HomeMy WebLinkAboutResolution No. 4609
RESOLUTION NO. 4609
A RESOLUTION ADOPTING DESIGN STANDARDS AND GUIDELINES
FOR TRANSIT FACILITIES, AND REPEALING RESOLUTION NOS. 4391
AND 4501 AND THE DESIGN STANDARDS AND GUIDELINES ADOPTED
AND/OR AMENDED THEREIN.
The City Council of the City of Eugene finds that:
A. On July 29, 1996, the City Council adopted Resolution No. 4501 amending the
June,1993 Design Standards and Guidelines for Transit Facilities previously adopted by Resolution
No. 4391 on December 6, 1993.
B. As part of the Eugene Arterial and Collector Street Plan, the Eugene Planning
Commission has recommended new design guidelines and standards for transit facilities on arterial,
collector, and local streets. Those guidelines and standards are attached as Exhibit A hereto, and are
also contained within the Eugene Arterial and Collector Street Plan.
C. The Design Standards and Guidelines for Transit Facilities adopted by Resolution No.
4391 and amended by Resolution No. 4501 should therefore be repealed.
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF EUGENE, a
Municipal Corporation of the State of Oregon, as follows:
Section 1. Resolutions No. 4391 and 4501, and the Design Standards and Guidelines for
Transit Facilities, as adopted and/or amended therein are hereby repealed, as of the effective date of
this Resolution.
Section 2. The revised Design Standards and Guidelines for Transit Facilities contained in
Exhibit A hereto are hereby adopted, as of the effective date of this Resolution. These Design
Standards and Guidelines are also set forth in the Eugene Arterial and Collector Street Plan, and in
the event any conflict exists with the Standards and Guidelines in the Eugene Arterial and Collector
Street Plan, the Standards and Guidelines in Exhibit A hereto control. Subsequent amendments to
Exhibit A may be made as authorized in Section 7.085 of the Eugene Code, 1971, following the rule
making procedures of Section 2.019 of the Eugene Code, 1971, with notification to the City Council
at the same time that public notice is given.
Section 3. This Resolution, and the Design Standards and Guidelines adopted herein shall
become effective upon the effective date of Ordinance No. 20181.
Section 4. In addition to the findings set forth above, the Eugene Arterial and Collector
Street Plan adopted as findings in support of Ordinance No. 20181 is incorporated by reference as
findings in support hereof.
The foregoing Resolution adopted this 2
Resolution
()
Design Standards and Guidelines for
Transit Facilities
November 1999
Exhibit A
o INTRODUCTION
This document provides standards and guidelines to
public agencies, private developers, and others for
use in designing and building facilities that will
accommodate public transit use. Standards are
dictated design requirements. Guidelines are
optional but are strongly encouraged. Items are
clearly labeled as either required design standards
or recommended design guidelines.
Standards and guidelines in this document were
developed by and for the local transit authority,
Lane Transit District (LTD). The LTD Service Plan-
ning and Marketing Department is responsible for
reviewing developments which affect public transit.
Purpose of Standards and
Guidelines
There are several purposes for developing these
standards and guidelines:
· To facilitate the planning and design phase of
development in which the inclusion of transit
facilities is either mandated or encouraged.
These standards should help avoid costly and
time consuming delays resulting from the
inclusion of transit amenities in developments.
· To ensure that transit facilities are built in such
a way that provides safe and accessible areas for
transit riders, and other pedestrians.
· To ensure that transit facilities are built in such
a way that provides safe and convenient opera-
tion of transit and other vehicles.
· To encourage use of transit by providing highly
visible, convenient areas for riders.
Vehicle Dimensions for
Transit Buses
Lane Transit District currently owns standard 30, 35,
and 40 foot buses. Special consideration needs to
be given when designing facilities which will be
used by transit buses. Compared to automobiles
and most other types of vehicles, transit buses have
longer wheelbases, more overhang, are wider,
longer, and taller, have slow acceleration and
deceleration rates, and have a wider turning radius.
Figure 1 presents the basic composite vehicle
specifications for the largest dimensions for buses in
the current LTD fleet. Vehicles in the current fleet,
with different specifications for these items, will
operate within these guidelines.
