accessible bus stop design guidance - transit malaysia · 2010. 6. 1. · accessible bus stop...

MAYOR OF LONDON

Transport for London

Accessible bus stop design guidanceBus Priority Team technical advice note BP1/06January 2006

Accessible bus stop design guidance

Further information For further details or advice on the design of accessible bus stops, contact:

Bus Priority TeamTransport for LondonWindsor House, 42-50 Victoria StreetLondon, SW1H 0TLTel 0845 300 7000

Website: www.tfl.gov.uk

Transport for London | 1

Contents1. Introduction...................................................................................................................22. Fully accessible bus services..........................................................................................43. Bus stop locations.........................................................................................................94. Passenger waiting area .................................................................................................155. Bus stop area...............................................................................................................236. Bus stop layouts ..........................................................................................................247. Bus boarders................................................................................................................318. Bus bays ......................................................................................................................399. Kerb profiles and heights .............................................................................................4310. Implementing bus stop improvements ........................................................................4611. Longer term issues ......................................................................................................4912. Bibliography .................................................................................................................50List of figuresFigure 1: Features of the bus stop environment....................................................................3Figure 2: Passenger groups benefiting from low floor buses .................................................4Figure 3: Bus stop layout objectives .....................................................................................6Figure 4: Relationships between bus and kerb ......................................................................7Figure 5: Considerations for bus stop locations....................................................................9Figure 6: Bus arrival patterns...............................................................................................11Figure 7: Bus stop location in vicinity of traffic signals fitted with SVD...............................13Figure 8: Boarding and alighting zones.................................................................................17Figure 9: Boarding and alighting zones – Alternative shelter arrangement ...........................18Figure 10: Passenger waiting area critical dimensions............................................................19Figure 11: Kerbside stop with parking on approach and exit..................................................26Figure 12: Exit side of pedestrian crossing ............................................................................27Figure 13: Exit side of junction .............................................................................................28Figure 14: Full width boarder ................................................................................................32Figure 15: Alternative full width boarder layouts...................................................................33Figure 16: Multiple bus full width boarders...........................................................................34Figure 17: Half width boarder ...............................................................................................37Figure 18: Angled boarders ...................................................................................................38Figure 19: Bus bay arrangements ..........................................................................................41Figure 20: Amendment to existing bus bay ...........................................................................42Figure 21: ‘Special’ kerbs ......................................................................................................45Figure 22: Flow chart of potential tasks for improving bus stops ..........................................47Figure 23: Gantt chart of standard tasks for improving bus stops .........................................48Figure 24: Bus dimensions ....................................................................................................52AppendicesAppendix A: Bus measurements...........................................................................................51Appendix B: Effects of introducing bus boarders ..................................................................54Appendix C: Effects of removing bus lay-bys .......................................................................56Appendix D: ‘Special’ kerbs...................................................................................................58Appendix E: Worked examples .............................................................................................59

2


1. Introduction

This guide updates the ‘Bus Stop Layouts forLow Floor Bus Accessibility’ published in June2000 and its predecessor documents. It alsoincorporates advice developed for theintroduction of articulated buses, published byTransport for London (TfL) in April 2002. Theseupdated guidelines have been developed in thecontext of the Government's policies onintegrated transport, the Mayor’s TransportStrategy, and the Disability Discrimination Act 1995.

It is intended that this guide will assist highwayauthorities in the development of practical andaffordable measures to improve accessibility atbus stops. The measures should becompatible with the particular characteristicsof buses deployed on London’s road network.

The introduction of low floor busesthroughout London, fitted with ramps forwheelchair users, has led to a requirement forappropriate kerbside access at bus stops.Unless all stops along a bus route are equallyaccessible, passengers may be unable to boardor alight a bus at their desired location and thepotential benefits from low floor buses will bereduced. This hinders the development of aninclusive public transport system.

Bus stop design and location is recognised as acrucial element in the drive to improve thequality of bus services. The concept of 'TotalJourney Quality' recognises that bus passengersare also pedestrians at each end of the bus tripand requires that all aspects of the journey areconsidered. The convenience and comfort ofbus stops must not be overlooked.

It is important to view the bus stop as aninterchange, rather than simply a location along a bus route where buses stop,comprising only a post with a flag, and a cagelaid on the road surface.

The bus stop environment contains a numberof features that need to be considered, asillustrated in Figure 1.

A fully accessible bus service is a criticalelement in delivering a fully inclusive society.Bus stops are a vital link in this vision. TfLwishes to highlight this, and part of therationale in revising the bus stop designguidelines is to reiterate the wider issuesrelating to equality and inclusion. Furthermore,it should be remembered that kerbsidecontrols and bus boarders are merely tools –the objective is to ensure that the bus stop isfully accessible.


Additionally, it is important to emphasise theneed for:

● training for bus drivers on how to approachand correctly use the bus stop;

● planners and engineers to optimise thelocation, design and construction of busstops; and

● motorists and enforcement authorities torecognise the necessity for bus stops to bekept clear of parked vehicles.

When reviewing individual bus stops, and theirimmediate environs, designers need to takeaccount of the wide range of issues that are

discussed within this guide. Whilst theseguidelines provide assistance with the decisionmaking process, it should be recognised thateach site is a unique location, with differentcharacteristics to be taken into account.

Bus stopenvironment

Security,including lighting

Conveniencefor passengers

Connectivitywith footways

Approach and exitpaths for buses

Space forstraightening

Posting andnumber of berths

Adequacyof platform

(waiting area)

Type andheight of kerb

TicketmachinesPedestrian

footway

DrainageInformation(includingmaps etc.)

Position of utilities'access covers and

street furniture

Bus passengershelter and seating

Surface markingsfor buses

and passengers

Bus stoppost and flag

Figure 1: Features of the bus stop environment

4


2. Fully accessible bus services

Low floor bus usersLow floor buses reduce the height differentialbetween the kerb and bus floor. Whilst theyare generally seen as a means of improvingaccessibility for passengers with disabilities,including wheelchair users, all passengersbenefit from low floor bus services, asillustrated in Figure 2.

Research conducted by Transport ResearchLaboratory (TRL Report 271) has shown thatpassengers with pushchairs benefit greatlyfrom the introduction of low floor buses.Thus, when designing bus stops for low floorbus access, the needs of all passengers shouldbe considered, not just wheelchair users.

Features of London’s bus servicesThe entire TfL bus network is now operatedusing low floor vehicles, which have a singlestep entry, a low floor in the front part of thevehicle, and either a sloping gangway, or steptowards the rear, over the drive axle. Generally,they have front doors for boarding passengersand centre doors for those alighting.

Low floorbus accessbenefits:

People withyoung children

People withpushchairs

Ambulantdisabledpeople

People withimpaired vision

Wheelchairusers

Passengers withshopping or luggage

Elderly people

Figure 2: Passenger groups benefiting from low floor buses


Powered ramps are usually fitted at the centredoor where wheelchair users may board andalight. Push buttons are provided forwheelchair users to alert the driver when theramp needs to be deployed. Additionally, lowfloor buses are provided with the means oflowering, or ‘kneeling’ the bus suspension toreduce the step height at stops.

In London, there are a number of busconfigurations in operation, which need to beconsidered. Flexibility should be provided indesigns in recognition that bus types using astop may change as a result of service changes.For example, articulated bus operation hasbeen introduced on several high volumeservices and passengers are able to board andalight through all three sets of doors.

The images below show typical busconfigurations currently operating on London’sroads. Appendix A provides details anddimensions of the ‘standard’ rigid andarticulated buses used to develop the layoutsin this document.

Midi bus Single deck bus

Double deck bus Articulated bus

6


Bus stoplayout

objectives

Allow easyunobstructed

access to and fromthe stop

Minimise timespent at the busstop by the bus

Prevent/dissuadeother vehicles from

parking in the stop area

Allow the busto line up within

50mm of and parallelwith the kerb

Minimise useof kerb space wherethere are competing

demands for frontageaccess

Affordable andcommensurate with the

accessibility benefit

Remove streetfurniture which prevents

passengers boardingand alighting

Bus stop layout objectives

The ideal bus stop layout will achieve theobjectives shown in Figure 3. The bus shouldstop parallel to, and as close to the kerb aspossible to allow effective use of the bus’facilities. The critical dimensions (see Figure4.1) to consider are the vertical gap, or stepheight, from the kerb to the bus floor and thehorizontal gap from the kerb edge to the sideof the bus. A well designed bus stop willprovide features which co-ordinate with thefacilities of the low floor bus and minimisethese two distances.

The size of the vertical gap between the kerband floor of the bus will affect the gradient ofthe ramp when it is deployed (see Figure 4.2).If this gradient is too severe, some wheelchairusers may be unable to enter or exit safelyfrom the bus. Regulations under the DisabilityDiscrimination Act 1995 (DDA) require newbuses to be capable of deploying a ramp,giving a 1:8 or 12 percent (7 degree gradient),onto a kerb of at least 125mm in height. This regulation, therefore, assumes a'standard' kerb height of 125mm, which,although not the case universally, is the heightthat vehicle manufacturers are guided to applyin bus design.

