Elements of Transit Design (Post 1999)

8/7/2019 Elements of Transit Design (Post 1999)

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INTROIJUCT ION

THE PURPOSE OF THIS COCUMENT IS TO PROVIDE ARCHITECTURAL AND

ENGINEERING CONSULTING FIRMS SELECTED BY TRANSIT PROPERTIES

WITH ESSENTIAL BACKGROUND INFORMATION ON DAILY BUS OPERATIONS

AND MAINTENANCE ACTIVITIES AS THEY RELATE TO THE DESIGN OF

SATELLITE BUS MAINTENANCE FACILITIES· IT ALSO INClIJOES BASIC

DESIGN CRITERIA AND PROTOTYPICAL LAYOUTS THAT CAN BE USED TO

DEVELOP FUNCTIONAL SPACE ALLOCATION PROGRAMS FOR BUS

MA I NTENANCE FAC III TI ES DES IGNED TO ACCOMMODATE UP TO 200 BUSES·

IT SHOULD BE UNDERSTOOD THAT THIS IS A PLANNING DOCUMENT - A

GUIDE FOR THE DESIGN PROCESS WRITTEN TO PROMOTE FURTHER INQUIRY

AND .llill TO BE REGARDED AS A COOKBOOK.

ARCHITECTURAL/ENGINEERING FIRMS SHOULD BECOM: AS FULLY INFORMED

ASPOSSIBLE

OF THE RAPID CHANGES TAKING PLACE IN THE TRANSITINDUSTRY AND PROCEED WITH A FACILITY DESIGN THAT IS PREDICATED

UPON A CLEAR Al'lD CONCISE UNDERSTANDING OF STATE-OF-THE-ART

r1AINTENANCE OPERATIONS· SPECIFICALLY" THIS DOCUMENT SETS FORTH

THE BUS OPERATING CHARACTERISTICS" WORK P L A N ~ " VEHICULAR AND

PERSONNa TRAFFIC FLOWS, EQUIPt1ENT AND MANPOWER REQUIREMENTS

THAT DRIVE THE DESIGN PROCESS· THE DESIGN CRITERIA DEVELOPED

HEREIN ARE APPROPRIATE FOR SATELLITE FACILITIES THAT ARE

COLLATERALLY SUPPORTED BY A CENTRAL STORES/UNIT REPAIR

FAC ILITY·

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2.0 GENERAL PROGRAM l NFORMAI ION

THIS SECTION PROVIDES ARCHITECTURAL AND ENGINEERING DESIGN

TEAMS WITH DEseR IPTIONS OF HOW BUSES ARE CYCLED THROllGH A DAY

OF MAINTENANCE AND OPERATIONS SO THAT CONCRETE FUNCTIONAL

PARAMETERS WILL GUIDE THE SITE SELECTION AND FACILITY DESIGN

PROCESSES TOWARD A PRODUCT THAT 1) MAXIMIZES EFFICIENCY)

SAFETY) AND FLEXIBILITY AND 2) RECOGNIZES STATE-OF-THE-ART BUSMA INTENANCE AND OPERATIONS PH ILOSOPH IES· INCLUDED ARE:

• SITE SELECTION CRITERIA.

• NARRATIVE OF TYPICAL UAILY OPERATIONS

• ON-SITE TRAFFIC MOVEMENTS

• INDUSTRIAL WORK FLOW

2.1 SITE SELECTION CRITERIA

THIS SECTION IDENTIFIES AND DESCRIBES THE MORE IMPORTANTGUIDING CRITERIA CRITICAL TO REDUCING MAINTENANCE FACILITYCONSTRUCTION AND OPERATIONAL COSTS AS WELL AS CONSTRUCTION

TIt1E RESULTING IN THE EARLIEST BENEFICIAL OCCUPANCY FOR

THE USER·

SITE SELECTION IS THE FIRST AND PERHAPS THE MOST IMPORTANT

IN A SEQUENCE OF TASKS NECESSARY IN DEVELOPING A PROGRAM

FOR THE DES IGN AND CONSTRUCTION OF A 811S MAl NTENANCE

FACILITY· ALTHOUGH EACH SITE IS UNIQUE AND SITE SELECTION

DECISIONS ARE OFTEN DRIVEN BY CIRCUMSTANCE AND/OR LOCAL

CONSTRA INTS) SITES SHOULD BE SELECTED WITH DUE

CONS rDERATION OF THE ENTI RE COMPLEX OF FACTORS DESCR IBEDHEREIN.

2.1.1 Bus OPERATIONS SITE SELECTION CRITERIA

CONSIDER THE FOLLOWING IN RELATION TO ON-STREET AND

ON-SITE BUS OPERATIONS·

A· EXISTING BUS NETWORK AND SERVICE CENTROIDS·

B· RELATIONSHIP OF EXISTING TO FUTURE SITESSELECTED·

C· ESTIMATED MILES AND COSTS ASSOCIATED WITH PARTSDELIVERY FROM THE CENTRAL WAREHOUSE AND THE

SHUTTLING OF BUSES TO AND FROM THE DISTRICTSHOP FOR BODY REPAIRS AND MAJOR REFURBISHMENT.

D· CONTRACT PROVISIONS REGARDING OPERATOR PAY

HOURS FOR PLATFORM TIME·

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E· SITE SHAPE: PREFERABLY RECTANGULAR)

ESSENTIALLY LEVEL AND WITH THE LENGTH

APPROXIMATELY TWICE THE WIDTH·

F· PROXIMITY TO LIMITED ACCESS OR MAJOR ARTERIAL

HIGHWAYS·

G· SIZE APPROPRIATE TO SUPPORT 200 BUSES ANDMAXIMUM CRUSH CAPACITY OF 250 BUSES·

H· CONDUC IVENESS TO COLJNTERCLOCKW ISE ON-S ITEVEH ICLE C RCllLA TI ON ·

I· SITE ACCESS CONSIDERATIONS SUCH AS THE NEED FOR

TRAFFIC SIGNALS) TRAFFIC DENSITY COUNTS DURING

PEAK HOUR PULL -OUT TIME) ROADWAY MEDIAN

OPENINGS.I CURB CUTS) STREET WIDTHS AND THEIRRELAT ION TO BUS TURN ING RAD I I •

J.FREIGHT DELIVERY ROUTING TO THE FACILITY FORSUPPLIER DROP-SHIPPED ITEMS AND THOSE FROM THE

DISTRICT CENTRAl WAREHOUSE·

K· ABILITY TO PROVIDE EMPLOYEE AND VISITOR PARKING

ISOLATED FROM BUS TRAFFIC·

2.1.2 CONSTRUCTION CRITERIA FOR SITE SELECTION

A· TOPOGRAPHY: PREFERABLY) THE SITE SHOllLD BE

LEVEL AND THE GRADIENTS SUFFICIENTLY GENTLE TO

MINIMIZE EXPENSIVE CUT) FILL OR GRUBBING SITEPREPARATION COSTS·

B· STREET CONDITIONS: IDEALLY.I ACCESS STREETSSHOULD BE IN EXCELLENT CONDITION AND CAPABLE OF

WITHSTANDING HIGH DENSITY BUS TRAFFIC WITHOIlT

REINFORCEMENT OF THE SUB-BASE) RECONSTRUCTION)

OR REPAI R·

C· FAlILTS: ASSURE THAT THE SITE DOES NOT HAVE ANY

DISC ERNABLE G OLOG IC FAUL TS RU NN ING THROUGH IT·IF A FAULT EXISTS AND THE SITE IS PURCHASED.I

THE SITE MUST ACCOMMODATE A DESIGN THAT WILL

LOCATE PARK ING AREAS RATHER THAN STRUCTURES

OVER THE FALJLT·

D· DRAINAGE: A GOOD SITE WILL AlLOW FOR RAPIDDRAINAGE DURING AND AFTER CONSTRUCTION· THEWATER TABLE SHOULD BE CONSIDERED, BECAUSE

DE-WATERING CAN ADD SIGNIFICANTLY TO COST·

E· FLOOD PLAINS: CONSTRUCTION IN FLOOD PLAINSSHOULD.I OF COllRSE) BE AVOIDED· IN ADDITION TO

THE OBVIOUS RISKS.I CONSTRUCTION OF FLOOD

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2.2

CONTROL MEASURES (BERMS" RETENTI ON PONDS" AND

DIVERSION CHANNELS" ETC.) ELEVATE COSTS AND CAN

AFFECT SCHEDULES·

F· SOILS: SOIL CONDITION MAY DICTATE STRUCTURAL

DESIGNS E·G·" CAISSONS INSTEAD OF SPREAD

FOOTINGS" THAT SUBSTANTIALLY IMPACT COST· ASOIL SURVEY BY A SOILS ENGINEER FAMILIAR WITH

THE AREA IS HIGHLY ADVISABLE·

G· EASEMENTS: CONSTRAINTS IMPOSED BY EASEMENTS

MAY FORCE DESIGN DECISIONS AFFECTINGCONSTRUCTION COSTS AND SUBSEQUENT OPERATINGEFFICIENCY.

H· UTILITIES: WATER" SEWER AND ELECTRIC POWER

SHOULD BE READILY AVAILABLE AT THE SITE· THE

SANITARY SEWER SHOULD ACCOMMODATE THE

ADDITIONAL EFFLUENTS GENERATED BY THE FACILITYAND A 4-INCH TO 6-INCH WATER MAIN MAY BE NEEDED

TO PROVIDE WATER REQUIRED.

I· FIRE PROTECTION: P R O X I M I T ~ TO FIRE STATIONS

AND AVAILABILITY OF FIRE ALARM C O ~ U N I C A T I O N S SHOULD BE CONSIDERED·

2.1.3 ENVIR0NMENTAL SITE SELECTION CONSIDERATIONS

A· COMPATIBILITY WITH EXISTING LAND USE AND

ZON ING" IF ANY·

B· AIR QUALITY: Bus MAINTENANCE FACILITIES AREUSUALLY CONSIDERED TO BE LIGHT INDUSTRIALPLANTSj HOWEVER" APPROVAL BY THE LOCAL AIRQUALITY CONTROL BOARD MAY BE REQU IRED·

C· DISLOCATION AND RELOCATION·

D· _ NOISE AND VISUAL IMPACTS·

E· WATER QUALITY: TREATMENT AND CONTROL SHOULD

CONSIDERED·

F. TRAFFIC IMPACTS ON SURROUNDING STREETS AND

ARTERIALS.

G· IMPACT ON PARKS AND HISTORIC STRUCTURES·

H· BIOLOGICAL IMPACTS: WILDLIFE AND VEGETATION •

NARRATIVE OF DAILY OPERATIONS AND MAINTENANCE

BE

CONSULTING FIRMS ENGAGED TO DESIGN BUS MAINTENANCE AND

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4.0 UNOBSTRUCTED CLEARANCES AND AREA DIMENSIONS

THE DESIGN Cf THE FACILITY MUST ALLo,v SAFE AND EFFICIENT

f"OVEMENT OF PERSONNEL} EQUIPMENT" BUSES AND SUPPORT VEHICLES·

IN ORDER TO PROVIDE PROPER CLEARANCES} THIS SECTION IDENTIFIES

THOSE UNOBSTRUCTED CLEARANCES THAT t1JST BE f'4AINTAINED- VEHICLE

DIMENSIONS DIRECTlY ASSOCIATED WITH THIS SECTION FOLLOfi IN THE

SECTION TITLED FLEET [ESIGN DATA.

I C E I L I ~ CLEARANCE AREAS WITH VEH ICLE LIFTS: 19 FEET

MINIMUM-

I CEILING CLEARANCE SERVICE AREA: 19 FEET MINIMUM.

I Bus GARAGE DOOR OPENING HEIGHT: 14 FEET MINIMUM

I Bus GARAGE DOOR OPENING WIDTH: 14 FEET MINIMUM-

I C E I L I ~ CLEARANCE} MAIN PARTS LEVEL: 10 FEET MINIMUM·

I CEILING CLEARANCE} UPPER PARTS LEVEL: 8 FEET MINIMUM.

I DOOR HEIGHT} FORKLIFT ACCESS: 8 FEET MINIMUM.

• DOOR WIDTH} FORKLIFT ICCESS: 10 FEET MINIMUM.

I INSPECTION AND RUNNING REPAIR PIT DEPTH: 58 INCHES·

I INSPECTION AND RUNNING REPAIR PIT OPENING WIDTH: 44INCHES·

I AISLES} FORKLIFT ICCESS: 10 FEET WIDTH MINIMUM-

I R U N N I ~ REPAIR STALLS: 20 FEET MINIMUM WIDTH AND 70FEET MINIMUM LENGTH.·

I WORK AREA DEPTH BEHIND BUSES: 10 FEET MINIMUM-

I WORK AREA DEPTH IN FRONT OF BUSES: 5 FEET MINIMUM.

I DRIVE-THROUGH INSPECTION LANE WIDTHS: 25 FEET

MINIMUM-

• DRIVE-THROUGH CAMPAIGN LANE 'WIDTHS: 30 FEET MINIMUM.

I SERVICE LANE WIDTH: 25 FEET EACH MINIMUM.

I BRAKE REPAIR STALL WIDTH: 20 FEET MINIMUM-

I BRAKE REPAIR AREA: 15 FEET MINIMUM WIDTH·I CHASSIS WASH STALL WIDTH: 20 FEET MINIMUM.

