ELEVATED TRANSIT

DESIGN GUIDE

JANUARY 2020
ELEVATED TRANSIT
DESIGN GUIDE

1 CHAPTER 1 32 CHAPTER 3
INTRODUCTION & BEST PRACTICES FOR
BACKGROUND ELEVATED TRANSIT

16 CHAPTER 2 50 CHAPTER 4
ELEVATED STATIONS DISCUSSION GUIDE
SCALE & TYPOLOGIES FOR TRANSIT PROJECTS

JANUARY 2020
d
INTRODUCTION &
BACKGROUND
The Elevated Transit Design Guide is a discussion
tool to inform planning analysis and design studies
for elevated (aerial) rail and bus rapid transit (BRT)
stations and transit infrastructure. The Guide aims to
help transit professionals and community stakeholders
evaluate how elevated transit infrastructure will fit within
existing streets and neighborhoods and identify design
strategies to deliver transit stations and structures that
are well integrated into communities. The Guide builds
upon Metro’s Systemwide Station Design Standards to
maintain a consistent, state-of-the-art visual identity for
the Agency.

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METRO RAIL NETWORK AND MEASURE M PROJECTS*
MEASURE M CONTEXT
Over the next 40 years, Metro will
nearly double the size of the rail and
BRT network by extending existing
lines and building new ones. Transit
lines will run through neighborhoods
in a variety of configurations: in
underground tunnels, off street in
dedicated transit right-of-way (ROW),
and in the center of city streets.
Measure M projects will expand
mobility and transportation choices for
the region and will alter the physical,
economic, and social landscape of Los
Angeles County.
From early planning stages through
construction, the transit corridor
delivery process takes many years, if
not decades to complete. Community
outreach is critical throughout the
process to engage a wide spectrum
of stakeholder groups - from technical
experts to local residents and
businesses who will experience change
in their neighborhoods.

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ELEVATED STATIONS PROVIDE AN OPPORTUNITY FOR RIDERS TO SEE THE CITY FROM ABOVE

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VISUALIZATIONS AS A
PLANNING TOOL
The design of the transit system and
how it relates to the built environment
is a key concern for communities
engaged in the planning of new transit
lines. Visualizations can improve
technical discussions between team
members, as well as help facilitate
productive conversations with
communities on the lasting impacts of
transit infrastructure in neighborhoods
to guide decision-making.

The visuals in the Guide include

precedent photographs, illustrative
diagrams, street sections, and
conceptual renderings to inform
discussions and generate ideas on
design solutions to respond to diverse
and evolving communities in Los
Angeles County.

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AERIAL VIEW OF SAN VICENTE VIADUCT OVER LA BREA AVENUE FAIRFAX, OLYMPIC, SAN VICENTE INTERSECTION. CA 1936

HISTORIC SAN VICENTE VIADUCT AT PICO BLVD LOOKING WEST HISTORIC SAN VICENTE VIADUCT LOOKING EAST TOWARDS PICO BLVD

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 EARLY RAIL IN LA
Los Angeles County’s history with rail
began long before Metro, first with
the transcontinental railroad in the
late 1880s, followed by a dense inter-
city electric streetcar system, which
reached its peak in the 1940s. The
Pacific Electric “Red-car” system ran
along the roadway in lanes shared with
cars, as well as over bridges and in
PASSENGERS BOARDING STREETCAR AT WEST BLVD BRIDGE viaducts in many parts of Los Angeles.
As Metro works on a major expansion
of the transit network, it is helpful to
look to the past for precedents on how
transit architecture was integrated into
the built environment. The massing,
scale, siting, and artwork of transit
bridges, trenches, tracks (guideways),
and other large support structures
must be considered in the planning of
new transit lines.

