ac transit district gm memo no. 08-290a board of directors ... · 2. public space amenities: a...

AC TRANSIT DISTRICT GM Memo No. 08-290a Board of Directors Executive Summary Meeting Date: January 21, 2008

Committees: Planning Committee Finance and Audit Committee External Affairs Committee Operations Committee Rider Complaint Committee Paratransit Committee Board of Directors Financing Corporation SUBJECT: Bus Shelter Design and Placement Standards RECOMMENDED ACTION: Information Only Briefing Item Recommended Motion Consider Receiving Report on the Development of Bus Shelter Design and Placement Standards for the District Fiscal Impact: None. Background/Discussion: After the AC Transit Uptown Transit Center (on 20th Street between Broadway and Telegraph in the City of Oakland) was completed, the Board of Directors expressed concerns over the adequacy of weather protection provided by the custom-designed bus canopies. In response, staff researched the available literature on the subject of bus shelter design and placement standards. This GM Memo will summarize the results of the research. Additionally, this memo includes Access Board guidance on accessibility guidelines for projects involving public streets and sidewalks. These changes from the GM Memo reviewed by the Planning Committee on December 10, 2008 are indicated in bold typeface below.

BOARD ACTION: Approved as Recommended [ ] Other [ ] Approved with Modification(s) [ ]

The above order was passed on: . Linda A. Nemeroff, District Secretary By

GM Memo No. 08-290a Meeting Date: January 21, 2009 of 6

Existing Standards Outside Agencies Staff researched a number of reports on bus shelter placement and design from various transit or transit-related agencies. The majority of these reports did not offer measurable standards on the minimum bus shelter dimensions (height, width, length, etc.) required for satisfactory weather protection. However, two documents did provide general design standards:

1. Accessing Transit, from the Florida Department of Transportation Public Transit Office; and

2. Public Space Amenities: A Guide to their Design and Management of in Downtowns, Neighborhood Commercial Districts, and Parks, published by Project for Public Spaces.

The sections on bus shelter placement and design for each of these documents are attached (Attachments A and B). While they don’t provide quantifiable standards, they do demonstrate thorough guidelines for effective bus shelters. Sections 1.5 – 1.8 of Accessing Transit discuss the key factors in placing and designing bus shelters, with particular attention to rain and sun protection, given Florida’s climate. Although these sections do not include specific structural dimensions for optimal shelter weather protection, they do provide dimensions of typical bus shelters that are similar in size to the off-the-shelf shelters located throughout the AC Transit District (medium-sized shelters are 7ft wide by 7ft tall, while small-sized shelters are 5ft wide by 7ft tall). Staff notes that the non off-the-shelf canopies in the Uptown Transit Center are 8ft wide by 11ft tall. Accessing Transit also provides informative illustrations, which analyze rain and sun protection based upon typical conditions in Florida. With the exception of items related to extreme heat, the factors identified in this report are very relevant to AC Transit’s service and could be adopted as part of a bus shelter design standards document published by the District. The bus shelter section of Public Space Amenities is a brief yet comprehensive document which also discusses the factors to consider in bus shelter placement and design. The document gives additional information on bus shelter maintenance and management. This information is critical for effective, long-term use of a shelter. While the document does not provide many technical specifications, it does provide key considerations for designing and installing bus shelters, and can also be incorporated into a design standards document.


AC Transit Standards The District has published two documents that contain some guidelines on bus shelter design and placement: the Transit Facilities Standards Manual in 1983 (Attachment C) and Designing with Transit in 2004 (Attachment D). The earlier document provides specific information on design and placement, but like other similar documents, it does not offer a standard for the size of the roof related to the height of the canopy. This relationship is essential to providing maximum rain coverage. In addition, the manual is out-dated and does not reflect the District’s expanded resources to construct transit centers with custom-designed bus shelters that address the surrounding conditions and ridership demand. An example of this is the Uptown Transit Center. Designing with Transit replaced the Transit Facilities Standards Manual and other District environmental design documents when it was adopted by the Board of Directors in 2004. The handbook discusses policies and practices for effectively integrating AC Transit’s services with East Bay communities. It primarily focuses on connecting transit with development, pedestrian access to transit, and improving streets for transit. Designing with Transit is an excellent tool for giving cities guidelines on how to properly incorporate transit infrastructure into their neighborhoods. However, the purpose of the document is not to give technical specifications on the design infrastructure. United States Access Board Standards On November 19, 2008, the U.S. Access Board released the Draft Revisions to the ADA Accessibility Guidelines for Buses and Vans as part of an update to its guidelines for transportation vehicles covered by the Americans with Disabilities Act. The guidelines primarily focus on accessibility on the bus and the bus entryways. However, Section 810.2.2 of the guidelines (Attachment E) states the following with regard to sidewalk access to the bus and must be considered when installing a bus shelter:

810.2.2 Dimensions. Bus boarding and alighting areas shall provide a clear length of 108 inches minimum (previously 96 inches), measured perpendicular to the curb or vehicle roadway edge, and a clear width of 48 inches (1220 mm) minimum (previously 60 inches), measured parallel to the vehicle roadway.

