RFP No. F-21-017-LI_Attachment G_2 of 3.pdf

CHAPTER 3

Curb-Side Facilities

CHAPTER 3 : Curb-Side Facilities

Accessing Transit | June 2013 40

CHAPTER 3

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Curb-Side Facilities

3.1 Bus Stop B&A Areas

OVERVIEW

Providing a designated bus stop boarding and alighting (B&A) area benefits all transit users, especially mobility aid (wheelchair and scooter) users, who will have less difficulty boarding and alighting the bus when there is a firm, stable, and slip-resistant area to operate their mobility aid.

The minimum requirements for a bus stop are a bus stop sign and B&A area that provides a well-drained, non-slippery surface with adequate space for passenger movement on and off buses. While not required, an area the length of the bus for transit purposes provides a comfortable waiting, alighting, and boarding area for both front and rear doors and improves the transit agency’s presence and access to transit vehicles. A transit agency should consider providing concrete B&A areas at bus stops if there are water drainage issues or the stop is regularly used by patrons using mobility aids.

It is important to note that ADA regulations require that, when establishing a new or altered route with new bus stop locations, the public transit provider, if not constructing them with the current bus stop plan, must take into account the future construction of B&A areas. An agency should try to locate each bus stop so that the B&A area will fit in the selected location and an accessible route can be provided to it sometime in the future. The public transit service/ facility provider should coordinate with the public right-of-way owner to determine locations to provide appropriate access to the bus stops. (See 49 CFR 37, Appendix A, Section 810.2.2 for federal guidance on the ADA Standards.)

FDOT allows placement and maintenance of shelters, benches, and other transit bus stop amenities on the right-of-way of a state highway pursuant to written approval by the appropriate city or county government within whose jurisdiction the stop is to be located. The location and placement of these facilities must be consistent with the State regulations provided in the Florida Greenbook and PPM. Bus stop location and design guidelines are applicable to both public- and private-sector benches located at a transit stop location. The local government is responsible for location and permitting approvals for bus stop amenities, compliance with ADA, and maintenance. For facilities located within the state right-of-way, if FDOT determines that the bus stop or stop amenities are a safety hazard or are not compliant with ADA, the Department may remove the amenities consistent with 14-20 of the Florida Administrative Code (FAC).

ACCESSIBILITY

Better accessibility to and within the bus stop area ensures a comfortable and safe movement of passengers at a bus stop. At bus stops where a shelter is provided, the B&A area can be located either within or outside of the shelter as long as any B&A area included within the shelter is not obstructed.1 The B&A area on flush shoulder roadways must use a Type E curb (5-inch curb height) and be connected to the sidewalk along the roadway, or to the roadway when no sidewalk is present.2 Detectable warnings are required where a sidewalk associated with a B&A area connects to the roadway at grade.

Individuals who use mobility aids, older adults, individuals with disabilities, and passengers needing assistance (such as parents with strollers and shoppers with bags) will have less difficulty boarding and alighting the bus when there is a stable, level, and unobstructed B&A area to operate the wheelchair lift or ramp.

LOCATION

ADA Standards require all bus stops to have sufficient space for a B&A area that has a firm, stable, and slip-resistant surface to accommodate boarding and alighting at the stop. For a bus stop

Accessing Transit | June 2013 42 designated by only a sign on a post and no other amenities (shelter, bench, trash can, etc.) and where complementary ADA paratransit service is provided, the B&A area is still required, but it may not have to be a concrete pad. If provided, the B&A area concrete pad must be located within the specified clear zone for the roadway environment being used according to FDOT Design Standards, Index 700. If any bus stop amenities in addition to a bus stop sign are provided, the bus stop B&A area shall be connected to the amenities, streets, sidewalks, and/or existing pedestrian infrastructure by an accessible route complying with ADA Standards and 2012 Florida Accessibility Code (Section 402).1

DESIGN

The dimensions of bus stop B&A areas may be adjusted as necessary to accommodate site conditions. However, the minimum size of B&A areas, per ADA Standards, shall be 8 feet (perpendicular to roadway) by 5 feet (parallel to roadway).3 Buses operating in more urban areas today often have two doors that require B&A areas.

Rather than building two separate 5-foot-by-8-foot B&A pads, for driver and passenger ease of operation, a minimum 30-foot-long area along the roadway is recommended.

Figures 3.1.1 through 3.1.4 show examples of alternative bus stop B&A area designs. Parallel to the roadway, the slope of the bus stop B&A area shall be the same as the roadway, to the maximum extent practicable. Perpendicular to the roadway, the slope of the bus stop B&A area shall not be steeper than 1:48.1 B&A areas for sheltered stops may include conduits and junction boxes for utilities.

B&A areas also may be sized according to the dimensions of the shelter if a shelter is planned for the location. In urban areas, and where right-of-way permits, the ideal is to provide a continuous 8-foot-wide concrete pad along the entire length of the bus stop (40 feet to accommodate a standard bus and 60 feet for an articulated bus) adjacent to the curb and gutter. An additional 50-foot length is recommended for each additional bus expected to stop at the bus stop at the same time.

A sidewalk and/or ramp provided with the B&A area shall be a minimum of 60 inches in width, and the ramp shall not exceed a slope of 1:12 (8.33%).

A detectable warning surface is required where a sidewalk associated with a B&A area connects to the roadway at grade. Except for the area adjacent to the 5-inch curb, the areas surrounding the B&A area shall be flush with the adjacent shoulder and

Figure 3.1.1 | Bus stop B&A with a shelter.