HIGHLAND BLVD LOOKING NORTH. CA 1939

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 UNDERGROUND RAIL STREET LEVEL (AT-GRADE) RAIL

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 RAIL CORRIDORS AND THE URBAN EXPERIENCE
Urban rail returned to Los Angeles As the Metro system expands,
in the 1990s with the construction there will be significant trade-off
and opening of the Metro Blue Line conversations on the elevation or
in 1995, connecting Downtown Long “vertical profile” of future transit
Beach to Downtown Los Angeles. The lines. Highly congested roadways
Metro system currently has six rail make it difficult to operate desirable
lines and two BRT lines in operation and reliable train speeds at the street
in a variety of station and track level. Underground transit is the most
configurations, including: expensive alternative and has the
• Underground (subway) tunnels most lengthy construction period.
and stations along the Red, Purple, Elevated transit has raised concerns
Gold and Blue Lines; for some community members due
to the highly visible infrastructure
• Street level (at-grade) tracks and
(e.g. columns, straddle bents), which
stations along the Exposition
(Expo), Blue, Orange, Silver, and can be perceived as looming over
Gold Lines; and neighborhoods. However, as a high
speed transit option that is less costly
• Elevated (aerial) tracks and than underground tunnels, it merits
stations along the Green, Expo,
discussion.
Silver and Gold Lines.
The following pages summarize trade-
offs between the different vertical
profile options and the importance of
planning for visual mitigation through
art and architectural elements to create
lasting large-scale landmarks.
ELEVATED (AERIAL) RAIL

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 BELOW GRADE AT-GRADE
$1 BILLION / MILE $150 MILLION / MILE

BENEFITS CHALLENGES BENEFITS CHALLENGES

• High travel speeds • Complex engineering and • Highly visibility to riders and • Low travel speeds, particularly
• High passenger capacity construction process potential riders when operating in street with
• No conflict points between • High cost of construction • Accessible from street level vehicular traffic
trains and pedestrians, cyclists, with significant impacts to (limited vertical circulation) • Inherent conflict points
vehicles businesses and public streets • Small footprint of station and between trains and
• Weather protected power • Utility relocation limited impacts to adjacent pedestrians, cyclists, vehicles
source (third rail) • Property acquisitions, properties in street
• Limited visual impacts construction staging, and • Lowest cost alternative • Noise/vibration (often
permanent structures mitigated by sound walls)
• Limited noise impacts
• Vibration • Exposed power source (OCS),
• Opportunity to expand station which can be damaged by
access over time with additional • Vertical circulation required for
riders to reach underground weather (heat, wind, etc.)
station entrances
• Opportunity to integrate station trains
with development above • Operational equipment impacts
at surface (vents, power
generator, etc)

AT-GRADE (STREET-LEVEL)

UNDERGROUND
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 VERTICAL PROFILES
The diagram (left) outlines key
differences between the vertical
ABOVE-GRADE profile of transit infrastructure. These
$300 MILLION / MILE topics should be addressed early
in the planning and design process
BENEFITS CHALLENGES as they impact the project’s cost,
• High travel speeds • Visual, sun/shadow impacts constructibility, and relationship to the
• High visibility to riders and • Surface impacts to streets and built environment.
potential riders adjacent properties for structural
• No conflicts between trains and supports (columns)
pedestrians, cyclists, vehicles • Exposed power source (OCS),
• Skyline views for riders which can be damaged by
• Potential to integrate station weather (heat, wind, etc.)
entrance into adjacent • Noise/vibration (often mitigated
development by sound walls)
• Opportunity to enhance • Vertical circulation required for
newly created and high visible riders to access train
infrastructure through art and
architecture
• Lower cost than subway

ABOVE-GRADE (ELEVATED)

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GOLD LINE, FOOTHILL EXTENSION BRIDGE 2012 | ANDREW LEICESTER EXPO LINE, TRANSITION WALLS AND ADJACENT BIKE PATH

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 ELEVATED RAIL IN LA
There are a few examples of elevated
rail in the existing Metro network. The
photos (left) illustrate how structural
elements are integrated into the
community including:
• Enhanced concrete columns
and carriageway form-work can
radically change a basic bridge
into an enduring landmark and
CHINATOWN STATION/DEVELOPMENT INTERFACE
gateway;
• Mechanically stabilized earth
(MSE) wall supporting the
trackway as it transitions from
street level to elevated rail adjacent
to a dedicated bike path, and
• Station mezzanine that connects
the station to a raised courtyard
of an adjacent development
(Chinatown Station).