On August 31, 2007, the Access Board also released a new design guide on achieving accessibility in alterations projects involving public streets and sidewalks. Accessible Public Rights-of-Way: Planning and Designing for Alterations, published by the Institute of Transportation Engineers with support from the Board, explains how to maximize accessibility when planning sidewalk construction projects.


In Chapter 5: Model Sidewalks (Attachment F), the document provides specific guidelines for bus stop and shelter design and placement (along with other streetscape elements), based upon a given sidewalk width. For instance, for a 12-foot wide sidewalk, the guide recommends:

• Provide bus boarding and alighting area 5-feet-wide by 8-feet-deep (minimum from curb) for lift deployment (as explained above, the Access Board has since changed this guideline).

• Connect waiting and boarding areas to PAR (Pedestrian Access Route).

• If there is a bench, provide a 30-inch by 48-inch clear approach area adjacent to the bench and connected to bus boarding and alighting area.

• Keep signage from protruding into clear approach areas and/or PAR.

• Provide raised and Braille characters for route identification only (schedules, timetables, and maps are not required to have raised and Braille characters).

• For all signage (including schedules, timetables and maps) comply with current ADAAG for finish and contrast, case, style, character proportions and spacing, and stroke thickness.

It will be important for AC Transit to incorporate this type of information and site specificity into a bus shelter design and placement standards document. Developing AC Transit Bus Shelter Design and Placement Standards With the research conducted for this report and the lessons learned from the design and construction of the Uptown Transit Center, staff proposes to develop a set of bus shelter design and placement standards for the District. The standards would include:

• Site survey analysis o Underground conditions (basements, utilities, soils, etc.) o Accessibility o Orientation (sun and shadow analysis) o Safety o Ridership demand


• Design factors

o Weather protection (rain, sun and wind) Drainage analysis Roof width versus canopy height Windscreen design Roof design

o Size Roadway clearances City clearances

o Bus and shelter accessibility o Incorporation of U.S. Access Board guidelines o Passenger visibility and safety

Lighting analysis o Structural requirements

Materials selection Foundation type

o Vandalism resistance o Amenities (benches, trashcans, Nextbus, information signage, leaner bars) o Style and context o Advertisement placement

• Maintenance factors

o Materials selection o Ongoing maintenance program

Daily maintenance and cleaning Major repairs Trash removal Costs Advertising/maintenance exchange

o Spare parts Staff would develop technical specifications and measurable standards for the items outlined above. The standards would also direct design consultants to conduct the necessary technical analyses for site conditions and design considerations for future transit center and bus shelter projects. Next Steps Staff will continue to further refine bus shelter design and placement standards. Staff will present the Board with a final draft document for review. In the long term, staff would propose to include the identified standards as part of an updated Designing With Transit handbook.


Prior Relevant Board Actions/Policies: GM Memo No. 08-016: Project summary report for the Uptown Transit Center

Project GM Memo 04-083: Designing with Transit Attachments: Attachment A: Chapters 1.8 – 1.13 of Accessing Transit from the Florida

Department of Transportation Public Transit Office Attachment B: Bus Shelters section of Public Space Amenities: A Guide to

their Design and Management of in Downtowns, Neighborhood Commercial Districts, and Parks, published by Project for Public Spaces

Attachment C: Bus Shelter section of AC Transit’s Transit Facilities Standards Manual from 1983

Attachment D: Bus Shelter section of AC Transit’s Designing with Transit from 2004

Attachment E: Chapter T8 of the Draft Revisions to the ADA Accessibility Guidelines for Buses and Vans

Attachment F: Chapter 5 of Accessible Public Rights-of-Way: Planning and Designing for Alterations

Approved by: Rick Fernandez, General Manager Nancy Skowbo, DGM Service Development Cory LaVigne, Service Planning Manager Prepared by: Robert del Rosario, Senior Transportation Planner Date Prepared: December 30, 2008

http://www2.actransit.org/aboutac/bod/memos/5180c2.pdf

http://www2.actransit.org/aboutac/bod/memos/ecdd98.pdf

GM Memo 08-290a Attachment A

Bus Shelters Excerpted from Public Space Amenities: A Guide to their Design and Management of in Downtowns, Neighborhood Commercial Districts, and Parks, published by Project for Public Spaces.

A good bus shelter is an essential part of any successful urban mass-transit system. What constitutes "good," however, depends upon your point of view. From the perspective of the city agency that is responsible for its management, a good shelter is one that has low maintenance requirements and is vandal-resistant. From the rider's point of view, an ideal shelter is one that allows visibility and easy access to the bus, is comfortable and convenient, provides clear information, and is safe.

Both viewpoints are equally important to consider, because an unused shelter is a waste of money and an unnecessary maintenance problem. A well-designed, comfortable shelter can make waiting for a bus a pleasant -- and even interesting -- experience! Unfortunately, many poorly designed shelters also exist.

To decide what type of shelter to use in a particular area requires an analysis of existing and anticipated conditions, as well as some knowledge of the characteristics of good shelter location and design. Information about each factor is included below.

