Design Guidelines For Bus Transit

Transcription

1 Design Guidelines For Bus Transit How to Make Bus Transit Effective in Your Community A Guide for Planners Engineers Developers Decision Makers Working with Local Jurisdictions Riverside Transit Agency 1825 Third St Riverside CA Phone (951) Fax Mailing Address: PO Box 59968, Riverside CA Internet: 1

2 TABLE OF CONTENTS I. Introduction 5 II. Development Review by RTA 10 III. RTA Rolling Stock 15 IV. Bus Transit Planning for On the Street 23 V. Bus Transit Planning for At the Curb 35 VI. Bus Transit Planning for Adjoining Properties 51 VII. Appendices* 66 * Including a glossary, representative sample lists of Transit Advocacy Groups and Trade Associations, plus a HANDY Transit Compatibility Checklist. 2

3 LIST OF FIGURES Figure Description Page INTRODUCTION 1. Commuters aboard a typical paratransit van 5 2. Typical fare box used on contemporary transit 6 3. Southern California Freeway congestion 8 4. The transit alternative CommuterLink buses 8 5. Interior of RTA CommuterLink bus being readied for service 9 RTA ROLLING STOCK 6. Typical RTA bus at the agency Operations Center Typical large transit bus: The RTA Flag Bus RTA CommuterLink bus at Metrolink commuter rail station Small bus category illustration Dimensions of a typical large transit bus Commuter Link bus and specifications RTA Trolley and specifications Paratransit vehicle and specifications 22 ON THE STREET 14. Turning radii for large buses Dimensions for concrete bus pad Typical On-center curb design for large buses Typical Two-Center curb design for large buses Location of an on-street stop at a free right turn intersection Placement of on-street bus stops Typical Bus Stop spacing Preferred far side locations for bus stops Dimensions for on-street bus stops RTA bus meets Metrolink commuter train Special consideration in the placement of bus stops 34 AT THE CURB 25. Wheel chair boarding of an RTA bus Bus stop sign placement criteria Attractive bus stop environment Typical pedestrian accessway between sidewalk and curb at bus stop Clear zone necessary for bus wheelchair lift operation Photo of typical bus turnout with bike lane 40 3

4 Figure Description Page 31. Design parameters for large bus turnout Design parameters for large bus turnout adjacent to a bike lane Design parameters for a van turnout Dimensions of a multiple berth bus turnout Design standards for bus turnouts located after free right turn Typical occupied bus bench, photo Typical bus bench design Bus shelter, RTA service area Bus shelter in Pasadena CA Typical bus shelter design Summary of dimensions for bus and passenger amenities Electronic message board at bus stop CommuterLink buses as precursors to future BRT equipment BRT service in operation on Wilshire Blvd in Los Angeles 50 ON ADJOINING PROPERTIES 45. Pedestrian pathways link interior streets to the bus stop Pedestrians and buses RTA trolley enhances a pedestrian-friendly neighborhood Cul-de-sac access to nearby streets Path from interior streets out to bus stop Transit station in historic district Subdivision design considered burdensome to transit users Subdivision design considered more convenient for transit users Transit-friendly, multi-modal bus and rail facility in Pomona CA Transit stop serving a mixed-use project Mixed use (retail and offices) served by transit Seniors housing served by transit Transit center at retail-residential interface Typical transit center design, with shared-use parking Effective transit center in Pomona, CA Domed transit gateway architectural feature in Ontario CA Typical design of permanent Park-N-Ride facility Typical design of jointly-operated Park-N-Ride facility Example of agency-supported Park-N-Ride in another state Having it all Multi-mode mobility options in No San Diego County 65 LIST OF TABLES 1. Density Characteristics and Design Criteria Bus Amenities Warrant Chart Checklist for Development Compatibility with Bus Transit RTA Planning staff contacts 67 4

5 PART I INTRODUCTION RTA MISSION STATEMENT The Riverside Transit Agency, Western Riverside County s multi-modal transportation provider, shall provide for a variety of transportation needs in a cost effective and efficient manner, for all the residents of our member communities. The Agency is committed to providing safe, reliable, courteous, accessible, and user-friendly transit services to our customers. WHO IS RTA? Fig. 1 - Commuters aboard a typical paratransit van With a region spanning 2,500 square miles, RTA maintains one of the largest bus transit service areas in the nation and its growing population. As the service area growth rises towards 1.3 million persons, RTA continues to establish new routes and services to suit the region s changing needs. The service area is centered on the City of Riverside, located in the heart of Inland Southern California, about 60 miles east of Downtown Los Angeles. Formed in 1977, RTA is the authorized public transit agency for Western River- 5

6 side County. As a quasi-public agency, RTA is governed by a Board of Directors, under a Joint Powers Agreement (or JPA) among the County and 14 cities. The Board of Directors normally holds its monthly public meeting at 2pm on the fourth Thursday of the month at the RTA offices in Riverside. Each participating city has an elected council member serving on the RTA Board, with 4 of 5 County Supervisors also serving. Several specialized Board committees meet monthly to consider agency finances, operations, and other administrative matters. The current Board Chairperson (2004) is Jon Winningham, appointed from the City of Calimesa. The Clerk of the Board is Maricela Hernandez. *** Some FAST FACTS and FIGURES about RTA: Vehicle fleet: 228 buses, vans or trolleys RTA s entire 124-vehicle full-size bus fleet operates on clean natural gas rather than the more polluting diesel or gasoline Number of bus routes: 48, including commuter and trolley routes The agency also operates 14 intercity dial-a-ride or special service routes for persons with disabilities Ridership, Fiscal year : Bus miles traveled, : 7.2 million boardings 8.9 million miles Revenue acquired, : $32.5 million Official RTA data from Buses portion of all trips in Riverside County: 1.9% According to figures provided by regional planning agency SCAG Vehicles removed from the road by a full large bus: 40 Figure 2 Typical electronic fare box used on contemporary transit 6

