Better On-Street Bus Stops (2015) / Chapter Skim
Currently Skimming:
Pages 86-136
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 86... ...
84 APPENDIX C Summary of Survey Results Better On-Street Bus Stops RESPONDENT INFORMATION 1.
|
From page 87... ...
85 Our transit agency only has a formal spacing standard and amenity placement policy. We primarily refer to TCRP Report 19 and the Easter Seals Project Action Toolkit for the Assessment of Bus Stop Accessibility and Safety.
|
From page 88... ...
86 drainage ditches; lack of shoulders and curbs; lack of ADA accessible landing pads.
|
From page 89... ...
87 Lack of sidewalks in much of our service area limits what we can do as far as providing for safety regarding access to our stops, as well as the obvious ADA issues pertaining to accessibility and wheelchair access. Sidewalk and intersection limitations The single greatest challenge here is snow.
|
From page 90... ...
88 projects that have added landscaping and furniture zones to the curbside environment, eliminating usability for our buses' ADA ramps -- we've actually lost ADA compliance at a number of previously compliant stops. We also had a similar issue with our city's first protected cycle track, which eliminated access completely to several bus stops.
|
From page 91... ...
89 One major challenge is the ability to provide passenger amenities, such as passenger shelters and ADA landing pads, at locations where ADA accessibility and compliance would be difficult to achieve. Many locations throughout our service area lack sidewalks completely or have existing sidewalks that are not ADA compliant.
|
From page 92... ...
90 bus" system for all routes in all our entire system that will allow customers to track their bus before they leave weather protection to go to their bus stop. We have developed an internal review and scoring process that identifies stops that need to be enhanced and/or to improvements made for pedestrian and ADA access.
|
From page 93... ...
91 Regular meetings with city officials with regards to the planning of cycling infrastructures. Being involved in plan validations in order to avoid bus/users/bike conflicts.
|
From page 94... ...
92 w/ driveways, design of roundabouts, maintenance. We will reach out to all jurisdictions we serve and post the PowerPoint on our web site.
|
From page 95... ...
93 We have been able to transform bus stops into "real-time" schedule informational sites, through implementation of our "My Bus Now" program with each of our 16,000 signed bus stops displaying a unique 5-digit ID number that can be used via text message, phone call, or via computer or smart phone access to obtain real-time predictive bus arrival data. Easier operations for transit vehicles and better access for customers Investments in on-street amenities Improved safety, improved image for transit.
|
From page 96... ...
94 is that this standard will be followed at all future locations, and perhaps we will even be able to upgrade existing bus stop locations that need refurbishment. Bus stop improvements include lengthening the stops so that buses can properly curb.
|
From page 97... ...
95 Nearby property owners can be a drawback. Especially in residential neighborhoods.
|
From page 98... ...
96 It takes a lot of effort among staff, and the cost is significant when we upgrade our stops on our own dime. Increased cleaning and maintenance responsibilities.
|
From page 99... ...
97 As stated in the answer to Q 10, the My Bus Now project has been our most successful action taken in years because it significantly upgraded the level of key information now available to our customers.
|
From page 100... ...
98 We struggled for years just to get towns to accept uniform bus stop signage. Now we are working with those towns that are willing (mainly a central city)
|
From page 101... ...
99 Eliminate local building/zoning department review of transit amenities installation. Like to work with contractors towards installing sidewalks and curb cuts before the stops are installed.
|
From page 102... ...
100 ADA requirements that prohibit us from placing a new bus stop where the surface is unpaved, or where there are trees in a potential bus stop zone. More waivers would help.
|
From page 103... ...
101 1. Be proactive when it comes to dealing with curbside and ROW issues (streetscape or parking conflicts)
|
From page 104... ...
102 Communicate as best you can w/ those agencies that directly impact your bus stop: city planning dept., public works dept., utility companies, and other transit operators. Since our region has a multitude of transit operators and organizations, it is best to find and participate in a standing committee so they are aware you (i.e., the bus company!
|
From page 105... ...
103 by a franchisee under an advertising supported contract with the DOT.
|
From page 106... ...
104 22. Describe the relationship between your transit agency and municipalities other than the primary municipality served with regard to bus stops.
|
From page 107... ...
105 25. What is the biggest financial barrier faced by your agency with regard to bus stops?
|
From page 108... ...
106 Public process. Stop changes must go to public hearing which can lead to no progress.
|
From page 109... ...
107 Other responses include: (1) Nearside, with a change to farside.
|
From page 110... ...
108 Farside stops are preferred because: * enables better on-time performance since stop occurs after passing thru traffic signal; *
|
From page 111... ...