Figure 3: Bus stop layout objectives


Figure 4: Relationships between bus and kerb

Figure 4.1: Critical dimensions

Figure 4.2: Ramp gradient

Figure 4.3: Normal step height

Figure 4.4: ‘Kneeling’ step height

It is important to recognise that, even when deployed on a 125mm high kerb, thegradient of the ramp may vary. The majordeterminants include:

● type of ramp;

● ramp length;

● carriageway and footway crossfalls;

● distance of the bus from the kerb;

● ‘kneeling’ height of the bus floor (seeFigures 4.3 & 4.4); and

● whether the bus is laden.

The use of a 140mm maximum kerb height, or higher ‘special’ kerbs (see Chapter 9), arepreferred as they result in lower ramp gradients.

Bus Floor

Kerb

New stepheight

Reduction from originalstep height

Road Level

Bus Floor

Kerb

StepHeight

Road Level

Bus Floor

Ramp

Ramp Gradient

KerbRoad Level

Bus Floor

Kerb

VerticalGap

HorizontalGapKerb

Height

Road Level

8


It should be noted that with the ‘kneeling’systems in common use, the reduction in stepheight achieved is not necessarily uniform alongthe side of the bus. The front door will be lowerthan the centre door if the ‘kneeling’ systemoperates on the front axle alone. Alternativeconfigurations include tilting of the nearside ofthe bus and lowering of the entire vehicle.

In the urban environment, there often exists aconflict between the demands for frontageservicing, short term parking and the need toprotect a sufficient length of kerb space toallow buses to easily access a stop. As withprevious guidelines, this document recognisesthe competing demands in London's busystreet environment and, therefore, retains theprevious target benchmark of the bus stoppingwithin 200mm of the kerb.


3. Bus stop locations

IntroductionBus stops must be located to allow passengersto board and alight safely and conveniently.Ideally, they should also be situated nearplaces of particular need, such as local shops,libraries, clubs, health facilities and sheltered

housing. Stop locations are determined byLondon Buses in consultation with highwayauthorities and the police. Residents, localbusinesses and bus user groups may also needto be consulted by the highway authorityand/or London Buses.

Key considerations for bus stop locations areshown in Figure 5.

Bus stop location

Driver andprospective passengers

are clearly visible toeach other

Where there is adequate footway

width

Away from siteslikely to beobstructed

Close to (on theexit side of)pedestriancrossings

'Tail to tail' on opposite sides

of the road

Where there is space for a bus shelter

Sited to minimisewalking distance between

interchange stops

Close to main junctions without affecting

road safety or junctionoperation

Figure 5: Considerations for bus stop locations

10


Consideration should be given to the routestaken by passengers to and from the bus stop.Locating stops near pedestrian crossingfacilities, and in particular at junctions, isconvenient and helps passengers complete therest of their journey safely. There is little pointin making a bus stop accessible to wheelchairs(and pushchairs) without also considering theaccessibility of routes to and from the bus stop.

It may also be necessary to provide additionaldropped kerb crossings and/or crossing facilitiesin the vicinity of the stop as part of any busstop improvements. Accessibility should beconsidered in terms of the whole journey.

Stop spacingAn ideal spacing for bus stops is approximately400m, although a closer spacing in towncentres and residential areas may be necessaryto meet passenger requirements.Consideration should be given to improvingspacing, and reviewing locations, particularlywhere interchange is an issue. Bus journeytimes are affected by the number of stops on

a route and therefore a careful balance mustbe achieved. If it is proposed to relocate orremove a stop, an assessment of resultingbenefits/impacts should be undertakenalongside consultation with stakeholders.

It is recommended that where locations areserved by more than 25 buses per hour (bph),bus stops should be split. This enables buseson different routes to serve separate stops,thus reducing bus-on-bus delay and trafficcongestion. However, bus routes withcommon destinations should share the same stop.

Stop capacityPrevious guidelines have highlighted the needto increase cage sizes, but omitted to stressthe related impact of high bus frequencies atstops. For example, a 37m kerbside bus stopcage is normally sufficient for a frequency of15 bph but inadequate for 45 bph, wherespace should be provided for more than onebus to access and serve the stop at the same time.

Bus stop on a high frequency corridor


The ‘clock-face’ diagram (see Figure 6)indicates how the frequency of servicesinfluences the amount of space required at astop. Consideration also needs to be given toaverage boarding/alighting times.

Scenario C shows that, with just 26 buses perhour, the arrival pattern can result in a numberof occassions when two or three buses servethe stop at the same time.

Service 1 - Bus every 5 minutes (12 bph)

Assume start arrivals is at 12 o'clock

Total = 26 bph

Service 2 - Bus every 10 minutes (6 bph)

Service 3 - Bus every 7.5 minutes (8 bph)

Scenario B - 2 buses at the stop 6 times an hour

Scenario A - 1 bus at the stop every 5 mins

Scenario C - 2 buses at the stop 6 times an hour - 3 buses at the stop 2 times an hour

5

1050

40 20

2530

0

45 15

35

55 5

1050

40 20

2530

0

45 15

35

55

5

1050

40 20

2530

0

45 15

35

55 5

1050

40 20

2530

0

45 15

35

55

A

CB

Figure 6: Bus arrival patterns

12


It is recognised that at certain locations thenumber and frequency of bus services may beparticularly high and compromises may have tobe made to the length of the cage. At present,approximately 7% of passengers purchase theirtickets on bus, and this number is reducing asmore people use Oyster pre-pay. The Mayorhas indicated a wish to move towards total‘cashless’ bus operation and consequently, it is expected that dwell times will reduce,bringing improvements to both bus servicesand operations.

Bus stops and traffic signalsWhere bus stops are located on the approach totraffic signalled junctions, they should not bepositioned between a bus priority detector andthe stop line. This is to avoid the signal giving

priority to the bus while it is setting down /picking up passengers.

Bus priority detectors are typically placedapproximately 80m (or 10-15 seconds busjourney time) in advance of the stop line,whilst passengers often prefer the bus stop tobe as close to the junction as possible. Ideally,bus stops should be located on the exit sideof junctions, where the effect on saturationflows is generally less than stops sited inadvance of signals (see Figure 7).

If there are proposed changes in kerb alignment(e.g. bus boarders) or traffic lanes are to berealigned, existing loops (SCOOT, MOVA or X, Yand Z loops) on the approach to junctions mayneed to be re-cut or repositioned.

Selective Vehicle Detection (SVD) beacon


Option 2: Bus stop location before detection beacon

Detection BeaconDetection beacon 10 - 15 secsbus journey time from stop line

Bus Stop Flag

Bus Stop Flag

Bus Stop Flag

Option 1: Bus stop on exit side of junction

SHELTER

SHELTERSHELTER

Figure 7: Bus stop location in vicinity of traffic signals fitted with SVD

14


‘Hail & Ride’

‘Hail & Ride’ has been in operation for manyyears and is often a feature of new routesand/or those serving residential areas. It canassist elderly and disabled people by reducingthe walking distance to the boarding point.However, it is difficult to guarantee closekerbside access as the driver can stop atalmost any safe location along a ‘Hail & Ride’ route.

Outlined below are options to improveaccessibility of ‘Hail & Ride’ bus services.

Option 1 – Conversion to fixed stop

On some services there may be a strong casefor conversion to fixed stops; for example,where services have grown in patronage andbuses are making frequent stops, or wherepassenger demand is concentrated atidentifiable points. Passenger surveys willassist in determining the appropriate solution.

Option 2 – Retention of ‘Hail & Ride’ sectionsof route

It may be appropriate to retain ‘Hail & Ride’operation:

● on lightly used services;

● on routes where passenger demand is veryscattered; or

● where local conditions make installation ofbus stops difficult or sensitive.

Where ‘Hail & Ride’ is retained the followingoptions should be considered to provideimproved accessibility.

Option 2a - Provision of information forpassengers where ‘Hail & Ride’ sections arealready accessible

Information posts, which display a bustimetable and other information, can beprovided at locations which offer goodaccessibility to and from buses. However,these posts are not fixed bus stops, they donot have a bus stop flag and buses can stillstop at other safe points.

The benefits of information points are thatthey provide reassurance to passengers thatbuses serve the route and they offer a sourceof information, such as the destination ofbuses. The posts also encourage passengers tocongregate, rather than waiting at shortdistances from each other and expecting thebus to make several stops. The advantage fordisabled people is that the benefits of ‘Hail & Ride’ are retained.

Option 2b - Provision of accessible pointsalong ‘Hail & Ride’ sections of route

It may be appropriate to install accessibleboarding and alighting points at intervals along‘Hail & Ride’ sections of route. Accessiblepoints could, for example, consist of a simple(2m wide x 4m long) bus boarder to providefull accessibility whilst minimising the impacton the local environment. Parking restrictionsfor accessible points without bus stops wouldrequire a Traffic Regulation Order, as bus stopclearways cannot be installed without a busstop flag.