Is a bus shelter needed? Where should it be located? How should it be designed? How should it be maintained and managed? Are there funding options?

IS A BUS SHELTER NEEDED?

There are some general guidelines that should be followed in deciding whether or not a bus shelter is needed. Situations where a shelter is required include the following: neighborhoods where buses run infrequently; commercial areas with frequent service and high levels of ridership; areas where security is a problem; neighborhoods where there are many older or infirmed people; and areas where inclement weather is common.

LOCATION

Good locations for bus shelters are near retail stores that have products related to bus riders' needs (e.g. bakery, flower shop, newsstand, etc.) and are open late at night; near office building entrances within view of a security guard; near street vendors; and in conjunction with other amenities such as telephones, benches, and so on.

GM Memo 08-290a Attachment B

Specific guidelines for locating bus shelters are noted below:

Bus shelters near intersections should be set back from the crosswalk approximately 10 feet to avoid conflicts with pedestrian traffic. If a bus stop is on the far side of an intersection, the shelter should be located a minimum of 40 feet from the crosswalk to allow adequate room for the bus to stop.

A distance of 3 feet should be allowed between the bus shelter and the curb for free movement in boarding and exiting from the bus.

Bus shelters should have their long side parallel to the sidewalk to minimize interference with pedestrian traffic.

Exit and entry openings should be oriented so that people are protected from the wind. However, it is important to keep the side of the shelter facing the street open to allow passengers to board or exit the bus easily.

Elements such as information kiosks or vendors that can obstruct the view of oncoming buses should be located "down-stream" from the shelter.

DESIGN

A bus shelter should be designed to reflect the city in which it is located. This can be accomplished through the use of local materials and by the design details. Often standard shelters can be adapted to reflect the unique characteristics of the area in which they are located.

Within this context there are four general qualities that any well-designed bus shelter should have. These qualities, described below, are visibility, accessibility, comfort and convenience, and information.

VisibilityPeople must be able to see the bus coming. Poorly designed shelters that obstruct views of approaching buses will force people to leave the shelters to watch for oncoming buses.

AccessibilityPeople must be able to board the bus conveniently.

To many riders this is the most important aspect of a bus shelter's design, because people like to be close to the point where the bus door will open so they will be sure of getting on. The shelter should not obstruct this process of boarding.

Comfort and ConvenienceShelters should provide a place to sit, protection from weather, and a feeling of safety and security.

InformationPeople need to know when a bus will arrive and where it will go. This is especially important for people who are unfamiliar with the service, such as tourists.

Side Panels

The following design guidelines can be used in designing or selecting a bus shelter:

Side panels should generally not be used on the curbside of the shelter, except on very narrow streets with heavy traffic. If side panels are used on the curbside, an opening at least 3 feet wide needs to be provided to allow people access to the buses.

Side panels should be mounted 3 inches off the ground so that debris will not collect inside the shelter. If more than 3 inches off the ground, they will not keep out drafts.

Side panels should be made of clear glass, as noted below.

Roof

A pitched roof should be used to prevent the collection of rain, snow and debris.

Seating and Leaning Rails

The amount of seating should be based on both the number of people who will use the shelter and the amount of time people will spend waiting. Where people wait for a long time, or where the shelter is used by the elderly or infirm, more scaling is generally needed than in areas where the bus comes more frequently.

Leaning rails should be provided whenever possible. A wood rail at 3 feet 6 inches above the ground is best.

Lighting

Lights should be housed in a protective casing to reduce vandalism, and directed so that they illuminate the waiting and boarding areas. New York City's shelters are lighted at night by backlit advertising panels at an intensity of 20 lumens per square foot.

Signage

Schedule, route information, and a map should be located in or next to bus shelters but not so that the view of the oncoming bus is blocked.

Size

The size of a bus shelter depends on the climate as well as the number of people who are expected to use it. (In order to determine the expected use, count the number of people who currently use a particular stop at different times of day and week.)

Where there are large fluctuations between peak and off-peak use, a bus shelter can be designed with leaning rails, overhangs, and seating areas outside of the shelter to accommodate the differences.

MAINTENANCE & MANAGEMENT

To be durable, bus shelters should be composed of structural members and inset panels, not snap-together "curtain walls" or decorative sections that are easily vandalized. In general, a steel structure is best. Wood is not as durable and concrete tends to be monolithic in appearance and tends to discolor and soil easily. For flexibility, installation should be by means of bolted attachment rather than by casting in place.

There should be few movable parts, as they are easily broken. Parts should be easy to reorder and replace and should not require removal of other parts or sections for access to make the repair. Materials should be vandal, graffiti, weather, salt, and rust resistant, and easy to clean. A protective finish can be applied to steel in cases where salt damage is severe. Herculite glass side panels (used in New York City) resist scratching, are strong, shatter-resistant, and easy to clean. Plastic or Plexiglas is not recommended as it tends to discolor and scratch easily, reducing visibility from the shelter. The manufacturer of the bus shelter should be consulted as to the best combination of materials and finishes for a particular area.

