanding train operations 

(that trains cannot stop fast or swerve).

•	 Crossing train tracks.

•	 Being aware of railroad bridge and trestle 

hazards.

It is also important for transit agencies to coordinate 

with local transportation departments and other 

Poster for the youth-oriented transit 

safety education effort sponsored by 

TARTA.

Children learning about safety when 

riding transit in Los Angeles.

The “THINK” campaign has 

been implemented in England to 

educate drivers and pedestrians 

about pedestrian safety.
Pedestrian Safety Guide for Transit Agencies 45

organizations that offer pedestrian safety education and materials that focus on 

reducing conflicts between pedestrians and all types of motor vehicles that use 

the roadway (e.g. USDOT, NHTSA, State DOTs). While pedestrian collisions with 

transit vehicles are an important safety issue to address, most pedestrian fatalities are a result of crashes with cars and light trucks.67 Transit agencies should be 

a partner in these education and safety awareness efforts because their customers 

often face conflicts with motor vehicles when traveling to transit stops and 

stations.

Case Study: StreetSmart Pedestrian Safety Campaign68 

Washington, DC

Local governments around the Washington, DC, Metropolitan Area joined forces 

to implement the StreetSmart Campaign to improve bicycle and pedestrian safety 

in the region. The goal of this multi-year campaign is to increase awareness of 

bicycle and pedestrian safety issues thereby reducing the number of crashes and 

fatalities through enforcement and education. Enforcement of pedestrian-related 

traffic laws is increased for one month each spring, timed to coincide with a publicity blitz. The Washington Metropolitan Area Transit Authority (WMATA) has 

participated in these outreach activities. StreetSmart enforcement and education 

activities complement engineering projects (such as improved signalization and 

improving crosswalk visibility) completed throughout the year by local jurisdictions. 

Enforcement activities during the 2005 Campaign included:

•	 Pedestrian/bicycle enforcement training for police officers.

•	 District of Columbia police officers handed out over 2,500 citations and 

distributed more than 9,000 safety handouts.

•	 Two targeted crosswalk enforcements.

Educational and publicity elements included:

•	 Radio advertisements.

•	 Newspaper advertisements 

(English and Spanish 

language publications).

•	 Outdoor posters on buses 

and shelters.

•	 Brochures.

The StreetSmart Campaign has been well-received throughout the Metropolitan Area and has increased awareness of pedestrian and bicycle laws and safety 

issues. The combined approaches of education and enforcement have helped 

improve the behavior of both pedestrians and drivers and have led to some longterm improvements in safety, as shown by the following statistics:

•	 Frequently observe drivers not yielding to pedestrians (76% in 2002 to 

54% in 2006).

•	 Drivers swerving to avoid pedestrians (32% in 2004 to 14% in 2006).

Posters displayed on WMATA buses as part of the 

StreetSmart Campaign in the Washington, DC region. 

Source: StreetSmart public safety program of the District 

of Columbia, Maryland, and Virginia.
46 Pedestrian Safety Guide for Transit Agencies

•	 Frequently observe pedestrians jaywalking 

(40% in 2002 to 30% in 2006).

In 2008 the program will be expanded to include 

a bi-annual campaign. In addition, WMATA will 

expand its role from participating only in outreach 

to become a full funding partner of the program.

More information is available at: 

http://www.mwcog.org/streetsmart/default.asp. Enforcement activities conducted 

during the 2006 StreetSmart campaign 

targeted both drivers and pedestrians to 

elicit safer behavior.
Pedestrian Safety Guide for Transit Agencies 47

Chapter 4: 

Background 

Information 

on Pedestrian 

Safety and 

Access to

Transit 

Understanding pedestrian characteristics and facilities (e.g., sidewalks, crosswalks, pedestrian signals, etc.) is an important step in providing safe access to 

transit systems. This section introduces basic pedestrian safety concepts to help 

readers understand issues, solutions, and resources that are presented in other 

parts of this guide. Concepts addressed in this chapter include:

•	 Typical walking distance to transit.

•	 Motor vehicle speed and pedestrian safety.

•	 Pedestrian characteristics and behavior.

A. Typical Walking Distance to Transit

Most people are willing to walk for five to ten minutes, or 

approximately 1⁄4- to 1⁄2-mile to a transit stop (see figure below). However, recent research has shown that people may 

be willing to walk considerably longer distances when 

accessing heavy rail services. Therefore, in order to encourage transit usage, safe and convenient pedestrian facilities 

should be provided within 1⁄4- to 1⁄2-mile of transit stops 

and stations, and greater distances near heavy rail stations. 

Note that bicyclists are often willing to ride significantly 

further than 1⁄2-mile to access rail transit stations, so safe 

facilities should be provided for bicycling within a larger 

catchment area around transit hubs. 

