Better On-Street Bus Stops (2015) / Chapter Skim
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13 CHAPTER THREE SURVEY RESULTS: BUS STOP CHARACTERISTICS agency or cited in a TCRP report. Only 38% of agencies make their guidelines available on their website.
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14 FIGURE 7 Common movements and activities of bus passengers at a bus stop. Source: Greater Vancouver Transit Authority, Universally Accessible Bus Stop Design Guidelines (28)
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15 FIGURE 9 Ideal curb radii designs for transit vehicles. Source: Central Ohio Transit Authority, Bus Stop Design Guide (30)
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16 RESPONSIBILITIES AND COORDINATION Responsibility for deciding on the location of bus stops is often shared between the transit agency and the local municipality, as shown in Table 3. Almost one-quarter of respondents indicated that the local municipality has sole responsibility.
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17 The actions listed in Table 9 have generally been successful in helping agencies locate bus stops at their preferred location, as shown in Table 10. TABLE 10 RESULT OF ACTIONS TAKEN TO IMPROVE COORDINATION RELATED TO BUS STOPS Result No.
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18 TABLE 14 REASONING BEHIND PREFERRED LOCATION FOR BUS STOPS Preferred Location and Reason No. Agencies Responding % Agencies Responding Farside: better for pedestrian safety 16 37 Farside: less delay from traffic signals/ better for traffic signal priority 15 35 Farside: fewer conflicts with turning movements 10 23 Depends on specific location 10 23 Nearside: closer to intersection/operator can see pedestrians 4 9 Nearside: legacy/cultural 4 9 Farside: easier bus access/egress/ requires less space 4 9 Farside: sight distance/visibility 4 9 Nearside: usually a sidewalk/more passenger friendly 3 7 Nearside: avoid pedestrians crossing midblock in front of bus 2 5 Farside at signals, nearside at stop signs 2 5 Farside: no need to stop twice 2 5 Nearside: no need to stop twice 1 2 Farside on wide streets, nearside on narrow streets 1 2 Farside: dwell time savings, bus can depart right away 1 2 Total agencies responding 43 100 Source: Survey results.
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19 agreed with the guidelines in specifying longer lengths for nearside stops than for farside. It is also important to note that respondents did not define how bus stop length is measured.
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20 TABLE 19 DIFFERENT STANDARDS FOR STOP LENGTHS FOR DIFFERENT TYPES OF BUSES? Different Standard No.
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21 Agencies were also asked to rate each type of stop according to various criteria. Table 24 shows ratings for passenger safety.
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22 TABLE 25 PASSENGER ACCESSIBILITY RATINGS BY STOP TYPES Stop Type % Agencies Responding Very Good Good Fair Poor Very Poor Bus bay/cut outs 45 36 15 3 -- Transit curb extensions 64 36 -- -- -- Stops in the median of a street 7 20 53 13 7 Stops on left side of the bus -- 100 -- -- -- Source: Survey results. Note: Percentages do not add to 100% due to rounding.
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23 sign with the route number(s) and a telephone number for information are the most common information elements at bus stops.
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24 tion at bus stops. Table 35 summarizes responses to an open-ended question about benefits and disadvantages of real-time information as seen by customers and the operations department.
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25 TABLE 37 MOST COMMON REQUEST BY PASSENGERS CONCERNING PASSENGER AMENITIES AT BUS STOPS Amenity No. Agencies Responding % Agencies Responding Shelter 28 65 Bench 10 23 Trash receptacle 3 7 Bench plus lighting 1 2 Shelter plus heat and lighting 1 2 Total agencies responding 43 100 Total agencies responding 43 100 Source: Survey results.
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26 FIGURE 16 Cross-section for concrete bus pad. Source: Central Ohio Transit Authority, Bus Stop Design Guide (30)
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27 The decision-making responsibility to approve or deny a request for a curb cut/driveway at an existing bus stop rests with the municipality, according to 73% of survey respondents. Table 44 describes the transit agency's role in this decision.
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28 ments at new stops. "Other" responses included: local jurisdiction is responsible; new stops must be 100% ADA-compliant; new stops with shelters must be ADAcompliant; attempt to place new stops at ADA-compliant locations; and new stops only at locations with sidewalks and curb cuts.
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29 FIGURE 18 Rain garden blocking exit path from rear door of bus. Table 48 summarizes differences in major challenges by transit agency size.
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30 that we are hesitant to "build" any infrastructure at these bus stop locations in order to avoid installing something that is not ADA-compliant, thus opening ourselves up to the possibility of lawsuits. The transit agency funds and maintains almost all of its passenger shelters and amenities, and thus performing a lot of sidewalk and curb work in order to make a completely accessible and ADA-compliant bus stop area is often a financial burden.
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31 that reported this strategy are Canadian, but it is a promising approach to overcome funding issues and could be implemented in the United States. SUMMARY This section summarizes the key findings of the agency survey concerning responsibilities and coordination; bus stop design, location, length, and type; pedestrian access; passenger information; amenities; bus pads; curb cuts/driveways; ADA considerations; and challenges.
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32 cut/driveway at the back door of the bus. Responses were similar in residential areas, but some agencies do allow stops at curb cuts/driveways in residential areas where traffic volumes and bus passenger activity are lower and stops at curb cuts/driveways are less of a safety issue.
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