I CHASSIS WASH STALL LENGTH: 70 FEET MINIMUM

I ExTER lOR BUS PARK ING SPAC E LENGTH: 45 FEET MI N MUM FOR

STANDARD BUS AND 62 FEET MINIMUM FOR ARTICULATING

BUSES·I ExTERIOR BUS PARKING SPACE WIDTH: 12 FEET MINIMUM.

I Bus TURN 1NG A SLE, WIDTH" 90 DEGREE TURN: 65 FEET

MINIMUM.

I TIRE CHANGE STALLS WIDTH: 20 FEET MINIMUM·

I DYNAMOMETER/BRAKE TEST ROCt1 LENGTH: 60 FEET MINIMUM.·

.. I N AREAS WITH EMBEDDED HJ ISTS AND IN THE DYNAfIOMETER/BRAKE

ANAlYZER ROOM, WHEN DESIGNING TO ACCOMMODATE ARTICULATED ItS

WELL AS STANDARD TRANS IT BUSES IN THE SAME BAY" ADD 20 FEET TO

THE LENGTH OF THE STALL·

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5.0 EXTERIOR BULK STORAGE

5.1 LIQUIDS

THE 1'()ST ECONOMIC r-ETHOD OF PURCHASE AND STORAGE OF LIQUID

CONSUMABLES IS IN BULK. WASTE LIQUIDS RESULTIt-G FROM

DRAINING ENGINE OIL I FLUSHING RADIATORS I CLEANING AND

REFILL PARTS WASH TANKS SHOULD ALSO BE HANDLED IN BULK·DEPENDING UPON SOIL CONDITIONS AND AVAILABLE SPACE I BULK

LIQUID STORAGE FOR DIESa CA N BE IN FIBERGLASS TANKS BaOW

GRADE OR STEa TANKS MOVE GRADE· OTHER LIQUIDS ARE

NORMALLY STORED BaOW GRADE IN CLOSE PROXIMIlY 10 THE

DISPENSING STATION·

CONSIDERABLE DISCUSSION TAKES PLACE BY EVERY DESIGN TEAM

R E G A R D I ~ THE QUANTITY OF DIFFERENT LIQUIDS 10 BE STORED·

S ZING OF THE VESSaS THE AREA REQU I RED FOR THE TANK FARM AND

THE COMPLETE PROCESS PIPlOO FRa-1 THE TANK FARM THROUGHOur THE

SERVICE AN D fo'AINTENANCE AREAS CAN PROCEED WHEN GUIDELINES ARE

DEFINED. THERE ARE A NUMBER OF ALTERNATIVE METHODS USED 10

SIZE CONTAINERS· ExAMPLES OF SOME OF THOSE METHODS ARE:

I DIESEL FUEL STORAGE CAPAC I lY BASED UPON THE NUMBER OF

BUSES OR UPON THE PLANNED AVERAGE ROUTE MILES PER BU S

YEAR·

I ENGINE OIL BASED UPON THE DEMONSTRATED AVERAGE

CONSUMPTION MILES PER BUS AND UPON CONSIDERATION OF

PLANNED ROUTE MILES PER BUS YEAR" OR A COMBINATION OF

BOTH·

I ANTIFREEZE STORAGE CAPAC lTV IS GENERALLY DERIVED FROMTHE NUMBER OF BUSES OR DEMONSTRATED USAGE·

I AUTOMATIC TRANSMISSION aUID STORAGE CAPACITY IS BASED

ON PREDOMINANT HYDRAULIC TRANSMISSION IN THE FLEET" BY

ROUTE MILES PER BUS YEAR DEMONSTRATED USAGE" OR ACOMB INATION OF SOf"E OR ALL. OF THE ABOVE •

I I NDIYIDUAl. STORAGE TANK SIZING IS BASED ON THE LARGEST

QUANTIlY DROP MADE BY A SINGLE TANKER "TAKHG INTO

CONS IDERATION ADEQUATE VOLUME PROV ID ING SUFF IC lENT

RESERVE BETWEEN DaIVERIES·

I PARTS WASHING Sa.YENT STORAGE CAPACITY OF 200 GALLONS

PER PARTS WASH TANK IS REQUIRED·

I GASOL I NE: USUALLY" lWO 10"000 GALLON TANKS ARE

SUFFICIENT FOR THE STORAGE OF LEADED AND UNLEADED

GASOLINE DEPENDING UPON THE QUANTITY OF SUPPORT

VEHICLES REQUIRIOO FUan«i SERVICES·

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PROVIDING THE SITE HA S SUFFICIENT SPACE, DIESEL FUEL

STORAGE ABOVE GRADE IN A STEEL, FIXED ROOF TANK APPEARS

TO BE TH E MJST a::ONOMICAL APPROACH. THE TANK SHOULD BE.INSTALLED IN A CONCRETE BASIN WITH SUFFICIENT CAPACITY TO

CONTAIN THE ENTIRE CONTENTS OF THE TANK SHOULD A RUPTURE

OCCUR· SPILL PREVENTION CONTRa. MEASURES MUST ~ S O BEINCORPORATED INTO THE DESIGN IN AREAS WHERE CONSUMABLE

LIQUIDS ARE OFF-LOADED- A PUMPING SYSTEM IS NEEDED FORUNLOADING TANKER TRUCKS AND PUMPING FUa INTO THE TANK

AGAINST HEAD PRESSURE·

5.2 SCRAP

ApPROPRIATE SPACE FOR STORAGE OF SCRAP MATERIALS IS OFTEN

OVERLOOKED· THIS RESULTS IN AN UNSIGHll. Y MESS THAT ISDIFFICULT FOR SUPERVISORS TO CONTROL· THERE AR E MANY

TYPES OF MATERIALS FOR WHICH BULK STORAGE SHOULD BE

PROVIDED·

• GENERAL SCRAP AND WASTE PRODOCTS CONSTITUTE THE BULK OF

THE FACILITY'S TRASH, E-G· OLD SEAT CUSHIONS BEYOND

REPAIR, BROKEN GLASS, CONTAMINATED FILTERS (OIL AND

DIESa FUEL> AND USED CAR CARDS· CONTAINERS FOR GLASS

AND PETROLEUM-SOAKED PRODUCTS SHOULD BE PROV IDED WITH I N

THE TRASH AREA WITH WATER OUTLETS TO FACILITATECLEANING THE AREA.

I FERROUS AND NON-FERROUS SCRAP METALS f(;CUMULATE IN

BULK AND REQUIRE DESIGN SOLUTIONS TO PREVENT V I S U ~ POLLUTION OF THE SITE· SOME SCRAP METALS, SUCH fJS

COPPER, BRASS, BATTERY LEAD AND ~ U M I N U M I M A G N E S I U M ALLOYS, ARE OF SUCH VALUE THAT THEY SHOULD BE STORED

FOR SALVAGE IN A SEPARATE, SECURE AREA WITH LIMITEDEMPLOYEE f(;CESS- MANY CONTRACT SCRAP DEALERS WILL

PROVIDE CONTAINERS FOR COLLECTION AND R E M O V ~ - THESECONTAINERS AR E GENERALLY OF SUCH SIZE AND WEIGHT fJS TO

REQUIRE A WINCH TRUCK FOR PICK-UP AND R E M O V ~ PROXIMATE FUNCTIONS, ADEQUATE SPACE AND PROPER VEHICLE

CIRCULATION MUST BE CONSIDERED WHEN LOCATING SCRAP

AREAS·

5.3 ADVERTISING MATERIALS

PROVISION OF UP TO 300SF OF EXTERIOR AREA SHOULD BE

CONSIDERED FOR STORAGE OF USED ADVERTISING SIGNS OR fJS A

SIGN WORK AREA ADJPCENT TO BUS PARKING AREAS (SEE SECTION3.U TYPICAL AREA REQUIREMENTS).

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19. Q. WHAT ZONES SHOULD BE PROVIDED WITH THE PAGING SYSTEM?A. THE FOLLOWING PAGING ZONES SHOULD BE PROVIDED:

A) DRIVERS' FACILITY WITH INTERCOM TO STARTERS' AREA·S) STORAGE AREA-C) MAINTENANCE.D) ALL CALL·

20. Q. Is A SPILL PREVENTION/CONTROL PLAN REQUIRED?A. A SPILL PREVENTION/CONTROL PLAN IS REQUIRED·

21. Q. Is THERE TO BE ANY LANDSCAPING OF THIS SITE?A. IF THE SITE ALLOWS, IT IS DESIRABLE THAT LANDSCAPING BE

PROVIDED· LANDSCAPING SHOULD BE ACCOMPLISHED WITH .PLANTSCOMMONLY FOUND IN THIS AREA THAT REQUIRE NO IRRIGATION AND

MINIMUM MAINTENANCE·

22. Q. Is AN OIL AND GREASE RECOVERY SYSTEM REQUIRED TO PREVENTCONTAMINATION OF STORM Ar-D SANITARY SEWERS?

A. ABSOLUTELY. FURTHERMORE, ALL SUMPS SHOULD BE LOCATED OUTS IDE

THE BUILDING TO FACILITATE CLEANING·

23. Q. How MUCH PARKING SHOULD BE PROVIDED FOR:A) BAD ORDER BUSES? A. 20 SPACES J MINIMUM AVG.s) MAINTENANCE EMPLOYEES? A. 65 SPACES·C) TRANSPORTATION EMPLOYEES? A. 300 SPACES.D) SUPPORT VEHICLES? A. 12 SPACES·E) VISITORS? A. 6 SPACES·

NOTE: BE SURE TO INCLUDE AREAS DED ICTED FOR f>t>TORCYCLE AND

BICYCLE PARKING·

24. Q. ARE WE TO PLAN ON FENC ING THE ENTI RE AREA?

A. PLANON

FENC ING THE PERIMETER OF THE SITE AS A MINIMUM·

25... Q. WHAT TYPE OF CONSTRUCTION SHOULD BE USED FOR THE BUILDINGS,TILT WALLJ BLOCK, STEELJ ETC.?

A. AT THIS EARLY STAGE , WE SUGGEST STEEL COLUMNS AND STRUCTURALMEMBERSJ TILT WALL CONCRETE" WITH BRICK, CONCRETE BLOCK AND

DRYWALL AS APPROPRIATE· WE EXPECT THE ARCHITECT TO EVALUATE

AND RECOMMEND THE MOST APPROPRIATE TYPE OF CONSTRUCTION·

26. Q. How MUCH DIESEL STORAGE CAPAC ITY SHOULD BE ALLOWED PER BUS?A. MINIMUM DIESEL FUEL STORAGE CAPACITY SHOULD BE 1,,000 GALLONS

PER BUS OR 200 /000 GALLONS TOTAL FOR 200 BUSES·

27. Q. WILL THERE BE A NEED FOR GASOLINE STORAGE Ar-D DISPENSING ATTHIS SITE?

A. Two 10,000 GALLON TANKS WITH INDIVIDUAL DISPENSERS WILL BE

REQUIRED FOR GASOLINE·

28. Q. CAN GASOLINE FUELING BE DONE OUTDOORS? Do YOU WANT A CANOPY

AND/OR SHELTER AT THE GASOLINE ISLAND?A. GASOLINE FUELING SHOULD BE DONE OUTDOORS· PLEASE PROVIDE A

CANOPY OVER THE ISLAND·

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29.

30.

31.

Q. IN ADDITION TO UNDERGROUND FUEL STORAGE I WHAT BULK STORAGE DO

YOU RECOfo4MEND?

A· WE RECOfo4MEND 81 000 GALLON TANKS EACH FOR STORAGE OF A) ENGINEOILI B) COOLANT AND C) AUTOMATIC TRANSMISSION FLUID AND FOR

RECOVERY OF D) WASTE OIL AND SPENT SOLVENT I E) SPENT ENG INE

COOLANT AND F) SPILLAGE·

Q. How MANY AND WHAT TYPE OF BAYS AND LANES DO YOU RECOMMEND?'

A· WE RECOfo4MEND:A· CHASSIS WASH BE A SINGLE DRIVE-THROUGH LANE WITH TWO

STATIONS· EACH STATION TO BE EQUIPPED WITH DRIVE-ONHOIST.

B· DYNAMOMETER ROOM HAVE NO rDIST·C· RUNNING REPAIR HAVE 14 BACK-IN STALLS FOUR PITS AND

10 STATIONS WITH AXLE rDISTS·D· INSPECTION BE FOUR DRIVE-THROUGH LANES WITH TWO

STATIONS PER LANE· THIS AREA SHOULD UTILIZE THESTEEL RAMP/OPEN WORK AREA CONCEPT.

E· CAMPAIGN AREA BE A SINGLE LANE DRIVE-THROUGH WITH TWO

STATIONS· FLOOR SHOULD BE FLAT AND AREA COULD

UTILIZE PORTABLE HOISTS FROM TEMPORARY FACILITY.F· TIRE BAY BE SINGLE LANE DRIVE-THROUGH WITH TWO

STATIONS· FLOOR SHOULD BE FLAT AND FLOOR JACKS. USED

FOR RAISING BUSES·G· SERVICE AND CLEANING CONSIST OF TWO DRIVE THROUGH

LANES EACH EQU IPPED WITH:1) Two FUEL/CLEAN STATIONS HAVING DISPENSING OF

FUEL I ENGINE OILI ATFI COOLANT1 AND POWER

STEt:RING OIL· EACH STATION TO HAVE CYCLONECLEANER 1 HIGH PRESSURE WATER WASHER I MOP/RINSEEQUIPMENT I VACUUM CLEANER I AND FIRESUPPRESSION SYSTEM.