Arterial and collector
streets are primary routes
for transit vehicles
3
Bus Dimensions
Figure" 1
Length ... I 40 feet (future bus purchases will
I consider articulated buses. The
current standard length for
I articlated buses is 60 feet.
I
Width .. _ 8 feet, 6 inches for the bOdy and a
I total width of up to 11 feet when
I the mirror extension is included.
Wheelchair Lift --.... I 5 feet, 8 inches.
Extension From Bus I
Height
... 111 feet with open roof ventilators.
II> I Heaviest axle weight of a full bus is
I 25,000 Ibs.
II> I Distance from front of bus to
I middle of front door: 3 feet.
I Distance from front of bus to
middle of rear door: 16 feet for 30
I foot bus; 20 feet for 35 foot bus;
I 26 feet for 40 foot bus
Weight
Doors
Design Guidelines
Bus Stop Locations
1) A transit or bus stop is a designated place
along a transit route where a public transit
vehicle stops to load and/or unload passengers.
General decisions about where to locate a stop
are based on the following criteria:
a) Distance Between Stops. The standard
distance between bus stops on a standard
local route is 800 feet. Lane Transit District
can operate service most effectively by
balancing customer convenience and acces-
sibility to the service with the need to retain
operational speed and efficiency.
b) Safety for Passengers. Stops are placed in
areas where passengers can have safe and
direct access to sidewalks, walkways, and
waiting areas. It is important for disabled
4
passengers, especially those who use wheel-
chairs, to have an accessible route to and
from the bus door.
c) Convenient Access. In order for public
transit to be effective, passengers must be
able to access service that is close to major
passenger destinations. It should also be easy
for passengers to transfer from one bus to
another, either at the same bus stop or to one
on a nearby cross street.
d) Operational Characteristics. A properly
developed bus stop allows for safe movement
by the bus into and out of the traffic flow
with a minimum of delay. If the stop is on a
heavily used transit corridor, there may be a
need to accommodate two or possibly more
buses using the stop at the same time. Turn-
outs may be desirable in some cases (see the
section on turnouts, next page).
2) The actual position of a bus stop from a street
intersection can depend on transit operations,
safety, bus riders' needs, traffic flow, parking,
physical roadside constraints (trees, poles, drive-
ways, etc.) and property concerns. There are three
basic types of bus stop locations along a street:
far-side, near-side, and mid-block bus stops.
Far-Side Bus Stop. A bus stop that is located
immediately following an intersection. Recom-
mended for use when:
a) Traffic in the direction the bus is traveling
is heavier approaching the intersection than
leaving the intersection.
b) There is a high demand for right turns in
the direction the bus is traveling.
c) The crossing street is a one-way street
where traffic flows from left to right.
Near-Side Bus Stop. A bus stop that is located
immediately before an intersection. Recom-
mended for use when:
a) Traffic in the direction the bus is travel ing
is heavier leaving the intersection than
approaching the intersection.
:n
b) The cross street is one-way where traffic
flows from right to left.
c) The location is one that offers a clear
advantage for transit riders by providing
improved access to a major destination or to
other intersecting bus routes.
Mid-Block Bus Stop. A bus stop that is generally
located 100 feet or more before or beyond an
intersection. Recommended for use when:
a) Traffic or physical street characteristics
prevent siting a stop close to an intersection.
b) The distance between intersections far
exceed the standard for bus stop spacing.
c) The bus stop serves large businesses,
housing developments or other significant trip
generators. Generally, activity is limited to the
bus stop side of the street. If there is a mid-
block crosswalk, the stop should be placed on
the far side of the crosswalk so motorists and
pedestrians can have clear sight lines.
3) Even if a chosen bus stop location fits a
recommended descri ption for one of the types
than others, both LTD and local jurisdiction
planners need to consider the advantages and
disadvantages in their location decision. Com-
mon advantages and disadvantages of each type
are listed in Figure 2 (Bus Stop Locations).
4) Operating convenient, safe, and efficient
transit service means that there must be suffi-
cient amounts of curb space for bus stops.
