ACCESSING TRANSIT

Design Handbook for Florida Bus Passenger Facilities Version III, 2013

A T D H F B P F

Version III

Prepared for

Project Manager

Diane Quigley Florida Department of Transportation

605 Suwannee Street, MS 26 Tallahassee, FL 32399

(850) 414-4520 diane.quigley@dot.state.fl.us

Prepared by

Tindale-Oliver & Associates, Inc.

June 2013 ii iii

ACKNOWLEDGMENTS

The Public Transit Office of the Florida Department of Transportation (FDOT) would like to thank members of the Accessing Transit Update Project Review Committee for their participation and input. Their time and comments were valuable and necessary for the completion of this report.

Karen Adamson, FDOT District 5

Bob Atack, HART

Paola Baez, FDOT District 6

Heather Blanck, Votran

Austin Chapman, FDOT District 2

Ricardo Feliciano, FDOT District 7

James Fogarty, HART

Gerald Gawaldo, PalmTran

Kevin Hoyt, PSTA

Larry Hymowitz, FDOT District 4

Dwight Kingsbury, FDOT Safety Office

MaryAnne Koos, FDOT Roadway Design Office

Jim Liesenfelt, Space Coast Area Transit

Dean Perkins, FDOT, ADA Coordinator

Doug Robinson, RTS

Sam Scheib, StarMetro

Nina Stampfli, PCPT

John Starling, FDOT District 1

Vanessa Strickland, FDOT District 3

Brenda Young, FDOT District 5 iv v

TABLE OF CONTENTS

Accessing Transit | June 2013

CHAPTER 1: INTRODUCTION AND USER GUIDE

Introduction User Guide

CHAPTER 2: TRANSIT SERVICE TYPES AND FACILITY

PROTOTYPES

2.1 Implementation and Maintenance of Transit Facilities - Roles and Responsibilities

2.2 On-Line Bus Stop

2.3 Primary Stop

2.4 Transit Mall

2.5 Transfer Center

2.6 University Transfer Center

2.7 BRT Station

2.8 Park-and-Ride Facility

2.9 Intermodal Transfer Centers

CHAPTER 3: CURB-SIDE FACILITIES

3.1 Bus Stop Boarding and Alighting Areas

3.2 Bus Stop Signs

3.3 Bus Stop Shelters

3.4 Bus Stop Benches

3.5 Other Components

3.6 Landscaping

3.7 “Green” Building Facilities

CHAPTER 4: STREET-SIDE FACILITIES

4.1 Transit Vehicle Characteristics

4.2 Bus Stop Placement

4.3 Bus Bays, Bus Bulbs and Nubs

4.4 Traffic Signals and Transit Priority

4.5 Pedestrian and Bicycle Access to Bus Stops

4.6 Transit and Bus Stop Provisions During Construction

4.7 Roadway

CHAPTER 5: EXCLUSIVE/SPECIAL USE LANES

5.1 Locating Bus Stops on Exclusive/Special Use Lanes

CHAPTER 6: BRT AND RAIL STATION DESIGN

6.1 BRT Station Design

6.2 Rail Station Design

CHAPTER 7: AGENCY COORDINATION

7.1 Agency Coordination

INDEX OF RESOURCES

Index of Resources

APPENDICES

Appendix A Glossary Appendix B Quick Reference Guide Appendix C Bus Stop Checklist vi

CHAPTER 1

CHAPTER 1 : Introduction and User Guide

Accessing Transit | June 2013 2

Accessing Transit | June 2013 3

CHAPTER 1

Introduction and User Guide

Introduction The purpose of this handbook is to provide guidance to state and local governments and transit agencies in the design, location, and installation of transit facilities consistent with state and federal laws, regulations, and best practices. The FDOT Public Transit Office initially prepared and published Version I of the handbook in 2004, and the last update was published as Version II in 2008. The purpose of this update is to identify and incorporate new and revised federal and state standards, criteria, and guidelines as well as best practices relating to the design and implementation of transit facilities along roadways in Florida. In addition, the new update incorporates guidance and materials from national and FDOT District transit design guidelines to ensure statewide consistency.

FORMAT CHANGES

The format of the Accessing Transit handbook has been revised to include new, easy-to-read Quick Reference Guides with standards and minimum requirements in an effort to provide fast access to relevant information in each chapter. Additionally, detailed engineering drawings are included, where applicable, at the end of each section to enhance the illustration of appropriate design for the applicable standards.

The new layout also includes the use of text formats to help readers identify differences between standards and best practices or to identify reference materials. These formatting criteria are intended to make the subject matter easier to read and follow.

While most of the graphics and other visuals are in color, a concerted effort has been made to use visuals that are also legible in black-and-white to accommodate printing or viewing preferences.

Examples of information noted by the use of formatting include:

Importance of a critical standard or a best practice

Difference between a state regulation and a federal regulation

The formatting used herein is clear and easy to decipher and is used so the reader does not have to refer back to a legend while reviewing the text.

THE BASICS

A transit agency provides a network of services and facilities that require coordination among multiple agencies, users, and the local community.

Developing transit services and facilities requires a long-term outlook on short-term problems, and developing even the most basic transit stop requires more than just incorporating the engineering standards required for the poured concrete for a bus stop sign post.

This handbook is designed to provide basic guidelines and best practices for making transit accessible. By providing guidance and best practices for multiple bus components, agency coordination, safety and security, and Americans with Disabilities Act (ADA) guidelines, as well as a quick reference to the most basic guidelines, it is anticipated that state and local transportation agencies will find this tool useful and informative.