EXPO LINE, ELEVATED STATION

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 ELEVATED RAIL STATION INTEGRATED WITH HIGH SCULPTURAL FORMS REDUCE VISUAL MASS AND BULK OF
DENSITY DEVELOPMENT (VANCOUVER, CANADA) ELEVATED RAIL STRUCTURE (HAGUE, NETHERLANDS)
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 ELEVATED RAIL ABROAD
Concrete has been the material of
choice for Metro transit infrastructure
due to its durability, cost, and
structural integrity. However, other
parts of the world have explored using
alternatives to concrete, such as steel
framing and cable-stay structures.
The choice of material impacts
the cost, constructibility, ease of
maintenance, responsiveness to
earthquakes and other structural
challenges.
Materiality also impacts the visual
bulk of the infrastructure, how heavy
or light the massing appears, shade
and shadow on adjacent streets, and a
sense of beauty.
Where feasible, Metro may consider
using the shape, form, and design
details of elevated transit corridors for
aesthetic purposes, as well as utility.

CABLES ALLOW BRIDGE TO SPAN LONG AREA WHILE SERVING AS

ICONIC GATEWAY FEATURE (JERUSALEM, ISRAEL)
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HISTORIC COLORADO STREET BRIDGE, 1912
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 ICONIC INFRASTRUCTURE
While the majority of community
stakeholder discussions regarding
transit design are focused on station
architecture, there are many structural
elements that are part of the transit
system, which have lasting visual
impacts and present an opportunity for
design thinking.
Large scale infrastructure investments
that embrace artist and architect
collaboration can result in celebrated
sculptural forms that become iconic
gateways to the communities that they
serve.
Including architectural considerations
as part of the structural system for
elevated transit systems will help arrive
at better design concepts and details
that may be supported by community
stakeholders.

6TH STREET VIADUCT BRIDGE AND LEONARD HILL ARTS PLAZA, 2020
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ELEVATED STATIONS
SCALE & TYPOLOGIES
This section addresses the scale and configuration of
elevated stations and how they respond to the existing
and future built environment around them. Elevated
stations must be site responsive and scaled accordingly
to create well-integrated, memorable architecture.

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 B MID-RISE
A LOW-RISE

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 SCALE OF DEVELOPMENT

A LOW-RISE NEIGHBORHOOD
• Special attention to be paid to
C HIGH-RISE the height of the guideway while
protecting views of businesses.
• Study size and shape of the support
columns to reduce appearance of
bulk.

B MID-RISE NEIGHBORHOOD
• Opportunity for direct connection to
adjacent development.
• Privacy and noise considerations
between train platform and adjacent
building windows / outdoor spaces.

C HIGH RISE NEIGHBORHOOD

• Greater flexibility on the height of the
guideway and mezzanine.
• Special attention required for vertical
circulation to ensure easy navigation
and flow for riders.
• Opportunity for direct connection to
adjacent developments.
• Privacy and noise considerations
between train platform and adjacent
building windows / outdoor spaces.

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 STATION TYPOLOGIES
1 SIDE PLATFORM The following pages discuss five
Best suited for locations where there is limited elevated station typologies and key
space in street for support structures and considerations to maximize safety,
station entrances can be located off street. access, and rider convenience and to
reduce potential negative impacts to
surrounding properties.
2 CENTER PLATFORM Each station type has its own set
Best suited for off-street locations where station of opportunities and challenges to
plaza is separated from vehicular traffic. meet customer needs (e.g. access,
navigation), as well as operations,
maintenance, constructibility, etc.
3 MEZZANINE
Best suited for locations where height of Conceptual renderings and illustrative
guideway is of similar scale to surrounding sections help identify how station
development. components interface with the
adjacent properties, sidewalks, and
streets. The diagrams build upon
4 TRANSFER Metro’s Systemwide Station Design
Station serving two or more lines. Standards to provide a station
environment that is easy to navigate
for riders and uses materials that are
5 TERMINUS durable.
End of the line station, which typically
accommodates additional track for vehicle
storage, track switching and servicing.

