DISCLAIMER ACKNOWLEDGMENTS TRANSIT DESIGN GUIDELINES. Omnitrans 16 member agencies:

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3 DISCLAIMER The purpse f these guidelines is t develp suggested design criteria that shuld be cnsidered when designing and placing transit facilities. This infrmatin is nt t be used as a set f standard details n which t base a final design, but rather as recmmended criteria and general guidance fr the placement and safe design f transit facilities. It cannt be veremphasized that these guidelines must be used in cnjunctin with sund evaluatin f the facts and planning/engineering judgment. These guidelines are intended t be used fr actins n new r revised stp lcatins, and d nt intend t apply t existing stp lcatins. Lcal jurisdictins, in endrsing these guidelines, indicate their general acceptance f the infrmatin prvided. Their acceptance f these guidelines des nt mdify r supersede their current standards and/r plicies therwise adpted by the jurisdictin. It is als imprtant t nte that the preferred dimensins shuld be planned fr, and minimum dimensins are applicable nly in specific cnstrained circumstances. ACKNOWLEDGMENTS Thank yu t thse wh participated in the creatin f this dcument, including but nt limited t the fllwing: Omnitrans 16 member agencies: City f Chin City f Chin Hills City f Cltn City f Fntana City f Grand Terrace City f Highland City f Lma Linda City f Mntclair City f Ontari City f Ranch Cucamnga City f Redlands City f Rialt City f San Bernardin City f Upland City f Yucaipa Cunty f San Bernardin Parsns, Gruen Assciates, and MIG cnsulting team San Jse Valley Transprtatin Authrity, and the VTA BRT Service Design Guidelines, 2007 Fairfax Cunty, VA and the Fairfax Cunty Transit Develpment Plan, 2009 Omnitrans Maintenance, Marketing, Operatins, Planning, and Safety & Security departments DISCLAIMER 1

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5 TABLE OF CONTENTS DISCLAIMER... 1 ACKNOWLEDGMENTS INTRODUCTION Purpse and Organizatin f Transit Design Guidelines Gals Dcument Overview Summary f Requirements OMNITRANS SYSTEM Backgrund Omnitrans Missin Omnitrans Services Traditinal Fixed Rute Service Express Fixed Rute Service OmniG Circulatr Service OmniLink Access Service sbx Service DESIGN VEHICLES Cutaway Vehicles Standard 40 Vehicle Articulated Vehicle Bus Related Systems BUS STOP POLICIES Requests fr Changes in Bus Stps Cmmunity Planning and Prject Develpment Cnstructin Impacts Reslutin f Cnflicts between Omnitrans and Jurisdictins LOCAL BUS STOP PLACEMENT Stp Spacing Placement f Bus Stps Curb Clearance fr Bus Stpping Znes Abutting Prperty Owners / Tenants TABLE OF CONTENTS I

6 5.5 Parking Restrictins at Bus Stps Bus Stps and Driveways MINIMUM REQUIRED BUS STOP ELEMENTS Landing Area and Sidewalk Cnnectins Curb Ramps Signage ROADWAY DESIGN AT BUS STOPS Bus Turnuts Bus Bulbuts Bus Pads Street Design fr Buses PASSENGER AMENITIES Shelters Bus Benches Trash Receptacles Lighting Bicycle Parking Newspaper and Vendr Bxes Landscape Features NextTrip System Develper Respnsibilities Bus Stp Maintenance SBX STATION DESIGN CRITERIA Design Objectives Design Cnsideratins Statin Spacing and Lcatin Image and Branding Sense f Place Statin Accessibility Site Develpment Passenger Circulatin Lcal Bus Interface with sbx Physical Security Architectural Kit-f-parts Transit and Passenger Amenities TABLE OF CONTENTS II

7 9.13 Design Criteria Related t Statin Type SBX ROADWAY DESIGN ELEMENTS sbx Design Speeds sbx Running Ways Radway Crss Sectins Intersectin Gemetry Queue Jumpers Curbs, Gutters and Medians Clearances Turn Lane Strage Length Minimum Curb Radii Additinal Measures Supprting Transit Pririty TRANSIT SIGNAL PRIORITY Transit Signal Pririty Architecture TSP System Design Traffic Signals, Cntrl System and Standards ELECTRICAL DESIGN CRITERIA AND STANDARDS Pwer Surce Shelter Electrical Requirements Slar Bus Ple Security Lighting Requirements Street and Pedestrian Lighting Transit Facility Lighting SYSTEMS & SECURITY Design Objectives FARE COLLECTION EQUIPMENT Fare Structure Prf f Payment Enfrcement Ticket Vending Machines Stand Alne Validatrs Central Prcessing Equipment Passenger Interfaces Security Alarm Reprting Requirements Other System Requirements TABLE OF CONTENTS III

8 14.10 Maintenance and Servicing Access Cntrl PARKING LOT DESIGN LANDSCAPING Cde and Standards Basic Gals Plant Selectin Grwth Rate Envirnmental Adaptability Tree Prtectin and Supprt Irrigatin Relcating Trees Maintenance TRANSIT CENTERS DESIGN CRITERIA Transit Center Lcatin Sense f Place Accessibility Site Develpment Amenities Increasing revenue-generating pprtunities at transit centers Maintenance f Transit Centers Traffic Calming TRANSIT-ORIENTED DEVELOPMENT (TOD) GUIDELINES TOD Definitin and Characteristics Supprt fr Transit Villages at the Federal, State and Reginal Levels Principles and Benefits f TODs Examples f TODs in Western United States General TOD Guidelines APPENDIX A GLOSSARY OF TERMS APPENDIX B STATION KIT OF PARTS CHECKLIST APPENDIX C REPORTS AND RESOURCES APPENDIX D POINTS OF CONTACT APPENDIX E SUMMARY OF STAKEHOLDER OUTREACH TABLE OF CONTENTS IV