In addition to these specific issues it is also important to consider the bus shelter within the context of the overall transit system. Cooperation is necessary, therefore, between the city, the transit company, and any other parties involved in the maintenance and management of the shelter. This requires a commitment by the city to a high level of maintenance and management. There is considerable research that shows that a well-maintained bus shelter will be better respected and less subject to vandalism and other abuses than one that is poorly maintained. A good maintenance program is also contingent upon a bus shelter that is designed to minimize the amount of litter collection, cleaning, and minor repairs needed, as was described previously. A good maintenance program should include a program for monitoring the use of bus shelters once they are installed.

FINANCING

Alternative financing mechanisms for bus shelters are becoming increasingly popular in many cities. Using private contractors to construct and maintain the shelters is one way to obtain and maintain shelters al no public cost. Private contractors typically use revenues generated by advertisements on the shelters. If this method of financing is used, it is especially important that the design, locations, and amenities that are to be provided within the shelter be specified in the contract between the city and the contractor.

GM Memo 08-290a Attachment C

GM Memo 08-290a Attachment D

GM Memo 08-290a Attachment E

CHAPTER T8: OTHER FEATURES

T801 General. The technical requirements in Chapter T8 shall apply where required by Chapter T2 or where referenced by a requirement in this document.

T802 Surfaces

T802.1 General. Surfaces shall comply with T802.

Advisory T802.1Surfaces. The technical requirements for surfaces in T802 apply to circulation paths (T203.4.1), lift platforms (T302.5.1), ramps and bridgeplates (T303.5), wheelchair spaces (T402.2), and step treads (T504.2).

T802.2 Slip Resistant. Surfaces shall be slip resistant.

T802.3 Openings. Openings in surfaces shall not allow the passage of a sphere more than 13 mm (½ inch) diameter. Elongated openings shall be placed so that the long dimension is perpendicular to dominant direction of travel. Lift platforms that are folded and stowed manually, and ramps and bridgeplates that are deployed manually shall be permitted to have a cut-out in the surface 38 mm (1½ inches) maximum by 115 mm (4½ inches) maximum for the operator to grasp the surface.

T802.4 Protrusions. Protrusions on surfaces shall be permitted to be 6.4 mm (¼ inch) high maximum.

T802.5 Surface Discontinuities. Surface discontinuities shall be 6.4 mm (¼ inch) high maximum without edge treatment and 13 mm (½ inch) high maximum with beveled edge treatment. The bevel shall have a slope not steeper than 1:2 (50 percent) applied across the entire surface discontinuity.

Advisory T802.5 Surface Discontinuities. Two adjacent surfaces can have discontinuities up to 13 mm (½ inch). If the surface discontinuity is over 6.4 mm (¼ inch), a bevel with a maximum slope of 1:2 (50 percent) is required, and the bevel must blend the entire surface discontinuity with no lip.

T803 Doorway Lighting. Lighting at doorways shall comply with Table T803. Lighting shall not shine directly in the eyes of passengers when entering and exiting doorways.

Table T803 Areas Illuminated and Illuminance Levels

Vehicles Areas Illuminated Illuminance Levels Buses

Over-the-Road Buses

Vans

Lift Platforms When lift is raised or lowered between the vehicle floor and the boarding and alighting area or roadway, 55 lux (5 foot-candles) illuminance on all portions of the lift platform surface throughout the lift cycle

When lift is at the boarding and alighting area or roadway level, 11 lux (1 foot-candle) of illuminance on the surface of the threshold ramp

Buses

Over-the-Road Buses

Vans

Ramps

Bridgeplates

When ramp or bridgeplate is deployed to the boarding or alighting area or roadway, 22 lux (2 foot-candles) of illuminance on all portions of the ramp or bridgeplate surface

Buses

Over-the-Road Buses

Vans

Steps at doorways adjacent to the driver

When doors are open, 22 lux (2 foot-candles) of illuminance on step tread surfaces

Buses

Over-the-Road Buses

Vans

Steps at doorways not adjacent to the driver

At all times, 22 lux (2 foot-candles) of illuminance on step tread surfaces

Buses

Over-the-Road Buses

Vans

Boarding and alighting areas adjacent to doorways

When doors are open, 11 lux (1 foot-candle) of illuminance measured at points on boarding and alighting area surfaces 915 mm (36 inches) perpendicular from the outer edge of the bottom step tread or the doorway threshold

T804 Additional Requirements for Handrails, Stanchions, and Handholds

T804.1 General. Handrails, stanchions, and handholds shall comply with T804.

T804.2 Edges. Edges shall be rounded.

T804.3 Cross Section. Gripping surfaces shall have a cross section complying with T804.3.1 or T804.3.2.

T804.3.1 Circular Cross Section. Gripping surfaces with a circular cross section shall have an outside diameter of 32 mm (1¼ inches) minimum and 51 mm (2 inches) maximum.

T804.3.2 Non-Circular Cross Section. Gripping surfaces with a non-circular cross section shall have a perimeter dimension of 100 mm (4 inches) minimum and 160 mm (6¼ inches) maximum, and a cross section dimension of 57 mm (2¼ inches) maximum.