2) ONE AUTOMATIC BUS WASHER WITH WATER RECLAMATIONSYSTEM·

NOTE: THE USE OF. A WATER SOFTENER FOR THE BUS

WASHER SHOULD BE CONSIDERED·

Q. WHAT ARE THE MAXIMUM ALLOWABLE SLOPES PERPENDICULAR AND

PARALLEL TO THE D REC TI ON OF BUS MOVEMENT FOR:

A· Bus STORAGE?B· Bus CIRCULATION?

C· SERVICE AND CLEANING?

D· CHASSIS WASH?

E· DYNAMOMETER ROOM?

F· RUNNING REPAIR?G· INSPECTION?H· CAMPAIGN LANE?I· TIRE SHOP?

PARALLELA. 2%A. 3%

A.LEVEL

A.LEVEL

A.LEVELA.LEVELA.LEVELA.LEVELA.LEVEL

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PERPENDICULAR

·2%

LEVa w/ SLIGHTCROWN

LEVa W/SLIGHTLEVaLEVEL W/SLIGHT

CROWN

LEVELLEVELLEVELLEVaLEVEL



&RI-MET

APPENDIX C

GUIDELINES FOR DESIGN OF BUS-RELATED

FACILITIES IN MULTIMODAL STREETS



n .

SECTION 3

GUIDELINES FOR DESIGN

OF BUS-RELATED FACILITIES

Purpose

The purpose of this section is to provide transit

related standards and guidelines to be used in the

design of multimodal streets. With any roadway

improvement, a fundamental issue is how to allocate

the available space and design its features to accommo

date the appropriate level of service, projected speed,

and type of traffic. How much emphasis should be

given to pedestrians, vehicles (automobiles, trucks,

buses), and cyclists? Balancing space requirementsamong various users is a crucial element in providing a

safe and convenient multimodal transportation facility.

The standards and guidelines outlined here are

developed for typical applications in the metropolitan

Portland region along existing and proposed bus

transit service routes. Freeway-type bus facilities or

Central City situations, which encompass a variety of

special conditions, are not included.

This section is not a manual on multimodal street

design. The guidelines outline what is needed for

transit become an efficient, attractive transportation

option. Some of the transit requirements may conflict

with the needs of automobiles, cyclists, or pedestrians.Such conflicts should be addressed and resolved during

the roadway design process. The guidelines are neither

all-inclusive nor rigid, and they will be periodically

updated br Tri-Met to reflect changes resulting from

implementation and revised regulations. Roadway

designers are encouraged to work with Tri-Met on a

case-by-case basis to evaluate the trade-offs i n ~ e r e n t with any facility design.

Audience

This section provides guidelines for use by

professionals involved in the design of public right-of

way improvements. The primary audience for these

guidelines includes:

Traffic and civil engineers who are responsible

for roadway layout and design as part of proposed

new developments.

Roadway designers, traffic and civil engineers,

and landscape architects who are involved with

projects incorporating street design. Awareness of

the intricacies of bus operations and the demand

of other modes of transportation will encourage

development of designs that are responsive to all

users. Another objective is to demonstrate the

benefits of involving Tri-Met in the initial stages

the project planning process.

• P ~ b l i c agency staff in local jurisdictions who

must review development proposals to ensure tha

appropriate transit amenities are provided. These

guidelines emphasize the importance of incorpo

rating adequate bus stop provisions, pedestrian

connections, and passenger amenities in project

design and construction.

• Transportation planners, officials, and transit

operators who are involved in transportation syste

management projects and local street improvement

projects. The guidelines include information on

design of intersections and targeted roadways where

bus operations have priority.

Background

For the past 60 years, roadway design and financ

ing have focused on the operational and system

requirements of the automobile. In recent years, this

approach has resulted in reduced mobility as traffic

congestion increases and people drive greater distance

at slower speeds.

Preserving mobility as the Portland region grows

depends on the availability of adequate transportation

facilities and development patterns that make walking

bicycling, and busing competitive choices compared

with driving. Roadway planners and designers must

look to new methods and standards to enhance

existing facilities and create new facilities that offersafety and convenience for all travel modes.

The standards and guidelines presented in this

section promote the design of safe, convenient, and

accessible bus facilities for approximately 180,000

daily patrons ofTri-Met, who use over 8,000 bus Stop

throughout the metropolitan region. By encouraging

efficient movement of people on roadways, rather tha

the addition of more vehicles, transit contributes to a

higher quality of life in the region in a variety of ways



3-2

•

•

•

Because transit is capable of transporting more

passengers per vehicle, it makes more effective use

of existing investments in road systems. This, in

turn, reduces the need for new lanes, new signal

systems, new or widened rights-of-way, and

additional capital investment in transportation

infrastructure.

Fewer vehicle trips mean less congestion, less total

travel time, and less impact on air quality.

Transit encourages pedestrian activity at and

around transit stops, contributing to the vitality

and activity of the communities it serves.

Current roadway standards incorporate analysis of

factors that affect automobile convenience, including

the effects of time, distance, congestion, and quality of

the system. At a more detailed level, the interrelation

ships among levels of service, turning radii, lighting,

and sight distances guide engineers in their specific

design solutions. Unfortunately, this level of informa

tion is no t available for pedestrians, bicycles, and

transit vehicles. Therefore, it is difficult to evaluate the

Section 3-Guidelines for Design ofBus-Related Facilities

trade-offs for each mode in overall roadway design.

This section is intended to provide more detailed

information primarily related to fixed-route transit

vehicle operations. Section 2 covers information

related to transit customer access to the system.

Although all roadways should be designed as

multimodal facilities, each one will require a different

emphasis, depending on its planned function. For

example, both autos and transit vehicles are usually

assigned priority in the design of major arterials. In

this case, a method of evaluating the trade-offs be

tween auto and bus levels of service should be incorpo

rated in the design process.

The roadway design considerations with the

greatest effect on the competitiveness of transit are

vehicle travel time, pedestrian access to or from stops,

pedestrian links b e t w ~ e n destinations, and safe and

comfortable waiting areas. All transportation modes

have common system planning and design consider

ations of time, distance, quality, and safety, yet the

design solutions may vary for each mode. Table 3-1

lists selected design solutions by travel mode.

Table 3-1

Roadway Design Solutions

Mode

Automobiles

Pedestrians

Bicycles

Buses

Travd Tune

• Increase roadway capacity

• Minimize traffic volumes

• Improve level of service

• Minimize trip length

• Minimize crossing delays

• Improve connectivity and

proximity

• Implement priority

treatments

• Minimize out-of-direction

travel

• Minimize distance

• Implement priority

treatments

• Optimize number of stopS

• Minimize traffic volumes

• Minimize congestion

• Improve ridetship levels

• Provide frequent service

• Provide adequate route

spacing

• Implement priority treatments

• Locate Stops to optimize signal

progression

Distance

• Improve connectivity

• Improve frequency and

proximity


and proximity

• Improve frequency


and proximity

• Improve structure and

spacing

• Optimize direcmess and

length of route

Quality

(Choice and Perception) Safety

• Improve level of service • Install proper signage,

• Provide appropriate surface regulations, and lighting

conditions • Add proper striping

• Minimize obstructions • Provide appropr iate surfaceconditions

• Provide/ improve sidewalks • Improve visibility

• Provide adequate grade • Reduce conflicts berween

• Minimize obstructions modes

• Provide appropriate • Improve lighting

building orient ation • Provide good surface

and shelter conditions

• Designate bike lanes • Improve visibility

• Optimize connectivity and • Separate modes when

linkage appropriate

• Improve bus stop • Provide proper

environment accommodations

• Improve Stop proximity • Reduce conflict berween

and accessibility modes

• Advocate convenience • Improve bus stop placement

• Improve Stop placement and delineations

considerations • Optimize appropriate right-

• Ensure adequate vehicle of-way and width

loading standards • Provide good surface

• Install proper amenities conditions

• Optimize connectivity and • Optimize turning radius

linkage • Provide adequate space for

wheelchair manuevering



)

Section 3-Guidelines for Design ofBus-RelLzted Facilities

Section Organization

This section includes a general discussion of fixed

route bus transit operations (i.e., vehicle characteristics,

operating characteristics, service standards, and bus Stop

spacing requirements) and bus stop placement consider

ations. In addition to the introductOry material, Section

3 also contains the following specific subsections.

3.1 Bus Stop Design and Delineation--containsspecific guidelines for proper placement and

design of bus stops.

3.2 Multimodal Street Design-outlines proper

placement and design of bus-related facilities in

multimodal streets, roadway design, lane width

requirements, and structural requirements.

3.3 Transit Passenger Facilities and Amenities

identifies various passenger amenities provided at bus

stopS, such as shelters, benches, trash receptacles, and

landscaping.

3. 4 Bus Priority Treatments--examines availabletools to increase transportation system productiv

ity, from priority systems at traffic signals to

physical roadway geometric improvements.

3.5 Quick Reference Summary-summarizes

design guidelines for bus-related facilities covered

in this section.

Bus Transit Operations

In designing multimodal roadways to accommo

date buses, considerations range from understandingthe physical intricacies, to selecting the appropriate

roadway dimensions, to understanding how the

implemented design can affect the operations of the

tOtal system.

This overview of bus transit operations covers vehicle

dimensions, operating characteristics, and service

standards ofTri-Met buses, as well as those factors

affecting the proper application and spacing of a bus stop.

Each bus route travels more than 500 route-miles of

roadway each day, and its operations are regulated by a

variety of city, county, and state jurisdictions.

Design parameters, as shown, reflect appropriate

maximum values to accommodate a worst-case design

standard for three basic vehicle types within the Tri

Met fleet. An understanding of these parameters will

assist traffic and civil engineers in evaluating a starting

point for the distribution of space applicable to their

particular roadway designs.

3

Vehicle Characteristics

Figure 3-1 illustrates design parameters for Tri

Met's tOtal fleet of approximately 700 vehicles, rangin

in size (30 to 60 feet), carrying capacity (24 to III

passengers), age (1 to 23 years old), and manufacturer

Typically, about 515 buses are in use daily during pea

hours of operation. Approximately 77 percent of the

total fleet is equipped with a wheelchair lift at either

the front or rear door, and 100 percent of the buses ar

fitted with bicycle racks. .

This handbook presents design parameters for

three basic vehicle types, as shown in Figure 3-2:

• An articulated 60-foot bus, to be replaced by

new 40-foot buses after the Westside Light Rail

line opens.

• A standard 40-foot bus, which uses the appropr

ate maximum values of each vehicle dimension to

accommodate a worst-case design standard

• A smaller 24-foot minibus, which is used

primarily for shuttle service and paratransit servic(LIFT).

Because the smaller minibuses are less restrictive i

terms of size and weight than the standard bus, they

were not used in the development of the following

design guidelines. Use of the physical characteristics o

the small vehicle in the design of a roadway would be

appropriate only if that were the one type of bus bein

used or planned for use on that particular roadway.



3-4

~ W , = I = = ~

Legend

Wheelchair l ift

Figure 3-1 Tri-Met's Bus Fleet Characteristics

Section 3--Guidelines for Design ofBus-Related Facilities

60-foot ongArticulated busesTotal fleet: 86

4O-foot ong

Age ofveh: 15 years(700 series) .

FLXIBLE METRO BUSESTotal fleet: 343Age ofveh: 1-7years(500. 600. 1700.1800 series)

4O-foot ongGM RTSII BUSESTotal fleet: 75Age ofveh: 13 years(1900 series)

4O-foot long

. GILLIG BUSESTotal fleet: 65Age ofveh: 3-5 years(1400 series)

35-foot longGMBUSESTotal fleet: 11Age ofveh: 15 years(200 series)

35-foot ongFLXIBLE METRO BUSES

Total fleet: 65Age ofveh: 23 years(300 series)

30-foot longGILLIG BUSESTotal fleet: 43Age ofveh: 4-5 years(1600 series)

30-foot longFLXIBLE METRO BUSES

Total fleet: 10Age ofveh: 3 years(1900 series)

Total fleet=698 vehicles



" \... ,I

. "


L

Lengt.h over bumpers: 59' 9"

Rear doorto front. of bus: 48' 8"

9'7"

8'5"= ,I

\

j J,O,1,--, \ )k 9

1'-;; ' t<J

J(@' 0 O l ~ "; - 011-= :(

..

\, 'Y

ARTICULATED BUS

Lengt.h over bumpers: 41' 6"

Rear door to front. of bus: 27' 0"

ka-\->

-S:

<:s>~ ~ ~ ~

m-\->-S:<:s>

STANDARD BUS

Length over bum ers: 25 ' 9"

cI::==n1@

MINI BUS

Figure 3-2 Bus Vehicle Dimensions

From reardoorto front. of bus

10'2"

8'6"

t

Seat.ed capaci ty: 64

Standing capacity: 111

Seat.ed capacit.y: 43

St.anding capacit.y: 64

•

Seated Capacit.yParat.ransit.= 9 to 11

Fixed rout.e = 5

No st.anding allowed

3



WW FLOOR BUS VEIDCLE DIMENSIONS

1-. M N T.0>'''' .. I. _I

•F D

ITEM

A. OVERALL HEIGHT

B. OVERALL LENGTHC. OVERALL WIDTH

D. WHEEL BASEE. FRONT AXLE TO BUMPERF. REAR AXLE TO BUMPERG. EDGE MlRROR TO MlRROR

H. STEP TO GROUND, ENTRANCEI. STEP TO GROUND, EXIT

J. CLEAR DOOR OPENING, ENTRANCEK. CLEAR DOOR OPENING, EXIT

L. CENTERLINE DOOR TO FRONTM . C E ~ n m D O O R T O R E A R N. CENTERLINE DOOR TO DOORO. OVERALL HEIGHT INCL. EXHAUST

- - - - - ..

