North College Hill Transit Center North College Hill Transit Center
Elements of Urban Design - Spring 2022 Executive summary report
School of Planning
College of Design, Art, Architecture and Planning
Appendix - Case Studies University of Cincinnati
Elements of Urban Design Spring 2022 i
Oakley Transit Center Cincinnati, Ohio 2018
Background The $1.2 million Oakley Transit Center opened in May 2018. It offers four shelters, a small park and ride, real time route information, as well as an automated ticketing system. The center serves 5 routes including 2 east-west crosstown routes, 2 local routes, and one express route. It was implemented by Southwestern Ohio Regional Transit Authority (SORTA), Ohio Department of Transportation, OKI Regional Council of Governments, the City of Cincinnati, and Federal Transit Authority. The site was designed by the Transportation and Urban Design section of the City of Cincinnati’s Department of Transportation and Engineering. The site offers access to a wide range of nearby stores as well as the 2nd largest Kroger store in the country and provides better access to more than 7,000 nearby jobs (Go-Metro). Site Oakley Transit Center is located between the Oakley Station Development and the Center of Cincinnati Development. It sits at
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the corner of Ibsen Avenue and Marburg Avenue. The Center sits on roughly a halfacre property on the northeast side of the intersection. Several large, big box retailers are located nearby as well as a large church, fast food restaurants, and strip mall developments. A newer luxury apartment complex is located a little less than half a mile away to the south and older residential homes are located to the southeast across Madison Road. The site has a small park and ride across the street and a dedicated bus lane that is restricted to car access. Design The design includes “Four distinctive boarding bays with shelters, designated offstreet park & ride spaces for commuters, enhanced transit shelters, streetscaping and way finding, and real-time information screens and ticket vending machines” (Go-Metro). Other features include a plaque describing a detailed history of Oakley. Trashcans and stylized lights are also located near the shelters. The design is similar to other recently opened METRO
transit centers including the Uptown and the Northside Transit Center. Demographics, ridership, community The site is located in the middle-class Oakley neighborhood of Cincinnati, away from the core Oakley business district. Oakley is a neighborhood that has experienced rapid change in the last 20 years, as new families have relocated to the area due to the proximity to downtown Cincinnati and the interstate, as well as the well-preserved historic housing stock. According to the 2010 Census (prior to the transit center’s construction) less than 5% of the population of the Oakley neighborhood utilized busses to commute to work with most residents (84%) driving alone in personal vehicles. The site appears to primarily be useful to people who work at the nearby businesses.
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Federal Way Transit Center Seattle, Washington To be finished in 2024
Background The Federal Way Transit Center was designed to be a “community landmark” for the city of Federal Way, Washington. The center operates as a hub for commuters, featuring walkability, bike storage, public art, a park-and-ride parking garage, and a light rail connection for those seeking further destinations like the SEATAC airport, Seattle, or Tacoma. The development of the site and the project was a design-build process with the City of Federal Way, Sound Transit, King County Metro, Kiewit Infrastructure Co., and the local community as stakeholders. However, due to the scale and complexity of the center, the site will not be fully completed with access to all amenities until 2024. Site The new site for the transit station rerouted the former bus line “two blocks further south” to the “main thoroughfares in the big box retail and strip commercial district” (The Urbanist). Currently, the bus station sits on a 7.5-acre site, which features a
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1,190-space parking garage (Hewitt) and nine bus bays that operate 23 bus lines with the capacity to expand (Metro). Adjacent to the site is the Town Square Park to the west, the new Federal Way Performing Arts and Events Center to the northwest, City offices to the east, and nearby retail and restaurants all within walking distance. Design The conceptual design for the site initially began the with public artist on the project and the Sound Transit art program. The artist tried to meet the design needs of the stakeholders who were concerned about “scale and aesthetics and to devise appropriate passenger amenities including covered walkways and bus shelters, bicycle storage, and public art” (Hewitt). The resulting design includes a 400-foot-long translucent canopy that “provides a pleasant and safe bus waiting area” over most of the bus terminal bays (Hewitt). And all the amenities the stakeholder desired were included on the site.