Transit route spacing and location are important considerations for pedestrian access to transit. For example, in a 

city with a regular street grid pattern of streets, appropriate stop spacing can be achieved when transit routes are 

spaced between 1⁄2- to 1-mile apart. If the stops on these 

routes are spaced 1

/8 - to 1⁄4- mile apart, then a majority of 

the people in the neighborhoods served by the transit system will be within 1⁄4- to 1⁄2-mile of a transit stop.70

Relationship between Distance to Transit 

Facility and Pedestrian Mode Choice. Source: 

PEDSAFE: Pedestrian Safety Guide and 

Countermeasure Selection System.69
48 Pedestrian Safety Guide for Transit Agencies

Stopping distances for automobiles. Source: Killing Speed and Saving Lives71

Pedestrian Fatalities Based on Speed of 

Vehicle. Source: Killing Speed and Saving 

Lives.71

B. The Effect of Motor Vehicle Speed on Pedestrian Safety

Pedestrians accessing transit stops and stations must often walk along or cross 

roadways that carry motor vehicle traffic. Pedestrians may feel less comfortable 

and safe as nearby motor vehicle speeds increase. The faster a driver is traveling, 

the more difficult it is to stop (see figure below).71 Larger vehicles, such as buses 

and trucks require even longer stopping distances. 

Reducing motor vehicle speeds on 

roadways near transit stops and 

stations can improve conditions 

for transit customers and encourage more people to walk and to 

use transit. Lower vehicle speeds 

can reduce the severity of injuries 

when crashes occur. When hit by 

a vehicle traveling at 40 miles per 

hour, a pedestrian has an 85% 

chance of being killed; at 30 miles 

per hour, the likelihood decreases to 45%; and at 20 miles per hour the pedestrian 

fatality rate is only 5% (see figure below).71 

Several of the roadway crossing treatments 

described in this guide, such as median crossing islands, curb extensions, and reduced 

intersection turning radii, may help decrease 

motor vehicle speeds.

When identifying pedestrian safety issues and 

solutions, communities should keep in mind 

that pedestrians have varied characteristics 

(e.g., age, gender, disabilities, etc.). Different classes of pedestrians travel at different 

speeds, are comfortable walking different 

distances, and have varied levels of comfort 

with traffic, temperature, and time spent waiting at a transit stop. It is important for transit 

agencies and other partners to consider how 

environmental conditions impact all types of 

pedestrians.

C. Pedestrian Characteristics and Behavior

In addition to walking speed, pedestrians can be differentiated by spatial needs, 

mobility issues and cognitive abilities. It is crucial to understand the characteristics of the range of pedestrians that may be accessing transit to help develop the 

safest possible system.

The following table summarizes some important pedestrian characteristics to 

consider when making pedestrian safety improvements near transit.
Pedestrian Safety Guide for Transit Agencies 49

Understanding common pedestrian behavior is essential to promoting 

pedestrian safety near transit. Pedestrians typically take the most direct line 

possible to minimize the distance and time they must walk to reach their destination. Therefore, safe roadway crossing facilities should be located at the most 

direct crossing locations, which can subsequently make the safest location for 

crossing attractive to pedestrians. Poorly-designed environments often result in 

pedestrians using informal paths through properties and crossing roadways at 

locations without pedestrian safety enhancements.

Pedestrians traveling to transit stops are frequently preoccupied with reaching 

the stop before the bus or train arrives. As a result, pedestrians who are running 

late may take more risks than they typically would under normal conditions.

Pedestrians traveling to the bus or train may exhibit some of the following 

behaviors:

•	 Running to catch transit.

•	 Jaywalking, or crossing at locations that do not have pedestrian crossing 

facilities or safety enhancements.

•	 Walking between stopped or parked vehicles, including buses.

•	 Stepping into street to get around people waiting at a stop.

The safety treatments listed in Chapter 3 can help reduce the potential harmful 

effects of risky pedestrian behavior near transit stops.

Safe roadway 

crossing 

facilities should 

be located 

at the most 

direct crossing 

locations.
50 Pedestrian Safety Guide for Transit Agencies

Chapter 5: 

Legal Issues

It is important to understand the legal context for pedestrian safety in the areas 

around transit stops and stations. Federal and state laws, local statutes and case 

precedent all dictate the level of responsibility assigned to a transit agency to 

address pedestrian safety issues, even if the transit agencies lack the authority to 

make changes to the roadway or roadway operations. This emphasizes the need 

for transit agencies to partner with other organizations and assign responsibility 

for ensuring pedestrian safety and enacting engineering improvements. Ensuring 

compliance with these laws not only protects the transit agency but can provide 

the best possible service to pedestrians and transit customers. The legal topics 

that are discussed in this chapter include:

•	 Pedestrian laws.

•	 Recent legal cases on pedestrian safety and transit access.

The laws and cases summarized in this chapter are not exhaustive and include 

only a selection for illustrative purposes. Transit agencies should understand the 

laws and rulings applicable in their jurisdictions.