DESIGN VElDCLE

9'-3"

4 0 ' - 9 " ~ 8'-6" (43'-5" with Bike Rack Deployed)

24'-6"7'0'?, t

9'-4"10'-3"14112"(unkneeled),12 1I2"(kneeled)

1 -2"

2'-71/2"

2'-61/2"

2'-9"16'-3"21 '-6"

10'-3"

WHEEL CHAIR LIFT DIMENSIONS: (SEE ATIACHED)

FRONT AXLE WT. NET/GROSSREAR AXLE WT. NET/GROSS

5,400/13,220

18,600/24,700

*NET WT. IS "ROAD READY" WITHOUT PASSENGERS, DRIVEROR FARE BOX. GROSS INCLUDES PASSENGERS, DRIVER AND FARE BOX.

NOTE: TIlESE ARE FIELD MEASURED DIMENSIONS A.1W MAY VARY WITH FUTUREMANUFACfURERS OF LOW FLOOR BUSES.



WI-«....J

0..

:::'E

wI-er:oo'0

( /)

:::>

CD



LOW FLOORWHEELCHAIRRAMP DIMENSIONS

OUTSIDE EDGE

OF BUS

If]) If- f(&-Qu .£ S

5'X8'

J-ItNbiNL7Pit j)

DESIGN FACTORS ,

JA. ACCEPTABLE CURB HEIGHT: r -11"

B. RAMP CAN NOT LOAD DIRECTLY

FROM PAVEMENT

r

Side View

Front View



3-6

Operating Characteristics

1 Guidelines for system design and operation

. ;spond to changing vehicle characteristics. Each bus

nandles and reacts differently. Some take longer to

accelerate while others require more room to maneu

ver; also, allowances must be made for driver reaction.

The guidelines described in this subsection reflect

these variations in vehicle operating characteristics.Figure 3-3 provides turning templates for the

standard design vehicle. The outside turning radius

shown on the templates may be used in the design of

facilities where speeds are less than 10 mph to identify

required pavement width and possible vehicle en

croachment. Specifics include the following:

•

•

Turning radii requirements for a standard 40-foot

long coach and for articulated vehicles are as

follows:

- M i n i ~ u m interior radius = 28 feet

- Minimum outer radius = 48 feet

Additional allowance should be made under

special circumstances, such as those listed below:

- Bus speeds greater than 10 mph

- Reverse turns

- Sight distance limitations

- Changes in pavement grade

- Restrictions to bus overhang

- Width of roadway

..

Section 3-Guidelines for Design ofBus-Rdated Facilities

Service Standards

Tri-Met operates a multidestinational service,

characterized by a grid structure of bus routes in the

more urbanized area and a timed-transfer system in

suburban areas. Local feeder routes provide service to

outlying transit centers, which are connected to

downtown Portland by frequent and quick trunklines.

Tri-Met's service standards pertainto

kvelsof

service and layout of routes. The level of service

guidelines control the hours and frequency of service

and the acceptable minimum and maximum number

of passengers on a transit vehicle. Guidelines for route

layout include aspects of route design that are in

tended to enhance the attractiveness of a route for the

majority of existing and potential passengers.

These guidelines are summarized in Table 3-2 and

are used by Tri-Met's Service Planning Department to

accomplish the following objectives:

•

•

•

Maximize the overall usefulness of the system to

ridersEnsure the consistency of route structure

Provide objective and consistent criteria for

establishment of service levels

Guide service additions and deletions (Annual

Service Plan Process)



Section 3--Guidelines for Design of Bus-Related Facilities

For vehicles turning into a single12 f t traff ic lane without encroach-

ment into opposing traff ic.

* Smaller "Lift vehicles are less

restrictive in terms of size and

weight. Minimum turning radiusis 20 f t .

Path of left frontbody overhang

Path of leftfront whe I

Beginning

Ofcurvr,'

o 10 20 .30 40r - - - - - , i ~ ~ i _ ..ESr----,!

Figure 3-3 Standard Bus Turning TemplAtes

1".. ." af l < : f ~ fraM't.• dy aVern_Me

Pa'tn c>f I.f't

front WMl::cl

I. .L

1: . w.ro.CSt.r"''''f oftCl"'PCJL...,I!Ii t\Jl""l'C

p . n af r ieht

re ." wi1"el

o " 2 0 ~ ~ !

--------- - - 90

3-7



3-8 Section 3-Guidelines for Design ofBus-Related Facilities

Table 3-2

Tri-Met Service Standards

Standard

Service Deployment

Route Spacing

Population Coverage

Policy Headways

Route Design

{r,version of Bus Line

Duplication of Lines

Service Evaluation

Criteria

• Y2 mile apart in urban areas

• No more than 1 mile apart in suburban areas• As necessary in rural areas

• Bus route within 1,4 mile of all residents in

urban areas

• Bus route within Y.l mile of all residents

in suburban areas

• In rural areas, as necessary or as dictated by

the highway network

• Urban grid headways (weekday)

- 10- to I5-minute peak

- I5-minute base

- 15- to 30-minute evening

- 30-to

60-minute night• Suburban timed transfer (weekday)

- 15- to 30-minute peak

- 30-minute base

- 30- to 60-minute evening

• Emphasis on directness of travel: off-route

diversion could inconvenience through

riders

• Avoid duplication except as necessary due to

ridership levels, special transit-priority treat

ments, or constrictive traffic patterns

New Service • Minimum ridership projection of 10 to 15

boardings per vehicle-hour required

Minimum Line Performance

Boardings per

Revenue Hour

On Time Performance

• Minimum of 10 boardings per revenue hour

• No more than 1 minute earlier or 5 minutes

later than scheduled arrival time

Timed-Transfer Transit • No more than 2 minutes early to 3 minutes later

than scheduled arrival time

Loading • Standard - 44 seated120 standing

• Articulated - 64 seated/47 standing

• Minibus - 25 seatedl8 standing .

Service Level Modifications

/ : )v i ce Changes • Based on existing and proposed ridership projec-

tions, line productivity, and available resources

TImeline for Reductions • Analyzed each year through Annual Service

Plan Process

Source: Tri-Met Service Standard Guiklines

Comments

. Route spacing will be affected by street

patterns and physical terrain.

An urban designation is categorized as a minimum

of 4,000 persons per square mile.

• The intent is to ensure that a transit route

captures the largest possible market share.

• Diversion may be warranted where projected

patronage offsets expected patronage loss.

• Diversion is not to exceed 5 minutes for each

rider boarding or deboarding along the devia

rIon.

• Where practicable, schedules should be staggered

to maximize service levels on street segments

with more than one route.

• New service will be evaluated according to the

same criteria used for existing service.

• Entire line, segment, or trip may be canceled

during Annual Service Plan update.

• A public hearing is required.

• At least 75 percent of all trips on a line shoUld be

on time.



Smion 3--Guidelines for Design ofBus-Related Facilities

Bus Stop Spacing

Bus travel time and schedule reliability are impor

tant factors in attracting transit ridership. Too many

stops slow bus operations and fail to provide sufficient

distance between srops for safe stopping. Too few srops

increase walking distances and decrease coverage.

Striking a balance between convenient access and safe,

timely operation increases bus competitiveness withcars.

Tri-Met uses the following factors in evaluating

bus stop spacing and determining whether a new Stop

should be added or an existing stop moved.

• Overall development density-Higher develop

ment densities along a route typically require more

bus stops. This is particularly true for concen

trated residential, office, and commercial develop

ment.

•

•

Site-specific transit generators-Such facilities

can provide a good ridership base. Examples are

hospitals and medical facilities, retirement homes,schools and colleges, major sport and entertain

ment complexes, transit centers, and park and ride

facilities.

Competitive level of service-The speed at

which passengers are moved between destinations

and the level of bus Stop amenities (e.g., shelters,

benches) significantly affect the competitiveness of

transit compared with other travel modes. Within

a transit corridor, Tri-Met balances the potential

ridership at srops with the operating time between

Stops. Fewer stops equal faster running times and °

more opportunities for bus stop amenities.

Roadway and pedestrian access characteristics-

The layout of connecting street, sidewalk, and

pathway systems dictates whether or not customers

can walk ro a stop. Typically, bus stops are located

where local streets promote safe and convenient

pedestrian linkages to the surrounding area.

As illustrated in Figure 3-4, Tri-Met encourages

the following bus stop spacing guidelines:

•

•

•

Group 1 Stops: Provide access to commercial

districts, shopping centers, office developments,

mediurn- through high-density housing (22 or moreunits per acre), or other areas of medium-density

development. Spacing should be about 780 feet.

Group 2 Stops: Provide access to low-density or

scattered residential developments (4 to 22 units

per acre) or transfer points in low-density areas.

Spacing should be approximately 1,000 feet.

Group 3 Stops: Provide access to rural or isolated

areas (fewer than four residences per acre). Stops

should be placed as needed, but no closer than

1,000 feet.

Hieh-Meelium Den5ity Area5

Stop aop!"::tX>I':"I"'t:ty 73 0 _pilI"': or ,.POI,o"t every ~ w o to ':hrcc:

plock:. If rr.iliblocr: 5:0," i:s ' i " C : ~ ( I . , . C C ~ S S r.mps. cr::lssw . k:

lind ':I.,;:"ollcd Sign"" ~ . Y .. 1 5 ~ "c "'ccess . ry.

Low-Den5ity or Scattereel Re5ielcntial Area5

Figure 3-4 Bus Stop Spacing Criteria

Bus Stop Placement

Considerations

3

When changes to existing roadways or new

roadways are built, d e s i g n ~ r s should consider the effe

of those changes on bus Stops. The rationale for bus

stop spacing is discussed above. This subsection goes

step further and outlines key considerations in evalua

ing the specific placement of new stops or in evaluafo

ing existing bus StOps when roadway changes are

proposed. Tri-Met uses the following guidelines as an

initial tool for evaluating bus stop placement.

• Avoid unnecessary changes to bus stop locations

• Identify closest bus stops

• Ensure compatibility with adjacent properties

• Allowadequate sight distance

• Ensure pedestrian linkages and street crossings

• Provide for adequate bus maneuvering

• Evaluate travel time delays

• Evaluate signalization impacts

Avoid Unnecessary Changesto

Bus Stop Locations

If a stOP is well located in terms of visibility, traff

safety, proximity to major transit generators, and

pedestrian access, it is always better to leave the Stop

where it is. There are twO reasons for following this

rule: the effects of even the most carefully planned

move can cause unforeseen problems, and relocatiq!

causes confusion and inconvenience for passengers.

operators alike. These impacts are unacceptable unles

the bus stop move is unavoidable.



3-10

Identify Closest Bus Stops

" Tri-Met's standards for bus stop spacing are meant

. .6 provide a balance. Too many stops, too closely

spaced cause delays that discourage ridership; on the

other hand, long distances between stops discourage

ridership by making bus access difficult. A relocated

stop should not be moved close to the stop ahead or

the stop behind it, unless an existing imbalance can be

corrected. New bus stops should be added only if they

can meet the spacing guidelines. Exceptions to these

standards are made for major transit generators. In

such cases, surrounding stops can be adjusted to

accommodate placement that best serves the transit

generator.

Ensure Compatibility with Adjacent Properties

Some land uses are particularly sensitive to the

impacts associated with bus stops: noise, fumes, and

waiting passengers. For instance, occupants of schools,

care facilities, and some residences are sensitive to bus

noise, particularly if they are located within 20 to 30

feet of the bus Stop; some specialized uses (e.g., paint

shops) cannot tolerate bus fumes in their buildings;

and outdoor eating areas are sensitive to bus fumes and

the effects of passengers competing for sidewalk space.

Stop location decisions should balance these sensitivi-

with other considerations.

Allow Adequate Sight Distance

Drivers, cyclists, and pedestrians must all be given

adequate sight distance in order to respond appropri

ately to bus movements, particularly at stops. Equally

important is the bus operator's view of oncoming

automobile, bicycle, and pedestrian movements. For

instance, if a bus stop is obscured by nearby trees,

poles, or buildings, the bus operator may have

difficulty locating the stop. More important, motorists

and bicyclists may not know the bus stop exists and

will be unable to exercise due caution when approach

ing or passing it.

Where possible, ,bus stops should be located on

sections of relatively un curved and flat roadway with

clear, unobstructed lines of sight. Bus stops located on

curves will make it difficult for the bus operator to

stop the bus parallel to the curb and return safely tothe travel lane.

Ensure Pedestrian Linkages

and Street Crossings

All bus passengers are pedestrians for at least part

If I their trip, and all round-tri? passengers have to

' . .ross the street at least once, eIther to catch the bus or

.. to get to their destination. Therefore, bus stopS should

be located with consideration for the needs of passen

- gers as pedestrians.


Bus stops should be placed as close as possible to

safe pedestrian crossings, either marked or unmarked.