Successfully providing transit that is accessible to all individuals requires a balanced mix of local and state agency coordination and consideration of needs, costs, location, federal and state

ACCESSING TRANSIT

Design Handbook for Florida Bus Passenger Facilities Version II, 2008 Florida Planning andDevelopment Lab Florida State University

' o

Accessing Transit | June 2013 4 regulations, public relations, and transit-dependent populations. For example, Figure 1.1 shows the key considerations for transit agencies when locating a bus stop. Agencies need to consider the “big picture” to help fully develop a functioning and successful transit system. These guidelines may also be used by a developer or builder that is interested in developing a project that is transit-supportive.

NEED FOR UPDATE

Since the last update of Accessing Transit in 2008, a number of existing key resources applicable to locating and designing transit facilities have been updated, and new resources have been introduced. These revised and new standards and regulations from both federal and state agencies, the heightened interest in transit due to steadily-increasing ridership nationwide, and emerging trends such as “go-green” concepts have necessitated an update to Accessing Transit. At the federal level, ADA guidelines have been revised/updated or are in the process of being updated. For example, the Access Board’s Draft Proposed Public Rights-of-Way Accessibility Guidelines (PROWAG) have been introduced. At the state level, the Florida Accessibility Code for Building Construction and the Plans Preparation Manual (PPM) have recently been updated. At the time of this writing, the U.S. Department of Justice’s (DOJ) ADA Standards for Accessible Design (2010), the U.S. Department of Transportation’s ADA Standards for Transportation Facilities (2006), and the Florida Accessibility Code (2012) have been used as the most current and up-to-date standards. Where applicable, PROWAG has been noted as anticipated future guidelines.

EMERGING TRENDS

New trends involving innovative solutions to safety, operational, and maintenance problems related to transit facilities are constantly being developed. Agencies are using Geographic Information Systems (GIS) to catalogue, monitor, and prioritize amenities at their bus stops, such as

• Route types

• Guidelines for stop installation

• Special cases/ exceptions

• Title VI

• Public relations

• Transit dependent areas

• Access to stop

• Access to amenities

• Accessibility of the stop

Figure 1.1 | Considerations for transit agencies when locating a bus stop.

ransfer Potentia

Accessing Transit | June 2013

FDOT’s Automated Transit Stop Inventory Model (ATSIM). This is a free software program designed to capture bus stop inventories and details, prepare maintenance work orders, and easily prepare asset management reports. See more on ATSIM at www.ftis.org; http://www.ftis.org/ atsim.html. Bicycle lanes indicated by colored pavement are being used to draw attention to safety hazards at the intersection of bus bays and bicycle lanes. “Smart” bus bays provide temporary signal lighting phases that allow buses to merge into heavily-trafficked areas safely. Bus-on- Shoulder programs allow the bypassing of congested sections of highways during peak travel periods.

Transit agencies also are embracing social media, the Internet, and smart phone technology to seamlessly provide better, more up-to-the-minute bus tracking information. Many agencies employ real-time bus tracking systems for customers who use mobile devices to track the arrival time of the next bus. Google Maps allows users to map a transit trip using data provided by registered transit agencies; available information includes bus stop locations, bus arrival times, and the route number of buses that serve the stop. Some agencies are providing Wi-Fi service at their stations and on their buses. These methods appeal to riders seeking more reliability and information on their transit route.

A major trend developing within the last few years is the embracing of environmentally-sensitive— “green”—practices and technology to make transit as carbon-neutral as possible. While transit’s very nature lends itself to being green and agencies are seeking more readily-available alternative fuel systems and Leadership in Energy and Environmental Design (LEED®) certifications for facilities, they also are embracing green efforts and technologies to cut costs during cash-strapped times.

Through the use of geothermal designs and recycling practices, transit agencies are finding alternative ways of supplying energy and reducing costs, such as installing solar-powered charging stations for electric vehicles at parking facilities and recycling water at their wash facilities. While these are large-scale examples, agencies are also finding small ways to reduce their carbon footprint:

recycled concrete reduces waste at a new bus pad, and solar-powered LED lights in a shelter reduce the energy needed for night-time lighting.

Alternative fuel and hybrid buses provide ample opportunity for reducing fuel costs and carbon footprint. Green practices are covered more in depth throughout this handbook. While still developing, being “green” seems here to stay for transit agencies.

With these trends, public transit is constantly evolving. Many organizations in the transit industry are dedicated to researching and developing best practices and standards to facilitate this evolution, including the Transit Cooperative Research Program (TCRP) (www.TCRPonline.org) and the American Public Transportation Association (APTA) (www.apta.com), which offer a wide variety of materials and resource manuals on the latest transit research and practices. Local, state, and national agencies publish their own guidelines, best practices, and experimental treatments. In Florida, the FDOT Public Transit Office and other organizations strive to provide transit agencies with the best possible resources for planning and operation.

User Guide

USER FEATURES

Requirements vs. Best Practices

This guidebook uses text formatting to differentiate, where feasible, requirements in state or federal law or rules from industry best practices. Requirements are indicated by statements using “shall” and “must” and are shown using underlined text.

Industry best practices are indicated by statements using “should” or similar language. The most convenient method of identifying the requirements for all components of a transit facility is the Quick Reference Guide (QRG) contained in Appendix A of this report. In addition, relevant parts of the QRG have been included at the end of chapters, where applicable.