A. Example Laws Pertaining to Pedestrian Access to Transit72

Although many states and local governments have adopted the Uniform Vehicle 

Code, other state and local statutes differ by jurisdiction. It is the responsibility of 

every transit agency to know and follow the applicable laws when designing for 

pedestrian access to its stations. Many of these laws provide minimum requirements and should be thought of as starting points for designers and planners, 

who have the flexibility to create facilities beyond the minimum design standards. This list is not exhaustive, but is intended to provide initial guidance.

1. Uniform Vehicle Code

The National Committee on Uniform Traffic Laws and Ordinances is a private, 

non-profit membership organization dedicated to providing uniform traffic laws 

and regulations through the timely dissemination of information and model 
Pedestrian Safety Guide for Transit Agencies 51

legislation on traffic safety issues. The Committee produces a variety of publications related to 

traffic laws and ordinances. The primary document produced by the Committee is the Uniform 

Vehicle Code (UVC).

Most states have adopted, in whole or part, the UVC as the basis for legislation and regulation related to the operation of motor vehicles on public roadways. The excerpts from the UVC 

presented below illustrate the basic traffic laws that govern the interactions between pedestrians and motor vehicles. Where applicable, these laws provide the starting point upon which 

upgrades and improvements are based. Wherever the existing environment does not provide 

for the safe movement of pedestrians under these rules, additional engineering, education, and 

enforcement improvements may be necessary.

Pedestrians at Street Crossings

Several sections of the UVC address the relationship between vehicles and pedestrians. These 

rules primarily focus on right of way assignment at street crossings where pedestrians are legally allowed to cross the street. Driver education and licensing exams are potential methods for 

educating drivers about these rules and their responsibilities with regard to pedestrians. Drivers 

should not assume that all pedestrians know all of the rules below, and every effort should be 

made to educate the walking public about the appropriate laws.

UVC § 11- 502(a) Pedestrians’ right of way in crosswalks

When traffic-control signals are not in place or not in operation, the driver of a vehicle 

shall yield the right of way, slowing down or stopping if need be to yield, to a pedestrian 

crossing the roadway within a crosswalk when the pedestrian is upon the half of the 

roadway upon which the vehicle is traveling, or when the pedestrian is approaching so 

closely from the opposite half of the roadway as to be in danger.

UVC § 11-1112 Stop when traffic obstructed

No driver shall enter an intersection or a marked crosswalk or drive onto any railroad 

grade crossing unless there is sufficient space on the other side of the 

intersection, crosswalk or railroad grade crossing to accommodate the vehicle such 

driver is operating without obstructing the passage of other vehicles, 

pedestrians or railroad trains notwithstanding any traffic-control signal indication 

to proceed.

UVC § 11- 501(a) Pedestrian obedience to traffic-control devices and traffic regulations

A pedestrian shall obey the instructions of any official traffic-control device specifically 

applicable to such pedestrian, unless otherwise directed by a police officer.

UVC § 11- 503(a) Crossing at other than crosswalks

Every pedestrian crossing a roadway at any point other than within a marked crosswalk 

or within an unmarked crosswalk at an intersection shall yield the right of way to all 

vehicles upon the roadway.

UVC § 11- 503(b) Crossing at other than crosswalks [Tunnel or bridge available]

Any pedestrian crossing a roadway at a point where a pedestrian tunnel or overhead 

pedestrian crossing has been provided shall yield the right of way to all vehicles upon 

the roadway.

UVC § 11- 503(c) Crossing at other than crosswalks [Crossing between adjacent intersections]

Between adjacent intersections at which traffic-control signals are in operation 

pedestrians shall not cross at any place except in a marked crosswalk.
52 Pedestrian Safety Guide for Transit Agencies

Pedestrians at Transit Stops

The rules outlined in this section dictate driver behavior at transit stops where a 

transit vehicle is loading and unloading passengers. Under these circumstances 

pedestrians are expected, and drivers are required to stop or slow to provide 

more pedestrian-friendly conditions. Pedestrians should still be aware of their 

environment and should recognize that the transit service is operating in mixed 

traffic. 

UVC § 11-1403 Passing streetcar on right

The driver of a vehicle overtaking upon the right any streetcar stopped or 

about to stop for the purpose of receiving or discharging 

any passenger shall stop at least five feet to the rear of the nearest 

running board or door of such streetcar and remain standing until all 

passengers have boarded or upon alighting have reached a place of safety, 

except that where a safety zone has been established, a vehicle need not 

be brought to a stop before passing any such streetcar but may proceed 

past such car at a speed not greater than is reasonable and proper and 

with due caution for the safety of pedestrians.

UVC § 11-1402 (b) Passing streetcar on left

The driver of any vehicle when permitted to overtake and pass upon the 

left of a streetcar which has stopped for the purpose of receiving or 

discharging any passenger shall reduce speed and may proceed only 

upon exercising due caution for pedestrians and shall accord pedestrians 

the right of way when required by other sections of this chapter.