Aligning a bus parallel to a curb or street edge is
important for loading and unloading riders,
especially those who use wheelchairs or who
have other disabilities. Figures 3, 4, 5, and 6, on
the followi ng pages, show the location of the
different types of bus stops in relation to nearby
intersections and the length of clear-curb space
buses need at a bus stop for pull-ins, alignment,
and pu 1I0ut.
5
)
Advantages and Disadvantages of Location Relative to Street Intersections
Bus Stop Locations
Figure 2
Advantages Disadvantages
Near-Side
Advantage5 Disadvantages
Far-Side
Minimizes Conflicts with right I Minimizes conflicts Intersections may I Minimizes sight Requires additional
interferences when turning vehicles are I between right be blocked du ring I distance problems distance for no-
traffic is heavy on increased. turning vehicles and peak periods by for vehicles and parking restrictions.
the far side of the I buses. Queuing buses. I pedestrians.
intersection. Stopped buses may I I Encourages patrons
obscure curbside Provides additional Sight distance may Passenger waiting to cross street at
Passengers access traffic control I right tum capacity be obscured for I areas experience mid block
buses closest to devices and I by making curb lane crossing vehicles. I less pedestrian (jaywalking).
crosswalk. crossing available for traffic. congestion.
pedestrians. I Increases sight I Increases walking
Intersection Minimizes sight distance problems distance for patrons
available to assist in Sight distance is I distance problems for crossing I crossing at
pulling away from obscured for I on approaches to pedestrians. I intersections.
curb. crossing vehicles intersection.
stopped to the right I Stopping far side I
No double stopping. of the bus. I Encourages after stopping for a I
pedestrians to cross red light interferes
Buses can service The through lane I behind the bus. with bus operations I
passengers while may be blocked and all traffic in
stopped at a red during peak periods I Requires shorter general. I
light. by Queuing buses. I deceleration I
distances for buses. May increase
Provides driver with Increases sight I number of rear-end I
opportunity to look distance problems J Gaps in traffic flow accidents since I
for oncoming traffic for crossing are created for drivers do not
including other pedestrians. J buses re-entering expect buses to I
buses with potential the flow of traffic at stop again after
passengers. I signalized stopping at a red I
I intersections. light. I
Advantages Disadvantages
Mid-Block
6
Ideal Bus Stop Location
Bus Goes Straight Through Intersection
o
A = 60' minimum for approach speed less than 20 mph.
6 = For one standard bus - 40' to 50'
For an articulated bus - 60'
C = For when two or more buses that stop at the same
time - 40' + 65' (x-1), X = number of buses
(Add 20' to far side stop if free right turns can be
made by other vehichles)
Direction
of Travel
Cu rb Return
or Crosswalk
...
Sidewalk
I Bus
Stop Sign
Near-Side Bus Sto
(Parking Prohibited)
Figure 3
+
C = 5' minimum from edge of crosswalk or curb return
(Add 30' or more if stopped bus will block view of
a corner traffic control sign)
0= 50' minimum for pull out maneuver at 10 mph to
rejoin traffic, depending on lane width and traffic
volume
Curb
Sidewalk
I Bus
Stop Sign
Far-Side Bus Sto
(Parking Prohibited)
Ideal Bus Stop Location
Bus Makes Right Turn at Intersection
A = 50' minimum from
corner apex.
B = For one standard bus - 40' to 50'
For an articulated bus - 60'
For when two or more buses that stop at the same time _
40' + 65' (x-1), X = number of buses
C = 20' minimum from edge of crosswalk or curb return
(Add 15' or more if stopped bus will block view or a
corner traffic control sign or if there is a heavy
right hand movement
Path of Bus
Curb
Far-Side Bus Stop
After Right Turn
~A1~
61
ct
(Parking Prohibited)
(J)
~
Cb
~
~
Bus _ ^
Stop Sign
Figure 4
Near-Side Bus Stop
Before Right Turn
+
(Parking Prohibited)
I Bus
Sto Sign
Sidewalk
D = 50' minimum for pullout manuever at 10 mph to rejoin
traffic, depending on lane width and traffic volume
E = 60' minimum for approach speed less than 20 mph
7
Far-Side Bus Stop
After Left Turn
Ideal Bus Stop Location
Bus Makes Left Turn at Intersection
Figure 5
(Parking Prohibited)
Near-Side Bus Stop
Before Left Turn
.. Not Recommended ..