Shelter

Accessing Transit | June 2013 side slopes and designed to be traversable by errant vehicles2 (see Figure 3.1.5). B&A areas must be positioned to coordinate with transit vehicles to minimize the vertical and horizontal gaps encountered when boarding the vehicle.4 The B&A area concrete pad should extend 6 inches beyond the area under the shelter canopy to prevent soil erosion caused by run-off.

Any easement or right-of-way obtained for installing a B&A area concrete pad should extend 2 feet beyond the pad. ADA regulations require that accessible routes to bus stop B&A areas must be designed to maintain a minimum clear width of 36 inches (48 inches per FAC, 60 inches per PPM) and vertical clearance of 80 inches (84 inches per

Figure 3.1.2 | Bus stop B&A area with an adjacent bench.

Figure 3.1.3 | Bus stop B&A without a shelter and bench.

Accessing Transit | June 2013 44

FAC) minimum along the pedestrian access route.

To create an accessible bus stop on flush shoulder roadways (roadways without curb and gutter where the shoulder and the roadway are at the same level), bus stops with a raised, clear, 5-foot- by-8-foot B&A area may be constructed at the shoulder point (or edge of shoulder pavement on roadways with a design speed of 45 mph or less).2

For rural bus stops, typically on flush shoulder roadways, when a B&A area for a shelter exists, care should be taken to not visually obstruct the shelter with any bus stop sign or road sign. (See Figures 3.1.6, 3.1.7, and 3.1.8 for flush shoulder bus stops.) Sidewalks must always meet ADA criteria.

If a concrete B&A area (and ramp and level landing, if needed) are to be constructed, requirements include 6-inch-thick concrete on flush shoulder roadways owned by the State.2 Bus stop B&A areas should be constructed of reinforced concrete over an aggregate base or, alternatively, they may be made of recycled plastic or rubber aggregate. The installed B&A area concrete pad thickness will vary according to the design of the anchoring required for various bus stop elements as affected by expected wind loads. Free edges of pavement should be strengthened with reinforcement.

For more details on accessibility and design of B&A areas, refer to the most recent versions of ADA Standards, PPM, 2012 Florida Accessibility Code, and draft PROWAG.

Figure 3.1.4 | Bus stop B&A configuration when the sidewalk is directly adjacent to curb.

Figure 3.1.6 | Bus stop along a flush shoulder roadway, Pasco County, Florida.

Figure 3.1.5 | Bus B&A area with curb.

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Figure 3.1.7 | Layout of B&A area with a suburban bus stop.

Figure 3.1.8 | Cross-section of a rural bus stop B&A area configuration at a bus stop.

Maximum Slope 1:20 Type E" Curb

( 5 ) 5 Min Width 8" Thick Concrete Shelter Pad Typical Slope 1:4 Travel Lane 4-5' shoulder or Bicycle Lane 2' Level Min

Typical Slope 1:6

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GREEN BUILDING/

ENERGY EFFICIENCY

Ensuring environmentally-friendly elements surrounding a B&A area is a good practice that a transit agency can take toward meeting modern “green” practices. Some opportunities include ensuring that the materials used to construct the B&A areas are from recycled components and the surrounding landscape consists of local drought-resistant plants.

Traditionally, demolished concrete and asphalt are treated as waste. However, if crushed and sorted, demolished concrete can serve as an effective source of aggregate with equivalent or better engineering properties than traditional aggregates.

Reclaimed Portland cement concrete crushed into a coarse granular material can be used as a substitute for traditional crushed rock. Several transit agencies have used this environmentally-friendly initiative in the construction of circulation roads, park-and-ride lots, and sidewalks.5

One alternative to traditional concrete or asphalt sidewalk is the use of modern, flexible sidewalk systems made of recycled rubber. A long-term cost benefit in using recycled rubber sidewalks is that they require less maintenance than those of traditional materials. The flexible material promotes pedestrian traffic while reducing noise levels, and the porous nature and flexibility can benefit adjacent tree roots and minimize the need for root cutting. Recycled rubber materials retain less heat, limiting the heat island effect found in many urban areas, and can be more easily replaced than traditional materials.

ADDITIONAL RESOURCES

Engineering Design Templates

Figures 3.1.9 and 3.1.10 present engineering drawings for a bus stop B&A area on flush shoulder roadways. For more information, refer to PPM, Volume 1.

Figures 3.1.11 and 3.1.12 present engineering drawings for a bus stop B&A area on flush shoulder roadways with connection to a sidewalk.

For more information, refer to FDOT’s PPM, Volume 1.

Figure 3.1.9 | Accessible B&A area for flush shoulder roadways with connection to roadway (plan view).

Traffic Lane

Bike Lane or Existing Shoulder Pavement

Shoulder Pavement Widening For Speeds >45 mph Type E Curb

Detectable Warning Surface1:12

Max.

1:12 Max.8 Min

Shoulder LineMay Be Grass Or A

Hardened Surface 5' 5' 5'

Min ' him Min'.

30'65

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Figure 3.1.10 | Accessible B&A area for flush shoulder roadways with connection to roadway (cross-section).

Figure 3.1.11 | Accessible boarding and alighting area for flush shoulder roadways with connection to a sidewalk (plan view).

Figure 3.1.12 | Accessible B&A area for flush shoulder roadways with connection to a sidewalk (cross-section).

10'

2' LevelVaries4 ' or 5' 2.25' 8

Paved Shldr . or Bike LaneTraffic Lane

0.02 6"0.020.06

Type E Curb

SECTION AA

Traffic Lane B

Bike Lane or Existing Shoulder Pavement

Shoulder Pavement Widening For Speeds >45 mph

Type E Curb 112 1:12

Max.ax.