Pedestrians Near At-Grade Railroad Crossings

The following rules dictate that for safety reasons, everyone (including drivers 

and pedestrians) must obey warning signs at at-grade railroad crossings.

UVC § 11-701(b) Obedience to signal indicating approach of train

No person shall drive any vehicle through, around or under any crossing 

gate or barrier at a railroad crossing while such gate or barrier is closed 

or is being opened or closed.

UVC § 11- 513(b) Bridge and railroad signals [Railroad barrier opening/closing]

No pedestrian shall pass through, around, over, or under any crossing 

gate or barrier at a railroad grade crossing or bridge while such gate or 

barrier is closed or is being opened or closed.

2. Americans with Disabilities Act

The Americans with Disabilities Act (ADA) was passed as a Federal law in 1990 

and has been updated continually. The ADA is designed to ensure that public 

facilities are accessible for all people, regardless of physical characteristics and 

capabilities.

The United States Access Board is the agency responsible for developing and 

maintaining design criteria for the built environment, transit vehicles, telecommunications equipment, and for electronic and information technology. It also 

provides technical assistance and training on these requirements and on accessi-
Pedestrian Safety Guide for Transit Agencies 53

ble design that may be useful to transit agencies implementing ADA compatible 

designs. The Access Board’s website provides a wide range of reference materials, resources and helpful links. 

As previously discussed in this guide, the ADAAG describes requirements and 

design guidelines for all types of public facilities, including transportation stops, 

vehicles and rights-of-way. Chapter 10 of the ADAAG is devoted to transportation facilities. The ADAAG is a minimum design standard for compliance and 

should be used with discretion. Where additional accommodations are necessary 

or desirable, the final design should exceed the ADAAG’s design standards. 

The full text of the ADAAG can be found online at: 

http://www.access-board.gov/adaag/html/adaag.htm.

B. Legal Cases

Past rulings from legal cases can also impact the required level of safety and accessibility that must be provided by a transit agency. These precedents are established in each state individually, although state courts can use out-of-state rulings 

as background when making decisions. It is important for transit agencies to be 

familiar with the cases presented below and additional similar cases in their own 

states.

One of the major legal areas of concern in the complex environment of pedestrian 

safety is liability. Every organization, government and agency is concerned with 

avoiding lawsuits and claims against them. Liability for injuries sustained while 

accessing transit has been assigned to various types of agencies and governments in the past, including transit agencies. The following are some recent legal 

cases that address transit agency liability for safety of pedestrians while accessing transit. Improvements to pedestrian safety through the types of coordinated 

efforts detailed in this guide have the potential to decrease the risk of judgements 

against transit agencies during litigation.

1. Transit Agency’s Role in the Safety of Pedestrian Access Routes to Transit Stops

Bonnano v. Central Contra Costa Transit Authority (CCCTA)73,74,75

On the morning of November 16, 1993, Darlene Bonanno was hit by a car and 

seriously injured while attempting to cross Pacheco Boulevard—an unsignalized 

intersection with a painted crosswalk—to get to a CCCTA bus stop. The CCCTA 

had received numerous complaints about the safety of this bus stop starting in 

the early 1980s. Among other agencies, Bonanno sued the CCCTA claiming the 

location of the bus stop constituted a “dangerous condition.” In April 2003, the 

California Supreme Court affirmed the decision that the CCCTA was partially 

liable for the accident because:

1. The property was in a dangerous condition at the time of the injury.

2. The injury was proximately caused by the dangerous condition.

3. The dangerous condition created a reasonably foreseeable risk of the kind 

of injury which was incurred.
54 Pedestrian Safety Guide for Transit Agencies

4. The public entity had actual and constructive notice of the dangerous 

condition a sufficient time prior to the injury to have taken measures to 

protect against the dangerous condition. (Government Code section 835).

The CCCTA unsuccessfully argued that the intersection—controlled by the 

County—and not the bus stop, was the dangerous condition proximately causing the injury. However, the California Supreme Court relied on established law 

recognizing “that hazards present on adjoining property may create a dangerous 

condition of public property when users of the public property are necessarily exposed to those risks.” (California Supreme Court, Bonanno v. CCCTA, 9). 

Although the CCCTA did not control the intersection, it did control the bus stop 

and was aware of the dangerous intersection its patrons were required to cross 

to reach the stop. Furthermore, CCCTA could have relocated or removed the bus 

stop without facing an undue burden. Although CCCTA was found to be only 

one percent liable in the accident, they were ordered to pay the plaintiff $1.6 

million. This ruling suggests that transit agencies should broaden their consideration of safe pedestrian access to include ingress and egress routes to transit 

facilities across adjacent property. Transit agencies should also work with the 

agencies that own and operate the roadways in their jurisdiction to avoid dangerous access conditions around transit stops.