7 PURPOSE OF THESE GUIDELINES The stated purpose of this document is to educate local planners, developers and decision-makers about transit s needs and offer them clear and uniform guidance for the design and placement of bus-related facilities and amenities. These Guidelines are intended to identify transit-specific design considerations applying only to trip generating and attracting locations and projects. RTA advises that the final design and placement of transit amenities should be conducted concurrently with ongoing street improvements or within proposed developments in a timely fashion that is compatible with these Guidelines and the local jurisdiction s usual design standards and planning process or calendar. Why does RTA document these standards? The guidance for providing and designing transit facilities and amenities is based on the following assumptions: Adherence to industry-standard bus operations and safety requirements; Relevance to current engineering practices in Riverside County; Compatibility with standards used by other transit operators in the Western United States; Provide amenities necessary for attracting and maintaining transit patronage; Identify anticipated mobility benefits to developers and local agencies in providing transit service for their future residents, tenants, and customers. Ensure compatibility of the transit amenities with other roadway uses. These Guidelines define criteria, dimensions, space, requirements, typical layouts, and designs for the following transit facilities and amenities: Pedestrian and Bicycle Access Ways connecting with transit; Bus Stops; Bus Stop Hardware : Benches, Shelters, Lighting and Trash Receptacles; Bus Stop Signs and Electronic Information Systems; Park-and-Ride Facilities; Transit Centers Since the size of transit vehicles, from the large buses to the mid-size commuter buses & paratransit vehicles used by RTA are different from other vehicles using the streets or highways, the following information is provided: Vehicle Characteristics Bus Turning Radii Road Grades 7

8 The engineering specifications and planning portions of the Guidelines have been divided into four distinct and easy-to-use venues. This is the heart of the Design Guidelines for transit. They are: 1. RTA s Rolling Stock: Dimensions and specs of typical RTA buses; 2. On the Street: Bus roadway needs, turning radii, where to locate bus stops and how to dimension bus turnouts; 3. At the Curb: Bus stop architecture, accessibility, the waiting area, benches, shelters, signage and other amenities; 4. On Adjoining Properties: Partnering with developers and other agencies to construct transit-friendly, attractive projects that better integrate bus service into entire neighborhoods. A helpful glossary of pertinent transit terms is included at the end of the Guidelines. Fig 3. Southern California freeway congestion Fig 4. The transit alternative THE MOBILITY CHALLENGE As population and vehicle miles traveled increase during this era of explosive growth in the region, alternative transportation such as public transit is being challenged with carrying a growing portion of mobility needs. Because bus fares make up less than 20% of the operating expenses, they alone cannot pay for an effective network of routes. Therefore RTA relies on additional funding support from State and Federal programs and grants. As political winds change, such funding may not always be available to maintain a fleet that adequately serves an acceptable coverage area. RTA constantly monitors the bus system in light of variability in financial resources, safety, customer demands, and changing development patterns in its service area. The agency strives to serve the most people, over the quickest routes and in the most efficient and economic manner. These factors are coalescing around an emerging level of unprecedented demand upon our transportation systems. 8

9 To make transit friendlier and more accessible in the days ahead, especially to new riders who chose the bus over a personal vehicle, the RTA Planning staff has been directed to work with local governments to encourage provision of transit amenities, or design features and community infrastructure that make finding, waiting for and boarding a bus to be a safe, accessible, convenient and relatively pleasant experience. Transit amenities, briefly, usually include: Bus turnouts or bays instead of a curb stop; Accessible and convenient pathways from commercial buildings or institutions to the bus stop; Shorter routes from residential developments to the bus stop; Bus benches, shelters, signage and other information; Design of large projects to automatically include the above features; Good multi-modal connectivity, i.e. bike-to-bus and bus-to-train conveniences, often at a designated transit node. Because RTA has no direct enforcement power, such as cities and counties have, that requires developers to comply with adopted planning principles, RTA can only encourage and recommend local governments to consider transit amenities and their eventual installation. Most cities recognize there is a nexus between development review and transit facilities and are therefore supportive, in theory, of bus amenities. In day-to-day practice, however, often due to a lack of established lines of communication between RTA staff, developers, and local planners, these subtle features may not always be included on plans. In light of the ongoing mobility challenge, however, a change is in order. These guidelines will strive to remedy that situation through interagency partnership and cooperation. Fig. 5 - Interior of RTA CommuterLink bus being readied for service 9