(See diagram for mid-block bU6 6top)
Bus stop located 300' or
more from intersection
A = 35' minimum
B = For one standard bus - 40' to 50'
For an articulated bus - 60'
For when two or more buses that use the stop at the
same time - 40' + 65' (x-1), X = number of buses
C = 40' minimum for pullout maneuver at 10 mph to rejoin
traffic, depending on lane width and traffic volume
Sidewalk
Path of BU5
Curb
~
~
:r
o
-n
UJ
c:
($I
Ideal Bus Stop Location
Bus Stops in Mid-Block
Figure 6
(Parking Prohibited)
Direction of Travel
.
~
Curb
I BU6
Stop Sign
A = 60' minimum for approach speed less than 20 mph
B = For one standard bus - 55'
For an articulated bus - 65'
For when two or more buses that use the stop at the
same time - 55' + 65' (x-1), X = number of buses
C = 40' minimum for a pullout maneuver of 10 mph
8
o
Bus Turnouts
5) A turnout is a specialized bus stop where a
transit vehicle can load or unload passengers in
an area separated from the traffic lanes. Turnouts
are appropriate in certain conditions. A properly
marked turnout also serves as a reminder of the
availability of transit service.
6) It is important that turnouts be properly
designed with sufficient length to allow for easy
and safe flow by the bus in and out of traffic. If
there is a high traffic volume on the road,
efficient bus operation may require that the
timing of nearby traffic signals be designed to
ensure that there will be sufficient gaps in the
traffic to allow the bus to pull back into the
traffic flow.
7) Safety and traffic flow are important consider-
ations in deciding whether to install a turnout.
Turnouts may be helpful on roads that function
with higher speeds (over 40 miles per hour)
because there is less risk of rear-end collision
while the bus is stopped to load or unload
passengers. A stopped bus also will not impede
traffic flow, which could be a significant advan-
tage for traffic operation on a high speed road,
particularly if the stop time is long due to high
passenger activity or boardings by persons in
wheelchairs.
8) Installing turnouts on roads that function with
speeds of 40 miles per hour or less should be
approached with caution. If there is a high
volume of traffic (exceeding 250 vehicles per
hour) for all or part of the day, with few gaps in
the traffic, it may take an extended amount of
time for the bus to safely enter the travel lane after
a stop, resulting in longer travel time for transit
riders and higher operational costs. This could be
mitigated by the use of traffic control signals, or
queue jumpers at a nearby intersection.
Passenger Amenities
9) Basic passenger amenities at bus stops, where
they are required as part of the development
review process, may include:
a) Bus stop sign and pole
b) Bench
c) Shelter
d) Information display unit
e) Trash ca~
f) Concrete boarding pad
g) Lighting
h) Bicycle rack
10) Transit stations are located at major rider
activity points and typically include sheltered
areas, benches, passenger information displays,
lighting, telephones, drinking fountains, clocks.,
and landscaping.
Turning Radius
11) At some intersections, LTD buses have
difficulty, or are unable to turn due to tight
corner curb returns. In some instances, buses
must encroach on the adjacent lane, or use the
bicycle lane or parking lane in order to complete
the turn. Properly designed corner curb radius
will minimize conflicts among buses, cars,
bicycles and pedestrians at intersections. Stan-
dards for turning radius can vary depending on
the effective radius such as whether a bicycle
lane or parking lane is available or if traffic
volumes are so low as to allow transit vehicles to
make full use of either or both of the departure
or receiving lanes. Curb radius should be
designed to accommodate bus movements
where appropriate. The City shall coordinate
with LTD on designing intersections and streets
to ensure that bus movements can be accommo-
dated. (See Intersection section of th is chapter).
9
Transit Facility Design Standards
)
6us Stop Location
Turning Radius
2) Figure 7 shows a minimum turning radius for
buses in the Lane Transit District fleet. It is
anticipated that future buses will meet this
standard, even if they are the longer (60 foot)
articulated buses. LTD buses need a minimum
effective turning radius of 25 feet. (See Intersec-
tion Design Standards).
Minimum Recommended
Turning Radius
Figure 7
Beginning ..............
of Curve
. ..
... 450 ...
. .