Information posts could also be provided,where appropriate, to explain to passengersthat a section of route is ‘Hail & Ride’.


4. Passenger waiting area

Bus stop post and flagWhen the features of the buses using a stopare known, consideration should be given tothe passenger waiting area. Ideally the layoutof the passenger waiting area should be basedaround the position of the bus stop flag. The flag indicates to passengers where theyshould wait. It also serves as a marker todrivers to indicate where the bus should bepositioned at the stop. These guidelines arebased on the bus stopping with the rear of thefront doors in line with the flag and passengersboarding from the downstream side of theflag, as shown below.

In some circumstances it may be appropriateto mount the bus stop flag on a street lightingcolumn, but this should be agreed betweenLondon Buses and the owner of the lightingcolumn. This arrangement can causedifficulties in attaching timetable cases in sucha way that they do not obstruct the column’saccess cover.

London Buses currently has a rollingprogramme to introduce solar poweredilluminated bus stop flags and timetables inthe Greater London boroughs. These solarpowered installations are not compatible withbus stop flags mounted on lighting columns.

Solar powered illuminated bus stop flag

Correct stopping position relative to bus stop flag

16


Waiting area layoutBuses in London are usually configured with apowered ramp at the centre door. On shorterbuses, without a centre door, the ramp issituated at the front door. Sufficientunobstructed space is required at the frontand centre doors for the ramp to be deployed.Thus, on the footway where the stop islocated, there are areas which must be keptclear of all obstructions such as litter bins,telephone boxes and sign posts. The length ofclear footway required is defined by the widthof the doors. The width of footway needed isdefined by the space required for a wheelchairor pushchair to manoeuvre. The Departmentfor Transport’s Inclusive Mobility Guidelinesstate that a skilled manual wheelchair usershould be able to complete a 360° turn in aspace of 1500mm x 1500mm.

Figures 8 and 9 show suggested bus stoplayouts with boarding/alighting zones, whichmust be kept free of all street furniture.However, for simplicity, it is recommendedthat, where possible, street furniture is notpositioned throughout the length of footwaywhere boarding and alighting is expected.Additionally, street furniture located in thewaiting area can reduce the available waitingspace close to the stop. It is recommendedthat the footway, between the flag and 20mupstream, is kept clear of unnecessary street furniture.

It is also important that the stepping height isminimised along the length of the stop.Dropped kerbs for driveways pose particularproblems. Where there is a series of droppedkerbs it will be necessary to position the flagcarefully between the dropped kerbs. By adopting a boarding/alighting zone,problems for ramp deployment and steppingto and from the bus can be minimised.

At stops to be used simultaneously bymultiple vehicles the same boarding/alightingzone principle should be adopted. It is moredifficult to recommend a standard design for asecond bus because of the possible variationsin stopping position and vehicle type.Consideration needs to be given to thedistance between the rear of the first bus andthe front of the second. To allow followingbuses sufficient space to exit a stopindependently and so reduce potential delays,it is recommended that cage lengths allow a9m (7m absolute minimum) gap betweenstopped vehicles, in addition to the approach,straightening and exit length for two vehicles.

Undesirable street ‘clutter’ at bus stop


Figure 8.1 : Rigid Bus

Figure 8.2 : Articulated Bus

Boarding / Alighting Zones

2.0m

18m

3.0m4.0m 4.0m

Bus Stop Flag

FrontDoor

CentreDoor

RearDoor

2.0m

2.0m

2.0m

4.0m

Bus Stop Flag

SHELTER

SHELTER

FrontDoor

CentreDoor

2.0m

2.0m

12m

Figure 8: Boarding and alighting zones

18


Bus Stop Flag 2.0m

2.0m2.0m

4.0m

FrontDoor

CentreDoor

Passenger shelterwith half-end panels

12m

Bus Stop Flag2.0m

2.0m2.0m

4.0m 4.0m

3.0m

FrontDoor

CentreDoor

RearDoor

Passenger shelterwith half-end panels

18m

2.0m

Minimum footway width

Minimum footway width

2.0m

Boarding / Alighting Zones



Figure 9: Boarding and alighting zones – Alternative shelter arrangement

Bus passenger shelter

Figure 10 illustrates three general layouts forthe bus passenger shelter. The ‘centre offootway’ layout (see Figure 10.1) enablespassengers to shelter, see approaching buses,and then board with ease. In addition, thislayout allows wheelchair users who may wishto wait by their boarding position at the centredoors to be protected from the weather.Where articulated buses operate a three doorboarding configuration, this layout helps tospread boarders between the doors.

‘Centre of footway’ shelter layout

Other arrangements may be used wherefootways are narrow or other site constraintsdictate. The ‘back to kerb’ layout (see Figure 10.2)can encourage passengers to stand upstream ofthe shelter so that they can see and board thebus more easily. The ‘back of footway’ option(see Figure 10.3) is only appropriate where accessto adjoining buildings can be maintained.

All layouts position the bus stop flag 2mdistant from one end of the bus shelter. This arrangement provides two points ofreference for bus drivers pulling up to the kerb,and indicates to passengers where the frontdoors will open.

The design of the shelter may affect itspositioning on the site. Shelters with a halfwidth or no end panel on the bus approachside are recommended, because this improves visibility.


BUS

STOP

Half width end panel

Bus stop flag

SHELTER

Frontage

Rec

omm

ende

d di

men

sion

s

Min

imum

dim

ensi

ons

2m

3–5m

3m

2m2.

7m

BUS

STOP

Half width or no end panel

Bus stop flag

*Above 2.7m, recommend 'centre of footway' solution

Frontage

2m

2m

2–2.

7m*

2m2m

Rec

omm

ende

ddi

men

sion

s

Min

imum

dim

ensi

ons

SHELTER

Figure 10: Passenger waiting area criticaldimensions

BUS

STOP

Half width end panel

Bus stop flag

Min

imum

dim

ensi

ons

Rec

omm

ende

ddi

men

sion

s

Grass verge of blank wall

2m

1.3m

2m

1.3–

1.5m

3m

SHELTER

Figure 10.1: Centre of footway

Figure 10.2: Back to kerb

Figure 10.3: Back of footway

20


Shelters generally consist of between 1 and 4panels each of 1.3m in length, with end panelsof either 1.3m (full width) or 0.65m (halfwidth). Roof overhangs can affect overallshelter positioning, but narrower variants arealso available and London Buses will advise onthese issues. Lighting within the shelter canhelp to improve perception of personal safety.Other shelters, such as the ‘Landmark’ (seephoto) are also provided at selected locations.

‘Landmark’ type shelter

Footway width and pedestrian flows

The passenger waiting area, or platform, wherebus passengers board and alight needs to bedesigned to allow sufficient space for the stopinfrastructure, such as shelters, as well aspedestrian through movements. Research has

shown that pedestrians will generally cope wellwith congested conditions, but some simpleinterventions can make the pedestrianenvironment more comfortable. At somelocations it may be necessary to widen thefootway and this can often be achievedthrough the provision of a bus boarder (see Chapter 7).

Figure 10.1 shows that the ‘centre of footway’shelter layout should leave at least 2.7m (3m ispreferred) between the kerb edge and the rearof the shelter for wheelchair users tomanoeuvre. The gap between the shelter andthe rear of the footway should allow forpassengers’ tendency to stand at the rear ofthe footway in congested conditions, as well asan unobstructed width of at least 2m.Therefore, a footway width of 3-5m isrecommended (depending on pedestrian flows).

‘Back to kerb’ and ‘back of footway’ layoutsalso need to leave an unobstructed width of atleast 2m for pedestrians. Larger unobstructedwidths are recommended, but whereunobstructed widths of over 3m can beachieved, a ‘centre of footway’ shelter solutionshould be considered instead. ‘Back offootway’ layouts with large footway widths willmake it difficult to board the bus.

Footway widths are effectively reduced bystreet furniture such as telephone boxes, lampcolumns, litter bins and ticket machines. At congested bus stops, queues can oftenreach 20m upstream of the bus stop flag, andtherefore, unobstructed areas should becreated within this entire zone where possible,by moving street furniture downstream of thebus stop, rationalising it or removing italtogether. This will help visibility ofapproaching buses as well as increasing


pedestrian space. A simple audit of features inand around bus stops should aim to:

● reduce street clutter;

● optimise bus stop location, including spacing;

● optimise shelter location; and

● consider other boundary effects, such ascash machines.

When designing accessible bus stops for aretail area, or other locations where pedestrianflows are high, pedestrian counts should beundertaken at peak times such as Saturday10am to 5pm and/or 12pm to 2pm during theworking week.