10 PART II DEVELOPMENT REVIEW BY RTA PROJECT DATA NEEDED BY RTA TO PERFORM THE REVIEW Although the process of locating and designing bus stops and other transit amenities may appear fairly simple to the casual observer, an optimal design requires the consideration and consolidation of many factors. The ideal arrangement of bus stops seeks a balance of the needs of all roadway and bus users as well as property owners. The key to effective integration of the local planning process with longrange transit service goals is keeping RTA informed of upcoming projects in the local community. The easiest method is to simply include RTA on your Planning or Public Works Dept standard mailing list for new project submittals. First, all local jurisdictions are urged to notify RTA of its Planning review calendar or cycles, such as the dates, times and places of regular Pre-Submittal Conferences, Development Review Committee, Planning Commission and City Council meetings, plus special community outreach meetings or similar notices that could have an effect on transit. RTA encourages local planning or public works departments to orient staff, when possible, to become knowledgeable of transit interests. A regular liaison or staff contact with RTA for development review purposes would be ideal. What types of local projects does RTA need to review? Residential, Commercial and Industrial Tentative Tract or Parcel Maps Using these, RTA can recommend best locations for bus stops, bus turnouts and review in detail the pedestrian access and circulation patterns of the project, before the development process has progressed too far. Commercial Centers Regional Malls to Local Shopping Centers Because these projects are usually a trip generator for clients and employees located at potential community centers, activity or employment nodes and are placed on major arterial streets, it is highly likely transit routes and bus stops will be involved. Larger projects may warrant a transit center. Industrial Projects Business or Office Parks These are also employment centers that can generate considerable transit use. 10

11 Institutional Uses Schools, Public Buildings, Hospitals, etc Also employment centers, these kinds of projects tend to attract transit users and may require special treatment to promote pedestrian access and pathways between the bus stops and the building entrances. Plot Plans or Site Plans These plans allow RTA to review smaller but possibly significant projects at important intersections. Smaller projects located off arterials probably wouldn t be reviewed. Conditional Use Permits Since these planning actions cover a great variety of significant projects, RTA recommends that at least the accompanying site plan be sent to the agency for review. Street Improvement Plans for arterial streets, primarily These projects often impact existing and proposed bus stops. RTA recommends that upgraded streets and arterials include general upgrade of transit facilities as well. This includes replacement of any bus stops that are impacted by street construction. Notices of Preparation, Draft Environmental Impact Reports or similar Although many of the above types of projects may require these documents, RTA prefers to review projects at this point, providing transit s input at the earliest possible stage. General Plans To ensure the Land Use, Circulation and Community Design elements are generally supportive of transit routes, transit centers and their connectivity to all modes of mobility. Specific Plans To employ Best Practices in locating potential transit centers and bus routes that provide the greatest opportunity for the public to have the option of using transit. Rule of Thumb: If in doubt, send it out or call RTA s Planning Staff RTA staff can advise on any particular project s applicability to transit. Just call us. What to Include? First, RTA will generally accept what the local jurisdiction normally includes in its mail-outs or internet postings. Although some of the following listings may seem redundant, it will serve as a checklist for the RTA package. Periodic lists of the department s recently approved (over a two-year span) and of upcoming projects would also be helpful. KINDS OF SPECIFIC DOCUMENTS RTA NEEDS FOR ITS REVIEW: Site plan, tract map or conceptual is needed for nearly all projects; Project Transmittal or Project Announcement notice, giving basic project information and the action s status in the planning process; Project Description such as location, type of use and number of residential units or amount of square feet in a commercial project; 11

12 Hardscape, landscape or parking plans indicating circulation patterns (ingress and egress) through the project; Revised or modified plans to any of the above. What s NOT Needed: RTA normally does not require grading plans, building elevations, interior building plans, sign plans, structural or mechanical plans, elevation drawings or similar. Small-size photocopies of the development plans, rather than full-size blueprints, diazos or plots are usually acceptable as long as the writing is legible. RTA strives to use only the usual mail-out format and materials employed by the local jurisdiction. Typical Small Projects NOT Reviewed: Even if a mail-out is received by the agency, RTA will not review certain small projects unless they could have a direct bearing on existing or proposed transit. If these are sent to RTA, they may be discarded after a cursory screening. Small projects would include: Tract maps or parcel maps of 1 to 5 lots; Lot splits or lot line adjustments, or second-unit residences; Most zone changes; Minor Conditional Use Permits or Minor Development Review; Variances; Non-conforming use determinations; Changes in use or ownership in a tenant space of a shopping center or office complex, including tenant improvements; Utility relocation plans and cell-phone towers; Extensions of time for planning cases; Other projects deemed inconsequential to transit operations. Where to mail them: Send your development review materials to: Planning Department Riverside Transit Agency PO Box Riverside CA TURN-AROUND TIME FOR ADEQUATE REVIEW & COMMENT BY RTA Timeliness: RTA advises that review packages be sent out to allow approximately 2 weeks from day of RTA s receipt of materials to the completion of review results 12