9 LIST OF FIGURES Figure 1-1: Minimum Bus Stp... 3 Figure 1-2: Standard Bus Stp... 3 Figure 1-3: High Ridership Bus Stp... 3 Figure 1-4: sbx Statin... 4 Figure 2-1: Omnitrans System Map Figure 2-2: Omnitrans 40 Lw Flr Vehicles Figure 2-3: The Crprate Brand and Clr Standards Figure 2-4: OmniG, OmniLink, and Access vehicles Figure 2-5: sbx Green Line Figure 2-6: sbx Systemwide Map Figure 2-7: Official clrs fr the sbx Lg Figure 2-8: sbx vehicles Figure 2-9: sbx Line Designatin Figure 2-10: Statin Pyln featuring the sbx Lg Mark the Statin Entrance Figure 2-11: MAP-21 Prject Apprval Prcess Figure 3-1: OmniG Cutaway Vehicle Figure 3-2: Typical Dimensins f Standard 40 Caches Figure 3-3: Typical Dimensins f sbx Vehicles Figure 5-1: Stp Spacing and Pedestrian Walk Shed fr Hlt Bulevard Figure 5-2: Bus Stp Placement Figure 5-3: Typical Dimensins fr Farside Stps Figure 5-4: Typical Dimensins fr Nearside Stps Figure 5-5: Typical Dimensins fr Midblck Stps Figure 5-6: Typical Dimensins fr Multiple Bus Stps Figure 5-7: Bus driveway cnflicts Figure 6-1: Example f a bus stp withut an ADA landing area, where passengers d nt have an accessible path t the bus dr Figure 6-2: Typical Stp Dimensins Sidewalk Adjacent t Curb Figure 6-3: Typical Stp Dimensins Sidewalk behind Parkway Strip Figure 6-4: Typical Stp Dimensins Meandering Sidewalk Figure 6-5: Pedestrian Access Rute Figure 6-6: Bus Stp Sign Placement Criteria Figure 6-7: Omnitrans Sign Detail Figure 6-8: NexTrip Sign Detail Figure 6-9: Access Sign Detail Figure 6-10: Typical Pst Anchr Detail TABLE OF CONTENTS V

10 Figure 7-1: Farside Turnut Design Figure 7-2: Nearside Turnut Design Figure 7-3: Midblck Turnut Design (Type 1A) Figure 7-4: Midblck Turnut Crss-sectin Design (Type 1A) Figure 7-5: Midblck Turnut Design (Type 1B) Figure 7-6: Dimensins f Multiple Berth Bus Turnuts Figure 7-7: Partial Bus Turnut Figure 7-8: Extended Curb Installed at Intersectin Figure 7-9: Extended Curb Installed at Intersectin Figure 7-10: Cncrete Bus Pad Design Figure 7-11: Cncrete Bus Pad Crss-sectin Design Figure 7-12: Curb Design fr Bus Turning Figure 7-13: Design Turning Template fr 40 Bus Design Figure 7-14: Design Turning Template fr 60 Articulated Bus Design Figure 8-1: Typical Shelter Layut Figure 8-2: Shelter Clearance Figure 8-3: Shelter Placement Plan View Figure 8-4: Typical Omnitrans Bus Shelter Plan Figure 8-5: Bicycle rack at Rialt Metrlink Statin Figure 8-6: BikeLids at Ranch Cucamnga Metrlink statin Figure 8-7: Passengers using a bus stp cnstructed and maintained by a private develper, cmplete with bicycle parking, in Ranch Cucamnga, CA Figure 9-1: sbx Articulated Bus Operating n a Majr Arterial Figure 9-2: Split-directin Median Statin, Las Vegas, NV Figure 9-3: Spacing f sbx and Lcal Bus Figure 9-4: Views f an sbx Statin in the Center f a Majr Arterial Figure 9-5: Accessible slped walk and curb height at statin platfrm Figure 9-6: Varius cnditins fr side running farside sbx statins and lcal bus Figure 9-7: Railings r lw fences r planters direct pedestrians t crss in the legal crsswalk t the platfrm Figure 9-8: Railings r lw fences r planters alng slped walk t prevent crssing f the street alng the length f the slped walk Figure 9-9: sbx Kit-f-Parts fr a center running statin Figure 9-10: Statin Pyln Figure 9-11: Statin Seating Figure 9-12: Structural clumns and undulating rf shelter Figure 9-13: Wind and Sun Screen fr a side running statin TABLE OF CONTENTS VI