Path of Left Front ... / .+
. .+
Body Overhang ..+ .++
~. ~ ............
X.... · .+ .....
. . .......,~~......................
. ..
.. . ..
.... · +.. ~ 900
...... "f 1::~\"''''''",,"
Path of left : ... ..
Front Wheel ...~
~.
. .
. ..
. .
. ..
.
.j.. '- .........
. .. '" .
: ... 1350 .
~ . ..
. .
: .+.
. .
. ..
1800 : .+.
. .
.
.
.
.
.
.
For vehicles turning into
a single 12 foot traffic lane
without encroachment
into opposing traffic.
.". ..::.'
I
Path of Right
Rear Wheel
t
41'
Smaller "lift" vehicles are
less restrictive in terms
of size and weight.
Minimum turning radius
is 20 feet.
.. ..
8'-6"
10
()
3) Figure 8 shows various turning radius tem-
plates for intersections used by transit vehicles.
These templates shall be used to guide curb
radius decisions within these intersections.
4) The 25' turning radius standard is designed for
making a safe right turn at ten miles per hour or
less. Higher speed turns would require a larger
turning radius. The design radius may also be
inadequate due to insufficient lane width, the type
of movements by other vehicles or pedestrians, or
the presence of obstructions, such as signs. To be
certain of meeting bus turning requirements, it is
useful to test a simulated version of a proposed
street or driveway design. The City of Eugene shall
coordinate with LTD on intersection design to
ensure that adequate turning radii are provided to
accommodate bus movements.
Intersection Design
for Transit Turns
· Designers should plan for an effective
radius of 28' (right rear wheel)
· Transit vehicles are assumed to be 41' by 8'6"
· Assumes no encroachment into opposite lanes
· Assumes parking is prohibited within 20' of
end of curb return
· These are examples, appropriate curb radii must
be determined on a case by case basis by Eugene
Public Works Transportation and lane Transit District
Case 1
· Turn into one lane
· No parking or bicycle lanes
112'
110'
Case 3
· Turning from one 10 foot lane to
another 10 foot lane
· No parking or bicycle lanes
Figure 8
Case 2
· Turn into one lane
· Parking lane before and after turn
tr
/12'
/12'
~51
fr
Case 4
· Turn into one lane
· Bicycle and parking lanes
before and after turn
11
Turnouts
6) The design standard for a bus turnout is
shown in Figure 9. Design flexibility for the
taper of the curb inset may be necessary to
adjust to the specific characteristics of the street.
Typical Turnout Dimensions
Figure 9
A
~ I
Sign
110' Minimum
Edge of Travel Lane
Curb
A = For one standard bus - 40' to 50'
For an articulated bus - 60'
For when two or more buses that use the stop at the
same time - 50' + 65' (x-1), X = number of buses
Passenger Amenities
8) Lane Transit District staff shall review permits for
developments that meet the criteria in Figure 10.
12
..
Direction of Travel
Note: Taper can vary on ingress and egress depending on
road speed and other road characteristics. Design requires
approval of L TD and City of Eugene Pubic Works
Amenity Criteria
Figure 10
Type of
Development
Number of Average
Peak Hour Traffic Tripe
Residential
I
P - I
. I
.. I
I
~ I
I
100 or More
25 or More
Office
50 or More
Commercial
Industrial
100 or More
Institutional
Public Facility
()
9) Upon review of a development permit, Lane
Transit District staff may recommend the inclusion
of passenger amenities. Conditions, such as
additional right-of-way or easements to accommo-
date amenities, inclusion of designated park and
ride areas, and provisions for on-site transit vehicle
circulation may also be recommended by LTD.
10) When a developer is required to provide a
passenger shelter or other passenger amen ity, he
or she pays the initial cost of construction and
installation. Lane Transit District is responsible
for maintenance. A developer can choose to:
a) Construct h is or her own shelter, with
plans subject to review and approval by LTD,
b) Contact with the manufacturer of Lane
Transit District's standard transit shelter for
construction and installation, or
c) Pay. Lane Transit District to provide the
shelter.
11) Lane Transit District wi II use the followi ng
criteria to make recommendations for the
provision of transit amenities.