13 being sent back to local planners. However, this ideal can be impeded by the following time constraints: Incomplete submittal to RTA (not enough information); Time needed for mail to move thru the delivery system; RTA or local agency staffs work load or holidays; Complexity of the project Duration of the planning process cycle used by the local jurisdiction. RTA s review should be returned to the local agency prior to key dates such as staff report due, EIR Comment Period closes, or Planning Commission meeting. RTA S RECOMMENDATIONS TO OVERSEEING AGENCIES RTA can only advise and recommend project modifications that would benefit the transit user. There are very few state or federal laws governing transit amenities or pedestrian circulation, especially on local streets or private property. RTA s progress in establishing its standards is reliant on the good will and cooperative spirit of local jurisdictions working toward the common goal of improved mobility, less congestion and air pollution in the region. For example, economies can be achieved by joint development that includes a transit component. Although support is generally good throughout the county, local support for transit amenities can vary over time. Some jurisdictions, staff and elected leadership, welcome RTA s input to the planning process, while others may, with reason, ignore or reject the agency s recommendations. There are up to four phases of the RTA development review process once all the pertinent documents are received from the local jurisdiction or its consultants: 1. Internal Staff Review. A professional planner analyzes the project with respect to transit operations and may forward a technical report to the Director of Planning for approval. The Internal Review reports on the project s likely impacts on existing or future transit routes and discusses possible alternatives. The basic result of the staff review is either no impacts to transit or there are transit amenity, pedestrian access or other operational improvements or suggestions. 2. Agency Letter. Whatever the internal staff recommendation, a formal letter is prepared that transforms the Internal Staff Review into either an approval document or a set of recommendations for the local jurisdiction or private developer to consider. Because RTA has no enforcement power, the letter will speak of advisory recommendations rather than requirements for project modifications that are in the best interests of 13

14 public mobility. Additionally, the RTA staff will often suggest language for Conditions of Approval that may be inserted to the final project materials. 3. Local Boards of Review. In some cases, RTA will make a presentation before local Development Review Committees, Planning Commissions and City Councils. 4. Implementation. As projects move to the construction stage, RTA staff, local agencies and developer may confer regarding practical adjustments to the approved plans. During the development review process, RTA staff may occasionally make a field visit or confer in person, or by phone with local staff or project proponents to gather all pertinent facts or explain RTA s recommendation. Staff has found that, especially for complex projects, these meetings can identify issues and solutions at the earliest possible date, much to the benefit of all. HOW TO APPEAL AN RTA STAFF RECOMMENDATION Developers, lead agencies, local government staff and other interested parties are invited to contact RTA staff if there are questions about an RTA recommenddation. For contact information please see Table 1 on a previous page. The agency welcomes alternative approaches and always strives toward a win/win policy when working with the builder community and with local jurisdictions. Additionally, any developer, public agency, or person, may of course speak at any public meeting or official hearing appropriate to the RTA-related matter in question. For example, if RTA has recommended that the site plan for a new Senior s apartment complex include a bus loop circle in front of its recreation building, the developer might oppose providing such an amenity or offer an alternative. RTA recognizes that its transit amenity requests are suitable topics for public discussion and modification through prescribed channels relative to local Planning Commissions, City Councils or Board of Supervisors and among RTA staff, elected officials, local agency staff and the public. 14

15 Disclaimer: PART III RTA ROLLING STOCK Introduction to the Design Specifications portion of the Guidelines These Design Guidelines are intended to provide accurate, authoritative direction for general situations. They are not intended to provide site-specific, detailed public transit, engineering, architectural, construction, legal or other information. The reader will need to adjust the information contained in the Guidelines to site-specific needs, constraints, and to all applicable laws, regulations and codes. Further, if the reader desires expert advice concerning any of the technical references contained in these Guidelines, the reader is encouraged to retain the services of appropriate expert(s). These Guidelines are provided with the understanding that the Riverside Transit Agency (RTA) is not engaged in the rendering of any professional service. Figure 6 - Typical RTA transit bus at the Operations Center Why have Design Guidelines for the rolling stock? To support basic bus operations and safety requirements; To conform to most current standards used by other transit operators in Southern California; To provide the amenities necessary for attracting and maintaining transit patronage; To anticipate and support benefits to developers or local agencies in providing transit services to their future residents, tenants and customers; To ensure transit s infrastructure is compatible with other roadway uses. 15

16 TRANSIT VEHICLE CHARACTERISTICS IN GENERAL When designing roadways, intersections, bus stops and other transit facilities, vehicle characteristics should always be considered. Vehicle height, width, weight and turning radius are among the items that will factor into roadway, curbside and transit facility design. Designing local infrastructure to accommodate transit vehicles will ensure efficient maneuverability and enhance passenger safety, convenience and comfort. Why coordinate roadway design to accommodate transit vehicles? Its less costly to modify roadway design before construction occurs; It minimizes bus encroachment into other lanes of traffic; It reduces damage to property, vehicles and road pavement; Makes travel times more efficient; Improves passenger comfort, particularly during turning movements; The Guidelines provide illustrations and design parameters for three basic vehicle types, large, medium and small buses. Other vehicles, such as trolley car-like conversions are used on occasion but generally their characteristics are not critical in designing streets and facilities. 1) Large Bus Category: Standard urban, intercity and suburban buses - typically 38 to 45 ft long and carries up to 50 passengers. Most large RTA buses are 40 ft long; Figure 7 - Typical large transit bus RTA Flag bus in Downtown Riverside 16

17 2) Medium Bus Category: Suburban transit buses, typically 25 to 35 feet long or less, and carry approximately 30 passengers and fit well within typical suburban neighborhoods of the RTA service area. Includes commuter buses. Fig 8 - CommuterLink bus at the N Main Metrolink Station 3) Small Bus Category: Small buses are van-sized passenger vehicles used for shorter fixed-route service or paratranist service for Seniors or persons with disabilities. These vehicles do not exceed 28 feet in length nor carry more than 12 to 17 passengers. Fig 9 Small bus category A word about TRANSIT FUELING: In response to air quality concerns, and government regulation, the industry has been transitioning to alternative fuels. As a result of 1999 RTA Board policy, all large RTA buses have been transitioned to cleaner-running compressed natural gas (CNG). Some of the smaller paratransittype vehicles continue to operate on conventional gasoline. Clean fuels allow buses to now be temporarily housed or parked in areas that would have caused health, cleanliness and odor annoyances in the past. The 17