2. Transit Agency Liability for Pedestrian Safety During Transfers

Southeastern Pennsylvania Transportation Authority (SEPTA)76

In February 2006, Tenisha Walker was struck by a car while crossing an intersection to transfer between a SEPTA trolley and a SEPTA bus parked across the 

street. Since the accident was a hit-and-run and Walker lacked insurance, she 

filed a claim with the state insurance fund, Assigned Claims Plan, which in turn 

sought compensation from the transit agency. A Pennsylvania court ruled that 

transit agencies could be held liable for damages resulting from a passenger 

being hit by a car while transferring between transit vehicles. Under Pennsylvania law, a person standing or walking outside of a vehicle can still qualify 

as a vehicle occupant if there is a connection between the injury sustained and 

the use of the vehicle. The trial court ruled that “the transit carrier for both the 

vehicle from which the passenger disembarked and the vehicle to which she was 

intending to transfer were the same.” Therefore, Walker was eligible to recover 

damages from SEPTA because she remained a SEPTA passenger throughout the 

duration of her transfer. Defining transferring customers as vehicle “occupants” 

is an important holding because it means that Pennsylvania transit agencies can 

be sued as common carriers when transferring riders sustain injuries. This case 

supports a national trend that safe pedestrian access is the responsibility of the 

transit agency even when a patron is not on a vehicle or even property owned 

by the agency. When locating stops, planners and engineers should account for 

the movements of all passengers accessing a vehicle, especially those transferring between vehicles, to provide for their safety.
Pedestrian Safety Guide for Transit Agencies 55

3. Transit Agency Liability for Pedestrian Safety at Drop-off Locations

Niagara Frontier Transportation Authority (NFTA)77

On the morning of December 14, 1995, Cynthia Wiggins was struck by a dump 

truck as she attempted to cross a busy highway after alighting a NFTA bus; she 

died of her injuries 19 days later. At the time of the accident, Wiggins was on her 

way to work at the Walden Galleria Mall in suburban Erie County, a 50-minute 

bus ride from her home in inner-city Buffalo, New York. Since Pyramid Companies, the mall owner, did not allow buses serving inner-city Buffalo to stop in the 

mall’s parking lot, Wiggins got off at the closest bus stop, which was 300 yards 

away from the mall and across a seven-lane highway with no sidewalk. It was 

while weaving through parked cars at an intersection on this highway that Wiggins was hit when the light turned green before she was safely across. The Wiggins family sought $150 million in damages from multiple defendants, including 

NFTA. The lawsuit claimed that NFTA was negligent in dropping off a rider at 

a location without appropriate pedestrian access, which NFTA knew or should 

have known made the bus stop dangerous. Instead, the transit agency should 

have dropped off riders on mall property or at least near a crosswalk. NFTA argued that it fulfilled its obligation to Wiggins by delivering her safely to her destination. Furthermore, the transit agency had attempted to establish a bus stop on 

mall property, but the mall owners refused to allow it. The lawsuit was settled for 

$2.55 million, with NFTA responsible for $300,000 of the damages. Although this 

case ended without a court ruling and no admission of wrongdoing, it suggests 

that transit agencies face liability risks when they drop passengers off at bus 

stops in proximity to dangerous pedestrian conditions and should work with 

local landowners and developers to provide the safest access possible.

Overall, case law indicates that transit agencies bear some responsibility in 

ensuring that their passengers can access stops and stations safely, even on 

property that the agency does not own. This means that transit agencies should 

locate bus stops where pedestrian access facilities are safe and adequate. Even in 

situations where the roadway, crossing facilities, and pathways are not under the 

direct control of the transit provider, the agency should work with other involved 

transportation agencies to provide the necessary facilities or relocate the bus stop 

to a more suitable location. A coordinated effort by transit agencies and owners 

and operators of related transportation facilities will result in the provision of 

safe facilities for pedestrians. In addition to the benefit of reduced liability for the 

transit agency, improved safety can translate to a more appealing transportation 

option and ultimately lead to increased ridership.
56 Pedestrian Safety Guide for Transit Agencies

References

1

Project ACTION: Toolkit for the Assessment of Bus Stop Accessibility and Safety. Easter Seals, 2006. 

http://projectaction.easterseals.com/site/PageServer?pagename=ESPA_BusStopToolkit.

2

Pedestrian Safety and Accessibility Audit Tools. Queensland Transport, Queensland, Australia, 2006.

3

Pedestrian- and Transit-Friendly Design: A Primer for Smart Growth. Reid Ewing for the Smart 

Growth Network, Washington, DC, 1999. http://www.epa.gov/smartgrowth/pdf/ptfd_primer.

pdf.

4

Presentation by Tom Harrington at Bicycle and Pedestrian Access to Transit: Part II. Regional 

Workshop sponsored by Washington Metropolitan Area Transit Authority. Washington, DC, 

March 6, 2007. http://www.wmata.com/metrorail/bike_workshop/index.cfm.