Demographics, ridership, community The City of Federal Way is rapidly growing in density and popularity for the suburban middle-class. Its proximity to larger cities, like Seattle and Tacoma, and the city’s focus on transit and transportation makes it an ideal location for commuters. Transportation work that is congruently being done alongside the transit development includes building additional access ramps to I-5 and overcrossings for pedestrians, making road improvements, adding roundabouts, and adding shared-used paths and regional trail connections (City of Federal Way).
The city sees how all this change could be affecting the urban fabric of the city, so they are conducting surveys and interviews with the public to gather feedback about the improvements being done. Additionally, the city “is evaluating how the project may affect the surrounding environment, including noise, wetlands, cultural resources, fish passage barriers, and environmental justice communities” (City of Federal Way).
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Pavilion on Europaplatz Freiburg-am-Briesgau, Germany 2019
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Background
Site
Pavilion on Europaplatz is a bus and train stop that marks a welcome to Freiburg’s city center. The city of Freiburg is located to the southwest of Germany. Hosted on a four-way road this stop serves as the center to these major routes that go around the pavilion. The pavilion hosts 3 bus routes and 2 tram routes along with a restaurant facility. The Freiburger Verkehrs (VAG) operates the buses and Freiburger Stadtbau GMBH (FSB) the tram services on the stop. The project was collaborative development by the Freiburger Verkehrs (VAG), Freiburger Stadtbau GMBH (FSB), and the City of Freiburg. The pavilion was mainly designed by J. Mayer H. Architects and partners. Backed by history the city of Freiburg is mostly a tourist destination. The city of Freiburg is known for the use of bicycles and strong public transport. Hence most parts of Freiburg are pedestrian zones and do not allow cars.
The site is located in the city center where This project replaced the previous traffic hub from 1970s and created opportunities for public spaces, and attractive urban mobility. The center sits on 2690sq.ft. of the Europaplatz. The site serves as a gateway to Freiburg’s historical core as it is surrounded by the victory monument (Siegesdenkmal), old buildings and Karlskaserne. Located in the tourist hub of the city, this stop is surrounded with hotels, restaurants and shops. Design The pavilion hosts public seating area, bike lanes, restaurant, bus stop and train station. The retained triangular floor plan is redefined to fit most public activities and in a contemporary manner. The expansive roof along with its dynamic curves gives the square a new look. This ascending roof blends well with the trees on the square and provides shelter from sun and rain. The sitting area outside the restaurant creates a calm environment in the bustling city hub
of Freiburg. The lightness and transparency of materials used in making the pavilion maintains illumination yet creating different inside-outside areas on the square. Demographics, ridership, community The estimated population of the Freiburg metropolitan areas is 230,940. Along with its history, Freiburg is known as one of the innovative cities in the world. The city planning approach in 1970 towards sustainability and low energy has made it a global model of sustainable urban life. The city has 400km of bike paths and twice as many bikes as cars. This is strengthened by the Freiburg’s consistent focus on designing the city around public transport. Its successful approach to sustainability has boosted the development of the city. In 2000s there were two urban areas added to the city. Vauban and Rieselfeld are home for over 17,000 people today.