Accessing Transit | June 2013 6

This handbook includes a vast collection of requirements and best practices and is intended to be used as a comprehensive guide in this evolving transit industry. It is provided as part of a concerted effort by the FDOT Public Transit Office to provide Florida transit agencies and other interested parties with the best possible design handbook for bus facilities to ensure accessibility.

ORGANIZATION OF THE HANDBOOK

Chapter 1: Introduction and User Guide

This user guide and introduction are considered Chapter 1. Covered herein are “big-picture” emerging trends, how to use this handbook as a tool, and a discussion of the organization of the rest of the handbook.

Chapter 2: Transit Service Types and Facility Prototypes

Chapter 2 provides a discussion regarding the roles and responsibilities of transit agencies in implementing and maintaining bus stop facilities and a general overview of facility layouts and design concepts based on the most recent data available. Bus passenger facilities must meet a wide variety of passenger needs, operational arrangements, and community goals and can be located on public right-of-way or on private property. Most facilities have common traits or functions, including the provision of interconnection to and from bus or other public transportation services. This chapter also discusses the basic functions of different transit services, from basic fixed-route service to more enhanced services such as light rail and heavy rail.

Chapter 2 is organized into the following sections:

Section 1: Implementation and Maintenance of Transit Facilities—Roles and Responsibilities

Section 2: On-Line Bus Stop

Section 3: Primary Stop

Section 4: Transit Mall

Section 5: Transfer Center

Section 6: University Transfer Center

Section 7: BRT Station

Section 8: Park-and-Ride Facility

Section 9: Intermodal Transfer Center

Chapter 3: Curb-Side Facilities

Chapter 3 presents guidelines for improving passenger accessibility to buses and passenger mobility in the right-of-way, including the coordination of bus stop elements such as bus stop signs, benches, and shelters. Additional elements or components such as boarding and alighting areas, lighting, leaning rails, trash receptacles, and bicycle racks are also presented. This information is relevant to planners, engineers, and other transit professionals involved in bus stop siting and design within public rights-of-way and on private property.

Chapter 3 has been revised from previous versions to help users more easily find the information needed to make decisions and is organized into the following sections:

Section 1: Bus Stop Boarding and Alighting Areas

Section 2: Bus Stop Signs

Section 3: Bus Stop Shelters

Section 4: Bus Stop Benches

Section 5: Other Components

Section 6: Landscaping

Section 7: Green Building Facilities

Chapter 4: Street-Side Facilities

Chapter 4 presents guidelines for improving the bus passenger experience at the street level, including special use lanes, transit preferential treatments, and connections to pedestrian and bicycle facilities. This information is relevant to planners, engineers, and transportation professionals involved in facility layout, connections, and circulation.

Accessing Transit | June 2013

Chapter 4 also has been revised from previous versions to help users more easily find the information needed to make decisions and is organized into the following sections:

Section 1: Transit Vehicle Characteristics

Section 2: Bus Stop Placement

Section 3: Bus Bays, Bus Bulbs, and Nubs

Section 4: Traffic Signals and Transit Priority

Section 5: Pedestrian and Bicycle Access to Stops

Section 6: Transit and Bus Stop Provisions During Construction

Section 7: Roadway

Chapter 5: Exclusive/Special Use Lanes

Chapter 5 includes a brief overview of special use transit lanes. It also briefly discusses key considerations of locating transit stops alongside special use lanes.

Chapter 6: BRT and Rail Station Design

Chapter 6 is new to the handbook and recognizes that public transportation programs and services are evolving and that federal funding has expanded to include more rail and Bus Rapid Transit (BRT) alternatives. The chapter provides a review of station design guidelines related to BRT and rail.

Chapter 7: Agency Coordination

Also new to this handbook, Chapter 7 includes information on coordinating with transit stakeholders, including FDOT, local municipalities, transit agencies, business owners, and private citizens, in the planning, design, and placement of transit facilities on the roadway system.

Index of Resources

The Index of Resources provides a compilation of the key resources used to develop this handbook.

Each resource provides a live Web link for users accessing this handbook via the Internet, linking them to the listed resource. The list of resources and Web links, where applicable, is intended to provide access to additional as well as updated standards and best practices not included in this handbook.

Appendices

The appendices provide a glossary of key terms used in the handbook, a quick reference guide of standards and minimum requirements, and a checklist for locating and designing bus stops:

Appendix A: Glossary

Appendix B: Quick Reference Guide

Appendix C: Bus Stop Checklist

RESOURCES

While this publication attempts to address the most current standards, it should be noted that it is also a “living” document. From the time of writing of the handbook to when agencies use it to design a facility, standards may change or develop. To ensure that agencies are accurately following the latest standards and guidelines, the most recent standards documents should be consulted prior to any planned projects.

Where applicable, suggestions related to industry trends for best practices are included herein; while these practices are not necessarily standard, they can offer insightful guidance. In particular, the Access Board’s Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way, which are included in the draft PROWAG, has been addressed. These are standards that the DOJ has not yet adopted and are still in development; they are more stringent than existing USDOT and DOJ guidelines.

Accessing Transit | June 2013 8

CHAPTER 2

A«» • w

PrototypesV106 Types and Faciility

CHAPTER 2 : Transit Service Types and Facilities

Accessing Transit | June 2013 10

Accessing Transit | June 2013 11

CHAPTER 2

Transit Service Types and Facilities

Overview This chapter presents the types of transit services and prototypes of bus transit facilities that are typically available and/or emerging in Florida. It also includes a summary of the roles and responsibilities of various agencies in implementing and maintaining bus stop facilities.