T804.4 Clearance. Clearance between gripping surfaces and adjacent surfaces shall be 38 mm (1½ inches) minimum.

T804.5 Structural Strength. Handrails on lift platform surfaces shall be capable of withstanding a force of 445 N (100 pounds) applied at any point on the handrail without permanent deformation of the handrail or supporting structure.

T805 Operable Parts.

T805.1 General. Operable parts shall comply with T805.

T805.2 Height. Operable parts shall be located 380 mm (15 inches) minimum and 1220 mm (48 inches) maximum above the vehicle floor.

T805.3 Operation. Operable parts shall be operable with one hand and shall not require tight grasping, pinching, or twisting of the wrist. The force required to activate operable parts shall be 22.2 N (5 lb) maximum.

T806 Fare Collection Devices. Operable parts of fare collection devices shall comply with T805. The operable parts shall be located so that a wheelchair or mobility aid can approach within 255 mm (10 inches) maximum.

Advisory T806 Fare Collection Devices. Fare collection devices that incorporate smart card technology are easier for passengers with disabilities to use.

AMENDMENTS TO AMERCIANS WITH DISABILITIES ACT (ADA) ACCESSIBILITY GUIDELINES FOR BUILDINGS AND FACILITIES AND ARCHITECTURAL BARRIERS ACT (ABA) ACCESSIBILITY GUIDELINES

218 Transportation Facilities

218.1 General. Transportation facilities shall comply with 218.

218.2 New and Altered Fixed Guideway Stations. New and altered stations in forlevel boarding bus systems and fixed guideway systems, including, but not limited to, rapid rail, light rail, commuter rail, intercity rail, and high speed rail, and other fixed guideway systems shall comply with 810.5 through 810.10

F218 Transportation Facilities

F218.1 General. Transportation facilities shall comply with 218.

F218.2 New and Altered Fixed Guideway Stations. New and altered stations in forlevel boarding bus systems and fixed guideway systems, including, but not limited to, rapid rail, light rail, commuter rail, intercity rail, and high speed rail, and other fixed guideway systems shall comply with 810.5 through 810.10

810 Transportation Facilities

810.1 General. Transportation facilities shall comply with 810.

810.2 Bus Boarding and Alighting Areas. Bus boarding and alighting areas onsidewalks and at street level shall comply with 810.2.

810.2.2 Dimensions. Bus boarding and alighting areas shall provide a clear length of 96 inches (2440 mm) 108 inches (2646 mm) minimum, measured perpendicular to the curb or vehicle roadway edge, and a clear width of 60inches (1525 mm) 48 inches (1220 mm) minimum, measured parallel to the vehicle roadway.

810.5 Rail Station Platforms. Rail Station platforms in level boarding bus systems and fixed guideway systems shall comply with 810.5.

810.5.1 Slope. Rail Station platforms shall not exceed a slope of 1:48 in all directions.

EXCEPTION: Where station platforms serve vehicles operating on existing track or track laid in existing roadway, the slope of the platform parallel to the track or roadway shall be permitted to be equal to the slope (grade) of the roadway or existing track or existing roadway.

810.5.3 Station Platform and Vehicle Floor Coordination. Station The design of station platforms shall be positioned to coordinate coordinated with vehicles in accordance with the applicable requirements of 36 CFR Part 1192. Low level platforms shall be 8 inches (205mm) minimum above top of rail.

GM Memo 08-290a Attachment F

CHAPTER 5: MODEL SIDEWALKS by Gina Hilberry, AIA; Cohen Hilberry Architects; Elizabeth Hilton, PE, TxDOT; William Prosser, FHWA; Lukas Franck, The Seeing Eye

Introduction15- to 20-Foot Curb to Right-of-Way Line12-Foot Curb to Right-of-Way Line8- to 9-Foot Curb to Right-of-Way Line4- to 5-Foot Curb to Right-of-Way Line

Introduction

The purpose of this section is to illustrate the basic elements comprising the public right-of-way and look at the sidewalk environment as a whole. To effectively design and/or alter the public right-of-way, the components must be analyzed in relationship to each other. The inter-relationships of existing slopes and objects, vehicular demands, timing requirements, and pedestrian needs can create a challengingt design context.

In many jurisdictions, the right-of-way is divided into four zones: the frontage zone, the pedestrian zone, the furnishing zone, and the curb zone. The frontage zone is the strip along the inside (non-vehicular) edge and is frequently the location for signage, building-related construction (e.g. ramps, walls, and entries) and other pedestrian amenities. The pedestrian zone includes the PAR as described below. The furnishing zone is adjacent to the curb line and is the location most frequently used for bus stops, parking meters, utility connections, light poles, and similar appurtenances. The curb zone is literally the top of the curb.

This illustration from “Designing Sidewalks and Trails for Access” shows the divisons of sidewalk width by function—furnishings zone, pedestrian zone, and frontage zone.