11 Figure 9-14: Side running statin fundatin wall Figure 9-15: Map case and fare cllectin equipment (TVM and SAV) at entrances t the statin Figure 9-16: CCTV Subsystem Figure 9-17: Variable Message Sign (VMS) Figure 9-18: Trash Receptacles Figure 9-19: Bike Racks Figure 9-20: Lighting Figure 9-21: Handrails and Guardrails Figure 9-22: A restrm fr bus drivers n the sbx Green Line Figure 9-23: Public Art Examples frm sbx Green Line Figure 9-24: Typical Paving Pattern fr sbx Green Line Figure 9-25: Curb Extensin Figure 9-26: Landscaping Figure 9-27: Side Running Statin Figure 9-28: Optimum On-Street Side Running Statins Cnfiguratin Figure 9-29: Minimum On-Street Side Running Statins Cnfiguratin Figure 9-30: Optimum Side-Running Statin Platfrm Plan Figure 9-31: Minimum Side-Running Statin Platfrm Sectin Figure 9-32: Optimum On-Street Side Running Statins Platfrm Length Figure 9-33: Minimum On-Street Side Running Statins Platfrm Length Figure 9-34: Center Running Statin Lcatin Figure 9-35: Optimum Center-Running Statin Platfrm Plan Figure 9-36: Optimum Center-Running Statin Platfrm Sectin Figure 9-37: Desired Center Running Statin Platfrm length fr ne sbx bus Figure 9-38: Center Running Statins Platfrm length with left turn at intersectin Figure 9-39: Optimum Center Running Statins Platfrm length t accmmdate tw buses at the platfrm Figure 9-40: Phts f Cnstructed Green Line Figure 9-41: Architectural Character f Center Running Statin Figure 9-42: Phts f Cnstructed Green Line Figure 9-43: Optin 1 Minimum Center Running right-f-way with cnslidated statin cnfiguratin, min. 12 dedicated bus lane and with ne lane f traffic in each directin Figure 9-44: Optin 1 Optimum Center Running right-f-way with cnslidated statin cnfiguratin, max. 13 t 14 dedicated bus lane and with ne lane f traffic in each directin Figure 9-45: Optin 2 Minimum Center Running right-f-way with split statin cnfiguratin, min. 12 dedicated bus lane and with ne lane f traffic in each directin. Add 12 fr each additinal lane f traffic in each directin TABLE OF CONTENTS VII

12 Figure 9-46: Optin 2 Optimum Center Running right-f-way with split statin cnfiguratin, max. 13 t 14 dedicated bus lane, and with ne lane f traffic in each directin. Add 12 fr each additinal lane f traffic in each directin Figure 9-47: Optin 1 - Center Running Cnslidated statin cnfiguratin within 100 ROW, min. 12 dedicated bus lane and tw lanes f traffic (with reduced standard lane widths) in each directin Figure 9-48: Optin 1 Optimum Center Running Cnslidated statin cnfiguratin, min. 12 dedicated bus lane and tw lanes f traffic in each directin Figure 9-49: Optin 1 - Center Running Cnfiguratin in between intersectins with median, min. 12 dedicated bus lane and ne lane f traffic in each directin Figure 9-50: Optin 1 - Center Running Cnfiguratin in between intersectins with bike lanes, min. 12 dedicated bus lane and ne lane f traffic in each directin Figure 9-51: Optin 1 - Center Running Cnfiguratin in between intersectins with buffered bike lanes n bth sides, max. 13 t 14 dedicated bus lanes and tw lanes f traffic in each directin Figure 9-52: Center Running Cnfiguratin in between intersectins with parking n bth sides, max. 13 t 14 dedicated bus lane and tw lanes f traffic in each directin. The lane widths can be reduced t 11 and parking can be eliminated n ne side, in tight cnditins if agreed t be cities Figure 9-53: Minimum Center Running Cnfiguratin in between intersectins with parking n bth sides, min. 12 dedicated bus lane and with reduced travel lanes. Parking can be eliminated n ne side, if the ROW is less than Figure 9-54: Minimum Side Running Statin Cnfiguratin, min. 12 dedicated r mixed-flw lane and with ne lane f traffic in each directin Figure 9-55: Optimum side Running Statin Cnfiguratin, min.. 12 t dedicated r mixed-flw lane and with tw lanes f traffic in each directin Figure 9-56: Minimum Side Running Statin Cnfiguratin, max. 13 t 14 dedicated r mixed-flw lane and with ne lane f traffic in each directin Figure 9-57: Optimum Side Running Statin Cnfiguratin, max. 13 t 14 dedicated r mixed-flw lane and with tw lanes f traffic in each directin. The traffic lane widths culd be reduced t 11 t accmmdate this cnfiguratin within a 100 ROW Figure 9-58: Side Running Statin Cnfiguratin in between statins, min. 12 dedicated r mixed-flw lane with tw lanes f traffic in each directin Figure 10-1: Example f Dedicated Curbside Lane Figure 10-2: Example f Dedicated Median Lane Figure 10-3: Example f a street crss sectin fr dedicated median lane BRT Figure 10-4: Queue Jump Lane as Part f Right Turn Lane Figure 10-5: Queue Jump Lane Adjacent t Right Turn Lane Figure 10-6: Queue Jump Lane with Prk Chp Islands Figure 10 7: Bus nly traffic signs and signal displays Figure 10-8: sbx Radway Marking Detail TABLE OF CONTENTS VIII