Shoulder LineMay Be Grass Or A Hardened Surface B

Extend To Sidewalk

5' 40'65 ' Min.

10 '

Varies4 ' o r 5' 2.25 8' Paved Shldr . or Bike LaneTraffic Lane

Sidewalk0.02 46'0.020.06

Type E Curb

SECTION BB

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REFERENCES: SECTION 3.1

1. Florida Building Code Online, 2012. Florida Accessibility Code for Building Construction.

http://www.floridabuilding.org/fbc/committees/accessibility/aac/Changes_to_Law.

Florida_Accessibility_Code_2012_ICC_FINAL.pdf, accessed February 22, 2012.

2. FDOT, 2012. Plans Preparation Manual, Volume 1. http://www.dot.state.fl.us/rddesign/PPMManual/ PPM.shtm, accessed February 23, 2012.

3. U.S. DOJ, 2010. 2010 ADA Standards for Accessible Design.

http://www.ada.gov/regs2010/2010ADAStandards/2010ADAStandards.pdf, accessed October 8, 2011.

4. United States Access Board, 2011. Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way. Washington, DC.

5. FDOT, 2010. Guidelines for Enhancing Intermodal Connections at Florida Transit Stations. http:// www.dot.state.fl.us/transit/Pages/EnhancingIntermodalConnections.pdf, accessed February 8, 2012.

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3.2 Bus Stop Signs

OVERVIEW

Bus stop signs are necessary to identify safe and convenient locations for passengers to board and alight a bus. This element is the single most important element in designating a bus stop. There is no bus stop without a sign! Therefore, the most important aspects to be considered in placing transit signs are passenger convenience, public safety, and bus stop visibility. The bus stop sign marks the area where passengers should stand while waiting for the bus and serves as a guide for the bus operator in positioning the vehicle at the stop.1 Bus stop signs must be posted at all bus stops and bus passenger facilities. Bus stop signs are frequently the only kind of communication that a passenger has with a transit facility. Passengers rely on signs to effectively communicate route information, timing, location, and other basic characteristics of a transit facility. Figures 3.2.1, 3.2.2, and 3.2.3 show examples of bus stop signs.

ACCESSIBILITY

Accessible signs are essential to creating an environment free of travel hazards to passengers with disabilities. Transit signs should be located in a place where they are visually accessible to passengers. For patrons using wheelchairs, the bus stop pole should indicate where to access the vehicle wheelchair lift or ramp. It is a visual queue for both the passenger and driver for where the safest B&A area is located.

Non-discrimination requirements of ADA pertaining to visual signage requirements specify that route indicators must be present on bus stop signs. If desired to highlight the accessibility of a bus stop, bus stop signs could include the international symbol of accessibility (wheelchair logo). Sign panels must be located (outside the accessible path) to provide a minimum sidewalk clearance of 4 feet.2 This clearance is to maintain the ADA- and State-mandated clear width required across all pedestrian pathways. Per the PPM, 5 feet is the requirement, but if the area is constrained, 4 feet can be an acceptable variance. Restricting

Figure 3.2.1 | Bus stop sign, Tampa, Florida.

Figure 3.2.2 | Bus stop sign with information on real-time bus information, Pinellas County, Florida.

Figure 3.2.3 | Bus stop sign, Miami-Dade County, Florida.

Accessing Transit | June 2013 50 sidewalk width by mounting signs in the sidewalk is discouraged.

Signs at stops also need to be accessible to those with little or no vision. Signs are more legible for persons with low vision when characters contrast as much as possible with their background.

ADA Standards state that characters on signs shall contrast either light on dark backgrounds or dark on light backgrounds. Black & white contrast is the most effective. Additional factors affecting the ease with which the text can be distinguished from its background include shadows cast by lighting sources, surface glare, and the uniformity of the text and its background colors and textures.

Unique features of the transit system should be incorporated into the design of each bus stop sign so that passengers with visual disabilities can distinguish a bus stop from other street furniture.

Stops that have shelters are more readily-identifiable due to the unique features of the shelter. However, bus stops that are identified only with a signpost or that have the sign mounted on a utility pole can be difficult to identify. To address this issue, a pole design that is unique to bus stops should be provided at all locations. For example, the pole may be square with holes running down its length1 or have a tactile collar to act as a non-visual queue. An agency may also choose a differently-colored post as a visual queue for persons who have low vision. If a unique pole is provided, the transit agency should educate customers who have visual impairments about this feature. Effective communication and education of transit customers is essential to successfully creating an accessible system.

DESIGN

Sign design helps a transit agency brand its bus stops. A sign branded with a transit agency color or design helps passengers recognize where a bus stop is located. A clear sign with an efficient design helps an agency effectively communicate to transit users.

All signs must comply with the requirements set forth in the Manual on Uniform Traffic Control

Figure 3.2.4 | Typical dimensions for a rectangular bus stop sign.

Devices (MUTCD.) These requirements state that signs shall provide a minimum 7-foot vertical clearance from the paved surface (sidewalk or roadway pavement). If the vertical clearance is less than 7 feet and is placed along an accessible route, a barrier to warn people with visual impairment should be provided. Signs that have a vertical clearance of less than 7 feet, but a leading edge greater than 27 inches, must not protrude into the circulation path more than 12 inches from the post.

The aforementioned barrier prevents visually-impaired individuals from seriously harming themselves on protruding objects. The sign dimensions depicted in Figure 3.2.4 are typical, but not mandatory, dimensions for rectangular bus stop signs.