A yellow footway guidance line or edgemarking, offset 450mm from the kerb edgeand 100mm in width can be used in the busstop area. This can aid drivers, as a referencepoint, on their approach to the stops, and canencourage pedestrians to stand away from thekerb edge.

Yellow footway guidance line

Ticket machinesBus services in London are moving towards‘cashless’ boarding. In Central London, and onarticulated bus routes, tickets must be boughtbefore boarding. This has led to theinstallation of ticket machines at all stopswhere ‘cashless’ boarding has beenintroduced. The positioning of a ticketmachine at a stop depends upon the type andlocation of the shelter. However, it isimportant that ticket machines are treated thesame as other street furniture and are notlocated in the boarding and alighting zonesshown in Figure 9.

Conveniently located ticket machine

Whilst it is planned that all of London’s busservices will become ‘cashless’, it is expectedthat there will only be a very limited number ofnew ticket machines required on street. Theemphasis will be on bus passes and pre-paidOyster cards.

Waiting area environmentDesigners should consider other aspects of thepassenger waiting area, not just those primarilyrelated to access between the footway andbus. The environment of the passenger waitingarea is an important component of passengers'

22


perceptions of the quality of the bus service and safety. A number of issues shouldbe considered:

● Street lighting: Poor, or inadequate, streetlighting can contribute to issues of personalsecurity. Good levels of illumination shouldbe provided at bus stops.

● Litter: A clean passenger waiting areaimproves the passengers' environment. Litterbins should be provided but care needs tobe taken in locating litter bins to reducenuisance, such as smells and flies, and avoidobstruction to pedestrian and passengermovement. They should also be emptiedregularly by the local authority.

● Statutory undertakers' equipment:Positioning of bus stop posts and passengershelters can be affected by undergroundutilities. Service covers can also create long

term problems at the bus stop owing toaccess requirements to equipment.Consideration should be given to theboarding/alighting zone to avoid accessdifficulties during maintenance works.

● Drainage: Poor drainage, resulting in water‘ponding’ on the footway around thepassenger waiting area or at the carriagewaykerbside, can affect the passengerenvironment. Ponding may result from poordrainage, defective carriageway repairs,rutting or blocked drains. In freezingconditions footway ponding can beparticularly dangerous. Ponding at thekerbside can result in passengers beingsplashed by passing traffic (or the bus) andit is, therefore, important that gooddrainage is provided.


5. Bus stop area

Bus stop cageThe bus stop marking on the carriageway,often referred to as the bus 'cage', (TrafficSigns Regulations and General Directions(TSRGD) 2002 diagram 1025.1), is used todefine the limits of the bus stop. The purposeof the bus stop cage should not merely beseen as identifying a stopping point. The busstop cage has four distinct and importantobjectives – it defines an unobstructed area ofthe carriageway where the bus can:

● approach;

● straighten up;

● stop; and

● exit.

It is a key requirement that a bus stop cagemarking is provided and the area defined by thecage is unobstructed to allow easy entry and exitfor the bus and thus, improved ride quality forpassengers. The aim is that buses can pull upto within a maximum of 200mm from the kerb.Layouts to achieve this are illustrated in Chapters6 - 8. Other features that assist bus stopoperations are parking/loading restrictions andcoloured surfacing. The length of the bus stopcage will vary depending on the highway layoutand number of buses per hour using the stop.

Bus stop cages are usually 3m wide, however,designers should be aware that the TSRGD2002 does allow some variation in roadmarkings (TSRGD 2002, Article 12 Table 2). The marking can be reduced/increased by upto 10%. This allows cage widths of 2.7m to beintroduced. Experience has shown this can beuseful where carriageway widths are reduced,and there is some evidence to suggest thatnarrower 2.7m wide cages encourage busdrivers to stop closer to the kerb.

Bus stop clearwaysWithin the cage area, stopping by vehiclesother than buses is prohibited. On boroughroads a clearway marking must be provided inaccordance with TSRGD diagrams 974 and1025.1. Traffic Regulation Orders are no longerrequired for these bus stop clearways,although highway authorities may still wish toundertake public consultation.

Bus stops located on the Transport for London Road Network (TLRN), are generallymarked with double red lines. Department forTransport sign approval has recently been givenfor a wide red clearway line, which additionallyprohibits taxis and Blue Badge Holders fromstopping at bus stops on the TLRN. It isenvisaged that this restriction will only be usedat a number of strategic bus stops.

Clearway marking – Borough controlled road

Red coloured surfacingHighlighting the bus stop cage to indicate toother road users that it is an area for use bybuses is recommended. This can be achievedby providing a red coloured surface treatmentwithin the cage, either through a colouredsurface dressing or a coloured bituminoussurface course. This has proved effective indeterring illegal parking and reducingenforcement problems.

24


6. Bus stop layouts

IntroductionBus stops unobstructed by kerbside activityare rare and it is usually necessary to find ameans to sufficiently encourage motorists tokeep the bus stop clear. As discussed inChapter 5, all bus stops should have a marked cage as per TSRGD 2002 diagram1025.1 with stopping restrictions ideallyoperating 24 hours a day.

Figure 11 (see page 26) shows layouts for both12m rigid buses and 18m articulated buseswhere the bus stop has parking bays on boththe approach and exit sides of the stop. The clear kerbside space is required to allowconvenient and efficient bus access to within200mm of the kerbside. These lengths areoften difficult to achieve, even for 12m buses,and reductions to 25m lengths have been used.Such short cage lengths do not work; anabsolute minimum length is 33m, which itselfimposes a constraint on the bus drivers' egressfrom the stop.

The cage length required will also depend onthe width of parking/loading boxes on theapproaches/exits. Where wider loading boxesare situated on the approach/exit thenadditional space is required because of theincreased lateral movement.

There is a need for alternative layouts thatreduce the length of cage required, whilstkeeping the bus stop unobstructed. There aretwo convenient locations for bus stops wherethis can be achieved:

● the exit side of a pedestrian crossing (Figure 12 on page 27); and

● the exit side of a junction (Figure 13 onpage 28).


These two layouts assist bus access whilstminimising the length of bus stop clearway.They also have the advantage of placing stopsnear to where passengers may wish to crossthe road. Safety issues must always beconsidered when adopting such designs. It is important to plan the cage size for thefrequency of buses, otherwise following busescould block the crossing or side road (seeChapter 3 for further information).

It should be noted that buses are permitted tostop on the exit side zig-zag markings atPelican and Zebra crossings to pick up or dropoff passengers. Whilst some authorities reducethe length of exit side zig-zag markings, thispractice is not recommended.

Most junctions on bus routes have somekerbside controls. However, problems canoccur as a result of vehicles stopping betweenthe cage and junction, even with kerbsiderestrictions. In practice, marked bus cages withstopping restrictions are more effective atdiscouraging vehicles stopping in this area andare easier to implement. An extension to thecage to prohibit stopping on the approach isshown in Figure 13 (see page 28).

Any relocation of the stopping position of thebus closer to the junction should have regardto visibility for drivers of vehicles leaving theside road. While a bus using the stop is atemporary obstruction, the bus stop post/flag,passenger shelter and waiting passengersshould not unduly obscure sight lines.

Exit side of pedestrian crossing

Exit side of junction

26


Overall length 37m

Overall length 49m

Exit taper 9m Entry taper 13m

Bus Stop Flag

Bus Stop Flag

Straightening distance 15m

Exit taper 9m Entry taper 16mStraightening distance 24m

SHELTER

SHELTER



Parking2.1mParking 2.1m

Parking2.1mParking 2.1m

Figure 11: Kerbside stop with parking on approach and exit


Overall length 23m

Exit taper 9m Straightening distance 14m

Overall length 29m

Exit taper 9m Straightening distance 20m

Bus Stop Flag

Bus Stop Flag

SHELTER

SHELTER

Parking 2.1m

Parking 2.1m



Figure 12: Exit side of pedestrian crossing

28


SHELTER

SHELTER



Bus Stop Flag

Bus Stop Flag

Exit taper 9m Straightening distance 20m Entry taper 18m

Entry taper 18mExit taper 9m Straightening distance 24m

Overall length 33m

6m Radius

6m Radius

Loading2.5m

Loading2.5m

Loading2.5m

Loading2.5m

10m

10m

Overall length 29m

Figure 13: Exit side of junction


Bus manoeuvresAt locations where buses often have tomanoeuvre around parked vehicles to pull upto and away from the stop, designers need tounderstand the implications of reducing thecage dimensions illustrated in Figures 11 to 13.

A clear exit distance of 9m is the minimumnecessary for buses to leave the stop and rejointhe general traffic lane without the rear of thevehicle overhanging the kerb in the vicinity ofwaiting passengers. Exceptionally, in a highlyconstrained situation, this dimension could bereduced to an absolute minimum of 7m.

Particular care is required when dealing withbus stops used by articulated buses, due tothe way they behave as they articulate. If the bus stop exit distance is reduced tobelow 9m, it is possible for the body of thebus to overhang the footway at the articulationpoint and the rear of the bus. This effect,which could pose a conflict with pedestrians, is illustrated in the adjacent photographs.