Curb ramps should be available to provide access for

mobility device users to and from all bus stops. New

and relocated stops also must include a 5-foot by 8-

foot landing pad to accommodate wheelchair

boardings, as mandated by the Americans with

Disabilities Act (ADA). ADA requirements are

discussed in more detail under "Landing Pads" in

Section 3.1, Bus Stop Design and Delineation.

Provide for Adequate Bus Maneuvering

Stop placement also depends on the stop location's

capacity for efficient bus maneuvering, including

adequate lane widths, curb radii, bus zones, and

parking lanes. Design standards for these elements are

covered in Section 3.2, Multimodal Street Design.

Evaluate Travel Time Delays

Traffic evaluations should consider the potential

impacts of projected automobile volumes on pedestrians, cyclists, and transit riders. Improper location of

a bus stop can drastically affect overall traffic opera

tions in the immediate vicinity. Consequently, bus

StopS must be properly located to minimize queuing

and associated delays. Further details are provided in

the subsection, "Bus Stop Placement."

If significant bus delays occur at an intersection,

physical improvements to the roadway or signal system

may be appropriate to increase transit competitiveness.

The specific design standards that affect vehicle delays

are outlined in Section 3.1, Bus Stop Design and

Delineation. Section 3.4, Bus Priority Treatments,

identifies bus priority measures to be used where

transit vehicle movement is a high priority.

Evaluate Signalization Impacts

If a bus stop is adjacent to signals, the overall

character of the intersection must be closely evaluated

to minimize occurrences in which a bus is blocked by

queuing traffic or undergoes long delays due to overall

signal operations. Also, adequate protection must be

provided for pedestrians crossing to and from the stop.

If capacity problems exist at intersections and long

delays occur, special signal techniques may be consid

ered. These include queue jumps, bus priority, and

exclusive or specialized lane use. Any signalized

movements specific to buses, such as a "right turn only

except bus" or exclusive bus lanes, must also be

properly signed and marked.

StopS should be placed where pedestrians traveling

to and from the bus are connected to appropriate

crosswalks and pedestrian signals to assist in their safe

journey. Stops should not be placed where they will

block crosswalks, obstruct traffic signals, or otherwise

impede pedestrian movement. Any bus stop that

presents a visibility problem for motorists and pedes-




trians, as well as interfering with signal progression, is

discouraged.

Bus Stop Placement

Once a bus stop is targeted for a general location,

its specific placement must be determined. The choices

are either the near side or the far side of an intersec

tion, or at midblock. Consistent placement is a critical

factor in the successful design and location of bus

stops. As with other traffic standards, consistency of

application lessens the potential for confusing bus

operators, transit passengers, motorists, and bicyclists.

Far-side stops are usually preferred because they result

in fewer traffic delays, provide better auto and pedes

trian sight distances, provide more bus maneuvering

area, and cause fewer conflicts between buses and

pedestrians. They are considered appropriate in the

following situations:

•

•

•

When a route alignment requires a left turn before

the Stop (Figure 3.5A) )

At an intersection where there is a.high volume of

right turns (Figure 3.5B) )

At complex intersections with multiphase signals

or dual right or left lanes- a far-side Stop removes

the potential for queuing buses or automobiles to

overflow into the intersection (Figute 3.5C) )

• At a signalized intersection only when the bus can

avoid stopping in the travel lane

Near-side stops are preferred under the following

conditions:

• Where the bus must stop in a travel lane on a

. " street with curbside parking; the front door of the

•

•

•

•

" ' - ~ . bus is at an intersection and crosswalk.

At a signalized intersection, so that traffic stopped

behind the bus will not block the intersection

(Figure 3.5D) )

In combination with curb extensions to provide

direct access from the bus to the adjacent sidewalk

system, which improves pedestrian accessibility

With strong directional pairing between twO lines

(e.g., heavy volumes to eastbound to northbound);

placing one stOP near-side and one far-side will

facilitate passenger transfer movements

In a right-turn lane if a queue jump signal is

provided to allow buses to merge back into the

travel lane, accompanied by sign indicating "right

turn only except bus"

Midblock stops generally should be avoided

unless the following conditions are present:

• When the route alignment requires a right turn

and the curb radius is short (Figure 3.5 E) )

• When the distance between intersections is

unusually long

3-1

• Where major transit generators are located

midblock and cannot be served by nearby interst

tion stops

• Where a midblock pedestrian crossing forms a

link between pedestrian connections in adjacent

districts

In all cases, midblock stopS should be within 100 feet

of a legal pedestrian crossing: The feasibility of new

crossings should be determined by the roadway

authority.

Off-street stops are also discouraged, except in the

following situations:

• When stops are located at the end of a route (i.e.,

serving a transit center, a park and ride lot, or

major transit generator)

If ridership would be substantially increased by

having a stop closer to the development and effec

on other riders is not extreme

3.1 Bus Stop Design and

Delineation

This section contains specific guidelines for prop,-

placement and design of bus stops. The emphasis is o

consistency, since standardized bus stops cause less

confusion for everyone. Proper delineation of a bus

stop will discourage general traffic from using the Stoparea and will direct bus operators where to stop.

Delineation may include:

• Signing and striping the stop as a bus zone

• Identifying the Stop through curb markings

• Additional signage provided by the local

jurisdiction

Lighting

All bus stops require adequate lighting levels to

increase transit customer safety. Lighting levels must

be sufficient to provide customers with a sense of

security while they wait for buses as well as provide

adequate visibility for bus operators to safely approach

and depart from a bus stop. Where lighting is inad

equate, Tri-Met encourages the incorporation of

improvements into local street improvement projects.

o Provide 1 to 1.5 foot-candles of illumination at

any bus stop.



3-12 Section 3-GuideLines for Design ofBus-Re14ted FaciLities

..: )

~ l r

~ ~ . I : · tID

A. Far-side stop after left turn B. Far-side stop at intersection ~ i t h ahigh volume of right-turn movements

~ J l b ' - r. Far-side stops at high volume

complex intersections

m<>m ~ > I D ."l ooY OOJ'

/ ' )i •\ .

~ - r U r u l o ~ r . w . r r ~ t J r r e J

D. Near-side stop at signalized intersections

, i : : '=E. Midblock stop before right

turn with short curb radius

Figure 3-5 Bus Stop Placement Guidelines

Far-side bus stop and shelter

S.E. Powell an d S.E. 39th

Near-sUie Bus Stop

S. W. Madison and Broadway

Midblock Bus StopW. BurnsUie and N. W. 5th



Section 3--GuideLines for Design ofBus-Related FaciLities

Landing Pads

For customer convenience and safety, Tri-Met

encourages paved landing surfaces for both bus doors

at all bus stops; this convenience must be weighed

against the effect of creating additional impervious

surfaces. At a minimum, the ADA requires that all

new and relocated StopS have a landing area that meets

the following requirements: .

o Provide a 5-foot-wide by 8-foot-Iong unobstructed

paved landing area for bus lift operation.

o Ensure that the cross-slope of the landing pad

does not exceed 2 percent.

o In curbed areas, construct the landing pad of

concrete at least 4 inches in depth. In uncurbed

shoulder areas, an aSphalt landing pad is

acceptable.

3-13

o For most buses, locate landing pads 1 foot from

the bus StOP sign location. For buses with rear

door lifts, locate the landing 23.5 feet from the

bus stop sign. Consult Tri-Met to determine

which landing is required.

Given the variety of buses in Tri-Met's system, it is

recommended that road improvements include a

"universal" standard that provides a continuous paved

area from the front to the rear door areas. This is mostappropriate at bus stops that have a high number of

passenger loadings and unloadings or where it could

improve the connection to the adjacent sidewalk

system. A continuous landing pad would also be

applicable where landscaped buffers are located

between the sidewalk and the street. If a continuous

pad is undesirable, pads should be located as shown in

Figure 3-6.



3-14

: ..... . ,

.'. : '0 ' . ' . . ' .

• ' t, ::0 ..... ow ' ," •

. to':', •.•.• '"

\o4'S" REAR DOORl . A H D t H G ~

- ,1 ' - ; - > M j ~ ~ ::.:. :.CURB • .• '5mt/'. : : . 51DEWALK

('MOTH VI\RIES)


NOTE: ADA landing a r ~ a s must

firm, stable, slip-resistant

surfaces with a cross-slope nogreater than 2'1..

Rear door landing a r ~ a s shouldbe kept free of obstrucUons. Areasshown can be minimized inconstrained situations. Consultwith T i-Met staff.

I

H- W551DP1 .,. : :. 'fO" ! r Y ~ d : : " "

REGUIRED , ' . '

r ~ ~ ~ ~ · · · · · 8'S"

\o4'S"

- - i ! - - - - . l ' - - I ~ - - - . .I

t FACELY i ~ ~ V ~ ~ J : ~ - - - - ~ ~ - - - - - - ~ - - - - - - ~ - - - - - - - - - - ~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4

PASSENGER LANDING AREASSIDEWALK WITH PLANTING STRIP

Figure 3-6 Bus Stop Landing Pads

PASSENGER LANDING AREASCURB-TIGHT SIDEWALK




Sidewalks

Sidewalk placement and design are critical compo

nents of multimodal street design. Section 2 of this

handbook covers the elements of good sidewalk design

in detail, including the provision of clear, paved

travelways; connections to destinations; lighting;

drainage; and buffers between pedestrians and moving

traffic.Specific guidelines are dictated by local jurisdic

tional requirements, but Tri-Met encourages the

following general considerations.

o Connect the bus stop with adjacent pedestrian

destinations, including building entrances, street

crossings, and other walkways, and with the. .

nearest intersection.

o Minimize barriers (landscaping, berm, or fences)

that impede pedestrian access or visibility.

o Provide buffers between pedestrians and moving

traffic without obstructing bus boardings/deboardings.

o Vary sidewalk and buffer widths depending on

traffic volumes and speeds and on pedestrian

volumes (i.e., increase buffer widths as speeds

increase; increase sidewalk widths to accommodate

increased pedestrian volumes).

Obstructions/Clearances

Generally, buses travel in the curbside traffic lane

and make frequent stops to pick up and drop off

passengers. Physical obstructions, such as utility poles

and signs, must be set back far enough from the curb

to allow space for bus "tilt" from crowned roadway

sections. The following bus clearance requirements, as

depicted in Figure 3-7, should be kept in mind:

o Ensure that overhead obstructions are at least 14

feet above the street surface. This provides ad

equate clearance during winter months when tree

limbs tend to sag.

o Design "T" intersections to give bus operators an

unobstructed view of traffic control devices.

o Avoid obstructing the bus operator's view of cross

traffic and passenger and pedestrian movements.

o Place sidewalk furniture or other objects at least

2 feet from the curb face of the street to avoid

collision with bus mirrors; benches facing the

street should be at least 3 feet back from the

roadway edge.

3-15

l+--Travel lane ~ r a v e l lane -

width width

12·14 ft. 1,.,2 ft.

L ~ n e s with cur'bside p ~ r k i n g Note: lane widths narrower than 11 ft. will result in bus

encroachment into adjacent lanes.

Figure 3-7 Roadway Clearances fo r Buses

Driveways

Driveway placement and design should consider

the effect of he bus stop on sight lines for cars entering

and leaving the right-of-way. In constrained situations,

buses may stop in driveways except where this would

block a property's only access point or severely restrict

sight. distances. Appropriate driveway/bus Stop place

ment is illustrated in Figure 3-8.

o Provide adequate distance between bus stops and

driveways to prevent buses from blocking drive

way traffic or sight lines. In constrained situations,

buses may block driveways i f other access is

provided to the property and sight distances aremaintained.

'(



3-16

Unaesira!:>te Driveway Arrangements

i ;) ! . A y t J i ~ r u ~ r l ~ " t .lfl'l't . d i . h " c : ~ !

: forcnUt.il'l!",&hlcln !I

. 7

1 -

I2''''''''014 IriCC:li::illj Oftly 1,,:.0 ' - ' : : e f . ~ r ; . , t

. 3.AYol'" unloadi"9pH-.crneerit,nt.o.1'",._")',.

Accepta!:>le Dri veway Arrangements

<4. St.op .w.-yfror.'l

iMrJvt:W.y"f .. . :.o ~ , I , , ~ .. lc

f , . o l 1 t . ~ ~ . t . CIOH to c o r " ~ .

j : : : ~ ~ : ~ : o ! . e h : :! " i t ; " ~ v c : l - i e l C : 5

,6. ~ J : : I c t : i ~ KC""•• lveJ!f

.pprcprllt,e ,n c o ~ ' t r . a i " e d . : t J t , u . l l l t . < t : I ~ , ':0 r=rr..i", clo.,

~ c o " " c r .

:=.

Figure 3-8 Driveway Locations Near Bus Stops

Catch Basins

Bus stops should not be located where a bus wheel

will Stop pn a catch basin or storm drain because that

could cause the bus to lurch or change direction.

Repeated loading on a catch basin will cause excessive

. / ~ t d e m e n t of the basin's structure and could cause

'fficulty with deployment of a wheelchair lift.

a Avoid placing catch basins within bus stop zone.