Specific standards for visual characters are federally-mandated through the ADA. These standards create an easily-readable sign for all individuals that can be seen in clear, crisp text.

Visual characters must comply with the following:3

Sign characters shall be selected from fonts where the width of the uppercase letter "O" is 55 percent minimum and 110 percent maximum of height of uppercase letter "I."

Characters shall be uppercase or lowercase or a combination of both.

18"

0.021" aluminum sign panel with engineering grade reflective sheeting on both sides of panel

BUS 15

18STOP30” 20

2" www agency .net (555)9991212

ENO PARKING AT ANY TIM

3" wide steel u-channel post

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Table 3.2.14 Bus Stop Sign Visual Character Heights Based on Height of the Sign and Horizontal Viewing Distance

Height to Finish Floor or Ground From Baseline of Character

Horizontal Viewing Distance Minimum Character Height

40” to less than or equal to 70”

Less than 72” 5/8”

72” and greater 5/8”, plus 1/8” per foot of viewing distance above 72”

Greater than 70” to less than or equal to 120”

Less than 180” 2”

180” and greater 2”, plus 1/8” per foot of viewing distance above 180”

Less than 21’ 3”

21’ and greater 3”, plus 1/8” per foot of viewing distance above 21” Greater than 120”

Characters shall be conventional in form.

Characters shall not be italic, oblique, script, highly decorative, or other unusual forms.

Characters and their background shall have a non-glare finish and shall contrast with their background with either light characters on a dark background or dark characters on a light background.

To the maximum extent practicable, minimum character height shall comply with Table 3.2.1.

Viewing distance shall be measured as the horizontal distance between the character and an obstruction preventing further approach toward the sign. Character height shall be based on the uppercase letter “I.”

Bus stop signs should be double-sided for visibility from both directions and reflectorized or illuminated for nighttime visibility. They should be placed near where people board the front door of the bus.

Additionally, bus stop signs should be designed with a uniform size and shape and coordinate with the agency’s identity package. By coordinating signs with the rest of the agency identity, transit passengers are more able to clearly identify their specific bus stops and routes. Signs should clearly display information. When possible, easily-understood symbols should be used in lieu of written information. Finally, high-contrast colors on bus stop signs can be employed to enhance readability.

Although at a minimum, only the system and route(s) served at the stop are required to be displayed on the sign, other suggested information includes the transit agency telephone number, hours of operation, and schedule information.

Expanded information, including schedules in a format that is easy to update and system maps with the bus stop location highlighted, can be added along high-volume routes. However, bus schedules, timetables, and maps that are posted at the bus stop or bus bay shall not be required to comply with the guidelines for bus stop signs.3

Post-mounted signs shall be crashworthy (breakaway when struck leaving a stub of no more than 4 inches above the ground, yielding, or shielded with a longitudinal barrier or crash cushion) if within the clear zone5 (a clear zone is roadside that is traversable and unobstructed by fixed objects to allow vehicles that leave the roadway to recover safely). All sign supports, except overhead cantilever, truss type or bridge, or barrier wall-mounted, shall be breakaway as defined in the American Association of State Highway and Transportation Officials (AASHTO) Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals, and the AASHTO Roadside Design Guide. Sign supports shall be of an acceptable and crashworthy design as described in the FDOT Design Standards. Supports not meeting the breakaway criteria should not be installed within

Accessing Transit | June 2013 52 the clear zone. Sign supports not meeting these requirements that must be installed within the clear zone shall be protected by a barrier or crash cushion.6

The bus stop sign must neither block jurisdictional signs nor be blocked by other signs, trees, or buildings. Signs shall not be installed where signing interferes with the functions or visibility of existing traffic control devices. Transit bus stop signs shall be attached to supports meeting the location, height, and lateral placement requirements established in the FDOT Design Standards, Index 17302. The sign panel must be securely mounted at an angle perpendicular to the street.

On designing park-and-ride signs at bus stops, reference should be made to the MUTCD, as it provides detailed information on minimum national standards for park-and-ride sign design. In

Figure 3.2.5 | Park-and-ride sign with a transit agency logo, Miami, Florida.

addition, reference should be made to the FDOT State Park-and-Ride Guide for additional guidelines. Figure 3.2.5 shows an example of a park-and-ride sign with a transit agency logo at a bus stop.

LOCATION

Locations of bus stop signs play a key role in generating the desired ridership for a bus route. It is required that bus stop signs be posted at all bus stops and passenger facilities. Sign and signpost placement should conform to ADA and State requirements for height, width, visibility, and other design criteria. Bus stop signs should be placed downstream of the bus stop such that they do not block the view of passengers or bus operators.

Existing signs may also be used to include bus stop information, depending on the policies of the sign-maintaining agency and the transit agency’s design specifications.7 Figures 3.2.5, 3.2.6 and

3.2.7 show examples of typical bus stop signpost installations.

Additionally, the FDOT Design Standards apply on all state roads. FDOT Design Standards, Index 700, requires a minimum clearance of 4 feet from the face of the curb to frangible signposts.8 For curb and gutter sections in business or residential areas, FDOT Design Standards, Index 17302 requires a minimum 2-foot distance from the face

Figure 3.2.6 | Bus stop sign located on a flush shoulder roadway, Pasco County, Florida.