13 Figure 10-9: Typical sbx Signage Detail Figure 10-10: Typical sbx Signage Detail (cntinued) Figure 10-11: sbx Lane Delineatin Detail Figure 11-1: TSP Functins Figure 11-2: TSP Decisin Prcess Figure 11-3: Mbile Client Cmmunicating with Access Pint Figure 11-4: Mbile Client Cmmunicating with Multiple Access Pints Figure 11-5: Wireless Netwrk Bridges Cnnecting Multiple Access Pints Figure 11-6: Typical WLAN AP/Bridge Equipment Installatins Figure 11-7: AP/Bridge Equipment Panel In Type 332 Traffic Cabinet Figure 11-8: Terminal Server and Cabinet-Munted Antenna Figure 14-1: Typical Ticket Vending Machine Dimensins Figure 16-1: Plant palette used fr the sbx Green Line Figure 16-2: Pht f sbx Green Line Landscaping Figure 17-1: Examples f Fntana, Mntclair and the 4th Street Mall Transit Centers Figure 17-2: Bike center inside transit center in Dwntwn Las Vegas Figure 17-3: Electric bus charging statin at the Pmna Transit Center fr Fthill Transit Figure 17-4: Omnitrans visin fr slar canpies at San Bernardin Transit Center (Phase II) with mixed-used private develpment n site (prduced by Cper Carry cnsulting team) Figure 17-5: Gateway signage and public art at Omnitrans bus stp adjacent t Rialt Metrlink statin (funded with FTA discretinary funds thrugh Omnitrans in partnership with City f Rialt) Figure 17-6: Traffic Calming Neckdwn in Yucaipa Figure 17-7: Ptential Safety and Security imprvements at existing transit centers includes the use f rumble strips and increased signage Figure 18-1: Basic TOD Diagram Figure 18-2: Higher intensity/density develpment adjacent t the Fntana Transit Center Figure 18-3: TOD Cncept Figure 18-4 : Transit village arund a multi-mdal transit center Figure 18-5: Mixed-use develpment arund an active civic space Figure 18-6: Mixed-use develpment with inviting public spaces which cnnect t a transit statin in Fruitvale, CA Figure 18-7: Retail and restaurants lcated n grund flrs with residential abve in this mixed-use develpment in San Dieg, CA Figure 18-8: Examples f building entrances riented tward the street with parking behind buildings r undergrund. Example shwn in pht - Dwntwn Redlands, CA (left) and San Francisc, CA (right) Figure 18-9: A mixed-use prject with varying building heights and entrances alng landscaped pedestrian pathways and textured paving f parking areas, Ranch Cucamnga, CA TABLE OF CONTENTS IX

14 Figure 18-10: Pacific Electric Trail in Fntana, CA with ample pedestrian & bicycle amenities Figure 18-11: A pedestrian-friendly envirnment with adequate sidewalk widths and street trees in tree wells Figure 18-12: Enhanced pedestrian streetscapes alng high-density husing at Victria Gardens, Ranch Cucamnga, CA Figure 18-13: An example f back-in angled parking in the mixed-use, pedestrian-friendly Old Twn District in Yucaipa, CA, Figure 18-14: A typical green street facility in Prtland, OR Figure 18-15: Missin Meridian Village, Suth Pasadena, CA Figure 18-16: Village Walk, Claremnt, CA Figure 18-17: Hlly Street Village, Pasadena, CA Figure 18-18: Grssmnt Trlley Center, La Mesa, CA Figure 18-19: Fruitvale Transit Village, Oakland, CA Figure 18-20: Del Mar Statin, Pasadena, CA Figure 18-21: Orenc Statin, Hillsbr, OR Figure 18-22: The Pearl District, Prtland, OR Figure 18-23: Museum Place, Prtland, OR Figure 18-24: Dwntwn Brea Figure 18-25: The Stuart at Sierra Madre Villa Statin, East Pasadena, CA Figure 18-26: Mandela Gateway, Oakland, CA Figure 18-27: Cleveland s Euclid Crridr BRT has paved the way t ecnmic develpment: Surce: Ggle Earth Figure 18-28: Metr Orange Line in the San Fernand Valley, LA with new majr residential develpment arund statins Figure 18-29: Pittsburgh's East BRT built in a railrad ROW with a new pedestrian bridge acrss the busway t cnnect the develpment t the statin. Surce: Ggle Earth Figure 18-30: A mix f transit supprtive uses, Prtland Dwntwn Figure 18-31: Niclette Mall an example f a walkable urban center in the Twin Cities. Surce: Ggle.cm Figure 18-32: A frmer industrial building in San Dieg has been cnverted and expanded int a mixed-use destinatin Figure 18-33: Residential/Mixed-Use Building Types Figure 18-34: Outdr dining adjacent t a cmfrtable pedestrian envirnment Figure 18-35: Diagnal crsswalks increase accessibility, and cnnectivity Figure 18-36: Decrative crsswalks create pedestrian awareness and cautin drivers entering a pedestrian area Figure 18-37: Wide sidewalks with ample space fr pedestrians in Dwntwn Culver City Figure 18-38: Streetscape enhancements such as landscaping f sidewalk areas, landscaped medians and ther amenities Figure 18-39: Bus shelter in Santa Mnica with amenities such as sufficient lighting and seating Figure 18-40: Public parking lcated at the rear f the parcels with cnvenient pedestrian access and parking Figure 18-41: Guidelines fr Parking Design in a TOD Figure 18-42: High visibility crsswalks prvide pedestrians safety Figure 18-43: A curb extensin (nub) is a traffic calming technique used t slw the speed f traffic Figure 18-44: Clear glass display windws, awnings, and architectural articulatin at the street level TABLE OF CONTENTS X