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Northside Transit Center Cincinnati, Ohio 2020 Background The Northside Transit Center, constructed from 2019-2020, is located along Spring Grove Avenue and Blue Rock Street. The transit center was designed by MSA Architects and the Northside community. SORTA provided $3.7 million for the planning and completion of this project to increase traffic efficiency, improve vehicular and pedestrian safety, connect Northside to other neighborhoods, and generate demand to Northside’s central business district. The eight routes that were connected through the establishment of this transit center include routes 15, 16, 17, 19, 20, 23, 27, and 51 (Metro, 2020). Design Many factors have been attributed to the success of this case study. The site offers viii
8 routes that are connected daily, with each having its own boarding bay. For pedestrians and riders, the site has a public park with restrooms and sheltered benches, including visual components from art displays created by the community and entrances and exits. For increased accessibility, there are wayfinding maps, ticket vending machines, real-time electronic signs. The site includes street scaping and lighting for increased beautification and safety. There are sidewalks that connect the benched areas to greenspace, bike parking, and 10 spaces that are designated for Metro Park and Ride uses only. Near bay F is the Metro restroom and storage area. Intentionally working in space for a restroom close to the pick-up and departure areas was important in this design, to ensure bus drivers have reliable access to this type of facility. Through the incorporation of stainless steel and glass panels, MSA created a well-blended look that showcased the neighborhood and the art of residents while meeting the physical needs of the community. Each of the eight bays is adorned with
a bold neon green letter identifying the bay along with information about a historically significant place within the neighborhood. Topics include the Mill Creek, Sarah M. Fossett, and the Cincinnati, Hamilton and Dayton Railroad (MSA Architects, 2020). Community benefits Residents of this community were engaged throughout each step of the process and were positively impacted by the transit center’s implementation. The Transit Authority held an art contest for local artists to create illustrations of Northside’s personal value. Allowing the neighborhood to share the vision for the transit center with those managing the project ensured that the final product was representative of the wants, needs, and identity of the community. Due
to the careful planning in the design stage, the integration of a frequent flow of eight buses did not cause additional traffic for the neighborhood. Residents can use the park, commute to other parts of the city without personal vehicles and enjoy additional growth for their central business district. This transit center was chosen as a case study because of the positive outcomes from a high level of community input from a Cincinnati neighborhood. The transit center was also designed to handle large volumes of travel and has proven to be one of Cincinnati’s most used transit centers since its opening on October 6th of 2020.
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Downtown Norfolk Transit Center Norfolk, Virginia 2015 The Downtown Norfolk Transit Center is located at 434 St Paul Blvd, in Norfolk, Virginia and was opened on January 8, 2015. The transit center was designed by Tymoff+Moss Architects with a 98% approval of the public. It is 400 feet long and 25 feet wide. The transit center serves Hampton and several other cities in the region. It was built by the city of Norfolk and is leased to Hampton Roads Transit (HTR) It replaced an old transit hub, the interim transfer center on Wood Street. Roof Services Corporation fabricated and installed the ALPOLIC materials used to create the canopy as well as the customer services desk. The transit center’s lobby is heated, air conditioned and filled with natural light. The new transit center covers about 1.4 acres area. There are 14 daily bus routes that are offered here, with a customer information x
center included within the station offering on-site ticket sales. There is an interior space that has electronic surveillance, offering temperature-controlled space as well as public restroom accessibility. There are benches installed inside and outside of the building, with a dedicated drop-off area and bike rack spaces. Additional amenities for
staff are included as well with a breakroom for bus operators, a staff only restroom, and a supervisor’s office. A distinctive welcoming plaza welcomes people into and out of the site, which is within walking distance of Monticello and Civic Plaza light rail stations. The center has an overall cost of about $6 million, paid for with city and state funding. Norfolk contributed about $4 million, and the state contributed the rest. The new transit center provided significantly improved transportation functionality and amenities that were previously not available for bus patrons. The 2022 site context of the transit center vicinity shows the development of apartment units north of Wood Street in the place of a green area and what looked to be a large storage facility in a 2014 image of the same location. This development is part of the wider transformation of this area, called St Paul. The city of Norfolk is currently facilitating regenera-
tion of St Paul into the mixed-use, walkable district where people live, work and play, and the transit center is a key component of the mobility aspiration for the neighborhood. This case study was selected for the following reasons. The general configuration is appropriate for any number of buses from 3 and above and the organization of the transit center is very efficient in terms of traffic flow. The delivery format with cooperation between the community, developer, and manager was exceptional, and offers better landscaping qualities and addresses the concerns of safety, security, health, and dignity of customers. The transit center was an infill project, built on an existing large black top location similar to the proposed location envisioned by the city of North College Hill for its intended transit center. The transit center served as a catalyst for wider regeneration of the surrounding area.