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Figure 3.2.7 | Bus stop sign located in a grass divider strip, Volusia County, Florida.

of the curb to the nearest edge of the sign. On flush shoulder roadways, clearance is measured from the edge of the travel lanes or paved shoulders. Index 17302 of the FDOT Design Standards stipulates that the lateral offset from the nearest edge of the sign itself must be at least 12 feet from any travel lanes and at least 6 feet from the edge of any paved shoulder. The minimum distance will vary according to the design speed of the road. Figures 3.2.8 through 3.2.11 illustrate dimensions for various bus stop signpost location configurations.

On non-state roads, according to MUTCD, a minimum offset of 1 foot from the face of the curb to the nearest edge of the sign may be used in urban areas where the sidewalk width is constrained or where other vertical structures (e.g., utility poles) are located close to the curb.

Otherwise, signposts should be located farther away from the face of the curb in order to be visible to the bus operator. Additionally, sign panels must be located to provide a minimum sidewalk clearance of 4 feet.2

Use of existing poles should also be considered to minimize the number of posts and poles in the roadway right-of-way. Signposts placed near intersections must be of an omni-directional design, meaning that the support is symmetrical and will break safely when struck from any direction.

Transit bus stop signs shall be attached to supports meeting the location, height, and lateral placement requirements established in FDOT Design Standards, Index 17302. Figure 3.2.12 shows an example of the use of existing poles/ posts.

GREEN BUILDING/

ENERGY EFFICIENCY

Bus stop signage offers an opportunity for agencies to reduce their carbon footprint by incorporating energy-efficient features into bus stops. For example, bus stop signs can be enhanced to include solar power to illuminate the bus stop sign and power an attached digital screen to inform waiting passengers of the estimated time of arrival of the expected buses. Figure 3.2.13 shows an example of a solar-powered bus stop sign with bus signaling and lighting features.

Some agencies have started using solar-powered LED lighting to illuminate both shelters and bus stop signs. Figure 3.2.14 shows an example of a bus stop shelter using solar-powered LED lighting.

Other agencies use solar energy to:

power overhead security lighting next to a sign illuminate transit timetables attached to a sign power a bus stop illumination system that uses a flashing beacon on the signpost to notify bus operators of a stop request

The system is activated by bus patrons after dark by the use of touch switches. These stops can be located in less-developed areas with minimal lighting or fast moving traffic, mainly in suburban and rural areas. Options to activate this system with sensors instead of touch switches provide a better alternative for people with visual impairments.

C H

A P

T E

R

C ur b-

S id e F ac ili tie s

A c c e ss in g T ra n si t

Ju ne

F ig u re

.2

.9

D im en si on s fo r a bu s st op s ig n pl ac ed in a pl an tin g st rip a dj ac en t t o a tr av el la ne

F ig u re

.2

.1

| D im en si on s fo r a bu s st op s ig n pl ac ed o n th e ne ar s id e of a s id ew al k ad ja ce nt to a tr av el la ne

F ig u re

.2

.1

| D im en si on s fo r a bu s st op s ig n pl ac ed ad ja ce nt to a tr av el la ne o f a r oa d w ith ou t c ur b an d gu tte r.

F ig u re

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.8

D im en si on s fo r a bu s st op si gn p la ce d on th e fa r si de o f a s id ew al k ad ja ce nt to a tr av el la ne u M n

M

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Figure 3.2.15 | Details of a solar-powered bus stop signpost that provides bus flagging capability and security lighting, Pinellas County, Florida.

Figure 3.2.12 | Example of using existing poles/posts as support for bus stop signs.

Figure 3.2.13 | Solar-powered bus stop sign with bus signalizing and lighting capabilities, Pinellas County, Florida.

Figure 3.2.14 | Bus stop shelter using solar-powered LED lighting, Seattle, Washington.

When lighting at the stop is not provided by the transit agency at night, local stops without a shelter should be located within 30 feet, but not closer than 15 feet, to overhead light source.

For additional information on bus stop lighting, see Lighting in Section 3.3, Shelter Design.

Figure 3.2.15 shows details of the touch switches from a stop sign on a pole with solar-powered lamps that can be illuminated at night.

Agencies should also maintain landscaping adjoining the bus stop area to ensure that it does not block the light source.

stop# 3734

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REFERENCES: SECTION 3.2

1. National Easter Seal Society, Project ACTION, 2005. Toolkit for the Assessment of Bus Stop Accessibility and Safety. Washington, DC.

2. United States Access Board, 2011. Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way. Washington, DC.

3. Florida Building Code Online, 2012. Florida Accessibility Code for Building Construction.

http://www.floridabuilding.org/fbc/committees/accessibility/aac/Changes_to_Law/ Florida_Accessibility_Code_2012_ICC_FINAL.pdf, accessed February 22, 2012.

4. U.S. DOJ, 2010. 2010 ADA Standards for Accessible Design. http://www.ada.gov/ regs2010/2010ADAStandards/2010ADAStandards.pdf, accessed October 08, 2011.

5. U.S. DOT, 2009. Manual on Uniform Traffic Control Devices.

6. FDOT, 2008. Accessing Transit, Version II.

7. FDOT, District Office of Modal Development, 2002. District 4 Transit Facility Guidelines. Ft.

Lauderdale, FL.

8. FDOT, Districts 1 and 7, 2007. Transit Facility Handbook.

http://www.dot.state.fl.us/transit/Pages/FDOT_D1_D7_Transit_Facility_Handbook.pdf.

9. FDOT, 2012. FDOT Design Standards, Index 700.

10. Florida Administrative Code (Online). 2008. https://www.flrules.org/gateway/ruleNo.asp?id=14-20.003, accessed February 22, 2012.

