Mike Lambert, AICP Director, Mid-Atlantic Transit and Rail
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1 Bus Priority Treatment Guidelines Mike Lambert, AICP Director, Mid-Atlantic Transit and Rail 1
2 2 Toda ay s Brief fing
3 3 Ackno owled dgem ments
4 4 S tudy Bac ckgro ound
5 Guidelines Detailed Plans and Designs PCN Plan 5 Why Deve elop Guideline es?
6 6 S tudy Objectiv ves
7 7 Guideline es Conte ent
8 8 Local Exa amp ples Revie ewed
9 9 Trans sit Co oncep pts fr rom a Traffi c En nginee ering View
10 10 Strat tegie es De escri ibed
11 11 Trans sit Sig gnal Prior rity
12 12 TSP Limita ation ns
13 13 TSP Principle es
14 Comparison of TSP Technologies Lane Detection TSP Communication E XCLUSIVE L ANE Induction loop detector Video detector GPS/AVL Optical emitter Radar detector RF tag M IXED T RAFFIC RF tag Optical emitter GPS/AVL Infrared T ECHNOLOGY A DVANTAGES D ISADVANTAG ES I NDUCTIVE L OOPS L OW F REQUENCY RF ( KHZ ) MHZ RF S PREAD S PECTRUM R ADI O Devices placed in guideway rather than vehicle Transmitters inexpensive and are easily removed or replaced Transmitters inexpensive and are easily removed or replaced Can transmit much information Can transmit much information Only appropriate for exclusive busway s Devices damaged in road construction Message transmitted may be hindered by accumulated dirt or snow on tag Message transmitted may be hindered by accumulated dirt or snow on tag Not as accurate in locating buses as other radio frequency technologies Can be affected by weather May be more expensive Well provenin Europe Limited ability to provide precise vehicle information I NFRARED Limited amount can be transmitted from vehicle Requires line of sight V IDEO Requires line of sight O PTICAL Cost savings if already in place for emergency vehicle preemption Limited ability to provide precise vehicle information and transmit from vehicle Requires line of sight GPS/AVL V EHICLE Buildings may block signal T RACK ING May not provide precise location information for signal pr ior ity treatment Sources (clockwise from L): ITS America (2004), TCRP #90 (2003), PVTA 14
15 Far Side Stop Queue Jump Near Side Stop Queue Jump 15 Queu ue Jump ps
16 WMATA Bus Bulb Design New York Select Bus 16 Bus Bulb bs
17 New York City Select Bus, New York City 17 Bus Bulb bs
18 T YPE OF S TOP A DVANTAGES D ISADVANTAGES C URB SIDE Provides easy access for bus driver and results in minimal delay to bus Is simple in design and easy and inexpensive for a transit agency to install Is easy to relocate Can cause traffic to queue behind stopped bus, thus causing traffic congestion May cause drivers to make unsafe maneuvers when changing lanes in order to avoid stopped traffic es Type Stop T Bus S B USBAY Allows patrons to board and alight out of travel lane Provides a protected area away from moving vehicles for both the stopped bus and bus patrons Minimizes delay to through traffic May present problems to bus drivers when attempting to re enter traffic, especially during periods of high roadway volumes Is expensive to install compared with curb side stops Is difficult and expensive to relocate May disrupt the urban fabric in central city areas O PEN B US Allows the bus to decelerate as it moves May cause delays to right turning ihtt i vehicles when a B AY through the intersection bus is at the start of the right turn lane See Bus Bay advantages See Bus Bay disadvantages Q UEUE J UMPER B US B AY Allows buses to bypass queues at a signal May cause delays to right turning vehicles when a See Open Bus Bay advantages bus is at the start of the right turn lane See Bus Bay disadvantages B US B ULB Removes fewer parking spaces for the bus stop Decreases the walking distance (and time) for pedestrians crossing the street Provides additional sidewalk area for bus patrons to wait Results in minimal delay for bus Accentuates the streetscape, providing space for shelters, plantings, and street furniture Costs more to install compared with curb side stops See Curb side disadvantages Depending on site conditions, may result in permanent loss of parking SOURCE: TRANSIT COOPERATIVE RESEARCH PROGRAM REPORT 19: GUIDELINES FOR THE LOCATION AND DESIGN OF BUS STOPS (1996) (ADAPTED) 18
19 19 Stop Location Alter natives Fact tors
20 WMATA South Miami Busway Lymmo Orlando Select Bus, New York 20 Shelter Desig gn
21 Rese ervati ions Types of Lane Curb Lane Reservation (New York, NY) Middle Lane Reservation Peak Hour Bus Lane (Cleveland, Ohio) (Kansas City Kansas) Median Lane Reservation 21
22 ation ns sider Cons Use C ane U L L ANE U SED P ROS C ONS A PPLICATION O UTSIDE Lowest cost of installation Typically occupies less street space Lower capital costs associated with bus stops Easier/Safer Pedestrian Access M IDDLE Allows for on street parking Removes conflicts with illegally parked vehicles Allow bus to avoid delays from turning vehicles C ENTER Moves bus operations away from the curb and sidewalk Conflicts with on street deliveries and other curb access needs Conflicts with right turns Conflicts with bicycle travel Lower transit travel times savings Requires removal of on street parking Does not provide strong image to priority it service Can be difficult to enforce Conflicts with cars parking May require bus to pull out of traffic or construction of a bus bulb in order to access passengers Strict enforcement needed Restricted lane use; may permit HOVs, must accommodate turning vehicles, often restricted to peak periods only Restricted lane use with HOV, turning vehicles, and peak period only while allowing on street parking Conflicts with left turns Restricted lane use; may May require medians or islands permit HOVs, must with ample space to accommodate accommodate turning passengers waiting vehicles, often restricted May require buses with driver side to peak periods only doors for passenger boarding M EDIAN Clearly separates the bus Pedestrian access more challenging 24/7 dedicated bus only stop from sidewalk activity Requires the most space and with physical separation Provides a strong sense of greatest street width identity to the priority bus Safety considerations involving Enables contra flow bus wayward vehicles operation Conflicts with left turns Best option for future Restricts flexibility of bus operation conversion to streetcars / in using general traffic lanes or LRT entering and exiting bus lane 22
23 Val de Marne, France Chicago, Illinois 23 Cross swal lk D esign
24 lk Pr rinci iples swal Cross Visibility Safety Minimize Crosswalk Distance Signage Vehicle Speeds Exclusive Pedestrian Phase where necessary 2 24
25 Mid-Block Layout Considerations End Block Layout Considerations 25 Sidew walk Des sign
26 26 L esson ns Learned ed
27 27 Next Steps
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