While some of these facilities consist of unique features, all offer a diverse combination of components. Specific component combinations depend on the site, facility function, transit agency operational plans, land availability, and level of investment. This handbook emphasizes relatively low-cost facilities that incorporate interchangeable elements to allow for easy maintenance.

Environmental protection and energy efficiency approaches are also discussed in each applicable transit station design prototype. It is also important to note that FDOT has adopted some of the criteria in the PROWAG as “standards” for facilities on state roads. Cities, counties, and transit agencies must comply with the requirements of the FDOT criteria when transit facilities are planned or constructed on state roads.

Prior to designing facilities that will be located on or that will access state roadways, all applicable resources from FDOT and federal or local guidelines should be reviewed. Some key state and federal resources are listed on this page.

The FDOT Public Transit Office, in its continuing effort to enhance transit attractiveness and use in Florida, also offers on-line resources with up-to-date guidelines and best practices. Agencies are encouraged to partner with FDOT related to the planning and development of transit facilities.

Plans and PreparaƟon Manual (PPM) hƩp://www.dot.state.fl.us/rddesign/PPMManual/PPM.shtm

Project Development and Environment (PD&E) Manual hƩp://www.dot.state.fl.us/emo/pubs/pdeman/pdeman1.shtm

Guidelines for Enhancing Intermodal ConnecƟons at

Florida Transit StaƟons hƩp://www.dot.state.fl.us/transit/Pages/

EnhancingIntermodalConnecƟons.pdf

FDOT State Park‐and‐Ride Guide hƩp://www.dot.state.fl.us/transit/Pages/

FinalParkandRideGuide20120601.pdf

FDOT Transit‐Oriented Development Clearinghouse hƩp://fltod.com

FDOT Manual of Uniform Minimum Standards for Design, Con‐ strucƟon, and Maintenance for Streets and Highways

(Florida Greenbook) hƩp://www.dot.state.fl.us/rddesign/FloridaGreenbook/FGB.shtm

FDOT Design Standards hƩp://www.dot.state.fl.us/rddesign/DesignStandards/

Standards.shtm

2012 Florida Accessibility Code for Building ConstrucƟon hƩp://www.floridabuilding.org/ĩc/commiƩees/accessibility/aac/

Changes_to_Law/Florida_Accessibility_Code_2012_ ICC_FINAL.pdf

2006 ADA Standards for TransportaƟon FaciliƟes

(ADA Standards) hƩp://www.access‐board.gov/ada‐aba/ada‐standards‐doj.cfm

Proposed Accessibility Guidelines for Pedestrian FaciliƟes in the Public Rights of Way (PROWAG) hƩp://www.access‐board.gov/prowac/nprm.htm

ADA Accessibility SpecificaƟons for TransportaƟon Vehicles hƩp://www.gpo.gov/fdsys/pkg/CFR‐2011‐Ɵtle49‐vol1/pdf/CFR‐

2011‐Ɵtle49‐vol1‐part38.pdf

2010 ADA Standards for Accessible Design (ADAAG) hƩp://www.ada.gov/2010ADAstandards_index.htm

Key State and Federal Resources for Transit Facility Planning and Design

Accessing Transit | June 2013 12

TYPES OF TRANSIT SERVICES

Prior to a detailed review of transit facility types, a review of the various types of transit modes is provided below. These service types represent the key modes that generally serve the hierarchy of transit facilities discussed throughout the rest of this chapter.

Local Bus

Local bus service is the most basic of transit modes and typically operates in mixed traffic within service areas of low to moderate density. Local bus routes have fixed stops and service frequency typically depends on the level of ridership served.

In some applications, local bus service may be provided using rubber-tired trolleys, typically to connect downtown historic areas to the rest of the community and/or circulate within the downtown area. Express bus service typically provides limited-stop or non-stop service from residential areas into a central business district or between two major areas/activity centers. It is primarily intended to serve the commuter market.

Frequency is generally high during peak traffic hours, and buses operate efficiently in mixed traffic or on special/exclusive use lanes. Florida has 29 urban agencies and 5 rural agencies that provide fixed-route and fixed-guideway transit services.

See the Florida Transit Handbook (http:// www.dot.state.fl.us/transit/Pages/ NewTransitInformationManagement.shtm) for more information on these agencies.

Bus Rapid Transit (BRT)

BRT service is a fast, frequent, rubber-tired bus service in either mixed traffic or dedicated/ exclusive right-of-way. It typically is an enhanced transit service with its own type of branding and station design, as well as a range of premium operational elements. BRT operates in more densely-populated urban areas and has greater station spacing than local bus. Because of its rail-like infrastructure and service configurations, BRT service may be established as the first step in a long-term plan for implementing rail service.

Examples of BRT in Florida include LYNX Lymmo, HART Metrorapid, and South Miami-Dade Busway.

Light Rail

Light rail is used in high-density areas with heavy transit ridership. The technology consists of smaller cars with lower passenger capacity compared to heavy rail and commuter rail. Light rail can operate along dedicated rail or in a shared right-of-way.