Understanding the terminology and the requirements that relate to each of the major components of the pedestrian environment is the first step toward development of a successful design system that addresses the public right-of-way as a whole. The components that are illustrated in this chapter include:

Public right-of-way: land or property, usually in a corridor, that is acquired for or devoted to transportation purposes. Sidewalk: that portion of a public right-of-way between the curb line or lateral line of a roadway and the adjacent property line that is improved for use by pedestrians. Total sidewalk width is the surfaced (paved) area measured from back of curb to right-of-way line. Curb line: a line at the face of the curb that marks the transition between the sidewalk and gutter or roadway. PAR: an accessible corridor for pedestrian use within the pedestrian zone of the public right-of-way. The PAR is the path that provides continuous

connection from the public right-of-way to building or property entry points, parking areas, public transportation, and/or other destinations. This route should be firm, stable, and slip-resistant and should comply with maximum cross slope requirements. All transitions (e.g. from street to ramp, ramp to landing) must be flush and free of changes in level. The PAR should be at least four feet wide, although five feet is preferred since it provides adequate space for two pedestrians to pass and space for two pedestrians traveling in the same direction to walk side-by-side. A five-foot PAR width eliminates the need to provide passing areas at 200-foot intervals and is a more comfortable walking environment. For many users, a path of reduced vibration significantly increases the accessibility of the environment. Decorative pavers, beveled edges, and other surface treatments can create a painfully bumpy surface and are best used at edges. The PAR should also be free of obstacles and protrusions. Detectable warnings: a surface feature built in or applied to walking surfaces or other elements to warn of hazards on a circulation path. The warning feature should be six inches back from the curb line, at least 24 inches deep and extend over the entire side-to-side surface of the ramp or blended transition. The pattern and spacing of the detectable warning surface is described in section R304 of the Draft PROWAG. The detectable warning surface must be in visual contrast to the surrounding ramp surfaces. Curb ramps: short ramps cutting through a curb or built up to it. The locations and shapes of the ramped surfaces define the types that are generally used. Ramp edges may be either flared or returned, although if edge returns are used, the adjacent surface should not be a pedestrian circulation path. Ramps have four-foot by four-foot landings at top and bottom, although five-foot by five-foot is preferable. Ramp flares can not be considered part of the PAR.

Parallel curb ramps have the running slope parallel to the curb line.

Perpendicular curb ramps have the running slope perpendicular to the curb line.

Blended transitions are situations where either the entire sidewalk has been brought down to the street or crosswalk level or the street has been brought up to the sidewalk level.

Combinations of these types of ramps can be used effectively. For additional examples of the shapes and combinations, see Chapter 6, Curb Ramp Examples. The models that are presented in this chapter begin with an illustration of a nearly ideal 15- to 20-foot-wide sidewalk section in an urban area. The width of the right-of-way permits easy development of a five-foot-wide PAR with plenty of area left for bus stops, outdoor furnishings, tree areas, accessible parking, utility poles, hydrants, and other elements. The width of the PAR is constrained in each succeeding model illustrating typical relationships of the same elements in 12-foot, 8-foot, and 4- to 5-foot-wide pedestrian zone conditions. All sidewalks are measured from the back of the curb to the edge of the right-of-way. These illustrations are not intended to be an exhaustive analysis of all possible solutions to the problem posed by narrow right-of-way conditions, but rather to begin the process of suggesting

alternates and methods for prioritizing improvements.

Case Study—Wayfinding at Roundabouts

In this conversion to a roundabout, landscaping separates and delineates the pedestrian route, providing guidance to the crosswalk location for pedestrians who are visually impaired.

Detectable warnings are correctly installed in pairs, clearly defining the pedestrian refuge space at the splitter island. Crosswalk is well-marked for contrast (although its brick surface will be high-maintenance.)

Case Study—Parallel Curb Ramps and Road Grade

The parallel curb ramp shown was placed into a sidewalk/roadway with an existing grade of a4%. The design thus called for a longer uphill ramp run from the central landing than required for the downhill ramprun to achieve acceptable ramslopes.

pproximately

p

Both ramp runs slope at 8.3% maximum. On a steeper roadway, it may be necessary to limit the longer ramp run to avoid ‘chasing grade' indefinitely. PROWAAC suggests 15 feet as a practical limit. Still needed: detectable warnings

MODEL SIDEWALKS

15- to 20-foot Curb to Right-of-Way Line

1. PAR (Pedestrian Access Route)

4-foot-wide minimum, 5-foot width recommended. Set PAR back from curb to allow for street furnishings and pedestrian comfort. Set PAR back from building face/right-of-way line.

2. Utility Pole/Street Light

Locate between curb and improved area, well outside PAR. Locate outside the recommended horizontal clearance to obstructions, 18 inches from face of curb minimum.

3. Utility Meter/Underground Vault/Manhole

Locate outside PAR in furniture or frontage zones. Grates and covers should comply with surface characteristics guidelines if located within the pedestrian circulation path.

4. Hatch (At-grade Access Door for Deliveries and Access to Building)

Locate between PAR and building in frontage zone.

5. Fire Hydrant

Locate outside PAR, typically in furnishing zone.