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1 SIDE PLATFORM KEY CONSIDERATIONS
• Best suited for on-street sites • Two entrances require two sets • Side platform configuration does
where there is limited space in of vertical circulation (stairs, not allow for easy transfers to a
street for station entries. escalators, elevators), customer connecting transit line.
• Requires property acquisition on amenities(e.g. seating, signage,
each side of the street for station canopies), which can increase
entrances. overall station costs.
• Pedestrian bridge from platform • To change direction of travel, riders
presents opportunity to directly must exit station, cross street and
connect to adjacent development. re-enter station.

Potential
Development

Off-Street Sidewalk Sidewalk Off-Street

Bulb-out /

Bulb-out /
Turn Lane
Column/
Parking

Parking
Station Entrance Station Entrance
& Plaza & Plaza

Curb to Curb

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2 CENTER PLATFORM KEY CONSIDERATIONS
• Best suited for off-street sites • Customer amenities (e.g. seating, • Platform size (length and width)
where riders can enter the station signage) and architectural must accommodate space for
through a plaza that is separated elements (e.g. lighting, canopy) are passengers arriving from both
from vehicular traffic for safety. consolidated on single platform, directions of travel at the same
• Requires large footprint at street which can reduce overall station time.
level to accommodate entrance costs. • On-street station locations will
with ticketing, fare gates, and • Single platform serves both require special safety and access
vertical circulation elements to directions of travel, providing treatments to address pedestrians
reach the platform. flexibility to riders who can access in close proximity to vehicles when
either direction of travel from same entering and exiting station.
platform.

Center
Platform

Off-Street Station Entrance Median/ Sidewalk

& Plaza
Bike

Bike
Turn Lane

Curb to Curb

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 rm
fo
at
Pl
Mezzanine

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 3 MEZZANINE KEY CONSIDERATIONS
• Best suited for sites where • Allows riders flexibility to change • Creates opportunity to directly
scale and height of adjacent travel direction without leaving connect to adjacent development
development is of similar height station. from mezzanine.
to platform in order to reduce the • Riders can access the platform • Design of columns and
visual impact of structures. from a pedestrian bridge that support structures can help
• Accommodates two connecting connects to street level, and improve compatibility with built
lines where passengers change can directly connect to adjacent environment. See Chapter 3 on
lines at mezzanine level. development. best practices.
• Allows for smaller footprint at • Requires property acquisition on
street level by placing vertical each side of the street for station
circulation, ticketing, etc. at entrances.
mezzanine level.

Center
Direct connection to Platform
Building

Mezzanine
Turn Lane
Median /

Access to Mezzanine Sidewalk Sidewalk Off-Street Station Entrance

within Building & Plaza

Curb to Curb
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 4 TRANSFER STATION KEY CONSIDERATIONS
• Station connects two or more • Passenger flow and circulation • May require retrofits to adjust
lines. May require mezzanine to modeling is critical during platform size and circulation space
accommodates connections. planning and design phases to when transit lines connect that
• Transfer station between two reduce pinch points and crowding. differ in capacity (e.g. high capacity
elevated lines will increase height • May require significant vertical heavy rail trains connecting with
and mass of station. Consider circulation planning studies to lower capacity light rail trains).
scale of surrounding development connect passengers between • Allocate space for other connecting
and opportunities to integrate different platform levels. modes (e.g. bikes, scooter, bus)
pedestrian bridges directly into that would connect to station.
adjacent buildings.
• Opportunity to consolidate
customer amenities in central paid
area to be shared among transit Potential
lines. Joint-Development
Integrated with Elevated Station

Center Platform

Adjacent
Development

Mezzanine

Sidewalk Sidewalk Off-Street

Bulb-out

Vertical
Bulb-out
Parking

Parking

Station Connection to
Entrance Underground
Transit Line
Curb to Curb

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5 TERMINUS STATION KEY CONSIDERATIONS

• End of the line station, typically • Requires attention to a manage • Attention is needed to allocate
requires large footprint to passenger flow and ensure easy space for connecting modes to
accommodate two platforms and navigation between platforms and support multi-modal connections
three tracks to move trains in/out street level. that feed station (e.g. bus, bike,
of service. • Major structural supports (e.g. scooters) and manage curb space.
• Off-street entrance needed straddle bents) needed to support
to accommodate customer three elevated tracks.
information, ticketing, vertical • Requires room within street right-
circulation, etc. of-way or adjacent property to
accommodate touchdown points
of support structures.