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RTD Civic Service Center Station Denver, Colorado 2017 Public Venue Station is one of the City of Denver’s most dynamic vehicle travel centers, covering 18 courses and obliging in excess of 15,000 explorers consistently. The station has been a midtown establishment starting around 1978, but began showing its age in cutoff, convenience and classy. The troubles with the seven-straight office started with its arrangement; functioned as staple for the City’s individual by walking focused sixteenth Street Mall (counting 42 external bistros and as many retail shops), the two-level station was arranged at a slanted, organized site on top of a single level underground stopping structure and clearly abutting a 20-story business environment. The seven-sound office’s interesting arrangement (1978) confined travel limit and restricted detectable quality inside and around the sides - which provoked security issues. Considering the costs it would have to fix, the Denver Rexii
gional Transportation District (RTD) rather searched for a full upgrade. Finally, the RTD’s goal was to make a more useful, welcoming scene plan that would vanquish construction and limit inadequacies, add tremendous adequacy and cutoff as the City’s movement network broadens, and engage the middle highlight continue to expect an indisputable part in the multimodal
travel structure long into what’s to come. Similarly to the prior case studies, this transit center offers many needed amenities to the regional transportation network. The site includes an 8,800 sq. ft. passenger terminal, an 81,500 sq. foot. Parking garage renovation, with a 9-gate bus station. There is a large public plaza consisting of 19,000 sq. ft., all of which has substantial ADA
accessibility improvements. Also included with the site are multiple polyester—fabric canopies up to 500 ft. in length. This offers shade and cooling to those who utilize the transit center, as well as greater protection from all forms of precipitation. This case study was selected for the following reasons. Partner Engagement and Public Outreach was identified through ionic public workmanship: The creation and revealing of an exceptionally noticeable figure or intuitive craftsmanship piece, or transitory, pivoting things of beauty, at the side of the site would advance presence, character and wayfinding. Members felt that individuals don’t connect this spot with anything notorious or generally important to Denver. Public workmanship could assist with resolving this issue. Monetary and Economic Development was another factor as well. Seven destinations inside one halfmile of CCS were chosen as need improvement areas to actuate the locale. Each site is right now underutilized (i.e., surface parking areas), and the upward improvement of such with the fitting uses will catch market interest, and furthermore upgrade the dynamic quality of the district. xiii
Riverfront Transit Center Cincinnati, Ohio Case Study Time: 1999-2003
Background The Riverfront Transit Center was built as part of the restoration of the Riverfront in Downtown Cincinnati and the Fort Washington Way redesign. Construction began in November of 1999 and the Center was officially dedicated on May 19, 2003. •
Size: 3,740 ft. long by 84 ft wide
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Material: 23,800 tons of Concrete
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Cost: $18 Million
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Designer/Engineer: Parsons Brinckerhoff and
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Wallace Floyd Design Group of Boston
The Transit Center was built to handle up to 500 buses and 20,000 people per hour. The original design was more encompassing and ambitious but was scaled down due to budget constraints. Design The Transit Center is located under an elevated 2nd Street and was also designed for light rail transit. The transit center stretches
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eight blocks. The concrete flood wall of Fort Washington Way forms the northern wall of the Center and the center is built to be flood resistant. Because of the elevated streets the Transit Center appears to be underground even though it is built at ground level. The vehicular entrances are located at the intersection of Central Ave. and Pete Rose Way. The transit center houses a total of 100 bus parking spaces. The Transit Center serves as a parking lot for passenger vans, charter and transit buses for major events, as well as, school buses visiting the National Underground Railroad Freedom Center. Pricing is $30 and may be higher during certain events.
The design includes a section of murals along the walkway 800 ft. long called “Daily Icons” designed by Chad Scholten that depict the history and monuments throughout Cincinnati. Red Tiled zones with metal street signage provide access the street. Above the walkway are arched mesh panel pieces that resemble the flow of waves on the Ohio River. There is also a bronze statue of William DeHart Hubbard, the first African American to win a gold medal in Running Long Jump at the 1924 Olympics.