The rear section of a rigid bus can also behave inthe same way as the rear of an articulated bus.

Centre section of bus overhanging footway asit exits stop

Rear section of bus overhanging footway as itexits stop

30


Alternative solutionsThere will be situations where none of thekerbside designs illustrated can beimplemented without seriously affectingexisting kerbside activity or general trafficoperations. This problem often arises at busystops, which require a very long length of kerbto be kept free from any other activity.

In many cases, stop accessibility will behampered by legal or illegal loading or parkingon the approach to the bus stop. In suchcases, it may not be physically possible for therear of the bus to manoeuvre close to thekerb. In other situations, site constraintsprevent conventional layouts from beingimplemented. Situations that cause problemsfor the siting of conventional kerbside busstops include:

● where there are loading or parking boxeswhich cannot be moved without causingundue inconvenience for frontage users;and

● where existing restrictions are neitherobserved nor effectively enforced.

In such cases a solution may be to alter thekerb line to assist bus access, for example byinstalling a bus boarder.


7. Bus boarders

Bus boardersBus boarders are generally built out from theexisting kerb line and provide a convenientplatform for boarding and alighting passengers.There are two conventional types of busboarder, full width and half width. There are alsovariations on the bus boarder concept such as500mm build-outs in the downstream section ofbus bays (see Figure 19.1 on page 41).

The full width boarder offers by far the bestsolution for both bus and passenger accesswhilst minimising the kerb length required. Fullwidth boarders also serve to upgrade the imageof the bus by providing a platform that isseparate from the adjacent pedestrian flow, andthus move towards the standards achieved bytram and light rail systems.

Full width boardersA full width boarder should project far enoughinto the carriageway for the bus to avoidmanoeuvring past parked vehicles. For cars thisshould be at least 2m and a minimum of 2.6mwhere goods vehicles/vans are stopping. Thelength of the boarder will depend on thevehicle types that serve the stop in addition tothe bus frequency. Figure 14 shows typical fullwidth boarders. The length of kerbside spacerequired can be reduced by providing a shelter,open towards the kerb, on the existingfootway (see Figure 15.1). Where smaller miditype buses serve the stop, and no passengershelter is provided, it is possible to implementa boarder only 3m long (see Figure 15.2).

The benefits of a full width boarder are that it:

● minimises the kerbside space required;

● deters illegal parking;

● maintains the place of the bus in the trafficstream;

● allows the bus to line up parallel to thekerb, largely without manoeuvres;

● reduces boarding/alighting time;

● reduces overall time spent at the bus stop;and

● creates additional footway space forpassengers to wait.

Further details of the benefits of bus boardersare provided in Appendix B, which summarisesa study into the effects of bus boardersundertaken for Transport for London by TRL.

The ability of the bus to stop at a full widthboarder largely without manoeuvre providesthe opportunity for special kerbs to beinstalled with the aim to minimise the verticaland horizontal distances between the footwayand the bus floor (see Chapter 9).

The full width boarder keeps the position ofthe bus in the traffic stream, simplifying accessand improving bus reliability, as the bus is notdelayed waiting to rejoin the traffic stream.

Full width boarder

32


Overall length 23m

Overall length 17m

Bus Stop FlagReflectorised bollards

Reflectorised bollardsBus Stop Flag

SHELTER

SHELTER



Loading2.5mLoading 2.5m


Figure 14: Full width boarder


SHELTER

9.0m to 13.0m

Bus Stop Flag

Bus Stop Flag Reflectorised bollards

Reflectorised bollards

3m


Figure 15.2 : Midi Bus

Loading2.5m


Loading 2.5m

Figure 15: Alternative full width boarder layouts

34


Loading 2.5m Loading2.5m


SHELTER

SHELTER

Figure 16.1 : Rigid Bus + Rigid Bus

Figure 16.2 : Rigid Bus + Articulated Bus

Bus Stop FlagReflectorised bollards

Reflectorised bollardsBus Stop Flag

Overall length 41m

Overall length 35m

9m

9m

Figure 16: Multiple bus full width boarders


Full width boarders should not be used wherethe frequency of buses or their dwell timeswill cause delay to following buses. There mayalso be circumstances where, for safetyreasons, it may not be appropriate toencourage an overtaking manoeuvre by othertraffic, such as near the brow of a hill or anapproach to a pedestrian refuge/island.

The design of bus boarders should provideincreased opportunities for the provision ofpassenger shelters. It is also essential thatboarders are properly designed andconstructed, particularly in relation tocarriageway and footway drainage. When makingany changes to kerb lines, designers shouldconsider the impact on cyclists, as abruptdeviations in alignment can create pinch-pointsfor two wheelers with general traffic.

Layouts for bus boarders to cater for multiplevehicles stopping at a single stop are providedin Figure 16 opposite.

Half width boardersThe half width boarder design is often a usefulcompromise solution. The build-out from thekerb can range from 500mm up to the width ofa full boarder, although they are commonly 1.0- 1.5m wide. They should be used wherefrequent delays to other vehicles are to beavoided or where a full width boarder wouldplace the bus in, or too close to, the opposingtraffic stream. As half width boarders are acompromise design, they use more kerb space,as some manoeuvring of the bus is required(see Figure 17 on page 37). Half width boardersretain some of the advantages of full widthboarders, as they still deter illegal parkingclose to or within the bus stop cage and theprospects of the bus stopping close to thekerb are improved. Half width boarders

36


In circumstances where a layout has to caterfor more than one bus stopping at the sametime, provision should be made for the secondbus to pull out past the first bus and for alldoors of each vehicle to have clear access,unobstructed by street furniture.

Angled boardersParked vehicles on the approach to the stopoften result in buses stopping at an angle, with the front of the bus close to the kerb.Provision of a ‘wedge’ shaped or angledboarder can, in limited circumstances, improveaccess and enable the bus to stop adjacent tothe kerb in these situations. They have beenfound to be particularly suitable at stops onthe approach to junctions where the roadnaturally widens leading up to the junctionstop line. However, this is unlikely to besuitable at stops where the bus has to turnright at the downstream junction.

Angled boarder

The design of the angled boarder isconstrained by alignment, lane widths andapproach and exit arrangements. Designsshould be examined to check that vehiclesovertaking a stationary bus do not encroachunduly into the opposing traffic lane and thatbuses at adjacent stops can be safely passed.It is important that designs are tailored to sitespecific circumstances. Some sample layoutsare shown in Figure 18 (see page 38).

Safety concerns regarding these lessconventional layouts have been addressed informulating the designs. The following pointsare relevant when considering such a design:

● drivers often stop at an angle, and in asimilar position to that proposed throughnecessity rather than choice - the angledboarder simply formalises this arrangement;

● the driver’s blind spot is largely eliminatedas drivers pull forward and gain visibilitythrough their rear view mirrors beforecommitting themselves to manoeuvring intothe general traffic stream.




Overall length 27m

Bus Stop Flag

Bus Stop FlagSHELTER

SHELTER

Overall length 35m

Straightening distance 18m Entry Taper 13mExit Taper

4m

Straightening distance 15m Entry Taper 8mExit Taper

4m

Parking2.1m

Parking2.1m

1m

1m

Parking 2.1m

Parking 2.1m

Figure 17: Half width boarder

38


Overall length 32m

SHELTER

SHELTERBus Stop Flag

30m2m

Overall length 22m

20m2m

Bus Stop Flag



Loading2.5m

Loading2.5m

2.1m

2.1m



Figure 18: Angled boarders


8. Bus bays

Bus bays (or lay-bys) present inherentoperational problems for buses and theyshould not be used unless there arecompelling safety or capacity reasons. TheMayor’s Transport Strategy lends furtherweight to this view in that priority should begiven, wherever possible, to efficient 'people-movers' such as buses. However, incircumstances where provision of a new bay isrequired the layout in Figure 19.1 isrecommended. This design incorporates abuild-out to allow buses to turn tightly intothe bay. In circumstances where two or morebuses may require access to the bay at onetime, the stop area will require lengthening.

Partial build-out within bus bay

As discussed in Chapter 5, a bus cage with 24-hour stopping controls, to prevent parkingor loading in the stop area, is recommended atall bus stops, (as shown in TSRGD diagram1025.4). There may also be a need to prohibitparking or loading on the approach to, and exitfrom the bay, although if this is the case, thejustification for a bus bay may be highlyquestionable.

There are many bus bays in use and the layoutof most of them prevents buses from reachingthe kerb effectively. The Bus PriorityPartnership Steering Group (which includesrepresentatives of London’s highwayauthorities) has approved a policy of filling inbus lay-bys on roads where the speed limit is30mph or less, unless there are compellingreasons for them to remain.