Platform 1 Platform 2

Sidewalk Sidewalk Off-Street Station Entrance

Columns/
Columns/

Parking
Turn Lane
Parking

Median/

Curb to Curb
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BEST PRACTICES
FOR ELEVATED TRANSIT

This section presents best practices in elevated transit

architecture and infrastructure, offering strategies to
seamlessly integrate transit into the built environment.
The following topics are explored:
• Massing
• Materiality
• Support Structures
• Straddle Bents
• Long Spans
• Elevation Transitions
• Below Elevated Structures
• Architectural Lighting
• Integrated Artwork

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 A

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 BEST PRACTICES
MASSING

A Explore ways to connect stations into

existing or new buildings with elevated
pedestrian pathways.
C
B Consider minimum and maximum
height of guideway and relationship to
adjacent buildings to protect views of
storefronts, if possible, and to reduce
the perceived bulk and mass of aerial
structures.

B C Consider ways to reduce shadow

D impacts from structures, such
as using curvilinear architectural
elements and rounded forms.

D Use light colors for columns and

guideway structures to reduce the
visual impact and create a perception
of lightness.

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 A

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 BEST PRACTICES
MATERIALITY
A MAINTENANCE
Use durable materials such as glass,
stainless steel and architectural grade
finished concrete included in Metro’s
Systemwide Station Design Standards.
Several new technologies are coming
into play that allow surfaces to be self-
cleaning and graffiti resistant. Consider
these as options to reduce the burden
of wear and tear on the longevity of the
chosen materials.

B VISUAL IMPACT
Color, texture, and the treatment
or finish of common materials like
concrete affect the visual impact of
infrastructure, creating shadows and
reflectivity effects.

C SUSTAINABILITY
Large structures can be designed as
more than passive monoliths. Consider
opportunities for landscaping, solar
cladding, carbon sequestration and
other materials to add an active layer to
C the infrastructure.

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 A

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 BEST PRACTICES
SUPPORT STRUCTURES

A PATTERN
Patterns can be molded into concrete
columns to enhance the aesthetic of
the infrastructure.

B LANDSCAPE
Vines that climb columns and other
C support structures can soften the
visual impact of the infrastructure
and green the urban environment.
Plant types and growth patterns
need to be vetted by Operations &
Maintenance staff to ensure they do
not compromise the durability of
structures and safety of operations.

C SCULPTURE & FORM

Consider how to treat the form
of support columns as sculptural
elements to reduce the appearance of
bulk and mass.

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 A

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 BEST PRACTICES
LONG SPANS

A Cables, often used for bridges that

B cross water, also can be used as
structural supports for transit lines
that span long intersections where
there is no space for support columns
in the street right-of-way. The cable
system should be designed as a piece
of architecture that can serve as a
gateway to neighborhoods.

B Textures applied to the concrete forms

can transform mundane structures
into iconic architecture.

C The height of the guideway impacts

how big and bulky the support
columns appear at street level. A
higher guideway tends to make the
support columns appear smaller.
C However, a higher guideway may
require additional structural support.

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 B

A
C

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 BEST PRACTICES
ELEVATION TRANSITIONS
Grade crossings or transitions in the
A height of the guideway from elevated to
at-grade tracks or underground tunnels
can span multiple blocks and thus require
special design treatment to avoid creating
a barrier for the neighborhood that can
impede circulation and block views.

B Consider using changes in topography

(natural hills/slopes) as opportunities
to reduce the length of the transition
structures.
C Identify pedestrian access points to
D support walkability in neighborhoods.
D Consider how architectural lighting
and other sculptural elements can be
used to reduce the visual impact of
structure.

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 A

B
C

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 BEST PRACTICES
BELOW THE STRUCTURE

A Consider splitting the guideway to

allow for sunlight to reach public
spaces below.