18 clean-running bus, more than ever, is now considered a good neighbor to schools, restaurants, office park environments, transit centers and other locations where appearance and health effects are primary considerations. DETAILS FOR RTA BUS CONFIGURATIONS: As described above, RTA operates three major types of vehicles: Large transit coaches (usually 40 ft long) Mid-size transit vehicles (30 to 35 ft long) Smaller passenger vans (28 ft long or less) Designing for transit begins with factoring bus size and maneuverability into street and site planning. The most important dimensions are: Bus width between outside edges of the driver s side-view mirrors Bumper-to-bumper length of bus Height of bus above pavement to top of air conditioning or other units Another obvious rule of thumb is: space for a large bus can usually accommodate a small bus Large Transit Buses: Traditionally used in urban transit service, RTA s large transit buses are 40-feet long and seat approximately 43 to 50 passengers. Some buses, such as CommuterLink equipment, are slightly smaller (32 feet long) and seat 27 passengers. The Riverside Transit Agency uses large transit buses on most of its local and commuter services throughout Riverside County. All RTA buses are equipped with bicycle racks; either front or rear door wheelchair lifts, or a front-end kneeling feature that reduces the step-up height for mobility-impaired patrons. Diagrams on the following pages illustrate the critical dimensions of RTA buses: (This space intentionally left blank) 18

19 A E B D G & H C F Figure 10 Dimensions of a typical large transit bus The following critical dimensions are referenced in the above diagram. There may be slight variations depending on manufacturer. Some dimensions will appear on the next page. The following values are for NABI-brand manufacture (such as door widths) Symbol Vehicle Feature Large Bus Maximum Dimensions A Overall Height, incl CNG tanks 11 Feet, 3 Inches ** B Overall Length, w/bumpers 40 Ft, 7 In * C Overall Vehicle Width 8 Ft, 6 In D Front Axle to Front Bumper 7 Ft, 7 In E Rear Axle to Rear Bumper 10 Ft, 3 In F Edge of Outside Mirror-to-Mirror 10 Ft, 6 In G Step to Ground, Front Entrance 1 Ft, 1 In H Step to Ground, Rear Entrance 1 Ft, 3 In * (Add 2 ft for buses with a front-mounted and occupied bicycle rack) ** (Typical roof-mounted CNG tanks not shown in above diagram) The following additional values are typical for NABI-style RTA equipment: VEHICLE CURB WEIGHT VEHICLE GROSS WEIGHT ( RATING ) GROSS VEHICLE WEIGHT AT FRONT AXLE (Gross includes passengers) GROSS VEHICLE WEIGHT AT REAR AXLE Capacity, seated Capacity, with standees Handicapped Capacity 32,400 lbs 40,600 lbs 14,600 lbs 26,000 lbs 40 persons 50 persons up to 2 wheelchairs 19

20 Medium Transit Buses: Traditionally used in suburban transit service, RTA s medium transit buses are 32 feet long and seat approximately 30 passengers. RTA uses medium buses on many local and commuter services in select parts of Riverside County. The new CommuterLink buses are 32 ft long and seat 27. These buses are also accessible to persons with disabilities. Figure 11 CommuterLink Bus CommuterLink Buses: These medium-sized, state-of-the-art vehicles offer additional amenities such as more comfortable seating, cup holders, fold-down tables and 12V power connections for hookup of laptop computers and other approved equipment. The vehicle dimensions are as follows: Symbol Vehicle Feature Commuter (Medium) Bus Max Dimensions A Overall Height, incl CNG tanks 11 Feet, 0 Inches B Overall Length, w/bumpers 32 Ft, 7 In * C Overall Vehicle Width 8 Ft, 0 In D Front Axle to Front Bumper 7 Ft, 8 In E Rear Axle to Rear Bumper 9 Ft, 5 In F Edge of Outside Mirror-to-Mirror 11 Ft, 0 In G Step to Ground, Front Entrance 0 Ft, 8 In H Step to Ground, Rear Entrance 0 Ft, 8 In * (Add 2 ft for buses with a front-mounted and occupied bicycle rack) The following additional values are typical for commuter bus equipment: GROSS VEHICLE WEIGHT (RATING) GROSS VEHICLE WEIGHT AT FRONT AXLE (Gross includes passengers) GROSS VEHICLE WEIGHT AT REAR AXLE Capacity, seated Capacity, with standees Handicapped Capacity 28,580 lbs 9,880 lbs 18,700 lbs 27 persons 40 persons up to 2 wheelchairs 20