Research undertaken by TfL (see Appendix C)has shown that in-filling a lay-by and replacingit with a kerbside stop will:

● make it easier for the bus to stop adjacentto the kerb;

● make it easier and quicker for passengers toboard/alight; and

● reduce delays to buses by between 2 and 4seconds per bus.

Figure 20 (see page 42) shows modifications tobus bays that can improve bus access to thekerbside. Designers should note that withthese layouts, the bus protrudes into thenearside lane and amendments to traffic lanewidths might be required. An alternativesolution is to fill-in the bus bay completely,providing additional footway space that can betailored to the boarding and alightingcharacteristics required.

40


At locations where there is persistent parkingin the bay, another variant is to fully fill asection of the bay, enabling the bus to stop onthe main carriageway, whilst retaining a shorterbay for loading activity (see Figure 19.2). As can be seen from a comparison of Figures19 and 20 with Figures 14 to 18, bus baysinevitably sterilise a far greater kerb lengththan any type of bus boarder.

Fully filled bus bay


SHELTER

SHELTER

8m

2.5m

3m

8.5m

3.3m Radii tangent pointsRadii tangent points

25mRadius

25mRadius

1.5m

2m

Figure 19.1 : Partial buildout within bus bay

Figure 19.2 : Part filled bus bay with parking

Overall length 53m

Overall length 29m

Possible infilling

New Kerb Line

Existing bus bay

Bus Stop Flag

Bus Stop FlagParking / Loading

Entry taper 20mStraightening distance 18m

Straightening distance 16m Entry taper 13m

Exit taper 15m

Partial in-fill of bus bay

Figure 19: Bus bay arrangements

42




Overall length 52m

Straighteningdistance 12m

Exit taper 20m

3m

3m3m

0.5 - 1.5mBus Stop Flag

0.5 - 1.5mBus Stop Flag

3m

Entry taper 20m

Entry taper 19mExit taper 20m

SHELTER

SHELTER

Straightening distance 26m

Overall length 65m

Bus encroaches intonearside lane

Bus encroaches intonearside lane

Partial in-fill of bus bay

Figure 20: Amendment to existing bus bay


9. Kerb profiles andheights

Kerb heightsThe 'standard' kerb height at bus stops is125mm, although designers need to check siteconditions to obtain the correct gradient whena ramp is deployed. Allowance should be madefor the slight height differences between emptyand fully laden buses. A check should be madefor any potholes or gullies below the roadchannel, which could affect bus operation.

It is recommended that kerb heights of lessthan 125mm should be increased to amaximum of 140mm. Kerbs that are raised toa 140mm height produce a lower rampgradient and allow for resurfacing.

Kerb faces of between 125mm and 140mmhigh, are unlikely to require alteration.However, where kerbs are already being alteredat bus stops e.g. to build a bus boarder,consideration should be given to the use ofhigher kerbs to reduce the step height, therebyimproving access for all bus users includingthose with disabilities.

Where increased kerb heights are beingconsidered to reduce step heights, the groundclearance of buses must be taken into account.Although bus stop layouts have been designedto avoid the need for buses to overhang thekerb on arrival or departure, this may occur atparticular sites due, for example, toinconsiderate parking. Where there is apossibility of the bus body overhanging thekerb, the height of the kerb should be no higherthan the minimum ground clearance. Kerbheights greater than the ground clearance ofthe bus should only be used at locations where

there is no likelihood of the bus overhangingthe kerb. The use of high kerbs, standard kerbs,and the transition between them will needcareful consideration at bus stops.

‘Special’ kerbsThe ideal kerb arrangement should provideclose vertical and horizontal alignmentbetween the bus floor and adjacent footway.However, it is sometimes difficult for busdrivers to position their vehicles close to kerbsof traditional design, as they are not easilyseen from the drivers' cab position, and thedriver will wish to avoid damage to the vehicle.‘Special’ kerbs, such as ‘Kassel’ kerbs, providethe additional height required to reduce stepheight and have a profile to help guide the busalong the kerb edge and into a position withreduced horizontal gap between bus andfootway. These kerbs are more durable andless likely to be damaged by contact with bustyres. They are also made with materials thatare better able to cope with bus tyre contact,without damage to the tyre. TfL are aware ofthree such kerbs that are currently available inthe UK and these are shown in Figure 21.

The table overleaf gives the kerb heightsavailable. Transition kerbs are used to link thestandard kerb height to that of the ‘special’kerb adjacent to the bus stop.

44


Appendix D provides contact details for thethree products listed.

For kerb faces up to 140mm, standard kerbs(to tie in with existing kerbs, where possible)are recommended, since there appears to beno advantage in using special kerbs in suchcircumstances.

It is recommended that a 160mm high 'special'kerb (i.e. Kassel / Charcon/ Marshalls) shouldonly be used where there is little or no lateralmovement of the bus and very little risk ofoverriding the kerb to get to the stop. This is due to:

● the different configurations of buschassis/body combinations in use;

● highway conditions in terms of varyingcamber of roadway, fall of footway, trenchreinstatement condition etc.; and

● fears for the safety of pedestrians wherekerbs are set unduly high.

‘Special’ kerbs are ideal for stops where thereis a full width bus boarder or no parking on theapproach (such as on the exit side of zig-zagmarkings or junctions). It will be beneficial tothe bus driver if, in the event that ‘special’kerbs are used, there is only one type installedalong any given route.

If ‘special’ kerbs are to be used, the followingwill need to be considered:

● footway drainage levels;

● gradient of footway;

● carriageway crossfall; and

● existing pedestrian activity.

Type Heights available Transition heights

Brett Landscaping 180mm or 120mm to 160 or‘Kassel’ Kerb 160mm 180mm

Camas (Charcon) 220mm or 125mm to 160mm andAccess Kerb 160mm 160mm to 220mm

The Marshalls Bus Stop Kerb is a two-piece system that allows for variable kerb height, up to 200mm.

‘Special’ bus stop kerb details


Carriageway and footwaycrossfallsWhere kerb heights are changed, carriagewayand footway crossfalls will need to be carefullyconsidered. As a general rule, carriagewaycrossfalls in the region of 1 in 40, or 2.5%,should not present any additional difficultiesfor low floor buses. For carriageway crossfallssteeper than 2.5%, regrading of thecarriageway should be considered.

Footway crossfalls are also important and asteep backfall from the kerb is undesirable. A gradient of no more than 1 in 25 or 4% issuggested. To achieve this designers may haveto regrade lengths of footway to maintainadequate crossfalls or introduce complexdrainage arrangements. A common problemwith bus boarders is that works are onlyundertaken on the build-out, leading to steepcrossfalls. Ideally, footways should be regradedto the back of the footway, but this can addconsiderably to the cost of works.

In all cases where levels are being altered,careful consideration must be given toadequate drainage of the site, particularly inrelation to adjacent properties.

300

330

435

1000

150

180 (or 160)

180

Variable

100

1000

380

530

MarshallsBus Stop Kerb

Brett Landscaping‘Kassel’ Kerb

Camas (Charcon)Access Kerb

323

350

130

100

1000

52220 (or 160)

Figure 21: ‘Special’ kerbs

46


10. Implementing busstop improvements

IntroductionDeciding on the location and layout for a busstop is only the first step in the improvementprocess. As part of this process designers will need to consider various issues to enablethe improvements to be undertaken. Thesemay include:

● Carriageway works;

● Footway works;

● Relocation and position of street furnituree.g. lamp columns, and telephone boxes;

● Statutory undertakers equipment;

● Provision/relocation of bus stop flag, shelter,‘Countdown’ display, and ticket machines;

● Traffic Regulation Orders (TROs);

● Planning permission or consents (for busshelters with advertising and ticketmachines);

● Consultation (statutory/public);

● Approval from highway authority andLondon Buses for works; and

● Power supply for shelter and/or ticketmachine.

The amount of work involved in implementingbus stop improvements should not beunderestimated. Co-ordinating the variousissues identified above can prove difficult andtime consuming, especially where multipleagencies are involved.

TimescalesIn planning the implementation ofimprovements, designers will need to take intoaccount the various timescales involved.Planning and co-ordination is vital. The flowchart and Gantt Chart (see Figures 22 and 23)on the following pages show standard tasksundertaken and typical timescales for thetypes of works normally associated with busstop improvement works.

BenefitsA well designed bus stop can providesignificant benefits. For example, at a stopserved by 20 bph, a 2 second saving per busprovides a value of time saving of almost£6,0001 per annum. At 5 seconds thisincreases to over £14,000.

Research undertaken by TfL has shown thatimplementing the types of layouts indicated inprevious chapters can make significant timesavings (see Appendices B and C) whilstmaking buses more accessible to all sectors ofthe population.

Worked examplesTo assist designers in the use of theseguidelines, some worked examples have beenprepared (see Appendix E). These illustratedifferent types of issues and how the guidelineshave been applied in the design solution.

1 This is calculated using the Transport for London Bus Priority Team Economic Evaluation with 20 bph every day andchanging from a 25 second to 23 second journey time.