Light rail stations are typically spaced closer together than other rail modes and emphasize walk access. Light rail may also include streetcar systems. Streetcar is a less costly type of light rail service that has more specific applicability in terms of length and operating environment. It typically runs in the street at-grade on embedded rails, stopping every several blocks. In addition, “skyway” or urban “people mover” systems are sometimes considered light rail modes. These systems typically operate on an elevated guideway. Examples of streetcar or people mover systems in Florida include TECO Line Streetcar in Tampa, Metromover in Miami, and Jacksonville’s Automated Skyway Express.

Commuter Rail

Commuter rail is used to serve a much wider regional area for longer, primarily work-related trip purposes. It is typically operated by diesel train engines or overhead electrical catenary. Commuter rail requires exclusive right-of-way, which can be shared with an already-existing freight rail track.

The stations are usually served by feeder bus routes and often include park-and-ride facilities.

Commuter rail uses higher passenger capacity cars and realizes operational efficiency through its larger passenger volumes. Examples of commuter rail in Florida include SunRail in Orlando and Tri- Rail in Miami, Fort Lauderdale, and West Palm Beach.

Heavy Rail

Heavy rail also operates longer distances but tends to serve a smaller area/region than commuter rail.

It is operated by electrified tracks, which greatly increase the expense of installing the

Accessing Transit | June 2013 infrastructure.1 Heavy rail stations also require specific rail platforms/station configurations. Similar to commuter rail, heavy rail also realizes operational efficiency through larger passenger volumes. An example of heavy rail in Florida is Metrorail in Miami.

TYPES OF TRANSIT FACILITIES

Transit facilities range from simple, unsheltered bus stops to large, expensive facilities such as intermodal centers and major transit terminals that accommodate passengers transferring between buses and other transportation modes. While construction of major facilities generally involves the services of an architect and/or structural engineer and represents a significant investment that often includes leveraging federal grants through partnerships with local and state governments, this handbook does not address the complex process of design, architectural programming, and transit planning necessary for construction. However, coordination among agencies for any transit facility should be considered and is discussed in Chapter 7.

Most transit systems consider the development and construction of bus passenger facilities within a hierarchy based on the number of passengers, bus routes served, and overall intensity of use, which also determines amenity placement and additional service conditions. This chapter includes information for local on-line bus stops, primary stops, transit malls, transfer centers, university transfer centers, BRT stations, park-and-ride lots, and intermodal transfer centers. Information on the construction or design of the most basic bus stop— one with no amenities—can be found in Chapter 3.

Information on each prototypical facility includes a description of the facility and the site, the required site area, a description of pedestrian connections and connections to other modes of transportation, and an inventory of the individual design elements.

Accessing Transit | June 2013 14

Accessing Transit | June 2013

2.1 Implementation and

Maintenance of Transit Facilities - Roles and Responsibilities Bus stops are placed to assist transit customers in their access to bus services. The primary entities responsible for choosing the locations where bus stops are placed are transit systems. Other agencies and entities may be involved, but the responsibility to ensure safe and convenient access to their bus services is part of the customer service needs addressed by transit agencies.

Chapter 7, Agency Coordination, goes into much more detail on the level and various entities that should coordinate on locating bus stops, but included below are some key aspects to consider when deciding on development of new bus stops.

As mentioned, transit agencies have the primary responsibility on where bus stops should be located and whether they meet the ADA requirements for bus stops. However, cities, counties, FDOT, and even private land owners or developers have a role in the location and placement of stops. Because transit stops are located on the roadway rights-of-ways owned by the state, or local jurisdictions, the transit agencies must coordinate with the appropriate agency to obtain a permit for the stop placement. In a fully coordinated effort, state and local jurisdictions can assist in providing sidewalks, crosswalks, traffic signals and other roadside features that improve the safety and accessibilitiy of the transit patrons.

Even in these instances, though, close coordination with the transit service provider is necessary to ensure that the stops being considered can be served by the bus system and that operational impacts are given due consideration and resolved before deciding to proceed. In many cases, the stops can meet the needs of the bus patrons, as well as the nearby property or business owners.

Additionally, all bus stops need a certain level of on-going and routine maintenance to ensure that customers can safely and conveniently use the stops. Transit agencies are responsible for maintaining their stops. Within certain jurisdictions and/or areas, additional care is needed to maintain higher levels of desired or mandated customer service or aesthetics. In many cases, transit agencies will engage services from contractors or volunteers to assist them in their efforts to maintain stops, especially those with more stringent requirements.

Additionally, in some jurisdictions, developers and property owners are encouraged or even mandated to assist in stop development and/or maintenance. Any number of requirements or arrangements could be instituted, but it should never negate the need for or practice of coordinating with the transit service provider.

Interlocal agreements may be necessary and can help outline the necessary standards for implementing and maintaining bus stops in compliance with federal, state, and/or local requirements.

Many transit agencies have developed checklists for use in placing and maintaining bus stops, whether doing so jointly or when undertaken solely by other entities. Early and routine coordination with the local transit service provider will ensure successful placement and on-going maintenance of bus stops in an acceptable manner and that will best serve the customers of the bus system as well

ADA Requirements for the Boarding and Aligh ng (B&A) Areas at Bus Stops

1. Firm, stable surface

2. Minimum clear length of 96 inches

3. Minimum clear width of 60 inches (measured parallel to the vehicle roadway)

4. Connected to streets, sidewalks or pedestrian paths

5. The slope of the pad parallel to the roadway be the same as the roadway

6. Maximum slope: (2%) perpendicular to the roadway

Quick Facts

Accessing Transit | June 2013 16 as nearby interests. As mentioned previously, Chapter 7, Agency Coordination, provides much more detail on the subject of implementing and maintaining bus stops and many other issues where interagency coordination is required.