15 Figure 18-45: Buildings and architectural details with visual interest fr pedestrians at street level Figure 18-46: Building design which fits int the pedestrian envirnment Figure 18-47: A mixed use prject in a San Dieg neighbrhd with a cffee shp, crner plaza and a human-scale pedestrianfriendly envirnment Figure 18-48: Well defined curtyards and quiet areas fr day and night time use Figure 18-49: Public gathering space created by building setback Figure 18-50: Encurage pedestrian cnnectins thrugh buildings t the pedestrian realm Figure 18-51: Special features such as water elements activate a public space Figure 18-52: Passageways prvide pprtunities fr light and air Figure 18-53: Curb extensin and crsswalk paving at street crssings add t a pedestrian-friendly envirnment Figure 18-54: Prject signage shuld be distinctive and clear LIST OF TABLES Table 3-1: Articulated Bus Dimensins Table 5-1: Advantages and Disadvantages f Stp Placement Relative t the Nearest Intersectin Table 9-1: Cmparisn f Amenity Cmpnents at Each Statin Table 10-1: Prpsed Radway Crss Sectin Element Design Standards Table 13-1: Ptential Barrier Uses and Lcatins Table 15-1: Typical Parallel Parking Dimensins Table 18-1: TOD Principles and Benefits TABLE OF CONTENTS XI

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17 1. INTRODUCTION This dcument summarizes the recmmended guidelines fr the design f transit system cmpnents including bus stps, bus facilities and amenities, and the sbx system. 1.1 Purpse and Organizatin f Transit Design Guidelines The purpse f this manual is t prvide design criteria guidelines that shuld be cnsidered when designing and placing safe and secure transit facilities. These guidelines are develped by Omnitrans, wrking with the lcal jurisdictins they serve fr the gal f prviding safe, cmfrtable and cnvenient high quality facilities at bus stp lcatins, while cnsidering the peratinal needs f Omnitrans, the requirements f the Americans with Disabilities Act (ADA), ther federal and state accessibility mandates, and public safety and security. These guidelines are intended fr use by city planners, designers, traffic engineers, develpers, and ther public fficials. The general public may als find these guidelines useful in understanding the current practices fr the placement f transit facilities. By n means is this infrmatin intended t be used as standard details n which t base a final design, but rather as recmmended criteria and general guidance fr the placement and safe design f transit facilities. It cannt be veremphasized that these guidelines must be used in cnjunctin with full evaluatin f the facts and lcal cnditins, and the applicatin f sund planning/engineering judgment. Each particular site must be thrughly examined and each particular prject must be evaluated frm the aspect f safety, peratinal requirements, and cst-effectiveness. Design slutins may need t be adjusted accrdingly t satisfy site specific cnstraints and applicable lcal rdinances. These guidelines are intended t be used fr actins n new r revised stp lcatins and fr sbx system implementatin, and d nt apply t existing stp lcatins. 1.2 Gals The gals f the guidelines are t: Prmte cnsistency in lcal bus stp and transit facility placement and design thrughut Omnitrans service area; Prvide guidance fr cities, prperty wners, real estate develpers, and ther partners t incrprate bus stps and ther facilities within new develpment that meet Omnitrans peratinal needs; Help cmmunities meet their mbility and sustainability gals by prviding safe, cmfrtable, and cnvenient transit facilities that encurage public transprtatin use; Incrprate intelligent transprtatin systems (ITS) seamlessly int the Omnitrans system; Prvide cmfrtable and cnvenient high quality transit facilities; and Prvide a template fr sbx system develpment in identified sbx crridrs and statin lcatins. 1.3 Dcument Overview Omnitrans prvides a range f services, each with its wn identity, t serve the San Bernardin Valley. These services require different transit infrastructure imprvements based n the type f service. This dcument prvides the design guidelines fr the full range f Omnitrans services and crrespnding transit facilities. This effrt t include all f Omnitrans services in a 1. INTRODUCTION 1