Street Grade

In cases where a curb or an on-street parking lane

has been converted to bus use, it is necessary to check

the cross-slope at cross streets to avoid the "roller

coaster" effect that occurs when driving in the curb

lane. Slopes on both the pavement and sidewalk

should be checked to ensure proper bus lift deploy

ment. If cross-slopes are excessive, it may be necessary

to grind the asphalt and/or reconstruct a portion of

the street.

o Evaluate cross-slopes in lanes with bus circulation

to avoid roller coaster effects and allow adequate

bus lift deployment.

Bus Zones

Bus zones are designated no-parking areas on

streets with curbside parking (Figure 3-9). They allow

/t:?e bus to pullout of the travel lane and up to the

if lr b to stop, boarding and deboarding all passengers

• i a way that is safe and not disruptive to other traffic.

At a minimum, bus zones should be provided at

the following:

•

•

•

Section 3-GuideLines for Design ofBus-Related FaciLities

All transfer points

Heavily Used StopS

Streets with high speed limits (over 40 mph)

• Streets with substantial traffic volume

• Where potential safety conflicts exist

• Where buses layover (length based on number of

buses)

• Where removal of parking is acceptable.

D For a project with on-street parking along its

frontage, consult with Tri-Met on the desirability

of creating a bus zone.

D If a bus zone is determined to be appropriate,

mark the zone with one or more "no parking"

signs and pavement and curb striping.

~ ~ I ! ~ ~ ~ ~ : • ) I

............r::.----- ...~ . - -! W....·......H+ - 50 =T ___ 4O;oT min_

, .-- 90 FT no ~ a r k i n e z o n . _Far-side Stop

\'-..:

! - - - I I.....-.........t::: ----, .t. "., """i rr .·....... ·.1t¥0 FT " f t ~ 40 FT m i n . _ ~ , 140 FT no psrkine ZOM

Far-side Stop After Left Turn

.....100 FT min. nO parl:ing ..

Near-side Stop

-- - --I--,

./I -_ _ : ~ ~ ~ I C D J .-

_ 80FT __ 0F T _

100 FT no parl:ing zone _

Mid-block: Stop

Figure 3-9 Recommended Bus Stop/Zone P!Mement




o Where space is available, the following formula

should be used for optimum sizing of bus zones:

• Near side. = 2 times bus length plus 20 feet (100

feet minimum)

•

•

Far side = 2 times bus length plus 10 feet (90 feet

minimum)

Midblock = 2 times bus length plus 40 feet (120

feet minimum)

o Add one bus length plus 10 feet for each addi

tional bus to be accommodated at a stop at the

same time.

Bus Stop Signs

Signs are placed to notify passengers where a bus

will stop, to provide a reference for bus operators and

passengers, and to publicize the system. In placing a

bus stop sign, concerns for passenger and public safety,

convenience, and bus stop visibility must be addressed

(Figure 3-10).

3-17

o Locate existing bus stop signs on site plans

submitted for design review. State whether they

are on a utility pole, city pole, or Tri-Met pole.

o Coordinate with Tri-Met on relocation or new

sign placement.

o In unconstrained areas, locate bus stop poles 1

foot before the front end of the bus stop and 2 feet

from the curb face.The Facilities and Maintenance Section ofTri-Met

is responsible for installation -and routine maintenance

of all bus stop signs except those associated with no

parking bus zones. Local jurisdictions are responsible

for installing these signs, along with appropriate

signage indicating no-parking restrictions.

o Coordinate with Tri-Met's Facilities and Mainte

nance Section on installation of bus stop signs or

poles.



3-18

" "

Bug

Stop

Slgl1

Dlm.'g

Plate

Moul1ted

0'1 Pi,

Figure 3-10 Bus Stop Sign Placement Guidelines

+---


With

Attached

S i d ~ a l k

With

D ~ a c h e d S i d ~ B l k

Grs!O&

Psrkmoa

Scrip




Multimodal Street Design

Guidelines for designing roadways for buses

include the following:

•

•

Selecting the dimensions and location of a bus

stop in relation to an intersection

Understanding how the implemented design can

affect the operations of the system

Comer Radii

At many intersections throughout the region, Tri

Met buses have difficulty turning due to tight corner

curb returns. In many instances, a bus must encroach

on adjacent or oncoming travel lanes when turning,

thus delaying bus operations and adding to potential

conflicts with other modes of transportation. Where

space is available, and it is appropriate for transit

vehicles to have priority, a properly designed corner

curb radius will minimize conflicts among buses and

cars, bicycles, and pedestrians at intersections. It will

also improve bus operating speeds and reduces travel

time.

Figure 3-11 illustrates a combination of recom

mended turning radii and parking restrictions for

several intersection conditions that minimize conflicts

and facilitate smooth bus operations. The intersection

curb radii vary from 15 to 50 feet, depending on on

street parking locations and 12-foot travel lanes, and

assuming no encroachment on adjacent lanes.

Encroachment on adjacent lanes may be allowed on

certain low-volume streets or where right-of-way is

limited. When these situations arise, Tri-Met's TransitDevelopment Department should be contacted to

evaluate conditions on a case-by-case basis.

3-1

The pedestrian crossing distance will increase as

the intersection radius increases. Where larger radii are

developed, longer walking time at signalized intersec

tions must be accommodated. In certain cases, curbextensions may be applicable. . ..

o Design curb radii to accommodate bus move

ments where appropriate. Curb radii may vary

from 15 to 50 feet depending on site constraints

and desirable operations.

o Where larger radii are developed, allow longer

walk time at signalized intersections to accommo

date increased pedestrian crossing distances.

Lane Widths

Properly sized curbside lane widths should provid

adequate maneuvering space and variance for buses to

avoid sideswipe accidents, especially where a delivery

truck may be parked on the street, encroaching on the

curbside travel lane. Providing safe pedestrian linkages

across traffic lanes is also important. Roadway designers are encouraged to work with Tri-Met on a case-by

case basis to evaluate the trade-offs involved in facility

design. Recommended guidelines as illustrated in

Figure 3-12, include the following:

o Provide a curbside lane width of 12 feet (exclusive

of a bike lane) for normal bus operation on a

mixed traffic roadway.

o Provide curbside lane width of 14 feet along

roadway segments where operating speeds and bu

frequency are higher or where on-street parking is

available adjacent to the travel lane.






" , o ew" l . ' : r"",,,,, ..c, T R " ' V ~ 1 . TURN T" ..vEl . rAF<I<"I-I'1 ' :; 'OEWACI<

t 12 ' '\ 8' \ 7.'-_,;...,.._. f...f - - - . : ~ ~ : : . . . . ' ~ l J . - . : l l - = ' 1 ' : _ · .;..14,;...'...,!f---.:8:....'-.1)--'2.-'-+-1 !-lEO .......

1J--.-1-.-.-,....,..1::

:

: 0

..

l

1 ~ - - - - - - - - 7 ~ ' - 80'R.o.w.

T V ~ N . 12. ' ... ' ....

t 1

u u uij

-b\ij G

n'

k 1,,'-Icn:~ . o . w .

Figure 3-12 Curbside Lane Wuiths

1 1

[T'-I ; , . -, . E: .,crtl-' r .,," --

0 ~ 8 " ' - E lr ! t, ..

3-21

(

\(\



3-22

Exclusive Bus Lanes

.. Where high traffic volumes and congestion exist,

.lCclusive bus lanes may be warranted to facilitate bus

operations. As noted in the Highway Capacity Manual(Transportation Research Board, 1994), a bus lane is

considered necessary when 30 or more buses per hour

are operating on that street during peak periods.

Currently, certain portions of existing roadways havepeak hour bus volumes that justify a bus lane (e.g.,

S.W Madison Street between Front Street and Fifth

Avenue).

The design of an exclusive bus lane on a city street

depends on several important factors:

Local and regional transportation policies and

street classifications

• Vehicle dimensions

• Bus operating speeds

• Roadway geometric alignment and cross-street

access

• Availability of adequate pavement width

• Traffic volumes

The following illustrations depict recommended

t " " < ~ i n i m u m bus. lane :vidths for two c o n d i t i o n s - . m i x e ~ '·.e and exclusIve (FIgure 3-13). The lanes are mcluslve

Jf the roadway and do not include the added width

allocated for a bike lane, gutters, or on-street parking:

o If a bus lane is adjacent to a mixed use travel lane,

provide a 12-foot bus lane width to ensure

adequate clearance and minimize conflict betweenthe twO travel modes.

o If a bus lane is independent of a normal street

network (e.g., a park and ride facility or a transit

center), provide lane widths of 14 feet for one-way

operation and 24 feet for two-way, to accommo

date the higher volume of buses that are expected.

/ ' )..

Section 3-Guidelines for Design ofBus-.&l.ated Facilities

Bus-only Lane: S. W. 5th ana Broadway

Bus Operations at Rose QJuzrter Transit Center

Figure 3-13 Exclusive Bus Lane Configurations




Roadway Pavement

When fully loaded, a standard bus has a rear axle

weight of 25,000 pounds (dual tires). With repeated

use, substandard roadways will deteriorate. At a

minimum, roadway design must conform to both

Oregon Department of Transportation and local

jurisdictional pavement standards and the particular

soil conditions. In areas where buses start, stop andturn, or along roadways with higher bus volumes or in

areas with special soil conditions, additional consider

ation should be given to pavement design.

Project engineers must determine the most

appropriate pavement section given local site condi

tions and bus movements at that location.

D On typical roadways with fewer than 25 buses per

day, design roadways with typical asphalt pave

ment sections.

D On roadways carrying 25 or more buses per day,

incorporate concrete roadways to avoid the

deterioration that typically occurs with asphalt,

particularly in bus stopping and turning areas or

areas with special soil conditions.

D At bus stops accommodating very high bus

volumes, provide a reinforced concrete pad as

illustrated in Figure 3-14.

Note.:-P80 de:p'th dc:p::ont:lcrrt UPOI"l $oil coneHt.io.,s. V'C:hicie wcie"-;a,.,e:I volume 'to !7C de-:.erminc'::! :;y proj=ct enginecr.

Cor.tractor snail mat.cn ~ x i s t . ; n € l street s=:c't-ion :f gr::atc::.1-:"., tne: minimurr: 5cc't.io!"1 sl'lown lib-eve. Ai: wo:'"( r:'I ..S-:'

conform to OOOT !'_vernc:r.t a::'s;gr and matc:-iai s':.ar:daro5

sr'!dlor local jurisdictior: standareis.

Figure 3-14 Pavement Composition: Concrete Bus Pad

3-2

Bus Pullouts

Though not warranted in most situations, well

placed, carefully designed bus pullouts can provide fo.

safe passenger loading and unloading with minimal

delays. When a bus pullout can be justified, it should

be placed to allow buses to easily re-enter the traffic

flow and allow for adequate vehicle acceleration and

deceleration (Figure 3-15).

D Place pullouts at signalized intersections where th

signal creates periodic gaps in traffic flow.

D Place the pullout at the far side of an intersection

to enable buses to decelerate through the intersec

tion. Except where transportation system manage

ment measures have been incorporated into an

intersection design, avoid near-side pullouts

because they conflict with right-turning vehicles

and cause delays while the bus attempts to re-ente

the travel lane.

D Avoid midblock pullouts unless they are associatewith pedestrian access to a development that

generates significant transit ridership, are linked to

a midblock pedestrian crossing, and meet the

standards for pullout design.

Figure 3-15 Bus Pullouts at S.E. PoweUl55th and S.E.

PoweUlMilwaukie



3-24

Bus pullouts must allow adequate tapers and lane

widths to accommodate bus movements. Figure 3-16

. ~ m a r i z e s the range of dimensional requirements fori,s pullouts.

o Along arterials with posted speeds over 30 mph,

provide a 12-foot-wide pullout lane to reduce the

potential for sideswipe accidents. Adjacent to bike

lanes, the pullout lane width may be reduced to 11

feet unless buses will be stopped for extendedperiods of time (e.g., layovers).

o At far-side pullouts, provide a minimum 5:1 exit

taper. An entrance taper may be necessary if the

intersection can not accommodate a 60-foot-long

deceleration movement into the pullout.

o At far-side pullouts with curb extensions and atmidblock pullouts, allow for'a 10: 1 entrance and a

5: 1 exit taper if traffic speeds range from 30 to 40

mph. Where roadway design speeds are less than30 mph or exceed 40 mph, design entrance and

exit tapers according to the following formula:

L = WS/3 L = Length of taper

W = Pullout widthS = Roadway design speed

o Allow a 60-foot stopping length for a standard busand 80 feet for an articulated bus. Coordinate

with Tri-Met on what type of vehicle serves aparticular site.

Curb Extensions

Curb extensions enhance the pedestrian environ

ment by reducing street crossing distances and calmingvehicular traffic (Figure 3-17). As illustrated in Figure

3-18, they also allow more on-street parking than buszones do, and they also provide additional space for

pedestrian and bus passenger amenities (e.g., shelter orbench, bicycle rack, trash receptacle).

Curb extensions usually are considered appropri

ate along streets with lower traffic speeds and/orreduced traffic congestion where it is acceptable to

stop buses in the travel lane. Collector streets inneighborhoods and designated pedestrian distriCts are

also good candidates for such treatment.

o In areas with curb extensions, locate bus stopS onthe near side of an intersection.

o If bus turning movements are anticipated, accom

modate vehicle turning movements to and from

side streets.