11. FDOT, 2012. Plans Preparation Manual, Volume 1. http://www.dot.state.fl.us/rddesign/PPMManual/

PPM.shtm, accessed February 23, 2012.

IMAGE CREDITS FOR IMAGES BY OTHERS

3.2.14 Photo courtesy of King County Department of Transportation, Metro Transit Division. Seattle, WA.

Used with permission.

Accessing Transit | June 2013

3.3 Bus Stop Shelters

OVERVIEW

Shelters provide a comfortable waiting area for passengers and protect them from exposure to the sun, rain, and heavy wind. The shelters, together with the provision of other amenities under or near the shelter, enhance the image of the transit service and help provide a more comfortable and convenient overall transit experience for patrons.

With natural environmental factors in Florida such as solar radiation, heavy precipitation, winds, and high relative humidity, waiting for the bus, especially in the summer, can become extremely uncomfortable for passengers. As a result, allowing for shading, shelter, and ventilation are important factors that should be considered when bus stop shelters are implemented in Florida.

The decision to place a bus shelter should be based on a number of factors, including ridership, location, and route connectivity. Bus shelters should be provided at stops that are major generators of peak-hour transit ridership or are major transfer points between routes. Stops that attract large concentrations of patrons that are young or who are older adults or persons with temporary or permanent disabilities should be sheltered. See Rule 14-20.003, FAC, for requirements on the placement of bus shelters.

Also see Chapter 4 for more information on the placement of bus stops.

Figure 3.3.1 shows an artistic rendering of a sheltered bus stop.

ACCESSIBILITY

Per FAC 14-20.003, a shelter may be erected only at bus stops designated by a public transit agency or the local school board and identified as having service a minimum number of 10 times in a 5-day period, excluding weekends and holidays.

Table 3.3.1 shows examples of suggested best practices1 for installing shelters.

Figure 3.3.1 | Typical curbside bus shelter at a bus bay in a suburban area.

Location Minimum Boardings

Rural 10 or more per day

Suburban 25 or more per day

Urban 50 to 100 per day

Table 3.3.1 Minimum Boardings Suggested by Location for Considering a Bus Shelter

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The table suggests a higher number of minimum boardings before building a shelter and is provided by TCRP Report 19, Guidelines for the Location and Design of Bus Stops.

The seating and protection provided by shelters benefit bus patrons with mobility impairments.

Additionally, a shelter clearly marks a bus stop, supplies an area to post route and timetable information, and provides refuge for waiting passengers, separated from the public way.

Bus shelters shall be connected to a B&A area by an accessible route in compliance with the Florida Accessibility Code for Building Construction, Section 402, and ADA Standards, Section 810.

LOCATION

Shelter placement should be designed with consideration for environmental sensitivity to heat, cold, rain, and wind. Table 3.3.2 shows preferred locations for various types of shelters for a larger transit agency.2

Shelter Type

Threshold (Minimum Daily Boardings)

Preferred Location

Basic and most common shelter (8.5’ x 4.5’ x 8’)

Business and retail districts, residential neighborhoods, industrial and manufacturing areas, etc.

Narrow version of basic and most common shelter (8.5’ x 2.5’ x 8’)

Pursued when a basic and most common shelter is warranted but right-of-way is limited.

Longer version of basic and most common shelter (12’ x 4.5’ x 8’)

100 At stops with strong usage.

Longer version of narrow shelter (12’ x 2.5’ x 8’)

100 At stops with strong usage and limited setback.

Large shelter (16’ x 4.5’ x 8’)

At stops with significant ridership and likely only at activity centers.

High-capacity shelter (size varies)

>200 Special shelters for extremely high usage areas, e.g., transit centers, light rail stations, and high transfer points.

Awning Not applicable Protection provided by businesses

Table 3.3.2 Preferred Locations by Shelter Type

Per FAC 14-20.003, shelters are currently prohibited in medians and on limited access roads.

Shelters erected outside of the urban limits shall be spaced so that no more than two shelters are erected per mile of a two-lane highway and no more than four shelters are erected per mile on highways with four or more lanes.3 Shelter locations must meet setback and minimum clear recovery zone requirements as established in FDOT Design Standards, Index 700.

When bus shelters are provided by the private sector, whether located on the public right-of-way or private property, they must meet all applicable local building codes, permit requirements, land development codes, and the guidelines listed in this handbook.

Location Tip

Shelter locations must meet setback and minimum clear recovery zone requirements as established in FDOT Design Standards, Index 700.

Quick Facts

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When placing a bus shelter, the open side of the shelter should be placed toward the street and should be grade-separated from the travel lane.

Shelters should be located upstream of the bus zone so they do not interfere with passenger boarding and alighting and to maximize the visibility for approaching buses, passing traffic, and waiting passengers. They should not be obstructive to pedestrian circulation and should be easily detectable to persons with visual impairments. The location of bus shelters should minimize walking distances for waiting passengers. Shelters should be located at least 5 feet from the front door of the bus along the direction of travel to provide adequate circulating space for persons in wheelchairs while not obstructing the 5-foot-by- 8-foot B&A area.4

Proper horizontal clearance (distance away from the edge of the roadway) to shelters must be provided. On flush shoulder roadways, the distance will vary according to the design speed of the road (see FDOT Design Standards, Index 700). Shelters shall not be placed on sidewalks where they could obstruct the movement of pedestrians. When a shelter is located on the street side of a sidewalk, a minimum 4-foot pedestrian pathway, per State requirements, shall be maintained on three sides of the shelter. In areas with high pedestrian volumes, a 6-foot sidewalk on one side of the shelter is preferred. To meet ADA Standards, the sidewalk adjacent or connected to the shelter must be designed with a width of at least 5 feet or, at every 200 feet, a space at least 5 feet by 5 feet must be provided so that two wheelchair users can pass traveling in opposite directions.