Amenity Applications
Number of Average Peak Hour Traffic Trips
Developments with less than 9 dwelling units per acre
that generate 25 to 49 trips ...
Developments with 9 or more dwelling units per acre
that generate 25 to 49 trips ~
Developments that generate 50 to 99 trips II>
100 to 199 trips ... .
200 or more trips j8._
Office Develpments
50 to 199 trips
200 or more trips
Retail/Industrial/
Institutional/ Public Facilities
100 to 249 trips
250 to 499 trips
500 or more trips
JI. .
...
II>
~
p..-
Figure 11
Amenities Which May Be Required
I
I
I
I
I
I
J
j
j
I
I
I
I
I
f
J
Concrete boarding pad for bus stop, lighting, bench
Shelter, concrete boarding pad, lighting
Shelter, concrete boarding pad, lighting
Shelter, concrete boarding pad, lighting, bus turnout
Shelter, concrete boarding pad, lighting, bus turnout, on-site
circulation
Shelter, concrete boarding pad, lighting
Shelter, concrete boarding pad, lighting, bus turnout
Shelter, concrete boarding pad, lighting
Shelter, concrete boarding pad, lighting, bus turnout
Shelter, concrete boarding pad, lighting, bus turnout, on-site
circulation
1:5
12) Figure 11 reflects the maximum transit
amenities that may be required by the city.
Determination of specific requirements will be
made on a case by case basis for each develop-
ment by weighing the following factors:
a) Expected transit ridership generated by a
development.
b) level of existing or planned service
adjacent to the development. Planned service
is defined as service which will be estab-
lished within 5 years after the completion of
the development.
c) Location of existing transit facilities.
d) Proximity of other transit ridership generators.
e) Maintenance cost
f) Site constraints
13) The typical passenger shelter design is
shown in Figure 12.
14) Amenities for developments which are being
built in phases may be required at the phase of
completed development that will generate enough
peak hour traffic trips to meet the requirements.
Bus Stop a nd Shelter Layout
15) While a 3 foot distance is desirable, bus stop
sign poles shall be located a minimum of 1 foot
6 inches{1'-611) from the curb face to assure both
visibility and clearance from passing vehicles.
16) Passenger shelters are generally placed in
bus stop locations where there are 20 or more
boardings per day. Passenger shelters shall be
designed in conformance with standards de-
picted in Figures 12,13,14, and 15 on the
following page.
14
New transit shelter at Oakway Center
o
I
6'-41/2"
I
...
Standard Bus Shelter
Figure 1 2
Front Elevation
Side Elevation
9'-9" Maximum
9'-6" Minimum
- - - Ridge Beam
46" X 76" Glazing 46" x 76" Glazing
34" x 76" 34" x 76" 34" x 76"
Glazing Glazing Glazing
TYP TYP TYP
- - - 7'-3" Maximum
7'-0" Minimum
Joist
i
34" x 76"
Glazing
TYP
1'-5" Maximum
1'-2" Minimum
Finished Elevation
- - - Top of Bench
8"
71/2" Maximum
- - - 41/2" Minimum
--- ---------------------
- - - 0'-0" Maximum
Finished Grade Varies
per Site Condition
Typical Bus Stop Boarding Area
with Setl1ack Sidewalk (Plan View with Shelter)
Figure 13
Sidewalk /6'
Bus Stop Sign I
(minimum 3'
behind curb)
i!llli!III!II!!I!!!!!I!!!!!!I,I!!!III!!llli!I!!!I!I!!!1!1!!illll!"II!I!
.................. .
.,....................................................
....... ..,........;.:.....
-
Planting Strip 7'
...........................;.......................-..........-.....:...;.....;...
::::::::;:;:::::::::;:::;:;:;::.::::::;:;:::::::::::::;:::;:;:;:;:;:;:;::.;::;::;.;.;:;:
...................................... ......
....................................... -..
.......'...........................;....................................................
\}tfi!ilt{!!i!/i!iji!IiitJi!i!Itlfji}~@! _
Curb + 6"
No Parking Zone
Direction of Travel
..
Street
· Pad dimension of 8' x 15' varies by site (may include sidewalk)
· Shelter plan view dimension of 9'-6" x 3'-6"
· See L TD for pad and shelter layout site details
15
~
16
Figure 1 4
15'
Boarding
Pad
Sidewalk 7' Minimum
Curb . 6"
...