18 single dcument that builds upn Omnitrans 2006 Bus Stp Design Guidelines and includes a standardized design f the sbx system that is currently under cnstructin alng Rute 2 in San Bernardin and Lma Linda. Lcal fixed rute bus service accunts fr the largest prtin f Omnitrans services. In additin t the lcal fixed rute service, Omnitrans perates the Access and Omni-link services and is intrducing a new mde f transit service in its service area, Bus Rapid Transit (BRT), a premium transit service. The San Bernardin express (sbx) is a BRT system with its wn unique identity and branding as well as unique system cmpnents, specialized vehicles, radway design and statin cmpnents. Omnitrans vehicle designs vary fr bth fr lcal bus service and sbx Service. Lcal bus stps and transit centers are designed arund a typical 40 lcal bus. These vehicles are 40 lng, with a 3 6 bike rack attached t the frnt f the vehicle. Efficient peratin f Omnitrans lcal bus service is dependent upn the vehicles prperly interfacing with bus stps, radway designs, ther vehicles n the radway, pedestrian and bicycle netwrks and transit centers, which are discussed in their respective sectins f the guidelines. The ther majr design vehicle is the sbx specialized 60 articulated bus. These 5-dr vehicles will perate in sbx crridrs, and have their wn design requirements t prperly interface with sbx statins and radway cmpnents. and bus stp and transitin lengths are detailed here. These lcal bus requirements are als presented in Sectin 1.4, summary f requirements. The planning and plicy framewrk fr the lcatin f lcal bus stps, requests fr changes t bus stp lcatins, cmmunity planning and develpment crdinatin, and a discussin f mitigating cnstructin impacts n transit services are described in Sectin 4. The planning and plicy framewrk has changed very little since the 2006 bus stp design guidelines, with changes cnsisting primarily in the additin f a checklist t review develpment plans t ensure lcatin f bus stps are cnducive t prviding transit access. It is als imprtant t nte that the preferred dimensins shuld be planned fr, and minimum dimensins are nly applicable in specific circumstances. Omnitrans minimum stps are fr rural r lw activity stps, and standard bus stps shuld be planned fr all new stps. As shwn in Figure 1-1, Minimum bus stps must include space fr ADA landing pads lcated at the frnt dr (5 x 8 ) and rear dr (10 x 8 ) f vehicles, alng with a minimum 4 clear pedestrian sidewalk. Curb ramps are integral t bus stp lcatins, and signage with rute and schedule must be prvided, utside f the clear zne fr landing pads and t avid cnflict with bus mirrrs. One f the majr cmpnents f Omnitrans services are the bus stps. A range f bus stps exist including minimum, standard and high activity stps. Omnitrans is als intrducing sbx statins t its service area with the develpment f the sbx green Line currently under cnstructin. There are three majr types f bus stps: farside stps, where the vehicle crsses int the intersectin t pull up t the stp; nearside where stps are lcated befre crssing the intersectin and mid-blck lcatins lcated away frm intersectins. Curb clearance requirements 1. INTRODUCTION 2

19 shwn in Figure 1-3 which may cntain additinal amenities such as bike racks, water funtains, vendr bxes, and additinal seating and distinct shelters. High ridership stps als qualify fr additinal amenities as shwn in Figure 1-3. Figure 1-1: Minimum Bus Stp Amenities fr lcal bus stps such as shelters, benches, trash receptacles, additinal lighting, bicycle parking, newspaper and vendr bxes and landscaping shuld be cnsidered based n a number f factrs, including: Figure 1-2: Standard Bus Stp Average daily bardings; Prximity t majr trip generatrs; Passenger transfer activity; Planned neighbrhd imprvements; Transit crridr marketing effrts; Equity amng cmmunities in the Cunty; Prximity f ther nearby sheltered areas; and Custmer and cmmunity requests. The range f amenities prvided distinguish standard bus stps, as shwn in Figure 1-2, which cntain a landing pad, a bus ple with signage and rute infrmatin, a bus shelter and bus bench and a trash receptacle; frm the high ridership bus stps, as Figure 1-3: High Ridership Bus Stp 1. INTRODUCTION 3

20 sbx statins, as shwn in Figure 1-4, are passengers first impressin f the sbx service and are designed t be similar t light-rail statins, and prvide quicker n and ff barding f passengers. Statin features such as level barding, ff bard ticket purchasing thrugh ticket-vending machines are based n a kit-f-parts that help create the sbx brand. Omnitrans vehicles als require specific radway design cnsideratins fr pulling in and ut f bus stps, as well as lcating bus stps near intersectins. Cnsideratins f radway design are presented must take int accunt tradeffs between traffic vlumes, safety, and pedestrian and bicycle envirnments. Bus pads fr reinfrced radway surfaces have prven t be helpful t prevent radway deteriratin due t the weight f transit vehicles. Bus turnuts are presented as a ptential ptin fr accmmdating lcal bus service, hwever as bus turnuts increase the difficulty f buses re-entering traffic they shuld nly be cnsidered in special circumstances. Bus bulbuts and enhancements t the pedestrian envirnment are critical t prviding a safe and secure path f travel t bus stps, and bus turning radii are presented. Figure 1-4: sbx Statin 1. INTRODUCTION 4