5

Project ACTION Update. Easter Seals, December 2006.

6

A Motorist And Pedestrian Behavioral Analysis Relating To Pedestrian Safety Improvements. Washington State Transportation Center, 2003. http://depts.washington.edu/trac/bulkdisk/pdf/560.1.pdf.

7

Moudin and Lin. Managing Pedestrian Safety I: Injury Severity. Washington Department of Transportation and Washington State Transportation Center, February 2007. 

http://depts.washington.edu/trac/bulkdisk/pdf/671.1.pdf.

8

Lynx Customer Amenities Manual. Herbert Halback, Inc for Central Florida 

Regional Transportation Authority, Orlando, Florida, 2000. 

http://www.golynx.com/media/pdfs/lynxdocs_Amenities_Manual.pdf.

9

Project for Public Spaces. New Jersey Transit Training Modules, http://www.pps.org/.

10Street Smart: Pedestrian Awareness and Operator Alertness. Washington Metropolitan Area Transit 

Authority, Operations Training Course, April 2007.

11Region focuses on pedestrian safety after woman fatally struck by bus. Washington Area Metropolitan 

Transit Authority, Press release, February 18, 2007. 

http://www.wmata.com/about/MET_NEWS/PressReleaseDetail.cfm?ReleaseID=1547.

12Email conversation with Mae Golden. The Disability Network. Flint, Michigan. May 21, 2007.

13 Surface Transportation Program. Federal Highway Administration. 

http://www.fhwa.dot.gov/safetealu/factsheets/stp.htm.

1423 United States Code Section 133. 2005.

1549 United States Code Section 5309. 2005.

16Jefferson County Schools Receive Funding. Saferoutes, Kentucky, August 23, 2007. 

http://www.saferouteskentucky.com/news.asp?id=92.

17Washington DOT Pedestrian and Bicycle Safety Grant Program. 

http://www.wsdot.wa.gov/bike/Ped_Bike_Program.htm.

18Sidewalks & Shared Use Paths: Typical Design Issues and Problems Workshop. Chantilly, Virginia,

May 11, 2007.

19Project ACTION: Toolkit for the Assessment of Bus Stop Accessibility and Safety. Easter Seals, 2006. 

http://projectaction.easterseals.com/site/PageServer?pagename=ESPA_BusStopToolkit.

20Improving Pedestrian Access to Transit: An Advocacy Handbook. WalkBoston, Boston, Massachusetts, 1998.http://safety.fhwa.dot.gov/ped_bike/docs/fta.pdf.
Pedestrian Safety Guide for Transit Agencies 57

21Improving Pedestrian Access to Transit: An Advocacy Handbook. WalkBoston, Boston, Massachusetts, 1998. http://safety.fhwa.dot.gov/ped_bike/docs/fta.pdf.

22Bus Stop Guidelines. Tri-Met, Portland, Oregon, 2002.

23Project ACTION: Toolkit for the Assessment of Bus Stop Accessibility and Safety. Easter Seals, 2006. 

http://projectaction.easterseals.com/site/PageServer?pagename=ESPA_BusStopToolkit.

24Maintaining Strong Community Ties to Flint’s Customer-Friendly Transit. Passenger Transport. January 29, 2007.

25Project ACTION: Toolkit for the Assessment of Bus Stop Accessibility and Safety. Easter Seals, 2006. 

http://projectaction.easterseals.com/site/PageServer?pagename=ESPA_BusStopToolkit.

26Bicycle and Pedestrian Access to Transit: Part II. Regional Workshop sponsored by Washington 

Metropolitan Area Transit Authority, March 3, 2007.

27Planning and Design for Transit Handbook. Tri-County Metropolitan Transportation District of 

Oregon, Portland, Oregon, 1996.

28SMART’s Guide for Creating a Transit Friendly Environment. Suburban Mobility Authority for 

Regional Transportation, Detroit, Michigan, 1996.

29Designing for Transit. Metropolitan Transit Development Board, San Diego, California, 1993. 

30Transit Waiting Environments: An Ideabook for Making Better Bus Stops. Greater Cleveland Regional 

Transit Authority, 2004. 

http://www.cudc.kent.edu/d-Service-Learning/PDFs/TWE%20screen%20short.pdf.

31Access by Design: Transit’s Role in Land Development. Mass Transit Administration, Maryland, 

1988.

32Project ACTION: Toolkit for the Assessment of Bus Stop Accessibility and Safety. Easter Seals, 2006.

http://projectaction.easterseals.com/site/PageServer?pagename=ESPA_BusStopToolkit.

33Email from Linda Shaffer, Planner with Pierce Transit. May 22, 2007.

34Email from Linda Shaffer, Planner with Pierce Transit. April 15, 2007.

35ADA Accessibility Guidelines for Buildings and Facilities. United States Access Board, 2002. 

http://www.access-board.gov/adaag/html/adaag.htm.