Shelters should also allow for unobstructed views into and out of shelter structures. The design of the shelter should not create blind spots or hiding places that might increase crime risks.

Shelters should not be placed on the B&A area required by ADA. Shelters shall not be located within 15 feet of a fire hydrant or a disabled parking space.3

Prior to the installation of a shelter, the impacted utility companies must be notified to determine the location of utilities and prevent conflicts.3

Shelters must also be securely attached to their foundations and must provide for a clear opening between the structure and the ground or foundation to facilitate cleaning, preclude the accumulation of debris, and increase security.

Shelters should be oriented to provide patrons with as much protection as possible from environmental factors such as sun, cold, rain, and wind. Shelters should be designed to maximize shading and encourage cooling air movement. Particularly in Florida, sun shade protection is also very important and should exist on all sun-exposed sides of the shelter. Shelters oriented to the southeast or southwest may become uncomfortable for passengers if adequate shade is not provided.4 Figure 3.3.2 shows a typical bus shelter in Florida.

Design Tips

If a bus shelter is provided, per ADAAG requirements, it must:

Be on the public access route.

Not block the public access route.

Have 48” min. clearance; 60” recommended.

Have 30” x 48” min. clear floor area within the shelter.

Have 48” min. approach to clear floor area.

Figure 3.3.2 | Typical bus shelter, Tallahassee, Florida.

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DESIGN

Shelters shall have provisions to accommodate older adults and people with disabilities to meet ADA Standards. A shelter that is accessible to people in wheelchairs must have a minimum clear floor area that is 30 inches wide and 48 inches deep and entirely within the perimeter of the shelter.5 Shelter access entry and exit points shall provide a minimum clear width of 4 feet to meet State requirements (ADA requirements are 3 feet).

The ADA-mandated B&A area can be extended into clear space within the shelter. However, no obstructions to the 5-foot-by-8-foot area shall be allowed. If a bench is provided within a bus shelter, the 30-inch-by-48-inch clear floor area should be located adjacent to the bench to allow shoulder-to-shoulder seating with a companion for wheelchair users.

There shall be no vertical change in elevation greater than ¼-inch untreated or ½-inch treated to a slope of 1:2 along the walking surfaces between the sidewalk or bus B&A area and the shelter.6 Changes in level greater than ½-inch must be ramped in compliance with 405 or 406 of the ADA Standards.5

Shelters should incorporate seating whenever possible, both to make the service more attractive in general and to serve patrons with mobility impairments (such as older adults, women who are pregnant, persons with temporary injuries, etc.).

Shelters should include route maps and schedules. To the greatest extent possible, these should be easily readable by people in wheelchairs and people who have visual impairments.5 Shelters can also be designed to incorporate benches and/or leaning rails and may also include transit service literature, telephones, newspaper vending, and trash receptacles.

When available right-of-way is limited, it is better to provide a smaller shelter than not to provide a shelter at all.

All pedestrian infrastructure and amenities should be without any sharp edges or protruding elements.7

Shelter Dimensions

Dimensions for shelters of various sizes are shown in Figures 3.3.3 through 3.3.10. The size and design of shelters varies with the number of boardings at a bus stop and space availability. Per FAC 14-20.003, the maximum height of a shelter cannot exceed 10 feet3 for shelters located on the

Figure 3.3.4 | Typical dimensions of a small bus shelter with seating.

Figure 3.3.3 | Cross-section of a small bus shelter with a leaning rail and no seating, with typical vertical dimensions.

10' Typical

74" Max

4'

' x 14' Shelter Pad Bench Shelter Roof

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State Highway System.

However, if necessary, a variance to the Rule can be considered. The recommended minimum dimensions for a bus shelter are 10 feet by 4 feet by 7 feet high (interior clearances). To allow clear passage of the bus and its side mirror, shelters should be a minimum distance of 5 feet between the face of the curb and the roof or panels of the shelter.

Greater distances are preferred to separate waiting passengers from nearby vehicular traffic and must meet the State setback requirements.7 Shelters should include seating space for three adults and one space for a wheelchair (30 inches by 48 inches minimum).

If an agency employs a variety of shelters, the architecture of the shelter should be indicative of nearby land uses; it should provide the rider with a means of orientation within the community. In areas where the unique character of the urban environment is particularly important (e.g., historic districts, traditional downtowns, along the waterfront, etc.), agencies should consider modifying the design and look of individual shelters to give the shelters local flair that the community will appreciate. Figure 3.3.11 shows a public art bus shelter uniquely designed in St. Petersburg, Florida. With local participation comes a feeling of ownership, which may help reduce vandalism.

Figure 3.3.5 | Typical dimensions of a bus shelter on a limited right-of-way width.

Figure 3.3.7 | Cross-section of a small shelter with seating.

Figure 3.3.6 | Typical dimensions of a bus shelter with seating.

Leaning Rail

Sidewalk

3' 6" x 14' Shelter Pad

Bus-Stop Sign

Shelter 10' Typical

30" x 48" Minimum Wheelchair Clearance

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Frangibility

Shelters within the clear zone shall incorporate mechanisms to be frangible or breakaway when impacted. Breakaway mechanisms include slip-bases and bases incorporating a component with low impact strength. Bus shelter hardware shall be crashworthy (breakaway when struck leaving a stub of no more than 4 inches above the ground, yielding, or shielded with a longitudinal barrier or crash cushion) if the shelter is not within the clear zone. Breakaway supports placed near intersections should be of an omni-directional

Figure 3.3.11 | Bus shelter with natural lighting during the day and a unique, public art design, Pinellas County, Florida.