With Curb Extension Without Curb Extension

1,.:

Curl:r c : x t c : " ~ j O M i(radiU$ dis: ""c: e :int,o 5t.rU't vllri!:5-)

--_._ ...._........._-rr=.l--:-r':-'r r. I ,

N o ~ r : : s :

"'E2... :

!:

I" cor.st-rained situ8ItiOf:S 0:" w h e ' ~ e : pc::ac::dso;rian eros sine distances .;arc:: a

concern i:Ju5 paei wiath r.1ay inclUeiC:: ,U:.e' I.ane:: if ~ l . : 5 dwell time is l i m j t ~ d . Ovorlapp,d biKci'"s ZOMOS "duee taper length

iapers assume :30·AO rr.." ~ r " f f i ~ s p e o ~ s . see Sec.ion :3.2 for other

speed ranges.

Figure 3-16 Bus Pullout Design Options

Figure 3-17 Curb Extension at N. W. 23rd andJohnson



S ~ c t i o n 3 - G u i d e l i n ~ s for Design ofBus-Related Facilities 3-2

Full Tr ~ a t m ~ n t With 1P a 6 6 ~ n g ~ r A m ~ n i t i ~

Optional trashrt::ct::ptaclt:: -+---40

5ht::ltt::r

Bus Stop Sig

(

)

Figure 3-18 Curb Extension Treatment

i

.. .\ r-- ---'\

--'--_ ...&......_._---....---

(

)

ITypical T r ~ a t m ~ n t

Drainage



3-26

3.3 Transit Passenger Facilities

') and Amenities

Tri-Met provides a variety of bus stop amenities

for the convenience and comfort of bus riders. Reason

able levels of weather protection, physical accessibility,

and clearly understood transit information are impor

tant elements in promoting public use of the transitsystem. Whenever possible, new bus stops should be

located where there is sufficient right-of-way for the

placement of such amenities.

Bus Shelters

Tri-Met encourages private developers and other

agencies to include passenger shelters as part of new

developments when warranted. The most important

criteria Tri-Met uses to determine whether a shelter is

warranted are as follows:

• Number of passenger boardings per day-A

stop warrants a shelter if it has at least 50 passen

ger boardings per day. This criterion leverages

limited resources to benefit the greatest number of

customers. To evaluate potential ridership of a

new development, contact Tri-Met's Transit

Development Department.

Type of population served-Locations that serve

higher concentrations of elderly customers or

people with disabilities are given priority for

shelter placement. This frequently includes stops

at medical facilities and public service agencies.

• Preparation required-Level sites that provideadequate placement area with minimal impact to

surrounding properties are preferred.

• Availability of nearby shelter-To achieve the

best level of service for each customer, shelters are

distributed to obtain maximum coverage and

access.

If the standard Tri-Met shelter is either not

warranted or is deemed unacceptable, then a private

developer or agency may install a shelter of a different

design, as long as Tri-Met is not responsible for its

maintenance. Any new alternative shelters must meet

ADA standards.

o Inside the shelter, provide a minimum clear floor

area of 30 inches by 48 inches for persons using

mobility devices. The interior of the structure

should not be construed to be any part of the

,

/ - , separate 5-foot by 8-foot passenger landing area.

A type of bus shelter most frequently used by Tri

.Nfet is illustrated in Figure 3-19. Shelter placement

depends on the unique conditions at a bus stop and

-should be coordinated with Tri-Met's Service Planning

Department. In general, however, the following siting


guidelines can be applied (Figure 3-20).

0 ' Place shelters "downstream" from the bus Stop

front-door landing pad. This gives the driver a

clear view of the bus stop area and promotes safety

by locating waiting passengers away from the

approaching bus.

o Locate shelters 6 feet (minimum 5 feet) from the

front door of the bus along the direction of travel.

This placement provides adequate circulation

space for persons in wheelchairs. .

o Locate shelters within 20 feet of the front door

landing area to facilitate timely passenger loading.

o Maintain a 6-foot (minimum 5-foot) pedestrian

pathway on at least one side of the shelter, prefer

ably in line with the existing sidewalk.

o Locate the back of a shelter no less than 12 inches

from a building face, wall, or other broad vertical

surface to facilitate trash removal and panel

cleaning.

o Place shelters that have their back panels facing

the street no closer than 2 feet from the curb face

to allow safe passing clearance for buses and bus

mIrrors.

Figure 3-19 "1jpe-A" Shelter Pl=ement at N.W. 23rd and

Lovejoy




Building

6" min c l ~ a r a n c c .....

Busstopsign q

~ D A I = ~ J : : 5' .i 1 mai

Figure 3-20 Bus Stop Amenities

5 h ~ l t ~ r s d j " c ~ n t tobuildine ( p r e f ~ r r ~ d )

Shelter withlandscaped buffer

Parking lot

5' min

5 h ~ l t e r s d j s c ~ n t

10' min. to rosdwsy

".

2' min

trash

r ~ c c p t a c l ~

Bus stop sign

p ~ r m e t ~ r Is e I ~ c s F ' i n e

s stop sign

3-2

(



3-28

o Do not place shelters between a regularly used

building exit and the curb so that pedestrian

access between the building and the street is

) blocked.

o Do not locate shelters in front of building win- .

dows used for commercial purposes (e.g., advertis

ing or displaying the business's name).

oLocate shelters where people will not be exposed

to splashing water from passing vehicles or runoff

from adjacent buildings and trees.

o Orient shelters so that they provide as much

protection as possible from wind and rain.

o Do not place shelters where they block motorists'

or pedestrians' views of opposing traffic

movements.

o Do not place shelters within the 5-foot by 8-foot

landing pad area required by ADA, or consider the

shelter interior as part of the ADA landing.

Tri-Met may remove shelters because of lowridership, excessive vandalism, or the repeated occur

rence of illegal activities. If a shelter is to be removed

because of low ridership, a 2-week public notice is

posted on the shelter. The notice states Tri-Met's

intention to remove the shelter and lists the telephone

, ~ m b e r to call with comments, concerns, or ques' : lms.

If a shelter is to be removed because ofvandalism,

a letter is sent to the local neighborhood association,

notifying it of the problem and asking for assistance. If

vandalism does not decrease and no other solutions are

identified, a removal notice is posted (as described

above), and the shelter is removed.

Bus Benches

Providing bus benches without shelters is appro

priate at some bus Stops. Criteria for placing benches

without shelters include the following:

•

•

•

•

f)

•

Locations where the regular number of riders does

not warrant a shelter

Locations with adjacent site features (e.g., retain

ing walls, stairs, low fences) that attract riders OntO

adjacent property

High-use areas that are unsuitable for shelters

because of high levels of pedestrian movement

over a small area

High-ridership locations that have weather

protection, but no seating

Transfer locations with buses on long headways

Locations used by elderly and disabled persons

If the locations meet one or more of the criteria


listed above, the following installation criteria should

be observed:

o Locate benches ahead of where the bus will Stop,

outside the ADA-mandated landing pad.

o If a sidewalk is provided, allow a 6-foot (mini

mum 5-foot) sidewalk clearance for passing

pedestrians.

o If the bench faces the street, locate it at least 3 feetfrom the edge of the travel lane. This placement

will accommodate passengers' legs'and feet

without placing them too close to traffic.

' ~ d " benches placed by a private firm and benches

provided by private developers are encouraged,

provided they conform to these placement criteria.

Tri-Met also provides benches, which come in two

SIzes:

• Two-person benches (4 feet, 2 inches long) placed

at bus stops with medium ridership levels. These

are usually placed inside shelters but can also be

free-standing.

• Free-standing, three-person benches (6 feet, 7

inches) placed at bus stops with high ridership

levels and/or high visibility. .

Trash Receptacles

Tri-Met places trash receptacles only at existing

bus StopS in response to requests from the public

(Figure 3-21). Tri-Met administers the Trash Recep

tacle Program, which identifies sponsors who will be

responsible for maintaining the receptacles. Sponsors

are usually property owners, but they may also include

businesses, community groups, or local jurisdictions.

Trash receptacles are installed at existing bus stops

only if all of the following criteria are met:

• A request is received from a member of the public.

• There is evidence of a litter problem at the stOp.

• A sponsor (business, community group, or local

jurisdiction) is identified that will assume mainte

nance responsibility.

• The receptacle can be located close to the bus

stop.Priority is given to installations at bus transfer

and/or shelter locations. Installation criteria are listed

below:

o Locate receptacles outside of shelters and outside

any landing areas. The location should not impede

bus passenger boardings or deboardings.

o Place receptacles at the back of sidewalks, if

possible, maintaining a 6-foor (minimum 5-foor)

sidewalk clearance.



Section J--.Guidelines for Design ofBus-Related Facilities

To enhance a consistent image, Tri-Met installs

receptacles with the following characteristics. The

specific design criteria are:

• Height: 32 inches

• Diameter: 29 inches

•

•

•

•

•

Weight: 750 pounds

Capacity: 30 gallonsExterior: reinforced aggregate concrete

Liner: galvanized garbage can

Lid: steel

Sign: sponsor's name, blue and white aluminum

Figure 3-21 Shelter, Schedule Display Board, Trash Recepuu:le

and Advertisement

Bicycle Racks and Lockers

Tri-Met does not install bicycle racks or lockers at

bus stops in the public right-of-way. At this time, racks

and lockers are installed only at facilities Tri-Met owns

(transit centers and park and ride facilities).

Landscaping

Tri-Met does not provide landscaping at regular

bus Stops along public streets. Adjacent property

owners or local jurisdictions undertaking street

improvements should provide landscaping that

enhances pedestrian circulation and waiting. At the

same time, designs should avoid creating obstructions

for bus10ading or other operations described in

previous subsections.

Bus Catcher Information Display Boards

Tri-Met has initiated a program to install bus

catcher information display (BCID) boards. These

boards provide customers with bus route maps,

schedules, and fare information. Tri-Met places BCID

boards at bus stops if requested by members of the

public and if the stop has at least 100 boardings a day.

3-29

Priority is given to installing BCID boards at bus

transfer locations and major trip generators. The

BCID board can be either free-standing in the bus

stop area (usually attached to a sidewalk) or mounted

in a frame within a shelter.

Maintenance Requirements

Bus stopS and passenger amenities require mainte

nance. Currently, maintenanc:e is divided into five

categories:

• Public right-of-way: The majority of bus StopS

are at sidewalk areas within the public roadway.

Maintenance of these areas comes under the

agency or jurisdiction responsible for the roadway

or the property owner responsible for the side

walk.

• Areas on private property (such as shopping

centers, hospitals, or schools): Maintenance of

these areas is the responsibility of the propertyowner, unless a separate maintenance agreement is

arranged between Tri-Met and the property owner

prior to the initiation of bus service or construc

tion of the facility.

•

•

•

Bus stop signs and supports: Tri-Met's Facilities

Maintenance section is responsible for maintain- /

ing bus stop amenities. All requests for mainte-

nance should be forwarded to Tri-Met's Road

Operations Department.

Bus shelt er maintenance: Bus shelter placement,

repairs, and removals are the responsibility of the

agency that owns the shelter. Tri-Met's Facilities

Maintenance section handles routine maintenance

of shelters. Shelter removal and replacement are

administered through an outside contractor.

Trash receptacles: Tri-Met is responsible for

purchasing and installing trash receptacles. The

sponsor of the trash receptacle is responsible for

regular trash removal.



3-30

3.4 Bus Priority Treatments

' j The aim of a transportation system management

, JSM) program is to increase the productivity of an

urban transportation system by means other than

large-scale construction. It is both a concept and a tool

to manage and refine the existing system by increasing

efficiency and reducing costs. TSM effortS are charac

terized by the following:

• These effortS tend to be smaller in nature and

more readily implemented than full-scale capital

construction.

• Improvements may include small physical changes

to achieve time advantages for transit vehicles at

congested intersections, development of park and

ride lots, and improved frequency of service on

existing bus routes.

. , The objective is to provide a coordinated ap

proach to evaluating improvements and setting

priorities, with the goal of enhancing overallfunction.

A critical element in the development of such a

program is the use of transit priority measures.

Because buses normally carry more people than other

~ i ~ l e s in relation to their ~ s e of road space, the

"' , fhc1ency of the transportation system as a whole can

)ften be improved by giving buses priority over other

vehicles. Such improvements increase the attractiveness

of transit relative to private vehicle use.

To be successful, bus priority measures must be

carefully coordinated with local transportation agen

cies directly responsible for traffic control and generalroadway planning and operations, since improvement

in transit service is often at the expense of the level of

service offered to other vehicles. In arbitrating this

issue, it is essential to use a mulrimodal context, so

that when gains and losses to all travelers are assessed,

the result is a net benefit.

Four major classes of transit priority measures exist:

movement priority, bypass priority, exemption and

special handling, and signal system priority. Successful

application of these priority measures are evident

throughOUt Portland's metropolitan region (see Figure 3-

22). Use of priority systems at traffic signals and site

specific roadway improvements have reduced travel time

for buses, improved schedule reliability, increased transit

ridership, and in many cases, improved traffic conditions

within the travel corridor.

This subsection identifies measures belonging in

.._each of these classes and provides general guidance on

l " ) e i r application.

, M P ' ., ovement rlOrlty

Transit priority measures are designed to improve

the movement of transit vehicles through congested


areas by eliminating competition between traffic and

transit. Unrestricted competition for limited road

space leaves transit vehicles at a severe disadvantage

because they must stay in the curb lane for passenger

loading and unloading and because of their lower

acceleration and maneuverability. By reducing the

number of conflicts, overall efficiency of transit

vehicles will be increased. Specific measures are

summarized below:

Exclusive Bus Lanes (identified in Section 3.2): Such

lanes provide added capacity and increase peak

directional flow on streets with heavy bus volumes.