Accessing Transit | June 2013

Figure 2.2.1 | Layout of a basic on-line bus stop.

Table 2.2.1 Characteristics Associated with a Typical On-Line Bus Stop

Adjacent Land Use Commercial and residential land uses.

Approximate Site Area/ Dimensions

200 square feet each.

Street Characteristics Collector or arterial street with stop signs, sidewalks on both sides of street, and no street-side parking.

Street-Side Elements Far-side or near-side curb-side bus stop.

Curb-Side Elements Sheltered stop with bench, bus B&A area, trash receptacle, bicycle rack.

Bicycle/Pedestrian Connections

Accessible path to bus B&A area and other connecting sidewalks and accessible pathways, bicycle parking area, access to bicycle lanes/shared use paths.

2.2 On-Line Bus Stop

On-line bus stops provide access to transit in a variety of locations, such as within rights-of-way of arterial roadways or collector streets as well as along local roads, and are adjacent to a variety of land uses. These stops connect pedestrian ways with bus waiting areas and sidewalks, and provide connections to nearby passenger destinations.

The minimum requirements of a bus stop are a sign and a clear, firm, and stable slip-resistant surface for boarding and alighting (B&A). When additional amenities are added to a bus stop, such as a shelter, bench, or bike rack, state and federal ADA requirements are very important in the placement and design of these facilities. Any such amenities at on-line bus stops should comply with all accessibility guidelines and must comply with the most stringent standards. Table 2.2.1 lists characteristics associated with a typical on-line bus stop. Figures 2.2.1 through 2.2.4 show examples of on-line bus stops.

Accessing Transit | June 2013 18

Figure 2.2.3 | On-line bus stop, Manatee County, Florida.

Figure 2.2.4 | On-line bus stop, Hillsborough County, Florida.

Figure 2.2.2 | Typical curb-side, on-line sheltered bus stop located at the far side of an intersection.

Accessing Transit | June 2013

2.3 Primary Stop

Primary bus stops are off-line bus stops with a special zone on the side of the main roadway to allow buses to stop and load/unload passengers.

Primary bus stops provide transit access to destinations where the density of employees or residents results in either high regular or peak-hour use several times a day. They may also serve as connection points for passengers transferring between routes. Table 2.3.1 shows typical characteristics of a primary bus stop. Figures 2.3.1 through 2.3.4 show examples of primary stops.

Figure 2.3.1 | Primary bus stop, Pinellas County, Florida.

Table 2.3.1 Characteristics Associated with a Typical Primary Stop

Adjacent Land Use Office park employment center, central business district, major shopping mall, or high density commercial zone.

Approximate Site Area/ Dimensions

600 linear feet per side by 400 feet deep.

Street Characteristics Limited-access arterial with signalized intersections, sidewalks on both sides, no street-side parking.

Street-Side Elements Bus bay.

Curb-Side Elements Sheltered stop with bench and trash receptacle, bus B&A area, and bicycle parking facility.

Bicycle/Pedestrian Connections

Accessible path connections to bus B&A area, connected to building entrances, bicycle parking area, access to bicycle lanes/shared use paths.

Accessing Transit | June 2013 20

Figure 2.3.2 | Layout of a typical primary bus stop with bus bay.

Figure 2.3.3 | Primary bus stop with bus bay, Gainesville, Florida.

Figure 2.3.4 | Primary bus stop with a bus bay, Hillsborough County, Florida.

Accessing Transit | June 2013

2.4 Transit Mall

Transit malls are created by removing automobile and truck access on sections of existing streets, usually on principal urban networks; only buses, pedestrians, bicycles, taxis, and/or light rail are allowed into the mall, and parking is generally prohibited. They function as a link between activities along a corridor and typically are most successful in places where land use is dedicated to diverse uses and significant ridership demands are nearby.2

Transit malls provide greater opportunities for bus riders who need to transfer to buses that serve different transit routes and modes, and provide transit access to traditional downtowns and commercial centers, serving as a base for local circulator service, express routes, and other special modes of bus transit. Some transit malls also integrate downtown circulator, light rail, or streetcar modes in addition to bus service. A transit mall may also serve as the first element in a BRT mode of service provision. (See Chapter 6, “BRT and Rail Station Design.”) Table 2.4.1 shows characteristics associated with a typical transit mall. Figures 2.4.1 through 2.4.3 show examples of transit malls.

Table 2.4.1 Characteristics Associated with a Typical Transit Mall

Adjacent Land Use Mixed uses in a traditional downtown or urban city center.

Approximate Site Area/ Dimensions

40-foot-wide dedication of total right-of-way.

Street Characteristics Dedicated two-way busway located within a major arterial street.

Street-Side Elements Curb-side stops in a dedicated busway.

Curb-Side Elements Sheltered stop with benches and trash receptacles, bus B&A areas, bicycle parking facilities, and landscaping.

Bicycle/Pedestrian Connections

Accessible routes connecting bus B&A areas and other bus loading areas along the transit mall with building entrances via textured crosswalks with pedestrian refuges, bicycle parking area, access to bicycle lanes/shared use paths.

Accessing Transit | June 2013 22

Figure 2.4.1 | Downtown transit mall with a dedicated busway.

Figure 2.4.3 | Prototypical transit mall, Portland, Oregon.