....
No Parking Zone
Direction of Travel
~
Street
Figure 15
Sidewalk /5'
Bus Stop Sign I
(minimum 3'
behind curb)
IIIIII!I.!II!I.IIIIIIIIIIII!'I.IIII!
r~Ii~I~J~tt~J~J~JIJl~j
::::::;:::;:;:::;:;:::::::::::::::;:::::...;......
Planting Strip
!J~!~~~jIitIJifIifIt
-
Width Varies
~{{i~~ltt~tt~~~~~tt?t~~~:}~:~:~:~:~:i:?tri
'!'i!i!!}}:!!!}t!!t!ii:!@!t}ii}}'!t!'!::iii!t'@ .
Curb . 6"
~
No Parking Zone
Direction of Travel
Street
o
17) Bus stop poles shall be a minimum of 3 feet
from utility poles, street signs, and other vertical
elements within the right-of-way.
18) Bus stop pads shall be designed to fit the
particular areas in which they are located, but
must meet the minimum American with Disabili-
ties Act (ADA) requirement of 5 feet wide by 8
feet deep for safe loading and unloading of
riders using wheelchairs.
19) Bus stop pads typically connect with (or are
incorporated into) sidewalks. If there is a curb
but no sidewalk, a wheelchair ramp must
connect the pad to the street.
20) Bus stop pads shal I be designed so that no
signposts, street furniture, foliage or other
objects block use of the bus wheelchair lift.
21) Typical layouts for bus stops that do not have
shelters are shown in Figures 16 and 17.
Bus Stop Lighting
22) The provision of adequate lighting at bus
stops is important for safety reasons and to make
sure that customers waiting at the bus stop are
visible to the bus operator. A standard lighting
level of 0.4 footcandles is required at bus stops.
Typical Bus Stop Boarding Area
with Setback Sidewalk (No Shelter)
Figure 1 6
Sidewalk /6'
Boarding Pad
(minimum 8' Lx 5' W,
may include sidewalk)
.~
Bus Stop Sign I
(minimum 3'
&ehind curl7)
ftf~ttt~~~!!!~~::!:!:~!!!!t~~iJtt:!:)!:::}:::;:::::
11I1
_,~
Planting Strip 7'
-.q
Cur/:7 + 6"
No Parking Zone
.
Direction of Travel
Street
..
17
Street Design for Bus Loads
)
23) Streets identified as future transit routes
using large buses are to be built to accommo-
date transit vehicles with a Gross Vehicle Weight
of 40,000 Ibs. (front-axle: 15,000 Ibs.; rear-axle:
25,000 Ibs.; wheelbase: 23'3") Estimates of
expected transit trips per day will be provided by
l TO on a case-by-case basis.
24) Streets identified as future transit routes
using small buses are to be built to accommo-
date transit vehicles with a Gross Vehicle Weight
of 34,000 Ibs. (wheelbase: 11'6"). Estimates of
expected transit trips per day will be provided by
LTD on a case-by-case basis.
Typical Bus Stop Boarding Area
with Curbside Sidewalk (No Shelter)
Figure 1 7
Suggested addition of small triangles
(B&H = 21-6") for aesthetic concerns
Bus I
Stop Sign
5'
Boarding Pad
(minimum 8' Lx 5' W.
may include sidewalk)
Sidewalk 16'
::::::::~:i:~:~:::~:::~;~ :~:~:~:::!:~;::::::::::.:
__urn
;:;:;:::::;:;:;:::::;:;:::::;:;:;=::;:;::: ::: :::;:;:::.:::.;.;.;.;::::::;"
;:::;:;:;:;:::;:;:::;:;:::;:::;:;:::;::.;: ........::. ....:~:::::::::;:::::::::.
. . . ....... .....
....,......;... ..;.;.;.;......................
:::::::;:;:::::;:::::::.
Curb + 6"
No Parking Zone
.
Direction of Travel
Street
Lane Transit District Boarding Pad
Requirements for Curbside Sidewalks
New construction +/or re-construction:
minimum pad size is 81 Long x 51 wide
18