Bus lane positions may include with-flow reserved

lanes, median strip lanes, or reversible priority lanes.

Although relatively expensive to install and maintain

(strict enforcement may be required), an exclusive bus

lane does offer the following benefits:

•

•

Provides more efficient bus service by improving

bus speeds through most congested areas

Reduces congestion by separating buses that move

slowly and Stop frequently from the rest of

thro ugh -traffic

Bus-only Streets: Such roadways restrict use to

pedestrians, public transport, and, perhaps, limited

classes of other traffic such as bicycles, taxis, emer

gency vehicles, and vehicles requiring access to pre

mises in the street. This arrangement, also called a

transit mall, is a compromise between giving buses

unhindered passage to carry passengers close to their

desired destination and improving pedestrian safety

and freedom of movement. Portland's award-winning

transit mall along Fifth and Sixth Avenues exemplifiesthis concept by achieving the following objectives:

•

•

•

•

Improved transit accessibility to the central

business core

Improved bus reliability and reduced delays to

passengers

Improved interchange facilities between different

bus services by providing a more attractive

environment in which this activity takes place

Improved mobility and safety standards

Bypass Priority

Road congestion is often caused by a lack of

capacity at specific points rather than across an

extended area. Access priority techniques enable transit

vehicles to bypass either the congestion point or the

queues approaching congestion points. Bypass priority

is similar to movement priority in intent but is a

point-specific policy.

Exclusive Lanes on Freeway Approaches: The concept

of exclusive ramps, also called queue-jumping lanes,





3-32

involves dedicating a lane on a freeway ramp for the

exclusive use of tranSit vehicles. Tbis approach is

,,----yticularly useful in situations where transit vehicles

;erge into heavily used arterials with significant conges

bnatthe exit or entrance points (e.g., the Cedar Hills

Boulevard on-ramp to the Sunset Highway).

Exemptions and Special Handling

Exemptions for transit vehicles traveling in a sharedroadway are used when transit service can be improved

through more direct routing and better access. Turning

and stopping privileges for transit vehicles allow the

vehicles to make turns or stops in certain areas that are

not permitted to other traffic, thereby reducing their

travel time. Such an arrangement avoids leaving transit

vehicles to "fight it out on their own."

Stopping Privilege: Instituting a: no-stopping restric

tion protects road capacity. Although exempting buses

from this restriction may delay auto traffic, it is

merited in the following instances:

•

•

Where an exception would provide better accessibility for transit patrons

Where it enables passengers to board and alight at

points closer to their origins or destinations

, ~ i n g Privilege: Turning movements generally

:i'iltse traffic delays, because vehicles entering a traffic

!ream ,are themselves delayed, while vehicles leaving

the stream and crossing opposing traffic delay other

vehicles in the same main traffic stream.

•

•

Turning restrictions for automobiles have proven

effective in reducing the time required for a transit

vehicle to proceed through an intersection.

Allowing buses to make turning movements that

are prohibited by other vehicles minimizes lengthy

detours and improves travel times.

Priority Merge: This measure allows a transit vehicle

that has pulled over for passengers to rejoin the traffic

stream without waiting for a break, as the oncoming

auto traffic is required to give way. A priority merge is

valuable on heavily used arterials and secondary streets

where long and constant traffic streams are common.

Signal System Priority

Traffic signals account for most of the delays to

transit vehicles and other traffic in urban streets.

Changes can be made in the application of traffic

signals to give priority to transit vehicles and to reduce

{: J ' impact of this source of delay.'\,;... One strategy for providing priority for transit

.ehicles is to use a signal preemption system. This

involves the preemption of a normal signal cycle to

_ allow transit vehicles to progress with minimal delay. It

can be achieved through signal adjustments in passive

Section 3-Guidelines for Design ofBus-Related F a ~ i l i t i e s and active systems.

Passive Priority: This measure involves computing

fixed-time signal plans so that special attent ion is given

to the operational considerations of public transit

vehicles. Special bus detection equipment is not

required. The principal characteristics of such a system

are as follows:

Is based primarily on signal coordination and

improved signal timing to give preference to theroads that support transit service.

• Includes coordination on a fixed-time basis

Is sensitive to unavoidable changes in passenger

service times occurring at various bus stops

Active Priority: This approach involves bus-activated

modifications of signal plans (see Figure 3-23). Special

detection units for the identification of public transit

vehicles are required. System characteristics are as

follows:

• Approaching buses can be identified by loopdetectors or onboard transmitters.

• Green time can be extended for approaching

transit vehicles, or red time can be reduced to

shorten vehicle wait time.

The system works best in networks where the flow

of buses is light enough that saving time for one

vehicle does nOt delay anomer.

Active-priority systems have proved effective in

reducing vehicle travel times, passenger waiting time,

and variances in level of transit service. Tri-Met

encourages the use of signal preemption at specificproblem locations. It reduces the time variable-the

factor that can be changed most easily.



Section 3--Guidelines for Design of Bus-Related Facilities

.Right

turn oniy

,:;xc,:;pt bU$

Near-side Bus Stop

Far-side Bus Stop

BusSoop

Sie n

Figure 3-23 '}tctive" SigTUl/ System PrWrity Measures

3-3

3.5 Quick Reference Summary

Table 3-3 provides a quick-reference summary of

applicable techniques and guidelines recommended il',

Section 3. It is intended as an initial checklist by

. which those responsible for transit-related roadway

improvements may determine the need or appropriate

ness of a specific improvement.

The summary serves as a reminder of various

issues to be considered and typical values to be used

when considering bus-related facilities in multimodal

streets.



3-34 Section 3--Guidelines for Design of Bus-ReilZted Facilities

Table 3-3Quick Reference Summary

' ~ ~ - - - - - - - - - - - - - - - - - - - - - - - - ~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -lItem

Transit Operations

Bus Design Vehicle

Dimensions

Bus Acceleration

Rates

Bus Deceleration

Rates

Maximum Grades

New Service/

Expansion

Scheduling

Route Structure and

Bus Stop Spacing

Route Directness and

r ~ h i' " ' rurning Radius

Bus Stop Placement

Bus Stop Location

Bus StOP Spacing

Bus Stop Placement

Location Guidelines

Liehtingt: )

'. ,

'ling Pads

Criteria

Length:

Standard Bus - 40 ft

Articulated Bus - 60 ft

"Lift" Bus - 24 ft

Standard Bus Width : 10.2 ft including mirrors

Height: 1J.3 ft

Heaviest axle weight: 25.000 lb

3.0 to 3.5 mph/second

2.5 mph/second

6 to 8% maximum

Use route design guidelines and adopted service

standards to reHect levels of service and layout of

individual routes

• Encourage effectiveness of service

• Retain patrons

• Ensure efficient utilization of resources

• !h mile in urban areas

1 mile in low-density suburban areas

Desirable for route to be not more than 20%

longer than comparable auto trip

Path of Overhang: 48 ft

Path of Left Front Wheel: 43 ft

Path of Right Rear Wheel: 28 ft

• Evaluate development density

• Identify site-specific transit generators

• Promote competitive level of service

Reference Page

• Evaluate roadway and pedestrian access characteristics

Group 1: 780 ft (approximately every 3 blocks)

for high density areas

Groups 2 and 3: 1,000 ft or greater spacing for

low density areas

Dictated by the following:

• Potential traffic delays

• Space for bus maneuvering

• Adequate site distance

• Impact on signalization

• Existing turning movements

• Proximity to other bus stops

• Right-of-way configuration

• Type of StOP• Projected ridership

• Pedestrian linkages

• Adjacent land uses

• Neighborhood impacrs

Minimum 1 foot-candle

Incorporate ADA requirements:

5 ft wide by 8 ft deep

• Maximum 2% cross slope

• Firm, stable surface

Tri-Met Contact

Manager/Maintenance Systems

Bus Maintenance Department

(503) 238-5847

Manager/Operator Training

Bus Training Department

(503) 238-6418


(503) 238-5847


(503) 238-5847

Chief Service Planner

Service Planning Department

(503) 238-4991

Manager. Traffic and Schedules

Planning and Scheduling Department

(503) 238-4884


(503) 238-4991


(503) 238-4991

Transit Development Depart ment

(503) 239-6711

Project Planner

Transit Development Department

(503) 239-6711

Transit Development Departmen t

(503) 239-6711


(503) 239-6711


(503) 239-6711

Transit Development Departm ent

(503) 239-6711




Item

Sidewalks

Obstructions!

Clearances

Driveways

Catch Basins

Street Grade

Criteria

• Minimum 5 ft width clear of obstructions

• Minimize obstacles

• Paved

• Adequate lighting and drainage

• Overhead obstructions - Minimum 14 ft abovestreet surface

• Minimum 2ft

from edgeof

street curb• Observe minimum clearance of 100 feet

• Leave at least one driveway clear

• Maximize sight distance

• Avoid placement of bus stop adjacent to basin

or storm drain.

• Flatten out excessive road crowns

Delineation of Bw Stops

Bus Zone Length Far Side: 90 ft minimum

Signs

Roadway Design

Corner Radii

Lane Widths on

Mixed Traffic

Roadway

Exclusive Bus Lanes

Roadway Pavement

Pullouts

Bus Pullout

Dimensions

Curb Extensions

Near Side: 100 ft minimum

Midblock: 120 ft minimum

For articulated buses: Add 20 ft

For additional standard buses: Add 50 ft each

• Tri-Met responsible for installation andmamtenance

• No parking zones - local jurisdiction

responsibility

50 ft for bus turning into single lane with no

encroachment onto adjacent lanes

15 to 30 ft for bus turning into two or

more travel lanes

• Curb Lane: 12 ft minimum; 14 ft desirable

with adjacent on-street parking

• Other Lanes: Minimum 11 ft (12 ft on arterials)

12 ft minimum width when adjacent to mixed

use travel lane

14 ft minimum when exclusive of normal street

network

For adequate pavement to suppOrt buses, evaluate:

Frequency of buses

• Bus start!stop areas

• Bus axle weights

• Pavement material strengths

• Subgrade soil conditions

Appropriate or warranted when:

• Bus stopped for extended time

• Posted speed limit exceeds 30 mph

• Prone to accidents

• No parking in curb lane

• Prone to sight distance constraints

• With bus priority treatment• Stopping length consists of 60 ft for each

standard bus and 80 ft for each arcticulated bus

• Stopping area width is 11 ft minimum, 12 ft

desirable on arterial streets

• Tapers and acceleration!deceleration lane

widths are dependent on design speed

• Appropriate where traffic speeds are low and

impaCts of stopping in the travel lane are

acceptable

• Also appropriate on collector streets and in

pedestrian districts

Reference Page Tri-Met Contact

See local jurisdiction requirements


(503) 239-6711


(503) 239-6711


(503) 239-6711


(503) 239-6711


(503) 239-6711

Road Operations Coordinator

Road Operations Department

(503) 238-4850


(503) 239-6711


(503) 239-6711


(503) 239-6711

Civil Engineer,

Engineering S e ~ i c e s Department

(503) 239-2105


(503) 239-6711


(503) 239-6711


(503) 239-6711

3-3



3-36

Item Criteria

F ill·· dAm · ·. ·ssenger ac tles an erutles

'-'us Shelters

Bus Benches

Trash Receptacle

Bicycle Racks and

LockersLandscaping

Bus Catcher Display

Boards

Maintenance

Warrants based on:

Minimum 50 passenger boardings/day

• Elderly or dis..bled passengers served

Extent of site preparation

• Proximity to another shelter in the same

direction of travelWarranted when:

• Number of boarding riders does not warrant

a shelter

• Adjacent site feature attraCts riders

• Limited space deters shelter placement

• Weather protection is available

• Bus stop is a transfer location

• Elderly or disabled passengers served

Installed at existing StopS where:

Request received from public

• Litter problem exists

• Sponsor assumes maintenance

• Receptacle can be placed close to bus Stop

Installed only at Tri-Met-owned facilities

(transit centers, park and ride lots)Avoid obstructions to bus loading and unloading

• Placed in response to public request

• Minimum 100 boardings/day required

Priority given to transfer locations

Public right of way: agency or jurisdiction

responsible for roadway

• Private Property: property owner unless

maintenance agreement with Tri-Met exists

• Bus Signs and Suppon: Tri-Met

• Shelters - agency that owns the shelter

(usually Tri-Met)

Bus Priority Treatments

Priority Systems at

Traffic Signals

Roadway Geometric

Improvements

• Evaluated on a case-by-case basis

• Achieved through signal adjus tments in passive

and active systems

• Improves bus speed and reduce delay

Considered when:

• InterseCtion operates at an unacceptable level

of service

• Limited amount of land acquisition and

construCtion required to correCt the problem

Section 3-Guidelines for Design o fBus-Reblted Facilities

Reference Page Tri-Met Contact

Passenger Facilities Planner


(503) 238-4991

Service Planning Departrnent

(503) 238-4991

Program Coordinator

Facilities Management Department

(503) 2 3 8 ~ 5 8 4 7


(503) 239-6711Provided by adjacent property owners or

local jurisdictions.

Manager, Marketing Department

(503) 239-6465

Manager

Facilities Management Department

(503) 238-5847

Engineer


(503) 239-6711


(503) 239-6711

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