36Pedestrian and Transit-Friendly Design: A Primer for Smart Growth. Ewing for Smart Growth 

Network in Florida, 1999. http://www.epa.gov/smartgrowth/pdf/ptfd_primer.pdf.

37ADA Accessibility Guidelines for Buildings and Facilities. United States Access Board, 2002. Americans with Disabilities Act Accessibility Guidelines require a three-foot clear width along an accessible route with at least a five-foot by five-foot passing space every 200 feet. Sidewalks are recommended to have a five-foot minimum width so that they can be consistent for pedestrians rather 

than narrowing and widening every 200 feet.

38Pedestrian and Transit-Friendly Design: A Primer for Smart Growth. Ewing for the Smart Growth 

Network in Florida, 1999. http://www.epa.gov/smartgrowth/pdf/ptfd_primer.pdf.

39Modeling the Roadside Walking Environment: Pedestrian Level of Service. Landis, B.W., V.R. Vattikuti, 

R. M. Ottenberg, D.S. McLeod, M. Guttenplan, Transportation Research Record 1773, Transportation Research Board, National Academy of Sciences, 2001.

40 Safety Effects of Marked versus Unmarked Crosswalks at Uncontrolled Locations: Executive Summary 

and Recommended Guidelines . C.V. Zegeer, J. Stewart, and H. Huang ,U.S. Department of Transportation, Federal Highway Administration. , Report No. FHWA-RD-01-075, March 2002.
58 Pedestrian Safety Guide for Transit Agencies

41 Improving Pedestrian Safety at Unsignalized Crossings. Kay Fitzpatrick, et al., Transit Cooperative 

Research Program and National Highway Cooperative Research Program, TCRP Report 112/

NCHRP Report 562, Transportation Research Board, 2006. 

http://trb.org/news/blurb_detail.asp?id=6630.

42“The 2000 Uniform Vehicle Code and Model Traffic Ordinance (Uniform Vehicle Code) 

(Section 1-112) defines a crosswalk as:

1. “That part of a roadway at an intersection included within the connections of the 

 lateral lines of the sidewalks on opposite sides of the highway measured from the 

 curbs, or in the absence of curbs, from the edges of the traversable roadway; and in the 

 absence of a sidewalk on one side of the roadway, the part of a roadway included within 

 the extension of the lateral lines of the existing sidewalk at right angles to the centerline. 

 2. Any portion of a roadway at an intersection or elsewhere distinctly indicated for 

 pedestrian crossing by lines or other markings on the surface.”

 Thus, a crosswalk at an intersection is defined as the extension of the sidewalk or the 

 shoulder across the intersection, regardless of whether it is marked or not. The only way 

 a crosswalk can exist at a midblock location is if it is marked. Most jurisdictions have 

 crosswalk laws that make it legal for pedestrians to cross the street at any intersection, 

 whether marked or not, unless the pedestrian crossing is specifically prohibited.” 

Text taken from: Safety Effects of Marked versus Unmarked Crosswalks at Uncontrolled Locations: Executive Summary and Recommended Guidelines. C.V. Zegeer, J. Stewart, and H. Huang, US Department of Transportation, Federal Highway Administration, Report No. FHWA-RD-01-075, March 

2002.

43 Safety Effects of Marked versus Unmarked Crosswalks at Uncontrolled Locations: Executive Summary 

and Recommended Guidelines. C.V. Zegeer, J. Stewart, and H. Huang, U.S. Department of Transportation, Federal Highway Administration. , Report No. FHWA-RD-01-075, March 2002.

44 Railroad-Highway Grade Crossing Handbook, Second Edition. U.S. Department of Transportation, 

Federal Highway Administration, FHWA-TS-86-215, September 1986, 

http://www.fhwa.dot.gov/tfhrc/safety/pubs/86215/intro.htm. 

45Manual on Uniform Traffic Control Devices. Federal Highway Administration, 2003. 

http://mutcd.fhwa.dot.gov/HTM/2003r1/html-index.htm.

46American Railway Engineering and Maintenance-of-Way Association, Signal Manual, 

http://www.arema.org.

47Code of Federal Regulations 49, Part 234: Grade Crossing Signal System Safety. Federal Railroad 

Administration and Department of Transportation, October 2006. 

http://www.access.gpo.gov/nara/cfr/waisidx_06/49cfr234_06.html.

48AASHTO Guide for the Development of Bicycle Facilities. American Association of State Highway 

and Transportation Officials, 1999.

49 Bicycle and Pedestrian Access to Transit: Part II. Presentation by Paul Mayfield, Regional Workshop sponsored by Washington Metropolitan Area Transit Authority, March 6, 2007, Washington, 

DC, http://www.wmata.com/metrorail/bike_workshop/index.cfm.

50Accessing Transit: Design guidelines for Florida Bus Passenger Facilities. Florida Department of 

Transportation and Florida State University, Tallahassee, Florida. 2004.