21 Figure 12 RTA Trolley Trolley buses are medium-sized buses that operate in specialized customer environments such as student activity areas, historic districts and at community or seasonal events. The vehicle dimensions are as follows: Symbol Vehicle Feature Trolley Maximum Dimensions A Overall Height, incl CNG tanks 10 Feet, 6 Inches B Overall Length, w/bumpers 31 Ft, 6 In * C Overall Vehicle Width 8 Ft, 6 In D Front Axle to Front Bumper 4 Ft, 8 In E Rear Axle to Rear Bumper 10 Ft, 0 In F Edge of Outside Mirror-to-Mirror 12 Ft, 6 In G Step to Ground, Front Entrance 1 Ft, ½ In H Step to Ground, Rear Entrance 1 Ft, 2 In * (Add 2 ft for buses with a front-mounted and occupied bicycle rack) The following additional values are typical for commuter bus equipment: VEHICLE CURB WEIGHT GROSS VEHICLE WEIGHT (RATING) GROSS VEHICLE WEIGHT AT FRONT AXLE (Gross includes passengers) GROSS VEHICLE WEIGHT AT REAR AXLE Capacity, seated Capacity, with standees Handicapped Capacity 20,300 lbs 27,200 lbs 12,000 lbs 17,300 lbs 27 persons 49 persons up to 2 wheelchairs Small Passenger Vans: RTA uses passenger vans (similar to vans used for vanpools) for all of its demand-responsive Dial-A-Ride services. Vans or small buses are also used for special shuttle services, and paratransit. These vehicles are typically 18 to 23 feet long and seat 10 to 20 passengers. Obviously, small buses and vans easily fit where a large bus can go, but have an added advantage of greater maneuverability and therefore are welcome, on site, at retail centers, medical facilities and high-density residential developments. The following chart, on the next page, gives some values for typical passenger vans. 21

22 Figure 13 Small bus or paratransit vehicle Symbol Vehicle Feature Paratransit Maximum Dimensions A Overall Height, 9 Feet, 0 Inches B Overall Length, w/bumpers 23 Ft, 0 In C Overall Vehicle Width 8 Ft, 0 In D Front Axle to Front Bumper 7 Ft, 5 In E Rear Axle to Rear Bumper 10 Ft, 0 In F Edge of Outside Mirror-to-Mirror 10 Ft, 0 In G Step to Ground, Front Entrance 0 Ft, 10 In H Step to Ground, Rear Entrance Not applicable The following additional values are typical for paratransit bus equipment: GROSS VEHICLE WEIGHT (RATING) GROSS VEHICLE WEIGHT AT FRONT AXLE (Gross includes passengers) GROSS VEHICLE WEIGHT AT REAR AXLE Capacity, seated Capacity, with standees Handicapped Capacity 14,050 lbs 4,600 lbs 9,450 lbs 12 persons 21 persons up to 2 wheelchairs Some additional small bus specifications are provided as a reference, below. These vehicles, or similar, are operated from time to time by RTA or its contracted affiliates. Small Vehicle 300 Series 700 Series Characteristic Ford Van Transcoach Overall Length 18 ft, 11 in 21 ft, 6 in Overall Width 6 ft, 8 in 8 ft, 0 in Overall Height 10 ft, 0 in 10 ft, 0 in Minimum Turning Radius 28 ft 35 ft Gross Vehicle Weight (full bus) 9,000 lbs 14,000 lbs Seating Capacity

23 PART IV Transit Planning For ON THE STREET Local jurisdictions are advised to incorporate road and street designs for buses and their operational characteristics as described in these Guidelines. Proper design will enhance bus operations and traffic flow, help maintain roadway surfaces and reduce obstacles for motorists and bus operators. Anticipated vehicle speeds, traffic volume, on-street parking commitments and intersection radii are factors that should be considered when designing a project or neighborhood likely to be served by RTA. Note: The following street geometry standards may not be available in all roadway configurations, especially hilly neighborhoods or in unusually congested areas. VEHICLE TURNING RADII These are the turning radii (various radiuses ) necessary for buses to safely execute all turning movements. Locational Criteria: These radii standards should be applied whenever possible, especially on all streets identified as potentially having transit use. When radii below these standards are used, it could result in a degradation of smooth vehicle turning movements and damage to the curb. Design Criteria: A minimum 50-foot radius, as shown in Figure 14, will ensure that large transit buses can safely conduct turning movements. In areas served by tourist, airport, hotel or other heavily used buses, a 55-foot radius provides smoother maneuvering. Specific designs for different intersection movements and layouts are shown in Figs. 17 and

24 FIGURE 14 ROADWAY WIDTH & SURFACES Lane Width: For both public and private roadways that accommodate larger transit vehicles, RTA recommends a 12-foot lane width for the curb lane to ensure proper maneuverability of the larger buses. Road Surfaces: Roadway pavements need to be of sufficient strength to accommodate repetitive bus axle loads of up to 25,000 lbs. Concrete is preferred to avoid failure problems that are experienced with asphalt, especially where buses start, stop or turn. Concrete aids in the retention of roadway surface shape, drainage capabilities and skid resistance. Rarely will RTA buses use unpaved roads or parking surfaces. Most municipal and County pavement design standards are suitable for RTA buses. 24

25 For bus stop areas, including bus turnouts and terminals, concrete is strongly recommended. Due to loads and shear forces applied to pavement surfaces during bus starting and stopping movements, concrete has the best potential for shape retention. The concrete paving should be designed with a minimum 8 inches of portland cement concrete, jointed and reinforced on a 4 inch sub-base of stabilized granular material. FIGURE 15 ROAD GRADES The maximum slope or grade that a standard 40-foot transit bus can negotiate safely and economically is usually 6 to 12 percent. For example, in an uphill direction, the maximum sustained grade for roadways designated for bus service should not exceed 6 percent. For the downhill direction, the roadway should be designed with a maximum 12% grade. In some cases where the roadway is especially steep, such as Summerhill Dr in Lake Elsinore or Reche Vista Dr in Moreno Valley, a climbing lane for buses and trucks is advised. In addition, abrupt changes in grade should be avoided, due to bus overhangs and ground clearance requirements. Break-over angles (bus tilting due to dips in the street that accommodate drainage) need to be minimized, or the underbody of buses will be damaged. Street engineering needs to balance drainage capacity with safe operation of buses and other large vehicles. 25

