Difference between revisions of "Bus: Bus Stop Planning"

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'''Vertical Alignment'''
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'''Bus Stop Planning'''
  
 
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'''Primary Guidance'''
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=Primary Guidance=
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*Vertical Alignments shall be designed using the anticipated posted speed as the design speed
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*Bus stops locations should be evaluated based on the following factors
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*Vertical Alignments shall be designed to meet the existing topography when practical and balance earthwork which will minimize excessive needs for fill material or hauling of extra cut material.
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*Bus stops are usually placed at major intersections, transfer points, and major passenger generators
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*Vertical Alignments on high speed facilities, such as Interstates and arterials should be designed with a maximum vertical grade between 3-7% based on the design speed, context, and terrain of the roadway
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*The minimum distance between bus stops varies according to the service type, adjacent land use, population/employment density, and topography
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*Vertical Alignments for 3R projects should be evaluated to determine if there is crash or maintenance history to suggest the need for modification.  If no crash or maintenance history suggests a condition warranting a change to the existing alignment, the existing alignment should remain
 
  
 
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=Discussion=
 
=Discussion=
  
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Bus stops should be designed to be distinct and easily identifiable to customers. At minimum, bus stops shall be designed to meet Americans with Disabilities Act Accessibility Guidelines.
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==Bus Stop Locations==
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Providing bus stops on new or existing routes requires additional capital and operating costs for each stop and increases travel time for customers. Therefore, planning bus stop locations should consider the following factors to determine if a bus stop is warranted:
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*Improves service quality and reliability
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*Maximizes access to high-frequency transit
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*Strengthens intermodal connections
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*Aligns with existing or emerging employment, education and other community related services
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*ADA accessibility between the service point and the passenger destinations / generators
  
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=Bus Stop Facilities=
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==Bus Stop Spacing and Positioning==  
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Bus stops are spaced to balance accessibility reliability.  Close spacing of bus stops shortens walk distance for passengers, but increases transit trip time due to more stops and starts by the buses.  Bus stops are usually placed at major intersections, transfer points, and major passenger generators.
  
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===Passenger Boarding Area and Signage===
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Unless dictated by the Bus Stop Locations factors above, the minimum distance between bus stops varies according to the service type:
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At a minimum, a bus stop must meet ADA Accessibility Guidelines and should have standard signing to identify the bus stop location and the routes served.  Streetscape improvements such as curb ramps and improvement of longitudinal/cross slopes should be considered to improve access for people with disabilities in accordance with the ADA.  Landing pads are provided at stops where the curb service point is separed from the sidewalk by a grass strip in order to accommodate service for customers using wheelchairs.
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*Closer bus stop spacing (1/4 mile or less) is appropriate where adjacent land uses and population/employment densities warrant
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*In lower density residential and commercial areas, bus stop spacing should be no greater than ½ mile distance between stops
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*Pedestrian elements such as sidewalks, curb ramps, and lighting may dictate bus stop spacing along a corridor
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*Topography as stops may be placed closer together uphill versus downhill
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*For suburban-suburban or suburban-urban express bus routes, the only bus stop spacing needed is in the distribution portion of the route.  Distribution stops should generally be spaced about every 2 to 3 blocks in major activity centers or where demand warrants (major ridership generators).
  
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===Bus Shelters===
 
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Bus shelters should be considered at locations with substantial boardings where space permits without impeding sidewalk use and where service quality would be improved.  Basic shelter requirements would be modularity, accessibility, vandal resistance, low maintenance, and visual transparency for safety.
 
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===Bus Pads===
 
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Bus stops should have a concrete bus pad on roadway that is typically 90 ft. long and as wide as the bus lane.  Roadway pavement or bus pads for the bus stop should be evaluated for suitability for the anticipated frequency of bus traffic and to meet requirements of the local jurisdictions .  Reinforced concrete pavement slabs should be considered to prevent pavement deterioration due to bus loads and the effects of braking. In situations with low frequency bus service and in consultation with the local jurisdiction, the provision of a concrete pad may be waived.
 
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===Bus Stops at Park and Ride or Transfer Facilities===
 
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Where bus stops are a part of a park and ride or transfer facility, site access and on-site traffic for busses should be separated from automobile traffic to the greatest extent feasible.
 
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Bus stops located at park and ride or other transfer facilities should incorporate enhanced features that promote improvement in service quality and strengthen connections to other transportation modes.  These enhanced features include:
 
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*Enhanced Signage for wayfinding and transfer information
 
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*Real Time Information Signage
 
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*Bicycle Storage*
 
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Shelters or Canopy
 
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*Ticket Vending Machines
 
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*Enhanced Lighting/Ornamental Fencing for increased safety and security
 
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*CCTV
 
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*Trash Receptacles
 
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*Operator Restrooms
 
 
[[Category:Practical Design Guidance]]
 
[[Category:Practical Design Guidance]]
  
 
=See Also=
 
=See Also=
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*[[Bus: Bus Stop Design|Bus Stop Design]]
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*[[Bridge:_Horizontal_and_Vertical_Alignment|Bridge: Horizontal and Vertical Alignment]]
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*[[Practical Design Implementation Guidance|Practical Design Implementation Guidance]]

Latest revision as of 18:01, 30 November 2016

Bus Stop Planning

Primary Guidance

  • Bus stops locations should be evaluated based on the following factors
  • Bus stops are usually placed at major intersections, transfer points, and major passenger generators
  • The minimum distance between bus stops varies according to the service type, adjacent land use, population/employment density, and topography

Discussion

Bus Stop Locations

Providing bus stops on new or existing routes requires additional capital and operating costs for each stop and increases travel time for customers. Therefore, planning bus stop locations should consider the following factors to determine if a bus stop is warranted:

  • Improves service quality and reliability
  • Maximizes access to high-frequency transit
  • Strengthens intermodal connections
  • Aligns with existing or emerging employment, education and other community related services
  • ADA accessibility between the service point and the passenger destinations / generators

Bus Stop Spacing and Positioning

Bus stops are spaced to balance accessibility reliability. Close spacing of bus stops shortens walk distance for passengers, but increases transit trip time due to more stops and starts by the buses. Bus stops are usually placed at major intersections, transfer points, and major passenger generators.

Unless dictated by the Bus Stop Locations factors above, the minimum distance between bus stops varies according to the service type:

  • Closer bus stop spacing (1/4 mile or less) is appropriate where adjacent land uses and population/employment densities warrant
  • In lower density residential and commercial areas, bus stop spacing should be no greater than ½ mile distance between stops
  • Pedestrian elements such as sidewalks, curb ramps, and lighting may dictate bus stop spacing along a corridor
  • Topography as stops may be placed closer together uphill versus downhill
  • For suburban-suburban or suburban-urban express bus routes, the only bus stop spacing needed is in the distribution portion of the route. Distribution stops should generally be spaced about every 2 to 3 blocks in major activity centers or where demand warrants (major ridership generators).

See Also
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