Figure 3.3.9 | Typical mid-sized bus shelter.

Figure 3.3.8 | Typical dimensions of a mid-sized bus shelter.

design, meaning that the support is symmetrical and will break safely when struck from any direction. The criteria for breakaway supports focus on the velocity change of the impacting vehicle and the height of the stub of the support remaining after impact.

Maintenance

Shelters should be designed to require low levels of maintenance. It should be easy to clean the

Figure 3.3.10 | Small bus shelter next to a wall.

Accessing Transit | June 2013 shelters and the concrete shelter pad beneath and around the shelters. To achieve this, shelters should be made out of materials that are durable and vandal-resistant. Agencies should also identify opportunities for incorporating local, recycled, or renewable materials into bus shelter designs and should consider re-using existing bus shelters when possible.

It is important to maintain the cleanliness of the bus stop. A well-maintained stop conveys a message to the community that the bus stop is functional and an important public space.5 Public works crews should remove obstacles that affect visibility and maintain the cleanliness of the bus stop. Shelters also should provide a clear opening between the shelter and the ground to allow for cleaning and increased security, and a clear minimum area of 2 feet should be provided behind the shelter for maintenance. Shelters should not be placed in front of the store windows of adjacent properties.

When a shelter is located in front of a building, a minimum 12-inch space should remain between the building and the shelter to allow for cleaning.

Lighting

The purpose of shelter lighting is to enhance the safety of patrons at bus shelters and to illuminate passenger information and advertising where applicable. Adequate lighting enables the bus operator to see waiting passengers and to safely approach and depart from a bus stop. Figure

3.3.12 shows an example of bus shelter lighting.

Lighting is the most critical factor in the Crime Prevention Through Environmental Design (CPTED) program, which seeks to prevent certain crimes within a specific boundary by manipulating variables within the physical environment. Bus passenger facilities along routes that offer night-time or after-dark services should have optimum levels of lighting incorporated into the design of the facility. Adequate lighting greatly influences safety and passenger perception of safety, especially at off-street facilities.5 Local transit stops without a shelter should be located within 30 feet of an overhead light source. When connecting power to a shelter, all shelter utility connections shall comply with Rule 14-46.001, FAC, and must be approved by the appropriate city or county building department.

Lighting Design – Lights are not permitted for the sole purpose of illuminating advertising, per Rule 14-20.003, FAC.3 All lights within a shelter must be placed or shielded so they do not interfere with motorists on roadways. Lighting should be directed toward illuminating passengers so drivers can see them. Flashing lights on shelters are prohibited.

Light fixtures should be visually non-obtrusive so they do not attract the attention of vandals. Light patterns should concentrate light at the shelter or the stop while minimizing overthrow of glare onto the street. Off-site lighting and night-sky light pollution should be avoided through proper lighting direction and lamp shielding. For road lighting installations, light near and above the horizon should be minimized to reduce glare and visual intrusion. Specifically-designed lighting equipment may be used to minimize the upward spread of light near to or above the horizon. Illumination should be achieved to prevent harsh shadows, as shadows could pose a security hazard.4 These shadows may cause a fishbowl effect, whereby the transit user can easily be seen by others but cannot see outside.5

If a bus shelter is provided, the level of lighting at the shelter pavement should be between 22 and 54 lumens per square meter.7 The lower end of this

Figure 3.3.12 | Solar-powered shelter light.

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Figure 3.3.13 | Bus shelter with an advertisement.

range may be as effective for enhancing safety as the higher end, and care should be taken to avoid over-lighting or spot-lighting the shelter. Doing so may make it difficult for patrons to observe their surroundings.

If pedestrian paths adjacent to transit stops are illuminated, the height of the light fixture should be appropriately scaled. A minimum 7-foot vertical clearance from the paved surface should be maintained under all conditions for lighting fixtures outside of the shelter.7

Shelter fixtures should be vandal-resistant and durable. Lamp compartment and electrical access areas should be secured with recessed hex-head screws or equal means of securing the fixture. If possible, electrical services should be low voltage to reduce the risk of electrical shock. Cutoff luminaries, low-reflectance surfaces, and low-angle spotlights can be employed to reduce light pollution.

Advertising

For some agencies, advertising is an important revenue source when providing shelters. If so, care should be taken with advertising placement.

According to Rule 14-20.003, FAC, there shall be no more than one advertisement per side, including the roof, and said advertisement shall be no greater than 6 feet by 5 feet in size.3 The owner of an abutting property shall be notified by Certified Mail of the proposed shelter location if there will be advertising. Companies engaged in the business of outdoor advertising shall obtain and maintain a current license pursuant to Section 479.04, F.S., and Rule 14-10.003, FAC. Figures 3.3.13 and

3.3.14 show examples of bus shelter advertising.

Environmental Hazards

Sun & Rain – Shelter canopies should take into account sun and rain protection. Shelters should be designed to maximize shading and to encourage cooling air movement. Sun shade protection should exist on all sun-exposed sides of the shelter. Shelters oriented to the southeast and southwest may be uncomfortable for passengers if adequate shade is not provided. Impervious side

Figure 3.3.14 | Dimensions of bus shelter advertising.

panel materials are poorly suited to Florida’s climate.