Walkable Centers, Walkable Stations

If our local transit agencies ever revamp their bus maps or create supplements like my spider map, they should mark important stops as walkable centers, branding them like rail stations even if SMART will never go anywhere near them.

Inspired by David Klion’s metro station walkability rankings for the DC area I decided to make my own.  I was curious how our various bus pads and transit hubs stack up against one another in part out of curiosity, and in part to see whether major improvements could be made around our town centers and bus pads.  Using Walkscore, I got the following rankings, in order:

  1. Santa Rosa Town Center, 98
  2. Mill Valley Town Center, 97
  3. Fairfax Parkade, 95
  4. San Rafael Transit Center, 94
  5. Copeland Street, Petaluma, 94
  6. Terra Linda Bus Pad, 86
  7. Larkspur Town Center, 83
  8. San Anselmo Hub, 82
  9. Sausalito Ferry, 82
  10. Rohnert Park, Town Center, 82
  11. Ignacio Bus Pad, 80
  12. Cotati Town Center, 80
  13. Tiburon Town Center, 78
  14. Strawberry Transit Center, 75
  15. Novato Transit Center, 75
  16. Marin City Transit Center, 75
  17. Rowland Avenue Bus Pad, 74
  18. Lucas Valley Bus Pad, 74
  19. Corte Madera Town Center, 72
  20. Civic Center, 72
  21. Paradise Drive Bus Pad, 71
  22. Larkspur Landing, 71
  23. Ross Town Center, 69
  24. Delong Bus Pad, 68
  25. Lucky Drive Bus Pad, 68
  26. Tiburon Wye Bus Pad, 68
  27. Canal (Average), 67
  28. Seminary Drive Bus Pad, 66
  29. College of Marin 63
  30. Manzanita Bus Pad, 60
  31. N San Pedro Road Bus Pad, 58
  32. Spencer Avenue Bus Pad, 55
  33. Atherton Bus Pad, 51
  34. Alameda del Prado Bus Pad, 34
  35. Marinwood Bus Pad, 18
  36. Manor, 12

A few things stick out to me.  First, bus pads are far less walkable than town centers, though most of them are walkably close to amenities.  Especially surprising was the Lucas Valley bus pad, which is within walking distance of quite a few commercial outlets.  It is apparently more accessible than bus stops in downtown Ross and Corte Madera.  Second is the high accessibility of older towns and low accessibility of newer areas.  Third is that Marin’s development is remarkably walkable compared to that of the DC metro area.  The average score for Marin is just a hair under 71, the same as DC’s subway station average of 71, though some of the suburban counties have averages in the 40s. Lastly, there is no stop in Marin with a perfect 100.

One should keep in mind that Walkscore doesn’t include the actual pedestrian environment. I’d much rather spend an afternoon in downtown Corte Madera than around the Smith Ranch Road office parks. Rather, Walkscore tells us that the bones of a real, metro-esque system are already in place, and that these neighborhoods, if retrofitted for walkability and served properly by transit, could take off.  It also tells us that development and the bus system have gone hand-in-hand: the various walkable (or at least accessible) centers around the county are served by the bus.

And these are the places that should be branded as transit hubs.  In DC, unlike the Bay Area, metro stations are the centers of a huge amount of development.  Cities market their metro stations as potential downtowns, and conversations about urban planning, office development, and more revolve around transit accessibility.  DC’s metro map makes it easy for people to know how to get where they want to go, and businesses can market themselves with ease.  The carless Washingtonian may never get on the bus, but they know how to get where they need to go if it’s next to a Metro station.

The same sort of branding and mapping could bring investment to the various gray fields around our bus hubs.  The Hub, for example, has an abandoned construction project not more than 500 feet away.  It’s built into the hillside, so a taller building of four stories or more is certainly feasible.  Something similar might be built around Smith Ranch Road on either side of the freeway, while the huge parking lots around downtown Tiburon and Larkspur Landing could be put to far better use than car storage.

Because these centers are already walkable, they could in theory support more transit than is currently in place.  Marin’s buses are blessed with walkable areas and mostly simple routes.  They just need that push to succeed.

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About David Edmondson
A native Marinite working in Washington, DC, I am fascinated by how one might apply smart-growth and urbanist thinking to the low-density towns of my home.

4 Responses to Walkable Centers, Walkable Stations

  1. Dan Lyke says:

    In thinking about this, I’m not sure that that walkability score generator is reasonable for transit stops. Sure, there’s little commercial around the Manor stop, but it’s relatively high density housing out there, and that’s what the bus is *for*. You can evaluate that neighborhood on its own, but as a part of the larger transit system somehow that score feels unreasonably low.

    It’d be interesting to compare the walkability numbers with riders per bus stopping at those stops…

    • That would be and interesting comparison! Any ideas where to find by-stop ridership numbers?

      I think the Manor stop would be extremely well-served by a corner store, somewhere around the size of Sun Valley Market in San Rafael. If it located at Glen & Drake, it would draw White Hill students that miss their bus to take the crosswalk rather than cutting through the field (when I was in middle school that was the preferred route to the Manor stop), and would serve as a community gathering place. Coincidentally, it would dramatically improve the walkability of the area.

      By the way, once GGT/MT get the bus system into Google Maps, Walkscore will give “transit scores” to each of these locations, which would probably improve Manor’s score. Further improvements would be weekend 29 service and regular 68 service.

  2. Dan Lyke says:

    I’ve always had tremendous problems tracking down numbers with public transit. Things you’d think they’d need to crow about to justify spending are tightly held secrets. So, alas, no luck there. On top of that, we’re talking GGT, the folks who haven’t published open transit feed schedules for how many years now?

    I also realized. re the Manor bus stop walkability: It’s about half a mile from the Olema Rd/SFD intersection to the shopping center with the 7/11, Red Boy Pizza, and that whole strip mall. Too much more retail space in that area and… well… I think how long the Lucky/Albertson’s sat empty suggests that there’s probably excess retail square footage in Fairfax already, and as the world moves to more online shopping, that’s only going to get worse.

  3. Pingback: Tuesday Links « David Klion

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