26 INTERSECTION DESIGN Design objectives for the radius of a street intersection likely to be used by RTA buses should: Aid in bus turning movements; Minimize lane encroachment by buses; Allow appropriate bus operating speeds; Decrease conflicts between buses and other vehicles; Reduce travel times; Improve passenger comfort; Consider on-street parking arrangements; Consider the number, width and continuity of traffic lanes. Vehicle Parking Near Intersections: During turning movements, transit vehicle encroachment into adjacent lanes of traffic are to be avoided whenever possible. Parking setbacks (no-parking zones) will reduce conflicts between transit vehicles and parked cars thereby allowing proper transit vehicle turns. To accommodate the bus 50-foot radius turn, parking should either be restricted or arranged to permit the bus to make smooth, unobstructed movements. RTA recommends a 60-foot no-parking setback zone on the bus approach to the transit stop and a 40-foot setback zone for the entry back onto the road. These setbacks are to begin at the respective corner tangent points and are sufficient to allow a 40-foot bus to pull up to the curb just beyond the bus stop sign. BUS LANE CLEARANCE REQUIREMENTS RTA buses usually travel in the curbside traffic lane and make frequent stops to pick up and drop off passengers. Therefore, it is important to consider bus clearance requirements as shown in Figure 41. Some guidelines include: Overhead obstructions such as trees, signs and utility wiring should not encroach into the bus profile area, i.e. less than 12 feet above the street surface; Street-side obstructions should not be located within 2 feet of the edge of the street to avoid being struck by a bus mirror when the vehicle travels by or is parked close to the curb or pavement edge. (This lateral clearance is not only important at ground level, but also necessary at the top of the bus;) A traffic lane used by buses should be wide enough to permit adequate maneuvering space and to avoid sideswipe mishaps. Since the maximum bus width including mirrors is 10 ft, 6 inches, the desirable curb lane width 26

27 (including the gutter) is 14 feet and minimum width is 12 feet for future street improvements. Bus stop placement must be clear of storm drains. FIGURE 16 Typical On-Center curb design for large buses Not to scale 27

28 FIGURE 17 Typical Two-Center curb design for large buses Not to scale 28

29 FIGURE 18 FIGURE 19 Placement of on-street bus stops Not to scale Bike Lane Min 4 ft to 8 ft Bike Ln Min 4 ft to 8 ft 29

30 SPACING OF BUS STOPS As a general rule in the transit industry, it is accepted that most people will not likely choose transit if the bus stop is more than ¼ mile walking distance from their starting point, destination, or other transportation mode. Population and employment densities influence transit route viability and therefore the general distribution and precise placement of bus stops. As the chart on the next page indicates, high densities support transit service and justify more bus stops and more frequent scheduling. Conversely, low-density development produces lower passenger counts and cannot economically justify frequent service. (Design details of the actual bus stops and bus turnouts will be covered in a subsequent section of these Guidelines, At The Curb.) Locational Considerations: The spacing of bus stops is the linear distance between individual stops and is normally based on the type and density of the adjacent land uses. Bus stops are spaced to maximize passenger accessibility, convenience, and safety and to minimize undue delay or traffic interruptions. The Transportation Research Board suggests that stops should not exceed 8 stops per mile. Distance between stops varies considerably on the RTA system, however the minimum is 2/10 of a mile, or 1,050 ft (2 standard downtown city blocks) apart. The table on pg 31 illustrates the relationship between density and spacing of stops. FIGURE 20 30

31 TABLE 1 - DESIGN CRITERIA Density Characteristics For Bus Stop Spacing Spacing Dimensions VERY HIGH Activity centers such as Every ft (⅛ mile) hospitals and universities HIGH 5,000 persons per sq mile Approximately every ¼ mile High Densities: Apartments, Seniors Housing, Offices, and Commercial. Density = 4 units/acre MEDIUM 2,000-4,000 persons per sq Every ¼ to ½ mile mile. Density = 3 units/acre LOW OR RURAL Less than 2,000 Every ½ mile to 1 miles or on flag persons per sq mile. Density = 1-2 stop units/acre Source: Primarily, Orange County Transit guidelines LOCATION OF BUS STOPS FIGURE 21 After general spacing is determined, the actual bus stops are placed in one of three locations relative to the bus route and its intersecting streets: Near side (the stop is located immediately before an intersection); Far side (located immediately after an intersection); and Mid-block (located between intersections) These sites are indicated on the graphic in Figure 21. Each of these locations offers advantages to vehicle drivers and pedestrians. However, the final decision on precise bus stop locations also incorporates localized factors such as: Traffic volume and space availability to place a bus stop; Bus operation traffic safety requirements and considerations; Nearness of crosswalks and access paths from adjacent development; Sufficient distance from storm drains and similar utility structures; 31

32 FIGURE 22 Consideration of needs of persons with disabilities; Natural shade (trees) or windbreak situations The stops are generally located where there is concentrated commercial, residential, office or industrial development or at intersections of arterial or major collector streets. Whenever possible, RTA bus stops are located at the far side of intersections to facilitate bus and traffic operations as shown in Figure 21. Under certain circumstances, nearside or mid-block stops may be necessary. 32