buses and the location is currently being used by Metro for Bus Layovers. User Experience
Public users of the Transit Center can use the glass stairway entrance or sidewalks to enter and make their way to and from their vehicles. Mural areas offer visual interest as people navigate along the sidewalks and are directed to street access by signage and red tiled zones. The Transit Center is currently only being used for event and There are no public rest rooms, payphones, transit parking mainly by SORTA/Metro and or trash cans located in the Transit Center TANK. Parking is not permitted for vehicles and Food and Drink are prohibited inside. under 12 passengers. The transit center There are no areas for sitting to wait for
is left largely underutilized and open yearround. The lack of amenities and restricted use make this project a potential proponent for the conceptualization of what could be better and could be offered as to a need for more development and user group input into the redevelopment and design being put into Cincinnati’s Riverfront, also known as “The Banks” area.
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Julia M. Carson Transit Center Indianapolis, IN 2014-2016 Background The Julia M. Carson Transit Center is a relatively new center for transportation located on 201 E Washington St., Indianapolis, IN 46204. The center is surrounded by Washington Street to the north, Delaware Street to the west, Alabama Street to the east, and Pearl Street to the south. On the northside, across the street is the City-County Building and Richard G. Lugar Plaza, and to the south is the Marion County Jail. It is located in part of a block in the Market East Cultural District, which is in the downtown area, commonly called the Mile Square. This center provides a unification point for IndyGo buses, the main public bus transportation company in Indianapolis, and access for bicyclists, pedestrians, and the disabled. The main purpose of this new transit center is to better connect downtown
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Indianapolis with its neighboring communities. There is even a connection to the Cultural Trail, a popular 8.1 mile long multi-use trail through a linear park in the area. After several years of planning and designing, it was given the greenlight by IndyGo to begin construction in September 2014. The site was a surface parking lot, but in May 2015, archaeological discoveries from the 1800’s were made such as building
foundations, which paused the construction until October 2015. This also raised the expenses for the project by $5 million. The total project cost was $26 million, largely federal funding that U.S. Representative for Indiana’s 7th Congressional District Julia M. Carson helped acquire. That is why in April 2016, the Indianapolis City-County Council officially named the new facility after her. On June 26, 2016, an opening ceremony was held for the transit center and the bus service began that day. The transit center runs from Monday to Saturday from 5 AM to midnight; on Sunday from 6 AM to 9 PM. It offers free Wi-Fi, public restrooms, indoor waiting lobby, customer service, pass sales, 31 IndyGo routes and 26 transfer routes, 14,000 Square foot facility, 700 Square feet is retail space, 2 floors in the building.
the Mile Square with professional buildings lining the adjacent streets, Axis Architecture + Interiors stated they wanted to create a sleek, modern building that also allows riders to remain out of the elements. For this, they designed 19 covered bus bays, labeled A-H and J-T, as well as the building that shelters riders from the weather. The building has glass walls to let in lots of natural light, and the curved shapes of the top of the building and the drive give an organic feel to the postmodern structure. They used high albedo pavement and white ther-
moplastic olefin (TPO) roofing to reduce the “heat island” effect. As for the site, curbside gardens, complete with public benches and overhangs, were added to manage rainwater, and give more natural, relaxing, and aesthetically pleasing features to the landscape. The transit center achieved LEED® Gold.
Design The facility was designed by Axis Architecture + Interiors, Guidon Design, AECOM, Loftus Engineering, Inc., and Rundell Ernstberger Associates (REA). Being in
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Rosa Parks Transit Center Detroit, Michigan 2007-2009 Background Located in near the Grand Circus Park in the heart of downtown Detroit, the Rosa Parks Transit Center is a major multi model hub in the city’s transit network. Construction began in 2007, and since its opening in 2009, has come to be a symbol of transportation in Detroit. It was among several projects aimed at the large-scale revitalization of Detroit’s Central Business District. The center is within walking distance to almost all of downtown (including other transit opportunities and Comerica Park, the Detroit River, and Grand Circus Park), and contains spaces for buses, bike racks, and an adjacent parking lot. It includes a covered loading area, clearly marked bay numbers with arrival times and schedules, bathrooms and water fountains, Wi-Fi, heated/ air-conditioned 3-story indoor facility.