6. Accessible Parallel Parking

Locate in most level area of block (recommended practice) to maximize usability. Provide 8 feet of space with 5-foot minimum obstruction-free access aisle adjacent to space for parallel parking.

Curb line shifts toward right-of-way to accommodate access aisle. Space and access aisle should have smooth surface for lift deployment. Minimize cross slope for lift operation.

7. Parking Meter for Accessible Space

Locate at head of space or other nearby area with accessible connection to PAR and access aisle. Instructions visible from 40-inch height at center of clear approach area. Coin drop at 48-inch maximum height.

8. Clear Approach Area

Minimum 30-inch by 48-inch obstruction-free area centered on object being used (e.g. meter, phone). Slope area less than 2% in all directions. Space should be firm, stable, and slip-resistant.

9. Curb Ramp

4-foot-wide (minimum) ramp. 1:12 maximum grade on ramp. Connect to PAR and to access aisle. Provide side flare at 1:10 maximum on both sides of curb ramp where adjacent to improved surface. A returned curb can be used where the curb ramp is adjacent to landscaping other than non-walking surface. No detectable warning is used where ramp connects PAR to an access aisle or other non-vehicular surface. Landing can overlap PAR.

10. Driveway

Maintain PAR elevation across driveway. Provide good visibility and sight distance for pedestrians and vehicles. Detectable warnings at the pedestrian crossing should be provided only if driveway or alley is signalized.

11. Tree

Avoid species known to produce surface roots, which may buckle sidewalk. Keep tree grates clear of PAR.Trim low hanging limbs to avoid creating protruding objects (hazardous especially to visually impaired pedestrians). Use species that do not obstruct sightlines for pedestrians and vehicle operators.

12. Bus Stop and Shelter

Provide bus boarding and alighting area 5-feet-wide by 8-feet-deep (minimum from curb) for lift deployment. Connect waiting and boarding areas to PAR.

If there is a bench, provide a 30-inch by 48-inch clear approach area adjacent to the bench and connected to bus boarding and alighting area. Keep signage from protruding into clear approach areas and/or PAR. Provide raised and Braille characters for route identification only (schedules, timetables, and maps are not required to have raised and Braille characters). For all signage (including schedules, timetables and maps) comply with current ADAAG for finish and contrast, case, style, character proportions and spacing, and stroke thickness.

13. Landscaping

Maintain appropriate sight distances. Use low ground cover and similar plantings so as to not obstruct sightlines for pedestrians and vehicle operators.

14. Sidewalk Furnishings, Trash Receptacle, and Similar Items

Locate outside PAR. 30-inch by 48-inch clear approach area adjacent to benches and tables connected to the PAR. Trash receptacle openings within reach range requirements.

15. Telephone

30-inch by 48-inch clear approach area that may overlap with other clear spaces.Provide phone that complies with TTY and is accessible to wheelchair users.

16. Bike Rack

Locate outside PAR. Orient so bikes on rack are not encroaching on PAR.

MODEL SIDEWALKS

12-foot Curb to Right-of-Way Line


4-foot-wide minimum, 5-foot width recommended. Set PAR back from curb to allow for street furnishings and pedestrian comfort. PAR is adjacent to the building face/right-of-way line (no frontage zone).




Locate outside PAR in furniture or frontage zones. Grates and covers should comply with surface characteristics guidelines if located with pedestrian circulation path.


Offset PAR as needed to provide minimum 4-foot path around the hatch.

5. Fire Hydrant



Locate in most level area of block (recommended practice) to maximize usability. Provide 8 feet of space with 5-foot minimum obstruction-free access aisle adjacent to space for parallel parking. Curb line shifts toward right-of-way to accommodate access aisle. Space and access aisle should have smooth surface for lift deployment. Minimize cross slope for lift operation.





9. Curb Ramp

4-foot-wide (minimum) ramp. 1:12 maximum grade on ramp. Connect to PAR and to access aisle. Parallel-type ramps required due to limited available right-of-way width. Landing can overlap PAR.

10. Driveway

Maintain PAR elevation across driveway. Provide good visibility and sight distance for pedestrians and vehicles. Detectable warnings should be provided only if driveway or alley is signalized.

11. Tree


12. Bus Stop and Shelter

Provide bus boarding and alighting area 5-feet-wide by 8-feet-deep (minimum from curb) for lift deployment. Connect waiting and boarding areas to PAR. If there is a bench, provide a 30-inch by 48-inch clear approach area adjacent to the bench and connected to bus boarding and alighting area. Keep signage from protruding into clear approach areas and/or PAR. Provide raised and Braille characters for route identification only (schedules, timetables, and maps are not required to have raised and Braille characters). For all signage (including schedules, timetables and maps) comply with current ADAAG for finish and contrast, case, style, character proportions and spacing, and stroke thickness.

13. Landscaping



Locate outside PAR. 30-inch by 48-inch clear approach area adjacent to benches and tables connected to the PAR. Trash receptacle openings within reach range requirements.

15. Telephone


16. Bike Rack

Locate outside PAR. Orient so bikes on rack are not encroaching on PAR.