51Project ACTION: Toolkit for the Assessment of Bus Stop Accessibility and Safety. Easter Seals, 2006.

http://projectaction.easterseals.com/site/PageServer?pagename=ESPA_BusStopToolkit.

52Email from Linda Shaffer, Planner with Pierce Transit. April 16, 2007.
Pedestrian Safety Guide for Transit Agencies 59

53ADA Accesibility Guidelines 10.2.1. www.access-board.gov/adaag/html/adaag.htm.

54Transit Standards Manual: A Reference Guide. Transit Authority of River City, Louisville, Kentucky, 

2006. http://www.ridetarc.org/Transit-Standards-Manual-Reference-Guide.pdf.

55Access by Design: Transit’s Role in Land Development. Mass Transit Administration, Maryland, 

1988.

56Transit Waiting Environments: An Ideabook for Making Better Bus Stops. Greater Cleveland Regional Transit Authority, 2004. http://www.cudc.kent.edu/d-Service-Learning/PDFs/TWE%20

screen%20short.pdf.

57Transit Standards Manual: A Reference Guide. Transit Authority of River City, Louisville, Kentucky, 

2006. http://www.ridetarc.org/Transit-Standards-Manual-Reference-Guide.pdf.

58King County Metro Adopt-A-Station. http://transit.metrokc.gov/prog/aas/adopt.html. 

59Regional Transit Authority Introduces Collaborative Plan to Improve Greater Cleveland Bus Stops. The 

Urban Transportation Monitor. August 17, 2004.

60Transit Waiting Environments: An Ideabook for Making Better Bus Stops. Greater Cleveland Regional Transit Authority, 2004. http://www.cudc.kent.edu/d-Service-Learning/PDFs/TWE%20

screen%20short.pdf.

61http://www.ci.detroit.mi.us/ddot/transed/safety.html.

62http://www.mta.net/about_us/rail_education/videos.htm#TopOfPage.

63http://www.tarta.com/schools.htm.

64http://www.njtransit.com/rg/rg_servlet.srv?hdnPageAction=SafetyTo.

65http://www.ridetarc.org/schoolprograms.asp.

66http://www.mta.net/about_us/rail_education/statistics.htm.

67 United States Pedestrian Fatality Rates by Vehicle Type. Paulozzi, L.J., Injury Prevention, Volume 

11, pp. 232-236, BMJ Publishing Group Ltd., 2005. http://injuryprevention.bmj.com/cgi/content/

abstract/11/4/232.

68Street Smart Campaign Annual Report and Campaign Summary. Metropolitan Washington Council of 

Governments. Washington DC, 2005. 

http://www.mwcog.org/uploads/committee-documents/vlhbX1k20061027162328.pdf.

59 PEDSAFE: Pedestrian Safety Guide and Countermeasure Selection System, Federal Highway Administration. Federal Transit Administration, Transit Cooperative Research Program, Transit and 

Urban Form, TCRP Report 16, 1996. Chart adapted from Figure 19. Graph taken from, document, 

September 2004, Available Online at: http://www.walkinginfo.org/pedsafe/background.cfm. 

70Transit Supportive Land Use and Planning Guidelines. Ontario Ministry of Transportation, 1992.

71Killing Speed and Saving Lives, U.K. Department of Transportation, London, 1987.

72 Resource Guide on Laws Related to Pedestrian and Bicycle Safety. National Highway Traffic Safety 

Administration. http://www.nhtsa.dot.gov/people/injury/pedbimot/bike/resourceguide/index.

html.

73Location of bus stop near busy intersection constituted dangerous condition of property for which transit 

authority was liable. Law Reporter. November 2001. FindArticles.com. April 20, 2007. http://findarticles.com/p/articles/mi_qa3898/is_200111/ai_n9010282.

74 Immunity: Government Tort Liability. Assembly Committee on Judiciary. Ellen M. Corbett, 

Chair. May 4, 2004, http://info.sen.ca.gov/pub/03-04/bill/asm/ab_2701-2750/ab_2737_.

cfa_20040503_105452_asm_comm.html.
60 Pedestrian Safety Guide for Transit Agencies

75Agency Held Liable for Unsafe Route to Bus Stop. Maura Dolan, Los Angeles Times: 

Tuesday, April 8, 2003. http://boards.eesite.com/board.cgi?boardset=ExpoLine&boardid=Politi

ca&thread=21&spec=4858133.

76UTU Bus News Digest. November, 1999. 

http://www.utu.org/DEPTS/BUSFILES/BUSDIGST/1999/bsdg9911.htm.

77Buffalo, NY, Family Settles For $2.55 Mil. In Suit Charging Woman’s Death Was Due To 

Racism At Mall - Brief Article. Jet, December 6, 1999. FindArticles.com. 20 Apr. 2007. 

http://findarticles.com/p/articles/mi_m1355/is_1_97/ai_58170457.
Pedestrian Safety Guide for Transit Agencies 61