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The site is bordered by the roads of Cass Ave, Times Square, and Michigan Ave. Michigan Avenue is a four-lane main thoroughfare traveling East-West, Times Square is a short two-lane road running SW-NE, and Cass Avenue is a four-lane road with two bike lanes running NorthSouth. The center is the central hub of the Detroit DOT, and also is a stop for several SMART (Detroit’s regional bus system) lines connecting the downtown to the outer
suburbs, as well as bus services to and from Canada. Additionally, it is located adjacent to one of the stops for the Detroit People Mover, the elevated rail system that services the downtown area. Design The transit center was designed by WSP (Parsons Brinkerhoff), and was made to serve as one of the primary elements of the city’s transportation system. The center is 25,700 square feet, contains 15 bus bays,
is used by 21 different bus lines, and cost $22.5 million. The project was funded by Federal and State money, with no funds being required from the city of Detroit. The center consists of an multi-floor indoor facility as well as a large tensile structure that covers the outdoor bus bays, the tensile structure being designed by FTL Design Engineering Studio. The footprint of the site is an obtuse isosceles triangle with rounded edges. The center uses a long U-shaped road for the buses to pull into and turn around that feeds back onto Times Square. The transit center abuts an adjacent building nicely, and fits well into the triangular shaped road pattern the surrounds it. The location of the center works nicely given the proximity to most relevant features of downtown, and to other forms of transportation such as biking and rail. The lack of access to the center from Cass Avenue may be a missed opportunity to allow for buses to enter into the center from both ends.
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Tahoe City Transit Center Tahoe City, California 2012-Present
Background Lake Tahoe is a scenic holiday destination and popular recreational retreat. The national forest, lake shore activity, and natural landscapes have attracted about 11.5 million people within a four-hour driving distance. The traffic patterns in the area
mirror its popularity and have resulted in congestion and pollution, both major threats to the natural resources. In an effort to mitigate this issue the County of Placer, California commissioned the construction of the Tahoe City Transit Center in 2012 to encourage greater reliance on public transportation. Configuration The Tahoe City Transit Center is shaped like a boat with long, wooden slats along the underside. The roof is supported by a few stone columns to allow views of the landscape to pass underneath. The architecture incorporates sustainable landscape strategies to minimize the facility’s footprint as much as possible. The roof is designed to hold snow up to 250 pounds per foot. There is also an embedded snow melt system around the edge of the roof to gradually melt the snow. The water is collected in the gutters then stored in a 4,000-gallon cistern for irrigation and plumbing. The Tahoe City region is served by a mixture of public and privately-owned trans-
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portation services. Since the area is known for recreation and resorts, there is a limited roadway network that is supplemented by other modes of transportation, such as water shuttles, ferries, ski shuttles, and season night time services. Additionally, the Tahoe Area Regional Transit (TART) system is operated by the Placer County Department of Public Works and contains 4 routes.1 This center is designed well into the existing fabric of the landscape. Buses circle around the facility in one direction, with parking spaces on each side for loading and unloading. At about 5,000 square feet and covering 2 acres of land, there is more than enough room for 40 people to congregate. Assessment There are numerous structural components of the Tahoe City Transit Center that are desirable for the North College Hill site. Namely, this transit center is a prime example of how modern formations can coexist with natural landscapes. Urbanized areas presently face the challenge of how
to achieve environmental sustainability in infrastructure while still meeting the needs of the community. The push towards green infrastructure is already occurring around the Cincinnati region, as demonstrated by the construction of the Lick Run Greenway. Though larger than the scale of our project, a similar project may be very successful in the North College Hill area. The aesthetic is simplistic yet attractive, and the featured amenities cover all basic needs of the community: vending machine, interior waiting
area, restrooms, etc. The layout of this center is also appealing, and it is important to note the diagonal orientation of the buses when parking. This is a reoccurring theme within our case studies that demonstrates an efficient way to utilize space. The one-way direction in which the buses enter and exit is also a considerable option for the North College Hill site.