Figure 2.4.2 | Downtown transit mall with a dedicated busway, Tampa, Florida.

Accessing Transit | June 2013

2.5 Transfer Center

Transfer centers serve as major nodes in the transit network, connecting various regional and local bus lines, express routes, and circulator services. They are designed specifically to ease transferring between bus routes and between bus transit and other travel modes. They may also work as passenger drop-off/pick-up or park-and-ride facilities and often are located within major activity centers.

Table 2.5.1 Characteristics Associated with a Typical Transfer Center

Adjacent Land Use Commercial or mixed-use zones in a major retail activity center.

Approximate Site Area/ Dimensions

1.25 acres.

Street Characteristics Intersection of major arterials, highway interchange.

Street-Side Elements Off-line center with dedicated bus travel lanes and half-sawtooth bus bays.

Curb-Side Elements Sheltered stop with benches and trash receptacles, bus B&A areas, bicycle parking facilities, landscaping, and public art.

Bicycle/Pedestrian Connections

Accessible routes connected to bus B&A areas and surrounding infrastructure, bicycle parking areas, access to bicycle lanes/shared use paths.

Because they accommodate transferring passengers and multiple bus routes, transfer centers operate most successfully if good wayfinding devices are in place. Transfer centers also may have additional ticketing options and more amenities, such as larger vending areas and/ or public restrooms. These additional amenities must follow ADA Standards. Table 2.5.1 shows characteristics of a typical transfer center. Figure

2.5.1 shows a typical layout of a bus transfer, and Figures 2.5.2 and 2.5.3 show examples of transfer centers.

Accessing Transit | June 2013 24

Figure 2.5.1 | Layout of a typical transfer center.

Figure 2.5.3 | Transfer center, Lakeland, Florida.

Figure 2.5.2 | Transfer center located within a retail center near a highway interchange.

Accessing Transit | June 2013

2.6 University Transfer Center

University transfer centers allow students and other riders to connect to several regional, local, or campus bus transit systems. Many universities collaborate with local and regional transit authorities or, in some cases, run their own transit systems in the absence of city and regional transit systems. They often invest in the passenger facility infrastructure necessary to support transit by providing bus shelters, transfer facilities, real-time displays, and dedicated bus lanes. Locating such facilities near academic buildings, a destination for most university transit riders, is often preferred.

This arrangement frequently requires multi-agency coordination. (See Chapter 7, “Agency Coordination.”) Table 2.6.1 shows typical characteristics of a university transfer center.

Within university campuses or adjacent to them, stops should be located to integrate the bus system campus circulator network, transfer facilities, parking, pedestrian access, bicycle access, and bicycle storage facilities. Stops should be located in areas within walking distance of attractors to encourage the highest ridership in places where alternative shelters are not available, where weather exposure is likely to make patrons uncomfortable, and where there is adequate sidewalk width, visibility, and natural surveillance.

College students primarily are pedestrians and have limited vehicle access; therefore, it is also important to provide accessible pedestrian pathways as well as additional bicycle parking and seating at stops. Also, additional security should be included at campus bus stops, particularly during evening hours. High levels of lighting should be maintained, and electronic surveillance should be integrated with the security systems of adjacent university activity centers, whenever possible.

Alternative energy sources such as solar power can be used to provide lighting at bus stops to enhance security at stops.

Table 2.6.1 Characteristics Associated with a Typical University Transfer Center

Adjacent Land Use Major academic facilities, student housing, and other locations that are near local activity centers or pedestrian attractors.

Approximate Site Area/ Dimensions

For a transfer center, 1.25 acres.

For an on-line bus stop, follow prototype discussed previously.

Street Characteristics Campus and city service routes located on secondary and primary collector roads that provide access into and through campus; routes served by bus shelters and pull-out bays.

Street-Side Elements Well-defined and conflict-free vehicle rights-of-way; each mode has its own distinct right-of-way; dedicated transit lanes provided to areas on campus that may otherwise be accessible only to pedestrians and bicycles.

Curb-Side Elements Sheltered stop with bench and trash receptacle, bus B&A area, bicycle parking facilities, landscaping, schedule information, and vending machines.

Bicycle/Pedestrian Connections

Accessible connections to bus B&A areas; connected to surrounding academic facilities and buildings; access to shared use paths, pedestrian paths, and bicycle lanes, particularly in areas near high numbers of potential passengers.

Accessing Transit | June 2013 26

Figure 2.6.3 | Layout for a typical university transfer center.

Because of the unique nature of a university campus, bus shelters and stops should be designed with the larger campus design theme in mind. Facilities should be located so they can be seen and identified from a distance. Stops should follow the design guidelines set forth throughout this handbook and should also follow the bus stop hierarchy presented in this chapter. Figures 2.6.1 and 2.6.2 show examples of university transfer centers, and Figure 2.6.3 shows a typical layout of a university transfer center. Figure 2.6.1 | University transfer center, Polk State

College, Polk County, Florida.

Figure 2.6.2 | University transfer center, University of Florida, Gainesville.

Accessing Transit | June 2013

2.7 BRT Station

BRT is a bus-based rapid transit service that combines the quality of rail transit with the flexibility of buses and preferably includes dedicated right-of-way with on-line stops. It is a stylized, branded system similar to rail, with characteristics that differentiate it from regular bus service. BRT service is often integrated with other regional transportation systems, enhancing mobility and promoting intermodal connectivity, thereby minimizing walking distances from trip origins and destinations. Headways are generally short, sometimes eliminating the need for passengers to consult a schedule. BRT works well in physically-constrained environments where hills, tunnels, and water crossings result in frequent congestion, and which make freeway and rail construction costly, difficult, and impractical. Table 2.7.1 shows the characteristics of a typical BRT station.