33 According to the Transportation and Traffic Engineering Handbook, special consideration and the rationale for bus stop placement states: THE FAR SIDE may be better where: Buses regularly execute many left turns at intersections. The far side stop provides a more convenient service point after such turns; Dedicated, high-volume right turn lanes are present; Easier bus re-entry into traffic compensates for gaps created by traffic signals; Complex intersections occur with multi-phased signals, dual turn lanes, etc. Far side stops remove buses from complicated maneuvers and circulation activities in and around intersections THE NEAR SIDE may be better where: Transit users can board or alight from buses closer to crosswalks and intersecttions, thereby often minimizing walking distances to connecting transit service; There may not be sufficient room for an accumulation of multiple buses at the far side. Then, to avoid buses spilling over into the intersection area, the near side becomes preferable. MID-BLOCK may be better where: It is simply the safest location to stop; A less congested location away from the intersection is preferred; The bus makes a relatively sharp right turn and can t maneuver into a far-side stop; Long stretches of road offer no suitable intersecting streets or traffic stops SPECIAL CIRCUMSTANCES may override these general rules where: Transfer activity between two routes exhibits a strong directional pairing (i.e. heavy volumes from eastbound to northbound). Then, placing one bus stop nearside and one far side can minimize pedestrian activity through the intersection; A single trip generator/attractor (school, office, shopping center or similar) weighs heavily on an intersection, then the bus stop should be located closest to that generator, whether near or far side. RTA staff makes many of these locational recommendations during the normal development review process; however, all interested parties are advised to consult RTA staff whenever special circumstances arise regarding bus stop placement. For details of bus stop and bus turnout design, please see the next section of the Guidelines, At The Curb. Figure 23 RTA buses meeting commuter trains, Riverside, CA 33

34 FIGURE 24 34

35 PART V Transit Planning For AT THE CURB IDENTIFICATION OF BUS STOPS Figure 25 Wheel chair boarding of an RTA bus Bus stop signs. These signs identify for motorists, pedestrians and the bus driver the precise location of a fixed route transit stop. The signs are placed at all of the approximately 3,700 authorized bus stops in the transit system and are catalogued and geo-referenced by RTA for analysis, monitoring and security purposes. RTA coach operators stop only at authorized locations, except in emergencies. However, Dial-A-Ride vans will stop in any area approved for stopping and accessibility (such as a curb parking lane, loading or unloading zone, etc.) There are several sign installation criteria (See figure 26) that contribute to passenger and public safety, convenience, visibility and comfort: The bottom of the sign must be seven feet above the sidewalk, berm or unpaved grade and its top be no higher than 10 feet; 35

36 The sign post must be at least 2 feet, 9 inches (35 inches), in from the curb face or road edge; The outside edge of the sign must be no less than 2 feet from the curb or road edge; The sign height above grade should be minimum of 7 feet; Trees, buildings, other signs or structures should not obstruct the stop signs; Precise sign placement should be towards the front of the bus stop; Signs are usually mounted on square steel or aluminum posts. This consistency is particularly useful for visually-impaired riders to locate, by means of touch, the exact location of the bus stop; Check for existing utility lines (gas, water, etc) prior to sign placement; Signs should be visible from either direction; Bus stop signs are usually placed independently and unattached to other street signs to clearly emphasize transit stop identity. In some cases, bus signs may be attached to other traffic operations signs. FIGURE 26 36

37 Sign content. Sign size and content can vary as transit marketing programs continue to improve the sign s graphic message. At a minimum, the sign confirms the location of a bus stop, identifies RTA routes stopping there and displays the transit information telephone number. Additional informational signage boards or kiosks are often attached to the signpost. Further details are in subsequent sections of the Guidelines. All sign content should be ADA-approved as to font and point size of lettering. Consult your ADA guides for direction. Painted curbs. Where practical, RTA will paint existing curbs in red color to identify the curbside area reserved for bus stop use. Additionally, white lettering of BUS STOP is usually stenciled onto the red-painted curb, especially in hightraffic areas. AVOIDING BUS STOPS AT DRIVEWAYS Bus stops should not be placed within a public or private driveway and passengers should not be forced to wait for a bus in the middle of a driveway. However, if stopping at a driveway is unavoidable, at least: Attempt to keep the driveway partially open to vehicles accessing the property while a bus is loading or unloading; Place the bus stop in such a way that allows good visibility for vehicles leaving the property and that minimizes vehicle/bus conflicts. The bus should try to stop on the far side of the driveway, whenever possible. SELECTING BUS STOP AMENITIES Passenger Waiting Areas. A variety of amenities can be provided at bus stop locations to enhance the overall attractiveness of public transportation. Designing waiting facilities with amenities that increase passengers comfort levels and feelings of security can encourage use of public transit. Bus stop locations that are designed with paved waiting pads, shelters, benches, windbreaks, shade, trash receptacles and lighting provide comfortable, safe waiting areas for transit users. Increasing the Appeal of Transit. In higher density areas, especially, bus stops can also be designed to make transit more convenient, accessible and aesthetically appealing to transit users. These measures are necessary if public transportation is to have a fair chance at competing effectively with other transportation modes to reduce congestion and improve air quality. The proper design of bus stop zones and adjacent curbs can eliminate barriers, especially for individuals with mobility limitations. Additionally, providing conveniences such 37