Site VisitReview Bus Stops

DevelopPreliminary DesignProposal (Options)

BackgroundHighway Authority

London Buses

Prepare Final Design

C2 Statutory UndertakersEnquiries

C3 Statutory Undertakers Enquiries

Stage 3 Road Safety Audit Snagging Report

Consultation With Immediate Frontagers / Highway Authority /

Emergency Services / Stakeholders

Review/CollateResponses & Report

Detailed Design

Stage 2 Road Safety Audit

Prepare & Submit Traffic Regulation Ordersand Deposit Drawings

Implementation

Update/RevisePreliminary Plan(Firmed Option)

Joint Inspection Meetingwith Stakeholders on Site

Stage 1Road Safety Audit

Undertake Pedestrian and Street Audit

Stage 1 - Review and Preliminary Design

Stage 2 - Consultation and Detailed Design

Telephone Kiosks

Street Light Column

Other

Revision Drawing

Construction (Design and

Management) Regs

Risk Assessment

Bill Of Quantities Construction Plans

Figure 22: Flow Chart of potential tasks for improving bus stops

48

Accessible bus stop design guidanceTask Name

Visit / Review StopObtain Boarding & Alighting DataDevelop Preliminary DesignCirculate to London BusesSite Meeting with Police / London BusesRevise DesignsC2 Statutory Undertakers EnquiriesTfL Notification / ApprovalConsultation with PublicCouncil / Member ApprovalTopographical SurveyDetailed DesignC3 Statutory Undertakers EnquiriesRelocate Bus Stop InfrastructureUndertake Stats DiversionsRelocate Lamp ColumnsTraffic Regulation OrdersUndertake Civils WorksCompletion

ID

12

3

4

5

67

8

910

111213

14

15

16

17

1819

Month1

Month2

Month3

Month4

Month5

Month6

Month7

Month8

Month9

Month10

Month11

Month12

1 day

1 wk

1 wk

1 day

3 days

2 wks

30 days

5 wks

4 wks

4 wks2 wks Detailed Design

C3 Statutory Undertakers Enquiries25 days

12 wks

12 wks Undertake Stats Diversions

Relocate Lamp Columns

18 wks

12 wks Traffic Regulation Orders

Undertake Civils Works2 wks

Completion

Relocate Bus Stop Infrastructure

Council / Member Approval

Topographical Survey

Consultation with Police

TfL Notification / Approval

C2 Statutory Undertakers Enquiries

Revise Designs

3 wks Circulate to London Buses

Site Meeting with Police / London Buses

Obtain Boarding & Alighting Data

Develop Preliminary Design

Visit / Review Stop

Figure 23: Gantt chart of standard tasks for improving bus stops


11. Longer term issues

MaintenanceProviding facilities for low floor buses is a keystage in delivering a fully accessible busservice. Whilst London Buses is responsiblefor the bus stop flags and the majority of buspassenger shelters, local highway authoritieshave responsibilities for maintenance of busstop areas. This can include street cleaning,maintenance of the footway and carriagewaysurfaces in the vicinity of the bus stop, andwinter maintenance.

The carriageway, and potentially the kerb, inthe vicinity of the bus stop are subject toparticular stresses from the repeatedmanoeuvres of buses. Materials used in theseareas should be durable and any faults quicklyremedied. TfL’s Bus Priority Team is currentlyundertaking trials of new pavement designspecifications to reduce carriagewaydeformation, particularly rutting, at bus stops.

In the course of normal maintenance routines,carriageways will be resurfaced using a variety ofmethods. During resurfacing it is crucial that thekerb height at bus stops is maintained orimproved. It is common for the general level ofthe carriageway to rise with successive surfacerepairs. This not only increases stepping heightsand ramp gradients, to the detriment ofpassengers, but also increases crossfalls,causing additional problems for buses.

EnforcementThere have been considerable changes since2000, notably decriminalisation of Red Routerestrictions and Traffic Regulation Orders areno longer required for bus stop clearways.Many boroughs now use CCTV to enforce bus

stop clearways and waiting/loading restrictions, and this can contribute toimproved compliance.

Driver trainingWhilst this document gives guidance onlayouts to make bus stops fully accessible, it isequally important that buses are driven in amanner that fully utilises the facilities offeredby the low floor bus and compatible provisionsat the kerbside. TfL and operators haveimplemented extensive guidance and practicaltraining for all drivers. This guidance issupplemented by route specific training tocater for the particular route characteristics.

50


12. Bibliography

Barham P. et al. (1994). ‘Accessible PublicTransport Infrastructure - Guidelines for theDesign of Interchanges, Terminals and Stops’,Mobility Unit of the Dept. of Environment,Transport and the Regions and the PassengerTransport Executive Group

Bus Priority Working Group (N.I.) (1997). ‘BusStops - A Design Guide for Improved Quality’,Translink and Dept. of the Environment forNorthern Ireland

Dejeammes M. (1997). 'Accessible Low FloorBus - System Approach in France',Transportation Research Record 1604, pp 163-169

Department for Transport (2002). ‘The TrafficSigns Regulations and General Directions’

DETR (1998). ‘Guidance on the Use of TactilePaving Surfaces’

Disabled Persons Transport AdvisoryCommittee (1997). ‘RecommendedSpecification for Low Floor Buses’

EC Directorate-General for Transport (1995).‘Low Floor Buses -The Low Floor Bus SystemFinal Report of the Action’, COST 322

Fruin J J (1987). ‘Pedestrian Planning andDesign’

Institution of Highways and Transportation(1997). ‘Transport in the Urban Environment’

Lavery I. and Davey S. (1996). 'The PedestrianEnvironment - The Achilles' Heel of Travel byLow Floor Bus?', Proceedings of Seminar F,PTRC

London Bus Priority Network (1996).‘Guidelines for the design of Bus Bays and BusStops to accommodate the European standard(12 metre) length bus’

Oscar Faber (1998). ‘Route 43 Quality BusService Project - Bus Stop Review - ExecutiveReport’

Traffic Director for London (1997).‘Implementation of Priority (Red) RoutesStandard Construction Details’

Transport for London (2002), Bus PriorityTeam. ‘Stage 2 Economic Evaluation’

Transport for London (2005). StreetscapeGuidance, Version 1

York I. and Balcombe R J (1998). ‘Evaluation ofLow Floor Bus Trials in London and NorthTyneside’, TRL Report 271


Appendix A - Busmeasurements

Vehicle characteristicsThe vehicle characteristics to be taken intoaccount include:

● length of vehicle; type of bus i.e. midi,double deck or articulated bus;

● door locations and clear entry and exitwidths;

● floor height at doors;

● ramp position and length;

● swept path;

● overhang between nearside of busbodywork and front nearside tyrewall;

● external clearance height along nearside of bus; and

● ground clearance at points where the busmight potentially overhang the kerb.

The 'standard' busWithin these guidelines, unless indicatedotherwise, the layouts as provided are basedupon a 12 metre bus with front and centredoors and a ramp at the centre door. This is totake into account a 'worst case' in the contextof potential future operations. Layouts havealso been provided for an 18m articulated bus.Figure 24 shows dimensions of a 'standard'rigid bus and an articulated bus.

It is recommended that bus stops aredesigned, as a minimum, to accommodate the'standard' bus, with the following range ofvehicle dimensions, such that whereverpractical, designers can build appropriatedimensional tolerances.

'Standard' rigid bus dimensions

● Width: up to 2.55m

● Length: up to 12.00m

Door dimensions:

● Width: 1.1m

● Distance between 4.8m to 6.0m doors: (between centre lines of doors)

● Length of up to 1.0mextended ramp:

Heights between carriageway surface and bus floor (approximate):

● Front door: 325mm (normal)240mm (kneeling)

● Centre door: 335mm (normal)250mm (kneeling)

52


6.00

12.00

2.55

0.55

1.00

0.25

1.00

1.00 1.000.50

2.10

2.80

1.10

3.20

2.52

8.94 7.27

1.80

2.69 5.20

1.79

1.30

4.12 3.16

0.550.