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Glenway Crossing Transit Center Cincinnati, Ohio 2011-Present
Background The Glenway Crossing Transit Center was constructed by a local contracting company named Graybach, LLC. The center is in the middle of Glenway Crossing Shopping Center in Glenway at Anderson Ferry. The
project was funded by federal sources like American Recovery and Reinvestment Act of 2009, Surface Transportation Project, and funding through the Ohio Department of Transportation. It is entirely outdoors and relies on the surrounding commercial shops to offer amenities to riders. Operation The Glenway Crossing Transit Center is a “Park & Ride” configuration located at a major intersection in Glenway Crossing. There is no formal building infrastructure, however the site includes approximately 70 parking spaces and 3 outdoor waiting shelters. There are 15 surrounding commercial stores, including restaurants. The Glenway Crossing Transit Center has operating hours every day of the week. Most days the opening operating time is 12:25 AM, with closing at 11:30PM. Configuration The Glenway Crossing Transit Center connects to four major routes: Route 38X is a commuter service to the uptown area.
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Routes 39 and 64 are all day services that go to popular neighborhoods like Clifton, Mt. Auburn, and Westwood. The final route is 77X, another commuter route to Downtown. The entry and exit points for the buses are separate and follow a one-way path. The buses park in an angled fashion which is compact and convenient for loading and unloading. Three of the loading buses station themselves within the interior of the site, and one on the exterior. The exterior position can quickly load and unload directly from Glencrossing Way.
while loading and unloading passengers. Parking at this facility is of great importance as it is lacking a built facility. Passengers may choose to wait in their cars.
Assessment Although there is no interior facility at the Glenway Transit Center, the location and scale almost directly match the North College Hill location. Its placement in a shopping plaza, with similar stores, demonstrates that the needs of the area surrounding Glenway Crossing are similar to the needs of North College Hill. The site has close proximity to major arteries and traffic signals. Again, we see the importance of angling the buses to maximize the space
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Wright Stop Plaza Transit Center Dayton, Ohio 2009-2020
Background Wright Stop Plaza is located in Dayton, Ohio at the intersection of Main Street and Third. This is the busiest intersection in the city. The bus hub is located within the historic Conover building, designed by Frank Mills, Andrews. The building stands 13 stories tall and mixes elements
from Neo-Renaissance architecture with Neoclassical Details. In 1988 the Greater Dayton Regional Transit Authority (GDRTA) moved all of its administrative offices into the building, and the bus hub and platform opened directly to the south in 2009. Configuration The bus hub is located inside the Conover building and is accessible by many entries. The platform is directly to the south of the building and visible from all points inside. The center is very large – approximately 4.28 acres. There are 130 parking spaces available. The bus hub connects to 18 routes, features a handful of no-transfer routes to Wright Patterson Air Force Base, a major employer in the area. This transit center helps improve pedestrian flow at the busiest intersection in the city of Dayton (Third St. and Main St). The open design of the platform and the visual appeal brings retail opportunities to the Wright Stop Plaza tenants. Additionally, the platform provides an attractive and safe en-
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vironment for riders. Buses enter from both Main Street and S Jefferson St. 5 buses park along each side at an angle. Engagement Greater Dayton RTA works hard to ensure that Wright Stop Plaza is a source of inclusivity and community development for Dayton. They are highly engaging and frequently hold events in the vicinity of the Wright Stop Plaza Transit Center. Examples of these events include bus stop farmers markets, calendar bus designs for holidays and community celebrations, trivia,
career fairs, visits from Santa Claus, etc. Assessment Although the scale of Wright Stop Plaza Transit Center is much larger than our site at North College Hill there are attractive features of this center that should be considered. The bus hub and platform feature state-of-the-art technology, including informational kiosks and east to read digital signage, Wi-Fi accessibility, climate controlled and sheltered platforms for winter conditions, access to the local bike share program and a bike shop for repairs and
maintenance, a farmer’s market, and a local nonprofit that provides shelter and services to people experiencing homelessness. Engagement with the North College Hill community will foster a culture of inclusivity within the neighborhood and will allow more people to develop a relationship with public transit. Wright Stop Plaza is exemplary in providing a safe and attractive space for congregation that meets the immediate needs of the community.
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