B Activate building frontages that

front transit areas with transparent
windows and storefronts to promote
visibility and safety.

C Incorporate outdoor dining, seating

and other gathering places where
feasible.

D Create opportunities for welcoming

landscaping as part of the plaza design.

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 A

ILLUMINATED UNDERPASS, SHANGHAI

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 BEST PRACTICES
ARCHITECTURAL LIGHTING

B
A SAFETY & SECURITY
A comprehensive lighting strategy is
crucial in creating a safe environment
at night. Consider opportunities to not
only light efficiently, but also creatively.

HIVE, BLEEKER ST STATION NYC LEO VILLAREAL

B INTEGRATED LIGHTING
Consider ways to integrate lighting
into the station architecture to
reduce clutter. Lighting can enhance
and emphasize key elements of
the architectural design, as well as
strengthen the station’s identity.

C PROJECTIONS
Consider opportunities to use
exterior surfaces as a canvas for
C artwork projections, that can also
improve safety and security at night.
Artwork should be coordinated early
in the design process with Metro
Art & Design to be thoughtfully
integrated into the overall design and
architecture.
SPRING GARDEN STREET, PHILADELPHIA | CLOUD GEHSHAN
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 GOLDEN BRIDGE, VIETNAM | TA LANDSCAPE ARCHITECTURE ELIASSON

ÄLVSBORG BRIDGE, SWEDEN | CHRISTO GUELOV “LET’S COLOR GOTHENBURG” CIRKELBROEN, DENMARK | OLAFUR ELIASSON
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 BEST PRACTICES
INTEGRATED ARTWORK

A ART AS INFRASTRUCTURE
Bridges, columns, tunnels, and other
transit support structures provide
ideal locations for iconic and playful
artworks, providing an exceptional
rider experience for Metro’s expanding
transit system.

B ASPIRE, AUSTRALIA WARREN LANGLEY B EARLY COORDINATION

Working with an artist during early
planning and preliminary engineering
phases solidifies the artist’s role in
the design, and the project team’s
ability to maximize this investment.
Project plazas, bridges, canopies, and
other high optic places where people
will gather or gaze provide excellent
opportunities for artwork integration.

“We recognize that the inclusion of art in the

design of public spaces creates a more inviting
environment” - Metro Board, 1989

CIRKELBROEN, DENMARK | OLAFUR ELIASSON

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DISCUSSION GUIDE FOR TRANSIT PROJECTS
The list below presents a set of questions to discuss among inter-disciplinary teams early in the
transit corridor planning process to maximize positive outcomes for communities.

INFRASTRUCTURE & SITE REQUIREMENTS DESIGN & CUSTOMER EXPERIENCE

• How much space is available in the street right-of-way • What is the scale and height of surrounding development?
to accommodate transit structures? How does it relate to the height of the proposed
• How does the station location impact rider access? guideway? What design strategies can be used to make
the infrastructure more compatible with surrounding
• How will riders reach the station platform (side development?
platform, center platform, mezzanine)?
• Is it possible to directly connect station entrances
• Will the transit line be required to span large and access points to adjacent properties? Or future
intersections, which will need specialized supports development?
(e.g. straddle bents? bridges?)
• What type of uses will occur below the elevated guideway
• Where will structural supports be located (on-street and stations? Is there an opportunity to activate this space
or off-street)? What type of property acquisitions are with landscaping or placemaking amenities?
needed?
• Are there privacy considerations to address for adjacent
• Will support structures impact pedestrian, bike, or properties (e.g. residential units, historic buildings)?
vehicular access in the area?
• How will the design meet Metro’s Systemwide Station
• What type of street reconfiguration may be required to Design Standards? Are there components that are not
fit the transit infrastructure and enhance walkability? addressed by Metro’s design criteria and need to be
• Is there an opportunity to add traffic calming or active developed?
transportation improvements when redesigning the • What types of materials, finishes, or other design
street? techniques may be used to soften or lighten the
• Are major utility lines (power lines, storm drains) appearance of the structures?
located near the transit guideway, which will require • Are there opportunities to integrate creative lighting,
relocation? signage, or artwork into the structures to improve
aesthetics? 51