25

1.25


All dimensions in metres


Figure 24: Bus dimensions


Table A1 – Vehicle dimensions for a variety of buses in service in London

Notes:All measurements are in mm with the exception of Approach and Depart Angle which are in degreesAll vehicles above are rigid with the exception of the Mercedes-Benz Citaro G which is articulated

Chassis

DennisDart SLF

DennisDart SLF

Transbus

Mercedes-BenzCitaro G

Mercedes-BenzCitaro

OptareSolo

OptareSolo

ScaniaOmniCity

Scania

DAFDB250

Volvo B7

Body

PlaxtonPointer 2

PlaxtonPointer 2

Enviro 300

Mercedes-Benz

Mercedes-Benz

Optare

Optare

East Lancs

Omnidekka

AlexanderALX 400

WrightEclipseGemini

Type

Midi bus

Single Deck

Single Deck

Articulated

Single Deck

Minibus

Minibus

Single Deck

DoubleDeck

DoubleDeck

DoubleDeck

OverallLength

8830

10735

12572

17940

11950

8500

9200

10630

10500

9790

10679

FrontOverhang

2315

2315

2630

2705

2705

675

675

6485

2365

2375

2531

Wheelbase(s)

3900

5805

6800

5845 (Front)5990 (Rear)

5845

5525

6225

5300

5225

5448

5700

RearOverhang

2615

2316

3142

3400

3400

675

675

2845

2910

2375

2448

OverallHeight

2856

2856

2910

3074

3076

2750

2750

2970

4210

4340

4407

Laden

325

325

325

320

320

265

265

320

315

320

320

Kneeled

245

245

250

N/A

N/A

200

200

N/A

N/A

250

250

ApproachAngle

8

8

7

7

7

N/A

N/A

N/A

7.5

N/A

7.14

DepartAngle

8

8

7

7

7

N/A

N/A

N/A

8

N/A

7.14

OverallWidth

2402

2402

2550

2550

2550

2500

2500

2550

2540

2550

2550

BodyTurningCircle

13140

19036

N/A

22800

21542

N/A

N/A

N/A

20218

15900

18000

Floor Height

54


Appendix B - Effects ofintroducing bus boarders

Bus boarders provide a convenient platform forboarding and alighting passengers, and aregenerally built out from the existing kerb line.They are designed to enable the bus to stopparallel with the kerb, avoiding parked vehicles,and to move off again with an establishedposition in the traffic flow.

The Transport Research Laboratory (TRL)studied the effects of introducing bus boarderson buses, their passengers and other roadusers. The study comprised a series of ‘before’and ‘after’ surveys, undertaken in May 2002and May 2003 respectively, at four bus stopswhere boarders were being introduced:

1. Bryony Road, LB of Hammersmith & Fulham(Full width boarder);

2. South Croxted Road, LB of Southwark (Two half width boarders); and

3. Lupus Street, City of Westminster (Full width boarder).

Data collected during the surveys was analysed with the aim of investigating thefollowing issues:

● Accessibility for passengers;

● The impact on bus journey times;

● The impact on other traffic; and

● The economic impact of the change onroad users.

Additionally, Faber Maunsell consultants werecommissioned to analyse historical accidentdata, both ‘before’ and ‘after’ the introductionof bus boarders. A total of 23 sites were

investigated, including six angled boarders,twelve half width boarders and five full width boarders.

Results

The study identified the following benefits ofintroducing a bus boarder:

1. The percentage of buses stopping close tothe kerb increased at all four sites. The mostpronounced increase occurred at BryonyRoad, where initially no buses stopped closeto the kerb, but this improved to 95% ofbuses with the boarder. These results werebased on a subjective analysis of the positionof the bus in relation to the kerb.

2. Significantly fewer passengers had to stepinto the road when boarding and alighting atboarder sites leading to improved access tobuses, especially for mobility impairedpassengers. At three of the sites at least64% of passengers no longer had to stepinto the road with the boarder.

3. There was a slight reduction in boarding andalighting times of 0.1 seconds, possiblythrough improved stop accessibility.

4. Fewer buses (between 5% and 18%) werehemmed in by general traffic at the fullwidth boarder sites.

5. Those buses affected by traffic when pullingaway from a stop were delayed by between0.5 and 2.5 seconds less at the bus boarderthan with the original kerbside stop.

6. For all buses, the time taken to leave thebus stop and re-enter the main flow oftraffic was 0.6 to 0.8 seconds less after theintroduction of a bus boarder.

7. Overall bus delays were reduced by 1.3seconds on a road operating at 50%


capacity, and up to 1.8 seconds on a roadoperating at 70% capacity.

8. At the two sites with parking problems, thenumber of parked vehicles at the stopdecreased significantly (at the 95%confidence level).

9. There were fewer conflicts betweenpedestrians and other road users at boarders.

This research indicates that there is a range ofbenefits for buses and their passengersassociated with introducing bus boarders.However, there is a very slight disadvantage toother traffic, which has greater difficultypassing a bus at the stop. This results inincreased queuing behind the bus andadditional delay to general traffic. On averagethe additional delay to other vehicles, causedby the bus boarder was between 0.07 secondsand 0.23 seconds per vehicle.

The full report contains an economicassessment which shows that on roadsoperating at below 50% of link capacity thecost benefit to bus passengers outweighs thedisbenefits to other road users. On roadsoperating at above 50% link capacity an overallbenefit may not be achieved. However, thesocial inclusion benefits offered by theconsiderable bus stop accessibilityimprovements have not been quantified andthese should not be underestimated.

In examining the road safety impacts ofintroducing a bus boarder:

1. Overall, there was no statistically significantchange in the number of recorded accidentsoccurring at bus stops at which busboarders have been implemented.

2. There was a decrease in accidents involvingpublic service vehicles (PSVs) in the vicinityof half-width and full width boarders.

3. In the vicinity of angled boarders an increasein accidents involving PSVs was recorded,although this did not appear to be linked tothe introduction of the bus boarder.

4. ‘Shunt’ type accidents increased in thevicinity of angled boarders.

ConclusionsThe introduction of bus boarders greatlyimproves accessibility for all passengersthereby helping to achieve objectives of socialinclusion. Illegal parking is significantly reducedand buses are able to pull away from the stopmuch more easily, reducing delays.

There are no apparent road safety issuesassociated with the introduction of half-widthand full-width boarders.

It is recommended that on TLRN and boroughroads subject to a 30mph speed limit or less,the introduction of bus boarders should beconsidered at bus stops where:

1. Parked or loading vehicles cause operationalproblems for buses; or

2. Buses have difficulty rejoining the maintraffic flow.

In considering the suitability of constructing abus boarder, the following characteristics ofeach stop should be evaluated:

1. Carriageway width;

2. Average traffic flows;

3. Visibility lines;

4. Frequency of bus services; and

5. Presence of a bus lane.

56


Appendix C – Effects ofremoving bus lay-bys

Transport for London commissioned TheTransport Research Laboratory to study theeffects of filling in bus stop lay-bys uponbuses, their passengers and other road users.The study comprised a series of ‘before’ and‘after’ surveys, undertaken in May 2002 andMay 2003 respectively, at three bus stop sitesacross London:

1. Albany Road, LB of Southwark

2. Edgware Road, LB of Brent

3. Wandsworth Road, LB of Lambeth

In each of these cases, a bus stop with a lay-by was monitored before works were carriedout and after a suitable period to allow trafficpatterns to settle. The site was revisited whenthe lay-by had been infilled to bring the busstop kerb flush with the edge of the carriagewayso that stopped buses remained in the nearsidetraffic lane. At one site, the stop was located atthe nearside of a two lane carriageway, but atthe others, there was only a single marked lanein each direction, although in one case this wasrelatively wide. The data collected during thesesurveys were analysed with the aim ofinvestigating the following issues:

● The ways in which this affected accessibilityfor passengers;

● The effects upon bus journey times;

● The effects upon the delays andmovements of other traffic;

● The safety implications of the change for alltypes of road user; and

● The economic impact of the change onroad users and others.

The range of traffic flows observed rangedfrom approximately 38% to 56% of the linkcapacity. Filling in a bus lay-by and forming akerbside bus stop was found to providebenefits to bus passengers and buses thatvaried according to the level of traffic flows onthe link. However, stopping the bus in theinside lane reduced the capacity of the link andincreased traffic delay, although this is the caseat the vast majority of bus stops in London.

ResultsThe benefits found included the following:

1. Buses were able to stop close to the kerbat virtually all stopping events at two of thesurvey sites.

2. The improvement of being able to drawclose into the kerb was accompanied byfewer passengers needing to step into theroad when boarding and alighting, reducingthe percentage from between 3% and 24%to, at most, 1%. This could lead toimproved access to the buses, especially forpassengers with disabilities.

3. Passengers were able to board the busesfaster (by 0.5 to 1 seconds per passenger),possibly through this improvement inaccessibility. This change represents areduction of between 12% and 32% in theoriginal boarding times of 2.6 to 3.8 seconds.

4. Fewer buses were hemmed in by traffic,which causes delays when leaving the busstop. The percentage reduction of busesaffected by traffic was between 3% and 13%.

5. Overall the reduction in bus delay at a stopranged from 2 seconds on a road operatingat 50% capacity to 4 seconds on a roadoperating at 70% capacity.


6. The variation in the stop time of buses wasreduced, leading to 95% of buses beingstationary in a time band 4 secondsnarrower than with a lay-by. Suchimprovements to the variability in run timescan assist in improving reliability of runtimes over the whole route.

7. Illegal parking at the bus stop wasconsiderably reduced by between 69% and83% at two of the study sites. At the othersite the parking increased, but this wasaccompanied by a considerable change intraffic

accessible bus stop design guidance - transit malaysia · 2010. 6. 1. · accessible bus stop...

Documents