21 As a premium transit service, sbx crridrs are designed fr faster and mre reliable service. Specific radway elements assciated with sbx service can help meet these gals, including the intrductin f exclusive lanes, where nly sbx vehicles wuld perate. Exclusive lanes, can ccur either in the center f the street alng the median r at the curb, and can be fully separated lanes, r cnverted bus lanes. Exclusive bus lane widths fr the sbx service range frm 12 in the minimum cnditin t 14 in the ptimum cnditin. Queue jumper, which allw sbx vehicles t bypass traffic waiting at signalized intersectins als help meet the gals f the sbx service. Multiple cnfiguratins are described, and bth exclusive lanes and queue jumper lanes require special signage and radway markings t distinguish sbx lanes frm travel lanes. Transit Signal Pririty (TSP) is als a useful tl that allws fr premium transit service t be intrduced int sbx crridrs. TSP enables transit vehicles that are behind schedule t cmmunicate with traffic signals, and request pririty treatment based n a variety f cnditins. If apprpriate cnditins are met, then the signal either stays green fr a brief perid, allwing the sbx vehicles t pass thrugh the intersectin, r shrtens the red cycle reducing the dwell time at intersectins. Safety and security are ne f the mst critical areas f Omnitrans system and is addressed at all levels, frm training f drivers and staff, t the physical design f Omnitrans facilities including adherence t Crime Preventin thrugh Envirnmental Design (CPTED); a majr design guideline that guides physical security planning, statin related systems, public areas, facility design, and security systems. As part f the sbx service, Omnitrans is intrducing new fare cllectin equipment at sbx statins that helps t reduce the dwell time f the sbx vehicles at statins. Befre barding, users purchase tickets at a ticket vending machine (TVM) n the statin platfrm r use a standalne validatr (SAV) fr activating prepaid tickets and passes. Parking lts, generally in the frm f park-and-rides are a new element f Omnitrans service area and facility designs. Travel demand frecasting and the availability f develpable land drive the number f parking spaces that are able t be prvided, hwever basic guidelines fr develpment and the range f amenities that these facilities may prvide are described in the guidelines. Typical landscaping cnsideratins fr sbx crridrs and statin areas, as well as a sample landscaping palette that was used fr the develpment f the sbx Green Line are presented in the guidelines. Basic gals, the plant selectin prcess, and additinal guidelines are prvided. Transit centers are critical t Omnitrans services, as they prvide reliable and timely as well as safe and secure pints f transfers fr Omnitrans users. A range f transit and transfer centers exist in Omnitrans service area, the lcatin and accessibility are key elements in the develpment f the centers. Site develpment factrs are described, and include physical cnstraints, passenger circulatin at the site, and ecnmic and develpment ptential resulting frm higher levels f activity at the site. Site amenities are key in prvide a safe and secure center, and suggested amenities are described in detail. A majr cntributing factr t the success f the sbx and Omnitrans system is Transit Oriented Develpment (TOD). This set f guidelines intrduces the definitin and characteristics f TODs. TOD develpment is a critical element in sbx services, by prviding higher activity uses near sbx statins and transit centers, which in turn generates higher ridership n Omnitrans system. Examples f successful TODs are described in detail, including reginal and lcal legislatin that supprts the integratin f transit and land use planning. 1. INTRODUCTION 5

22 1.4 Summary f Requirements The fllwing is a summary f requirements fr Omnitrans lcal bus service, and sbx requirements. Minimum requirements shuld nly be used in cnstrained cases where the standard r typical requirements are determined t be infeasible. Curb Clearance fr Bus Stpping znes Bus stpping znes shuld be lcated a minimum f 43 frm the intersectin fr lw speed and lw vlume streets, with 60 fr high speed and high vlume streets, nt including the length f the vehicles. The curb clearance fr transitining int mixed traffic is als 43 and 60 based n street speed and vlume, with the exceptin f near side stps, which can transitin back int mixed flw using the intersectin. If space is needed t accmmdate additinal vehicles, then the space fr a secnd vehicle plus 10 f space per additinal vehicle is needed. 60 f space frm the intersectin is the minimum fr bus stps lcated after turns. Barding Areas A standard barding area f 43 x 10 is required fr lcal bus stps. Minimum barding areas must include space fr frnt dr (5 x 8 ) and rear dr (10 x 8 ) ADA landing pads, and a minimum 4 clear pedestrian sidewalk. Additinal space may be required t high ridership stps and/r t accmmdate 60 vehicles n high vlume rutes. Curb Ramps All intersectins with crsswalks within walking distance f bus stps shuld prvide curb ramps. Bus Turnuts Turnuts fr buses make it difficult fr buses t re-enter traffic and shuld nly be lcated when a prescribed set f cnditins are met. Turnuts have a standard width f 12 and minimum f 10. When the utside travel lane is wide, a partial turnut may be used; hwever, the utside travel lane width plus turnut must be at least 24 6 t allw traffic t pass the bus. Length f the bus turnuts vary based n lcatin and number f vehicles t be accmmdated. Bus Pads Bus pads shuld be 12 wide and 40 lng. Bus pads shuld be 3000 PSI, P.C.C. pavement, 9 deep withut rebar r 8 deep with #3 rebar at 18 n center. Dedicated Bus Lanes Width f dedicated bus lanes are fr side and center running dedicated lanes. 12 lanes will require a 1 buffer zne t prevent mirrr-tmirrr strikes. Clear Space Alng Curb Line A minimum f 33 and a standard f 43 f clear space is required alng curb area n the street side prir t bus stp ple (relative t traffic flw). The clear space shuld be level with a paved r cncrete utility strip filled in t sidewalk at a minimum f 30 lng. The clear space is t be minimum f 4 back frm curb line. ADA Landing Pad the dimensins f the ADA landing pad are 5 feet parallel t street and 8 feet deep. This can be in frnt f and part f shelter pad (if shelter installed) r freestanding. It shuld be immediately adjacent t bus stp sign ple (prir t ple in the directin f traffic). Wheelchair accessible pathway shuld be included, if nt existing, including access ramps as necessary. The landing pad shuld be tied int sidewalk, if existing. Bus Stp Infrmatin Bus stps must accmmdate bus stp ple, flags and schedule infrmatin hlders at the frnt f the bus stp t identify the stpping lcatin f the bus. All bus stp signs and ples shuld be lcated n clser than 18 t 24 t the curb line, and nt impede the 4 clear pedestrian zne r the ADA landing pads. Trash Trash and recycling cntainers shuld be placed utside f the clear space alng curb line and utside the ADA landing pad. Trash Cans shuld be placed after ple (as per traffic flw), behind pad r sidewalk, r at the end f the clear space. 1. INTRODUCTION 6