The number of customers using a BRT station is typically higher than at local bus stops. As a result, passenger facilities often resemble those provided at fixed-route surface transit stations. Stations consist of level boarding (usually supplemented with bridge plates or ramps), off-board fare payment, exclusive running ways, and ITS technologies such as precision docking, vehicle guidance, and real-time passenger information systems.

BRT stations can function as development nodes in a BRT corridor, with stations introducing new activity centers into a community or reinforcing existing activity centers in an urban area. They benefit developers by attracting new markets (people who either do not have automobiles or people who may not want to pay for parking) and by reducing the parking requirements for new development. Enhanced BRT stations may attract

Table 2.7.1 Characteristics Associated with a Typical BRT Station

Adjacent Land Use High-density business corridors and residential areas; densely-populated developments are most supportive of a BRT corridor.

Approximate Site Area/ Dimensions

For an on-line bus stop, 200 square feet; for a larger system or more intensely-developed stop, more space is required.

Street Characteristics Varies with intensity of BRT service development, anywhere from bus nubs/ bays in mixed traffic to grade-separated transit ways or median roadways.

Street-Side Elements Along or parallel to major arterial roadways that have a high density of residential or commercial development.

Curb-Side Elements

Sheltered stop with bench and trash receptacle, bus B&A area, bicycle parking facilities; branding and landscaping for on-line stop; advanced fare collection;

raised platform or curb for level boarding; distinctive look and feel; passenger information, lighting, and security for a premium or enhanced station; bike sharing facilities.

Bicycle/Pedestrian Connections

Accessible connections to bus B&A area, whether on a raised platform or a more basic stop; connections to additional activity centers, business centers, and high-density residential areas; access to shared use paths/bicycle lanes, bicycle parking, and bike sharing facilities.

Accessing Transit | June 2013 28

Figure 2.7.1 | BRT station, Cleveland, Ohio.

economic investments more than basic bus stops due to their unique appeal and their more permanent nature.4 Pedestrians may also be willing to walk farther for BRT service compared to more conventional transit because of its higher-order service components.5

For an example of a BRT station, see Figure 2.7.1.

For typical BRT route alignments, see Figure

2.7.2. For a more detailed discussion and figures

of BRT facilities, see Chapter 6, “BRT and Rail Station Design.”

Figure 2.7.2 | Typical BRT route alignments.

MulƟple Route

P

Neighborhood CirculaƟon

Central Business District (CBD)

BRT Stop/StaƟon

Park‐and‐Ride Lot

P

P

P

P Single Route Commuter

Integrated MulƟple Route oooo ooo

O o

Accessing Transit | June 2013

2.8 Park-and-Ride Facility

Typical park-and-ride lots include suburban lots, peripheral lots, and joint-use lots. Suburban lots usually are served by express routes that collect transit passengers near their homes, are located in suburbs, and are likely to be used for long-haul trips. Some suburban lots may be used for car/ vanpooling and may not necessarily have access to transit facilities. These lots can be located near highway on-ramps to allow employees living in remote communities to meet and then travel together to work on the interstate facilities for a major part of their trip. Peripheral lots are generally located at the edges of an activity center. Joint-use lots are located near developments such as libraries, meeting halls, sports facilities, theaters, and commercial land uses along major corridors that are not generally used during the workday.

Table 2.8.1 shows the typical characteristics of a park-and-ride facility.

Park-and-ride facilities that serve local transit routes are generally smaller and often require fewer amenities. Facilities that serve express routes are often larger and require shelters, bus idling areas, and passenger drop-off areas.

Automobiles should be able to access a park-and-ride lot from collector or access roads intersecting arterials, and bus turning movements should be in the direction opposite incoming traffic. Lots should be connected to multiple streets and ensure minimum conflict with other traffic. Locating facilities on the passenger side of larger traffic streams can avoid conflicts with buses flowing in the opposite direction when they attempt to enter the facility. Area traffic patterns should be taken into consideration and adequate queuing space for motorists to wait in cars before parking and transferring to transit should be provided. Lots should be located and designed such that passenger safety, accessibility, and convenience are maximized.

Table 2.8.1 Characteristics Associated with a Typical Park-and-Ride Facility

Adjacent Land Use Within existing developments, providing ease of access to transit in a car-friendly manner, developed by state or local government, or on private properties such as churches, schools, or recreation and community centers.

Approximate Site Area/ Dimensions

Area connected by multiple streets in a method to ensure minimal conflict with other traffic with consideration of traffic patterns and commuter patterns.

Provide enough space for motorists to park cars based on the demand needed for transferring to transit or van/carpooling. Maximize passenger comfort, safety, and accessibility, and reduce conflicts with congestion and traffic.

Street Characteristics Major arterial that serves a commuting corridor.

Street-Side/Bus-Side Elements

Bus idling area, off-line bus stop, bus bay, half-sawtooth bay, vehicle access points.

Curb-Side Elements Sheltered stop with benches and trash receptacles, transit B&A areas, bicycle parking facilities, trash receptacles, and route information.

Bicycle/Pedestrian Connections

Access for all-day vehicle parking; access to bicycle and…