MODEL SIDEWALKS



4-foot-wide minimum, 5-foot-width recommended. Set PAR back from curb to allow for street furnishings and pedestrian comfort. PAR is adjacent to the building face/right-of-way line (no frontage zone).




Locate outside PAR in furniture or frontage zones wherever possible. When in the sidewalk area, grates, and covers should have firm, stable, and slip resistant covers that are free from level changes.


Offset PAR as needed to provide minimum 4-foot clear path around the hatch.

5. Fire Hydrant



Locate in most level area of block (recommended practice) to maximize usability. Provide 8 feet of space with 5-foot minimum obstruction-free access aisle adjacent to space for parallel parking. Sidewalk width narrows toward right-of-way to accommodate access aisle. Space and access aisle should have smooth surface for lift deployment. Minimize cross slope for lift operation.




Minimum 30-inch by 48-inch obstruction free area centered on object being used (e.g. meter, phone). Slope area less than 2% in all directions. Space should be firm, stable, and slip-resistant.

9. Curb Ramp

4-foot wide (minimum) ramp. 1:12 maximum grade on ramp. Connect to PAR and to access aisle. Parallel type curb ramps required due to limited available right-of-way width. Landing can overlap PAR.

10. Driveway

Maintain PAR elevation across driveway. To maintain less than 2% cross slope on the PAR, the ramped vehicular entry into the driveway must be split into two sections. Some of the required rise is accommodated between the curb line and the edge of the PAR; the balance is located on far side (non-street side) of the PAR. For the purposes of this illustration, it is assumed that the PAR can meet this elevation without adding curb ramps. If this is not possible, a solution similar to that shown in the 4- to 5-foot sidewalk model would be required. Provide good visibility and sight distance for pedestrians and vehicles. Detectable warnings should be provided only if driveway or alley is signalized.

11. Tree


12. Bus Stop (No Shelter)

Provide bus boarding and alighting area 5-feet wide by 8-foot deep (minimum from curb) for lift deployment. Connect waiting and boarding areas to PAR. If there is a bench, provide a 30-inch by 48-inch clear approach area adjacent to the bench and connected to bus boarding and alighting area. Keep signage from protruding into clear approach areas and/or PAR. Provide raised and Braille characters for route identification only (schedules, timetables, and maps are not required to have raised and Braille characters).

13. Landscaping



Locate outside PAR. 30-inch by 48-inch clear approach area adjacent to furnishings. Trash receptacle openings within reach range requirements.

15. Telephone


Items Not Accommodated at this Width:

16. Bike Rack

MODEL SIDEWALKS



4-feet-wide minimum, 5-foot width recommended. If the PAR is reduced to 4-foot width, a passing space must be provided at a maximum of 200-foot intervals. Passing spaces can be located in bulbouts, recaptured landscaping areas, widened sidewalks, and other similar areas. No frontage or furnishing zone is provided.


Locate outside PAR. Maintain minimum 4-foot-wide PAR. Locate as close to right-of-way as possible (outside recommended horizontal clearance to obstructions and with minimum impact on the PAR). An absolute minimum of 32-inch clear width is needed for passage around the obstacle.


Locate outside PAR wherever possible. When in the sidewalk area, grates and covers should have firm, stable, and slip resistant covers that are free from level changes.


When in the sidewalk area, covers should have firm, stable, and slip resistant covers that are free from level changes. This includes edges and hardware.

5. Fire Hydrant

Locate outside PAR if possible or provide at least 32 inches of clear width for passage around the hydrant.


Locate in most level area of block (recommended practice) to maximize usability. Provide 8-foot space with 5-foot minimum obstruction-free access aisle adjacent to space for parallel parking. PAR ramps down to parking level in order to provide sufficient width for space.

Space and access aisle should have smooth surface for lift deployment. Minimize cross slope for lift operation.


Locate at nearby area with accessible connection to PAR and access aisle. Instructions visible from 40-inch height at center of clear approach area. Coin drop at 48-inch maximum height.



9. Curb Ramp

4-foot-wide (minimum) ramp. 1:12 maximum grade on ramp. Connect to PAR and to access aisle. Parallel-type ramps required due to limited available right-of-way width.

10. Driveway

Maintain street elevation across the driveway width where PAR crosses. The PAR must ramp down to the street elevation in order to maintain less than 2% cross slope. Provide good visibility and sight distance for pedestrians and vehicles. Detectable warnings should be provided only if driveway or alley is signalized.

11. Tree


Items Not Accommodated at this Width:

12. Bus Stop

No adequate space is available for lift deployment. If a bus stop must be located in an area where sidewalks are this narrow, the stop should be located at a curb ramp and no parking zone where the lift can be safely deployed and passengers can access the PAR immediately. Keep signage from protruding into clear approach areas and/or PAR. Provide raised and Braille characters for route identification only (schedules, timetables, and maps are not required to have raised and Braille characters).

13. Landscaping


15. Telephone

16. Bike Rack

ac transit district gm memo no. 08-290a board of directors ... · 2. public space amenities: a...

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