109 Improved visibility/safety when peds cross behind the bus. No right hook conflicts.
|
From page 112... ...
110 Sightlines, private property owners, access to developments, usable curb areas, stop spacing Adjacent land uses, trees, parking, transfer options Municipal authority concerns Trip generators We look at: Pedestrian facilities -- sidewalks, crosswalks, signalization. Accessibility -- clear access to front and back doors from curb, ADA factors (compliance preferred, but we try to make it functional if compliance is not possible)
|
From page 113... ...
111 STOP LENGTH 31. How long is your standard or typical bus stop?
|
From page 114... ...
112 stop. Generally 80 feet for farside stops and 120 feet for nearside stops.
|
From page 115... ...
113 Relocate the bus stop. We will not install a bus stop if there is not enough space to deploy the ADA ramp We look for alternative locations.
|
From page 116... ...
114 We make do, though in some cases, we may have to move or eliminate a bus stop. Create another bus stop and assign routes to a specific stop.
|
From page 117... ...
115 40. Does your agency use bus bulb stops (i.e., curb extensions into a parking or traffic lane)
|
From page 118... ...
116 These bus stops: (1) must be 8-ft deep in order to meet ADA requirements to deploy a wheelchair lift, (2)
|
From page 119... ...
117 PEDESTRIAN/CUSTOMER ACCESS TO BUS STOPS 49. What are the key constraining factors for pedestrian access in urban locations?
|
From page 120... ...
118 Location of crosswalks. Also, maintained sidewalks is an issue for customer access to bus stops.
|
From page 121... ...
119 Sometimes, sidewalks are not consistent, creating pedestrian access obstacles. Roadways often have higher speed operations, making street crossing more difficult.
|
From page 122... ...
120 Lack of sidewalks and persistence of open drainage roadway sections Lack of sidewalks, higher speed limits, and a lack of lighting. Bar-ditches and soft shoulders.
|
From page 123... ...
121 No No pedestrian infrastructure, drainage ditches, no street lighting, infrequent cross streets and access points, high traffic speeds etc. N/A Lack of sidewalk, lack of adequate sidewalk width, lack of marked and signed crosswalks, lack of traffic signals adjoining bus stops, general lack of capital facilities that support bus stops including roadway surface, poor maintenance of roadway and sidewalks at bus stops, high posted speed limits, general lack of shelters 52.
|
From page 124... ...
122 55. What is the most common request from passengers regarding information at stops?
|
From page 125... ...
123 Benefits are obvious...customers know when the bus will actually show up! Operators get fewer complaints because more customers know what is going on.
|
From page 126... ...
124 disadvantage is that it assumes perfect conditions, and is therefore suspect when conditions (like recent snow storms) impact operations.
|
From page 127... ...
125 machinery at BRT stops.
|
From page 128... ...
126 Shelters. Our shelters include seating.
|
From page 129... ...
127 that include stop consolidation, ADA, safety and amenity upgrades. We often require stop improvements as part of private developments, depending on scope and scale.
|
From page 130... ...
128 The design of bus stop pads (in the street) is governed by the City or other appropriate municipality.
|
From page 131... ...
129 CURB CUTS 67. Please describe your agency's policy regarding bus stop location at curb cuts in commercial areas.
|
From page 132... ...
130 The head of the bus stop cannot be within a "curb cut" (or "driveway") , however rear doors may open into a driveway, and a stopped bus may momentarily block driveway access.
|
From page 133... ...
131 Same practice as #57 but with respect to driveways. We attempt to avoid placing stops at locations where they would block driveways.
|
From page 134... ...
132 ADA CONSIDERATIONS 71. How does your agency address ADA requirements at existing stops?
|
From page 135... ...
NEED SPINE WIDTH TCRP OVERSIGHT AND PROJECT SELECTION COMMITTEE* CHAIR SHERRY LITTLE Spartan Solutions LLC MEMBERS MICHAEL ALLEGRA Utah Transit Authority GRACE CRUNICAN San Francisco Bay Area Rapid Transit District IAN JARVIS South Coast British Columbia Transportation Authority RONALD KILCOYNE Lane Transit District RALPH LARISON HERZOG JOHN LEWIS LYNX-Central Florida RTA KRIS LYON Lane Transit District JONATHAN H
|
From page 136... ...
92+ pages; Perfect Bind with SPINE COPY = 14 pts Better On-Street Bus Stops TRANSIT COOPERATIVE RESEARCH PROGRAMTCRP SYNTHESIS 117 TCR P SYN TH ESIS 117 Better On-Street Bus Stops NEED SPINE WIDTH Job No. XXXX Pantone 648 TRANSPORTATION RESEARCH BOARD 500 F ifth S treet, N .W .
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.