23 Bus Bench Bus bench must be lcated n a pad. If lcated n the ADA landing pad, a minimum f 8 feet is required frm curb; and if utside the ADA landing pad, a minimum f 4 feet is required frm the curb. Bus bench must nt blck pedestrian and ADA access t r frm the bus stp r sidewalk. Bus Shelter Pad The bus shelter pad is 5 x 13 feet with a 6 inch cncrete base (may be re-enfrced with wire grid) and a sub base f blue stne. The bus shelter pad shuld be lcated a minimum f 8 feet behind the curb, adjacent t the bus stp ple t accmmdate ADA landing pad. The bus shelter pad shuld be placed utside f ADA pad, adjacent t the sidewalk, with a minimum f 4 feet back frm curb line and must be within the clear curb space. An additinal 4 t 6 feet wide pad extensin is recmmended t accmmdate any newspaper bxes, trash cans, etc. Bus shelter The bus shelter shuld be designed t eb waterprf, avid expsing passengers t splashing water frm passing vehicles and runff, and prtect passengers frm the elements including wind and the sun. The shelters shuld nt be placed in frnt f regularly used building exits r cmmercial signs, displays r building windws. bus shelter shuld be lcated n the bus shelter pad at a minimum vertical clearance f 7.5 with a minimum rf dimensin f 6 x 9 and a preferred dimensin f 10 x 20. The shelter verhang shuld be a minimum f 2 back frm the curb line. The bus shelter supprts shuld be lcated utside f the landing area. When the sidewalk is at the rear f the shelter a 4 sidewalk width is the minimum and 5 is preferred. Shelter supprts and the bus bench must be lcated utside f the ADA landing pad. A 12 minimum clear zne at the rear f the structure is required when the sidewalk is in frnt f the shelter. A minimum space f 30 x 48 f clear flr space fr peple in wheelchairs is required within the shelter. Shelters shuld nt be placed such that they blck sight distance at intersectins r driveways. This can nrmally be accmplished by placing the shelter mre than 25 frm the beginning r end f curb return f an intersectin r driveway; Vendr Bxes Vendr bxes must be lcated utside f clear curb space, and utside f ADA landing pad area. Vendr bxes must nt impede pedestrian and ADA traffic flw t and frm bus stp, landing pad and shelter. Vendr bxes shuld be lcated beside shelter, behind the frnt line f shelter and sidewalk, r with trashcans at end utside f the clear curb space. Free publicatin vendr bxes are discuraged. Electric Electric cnnectins must include a 1-inch cnduit t junctin bx at rear crner f shelter pad (circuit breaker). Electrical cnnectins shuld be t building pwer (if pssible) r nearest signal cntrl bx r electric pwer junctin bx. Electricity (120 vlts/20 amp circuits) and cmmunicatins t supprt ticket vending machines, real-time passenger infrmatin, and lighting f stp, security cameras and emergency call bxes shuld be prvided. Additinally, fr cleaning purpses and landscape maintenance, prvide utlet fr maintenance equipment. The shelter shall be grunded by installatin f a grunding rd r similar acceptable methd, and utlets shall utilize Grund Fault Interrupter prtectin. Landscaping Trees fr shade and lightning arrestrs shuld nt be placed within clear curb zne, and 3 t 4 feet f back f curb line. Trees may be placed immediately utside f clear curb area, r back f sidewalk. Bus nub may be installed t accmmdate tree line and still give prper ADA landing pad and clear curb space. 1. INTRODUCTION 7

24 Traffic Prtectin Crash barrier shuld be installed in advance f stp/shelter fr passenger prtectin, if applicable, fr majr rad (speed limit 45 r higher) withut sidewalks, r street parking, r ther natural barriers t prtect bus riders. Especially if there is narrw curb space, and passengers have t stand within 6 feet r curb line. Transfer r High Vlume Stps Transfer r high vlume stps are where rutes crss, usually at a crss street intersectin. Lcatin f these stps shuld be as clse t the intersectin as pssible, near a marked crsswalk t encurage prper street crssing, and within line f sight f each ther. These stps usually require a shelter. Rute infrmatin needs t be prvided fr all rutes, s area fr sign hlder, kisk r ther infrmatin delivery systems needs t be prvided. Besides all f the abve, extra space fr passenger waiting, alng shelter r clear curb space, shuld be included in design. A standard f 8-10 square feet per peak lad passenger shuld be used. Special care shuld be taken with placement f trashcans and vendr bxes t keep pedestrian pathways and waiting area clear. Key Stps r Express Stps Key stps r express stps are stps that have been identified as majr stps n rutes, usually several blcks apart. In additin t all f the abve, the shelter at these stps shuld be designed t cver a 10 x 20 area, with seating and verhanging rf fr standing under rf cvering inside and utside the shelter. Visibility f the bus apprach rute is required and trees must nt blck view f bus apprach path. These stps shuld als include lighting, public infrmatin display systems, rute maps, transit infrmatin, stp request and security call mechanisms, radiant heaters, ticket vending machines, and advertisements. Slar technlgy shuld be used where feasible. Lighting Lighting internal t shelter shuld be 3 ft candles 3 abve the cncrete shelter pad and illuminate apprximately 40 square feet; external t shelter, shuld fllw lcal standards with a suggested 2-5 ft candles. Slar units must be capable f prviding 5 days f full brightness and prvide a minimum f 4 ft candles at the sidewalk frm an elevatin f 10 with a 6 square feet area f illuminatin at the sidewalk. 1. INTRODUCTION 8