1. APTA Sustainability Conference July 2016
Keeping it Real: Design and Circulation Implications of Observed Bicyclist and Pedestrian Behavior
APTA Sustainability Conference
July 2016

2. Valley Metro Light Rail System
Valley Metro Rail was built entirely in-street using a train-only track way and traffic signals
35 light rail station platforms (2016)
Transportation 2050 bumped up the expected completion of rail routes in Phoenix.
The high capacity transit system currently includes 26 miles of light rail. Seven high capacity extensions are in development to create a 66-mile regional system by 2034.

3. 60 local bus routes
3 limited stop routes
15 Express, 6 RAPID
18 Circulators
1 Rural Route
12 Transit Centers
54 Park n Rides (36 public, 18 joint use)

4. Light Rail Serves Everyone
Average weekday riders, total yearly riders
Trip purpose (transit dependent/choice riders)
By race

5. Public Transit Access/Egress Modes
Bus and Rail Access/Egress
Valley Metro1
National2
Transit passengers who walk to public transit
87.2%
59.6%
Transit passengers who walk from public transit
88.8%
63.8%
Transit passengers who bike to public transit
4.6%
2.2%*
Transit passengers who bike from public transit
4.7%
2.6%*
Average weekday riders, total yearly riders
Trip purpose (transit dependent/choice riders)
By race
1 Valley Metro Bus/Rail Access Statistics 2015 O&D Survey
2 National Bus/Rail Access Statistics 2007 APTA
*Statistics also includes modes of transit other than driving/riding in a vehicle and walking

6. Valley Metro Light Rail Stations
19th Avenue and Dunlap
Side Running Station
Each station is approximately the length of a downtown city block
Two placements for the LRT stations
Side running (30% of our stations)
Island stations (70% of our stations)
Since most of the stations are in the center of the roadway they require the use of a signalized crosswalk to enter the platform.
Price – 101 Freeway / Apache Boulevard
Island Station

7. Bike Circulation Patterns: Veteran’s Way/College Avenue LRT Station

8. Existing Conditions at the 7th Avenue and Camelback Station
Within a ¼ mile of the 7th Ave/Camelback intersection:
Annual average of four bike/ped injury collisions per year from
In that period, , there was one fatal bike/ped collision
The majority of bike/ped violations were for not using a crosswalk

9. 7th Avenue and Camelback Rd Passengers Making Unmarked Crossings
Single Entry Station (Entrance from East only)
Adjacent to 7th Avenue/Camelback Rd Park and Ride
Major transfer with Route 8 (7th Ave) and Route 50 (Camelback Rd)
Potential major redevelopment on northwest corner of 7th Ave and Camelback Rd
Adjacent to relatively dense residential
Adjacent to Phoenix Sonoran Bikeway on 3rd Ave
Safety and Access Issues
No station entrance from the west
Many passengers jaywalk across the light rail tracks and Camelback Rd
Reversible lanes on 7yh Avenue
Traffic traveling to and From I-17

10. Possible Access Improvements
Remove dedicated lane
Add new crosswalk
Pedestrian activated signal
Extend fenced pedestrian access
Add landscaped buffer
Removal of the dedicated right turn lane
Less exposure to conflict
Reduces street width
Add a second entry on the west side of the station and a HAWK signal
Add a landscaped buffer to reduce jaywalking
HAWK - speeds are usually higher at mid-block locations. Over 80% of pedestrians die when hit by vehicles traveling at 40 mph or higher.
FHWA did a study in 2012 on HAWK crossings and determined they resulted in 29% reduction of total roadway crashes (FHWA proven Safety Countermeasures, 2012).
HAWK stands for High Intensity Activated Crosswalk

11. Lessons Learned Prioritize pedestrian crossing safety
Enforce rules against bicyclists on light rail platforms
Jaywalking frequently occurs during transfers between bus and rail
Single access stations lead to pedestrians crossing midblock at unmarked locations
Fencing, education and enforcement may help, but ultimately discourage rather than prevent poor travel decisions
All stops consider the safety of the pedestrian crossing: Phoenix does not necessarily install marked crosswalks at each stop location however; Phoenix makes every effort to locate most transit stops where it is possible for a pedestrian to cross safely at or very near the stop. Where mid-block transit stops are necessary due to pedestrian demand, every attempt is made to limit pedestrian exposure to traffic.
Provide a safe place to stand and wait: Phoenix recognizes that transit stops with a lack of space push people out into the roadway. As such, where possible, Phoenix makes every effort to provide a formal bus shelter or passenger standing pad at transit and school bus stops regardless of the presence of connecting sidewalks or other pedestrian infrastructure.
Transit stops connected to pedestrian infrastructure: All transit trips begin and end with a pedestrian trip; therefore Phoenix makes every effort to provide either contiguous sidewalk or paved shoulders to safely guide pedestrians from point of origin to transit stops.
Street and/or shelter lighting provided at or near all bus stop locations: Phoenix attempts to provide adequate street and shelter lighting at all transit stops that are served during hours of darkness. This policy helps with both pedestrian safety and security.
Phoenix Pedestrian Safety Action Plan June 15, 2006: Valley Metro and the City of Phoenix
Valley Metro Guardian Angel Campaign
That’s why Valley Metro launched a new “Guardian Angel” safety campaign. It’s a fun campaign with a serious message to be more mindful around light rail and buses – and to give your overworked Guardian Angel a break. - See more at:
Enforcement (Jaywalking Fines) / Alcohol & Drugs (drivers and pedestrians)

12. Keep Expectations Realistic
“Many solutions and expedients have been proposed, of which the simplest are the suggestions to give every walker an automobile and to establish a minimum speed law for pedestrians.”
(New York Times, Jaywalkers will not Learn, February 24, 1925)
Amanda Luecker, AICP