Transit Many pedestrian crashes are associated with transit stops. On some suburban corridors, it is the only identifiable reason for a pedestrian crossing the street – an isolated bus stop sign on the side of the road. Module 9

Learning Outcomes At the end of this module, you will be able to: Describe why transit stops must be convenient and accessible Apply techniques to help transit users cross the street at transit stops (many pedestrian crashes are associated with transit stops) Assess if transit operators concerns are met Assess the needs of other road users Transit is more than buses traveling on a road; it’s also the interaction between passengers and the roadway, and the interaction between buses and other traffic.

Transit: Bus is most common mode Fixed-route bus service is the transit mode that interacts most frequently with the pedestrian environment. Madison WI Transit: Bus is most common mode

Transit: Only choice for many people Chairlift takes room and time. Madison WI Transit: Only choice for many people

ADA minimum landing for wheelchairs (5’ by 8’) is inadequate; it’s best to widen sidewalk the entire length of bus. This way the driver can pull up anywhere and still have the handicap-accessible door across from an area wide enough to lower the lift (see next slide) Sidewalks should be wide enough to provide space for waiting, boarding & passing. Widen beyond ADA 5’ X 8’ minimum landing

Narrow curbside sidewalk provides insufficient space Self-explanatory. Honolulu HI Narrow curbside sidewalk provides insufficient space Especially when bus comes & people board

This 8’ curbside sidewalk fills up every time a bus stops (click to next slide) Honolulu HI Wide sidewalk is full while people board, blocking access to other pedestrians, but empties out soon

Bus shelter is an important amenity Bus shelters are usually owned and placed by the transit authority, but within the public right-of-way owned by the road authority. Honolulu HI Bus shelter is an important amenity

Shelters must be accessible (grass makes it inaccessible) This photo exemplifies a classic jurisdictional problem: the transit provider constructed a well-designed bus pad and shelter, but it is not connected to sidewalks, which fall under the responsibility of the city. Click to next slide for close up. Honolulu HI Shelters must be accessible (grass makes it inaccessible)

Good news: they fixed it! (after attending this course) After this course was offered in Honolulu, the local jurisdiction added a sidewalk. However, the sidewalk constructed is a curb-tight sidewalk and the beaten path in the previous slide went behind the bus stop, where people would prefer to walk. They even re-aligned the crosswalk at the intersection to line up with the new poorly-placed sidewalk, resulting in a skewed crosswalk. It would have been much better to place the sidewalk behind the bus stop and leave the crosswalk where it was (it might be useful to click back to the previous slide to show the old crosswalk and beaten path). Honolulu HI Good news: they fixed it! (after attending this course)

Separated sidewalk: Shelter placed in planter strip The furniture zone is the best place for a bus shelter. Eugene OR Separated sidewalk: Shelter placed in planter strip

Transit Safety & Operation Concerns: Pedestrian Crossings Bus Stop Location Bus Pullouts Now we’ll start looking at the safety concerns: how bus users interact with other users.

All previously discussed crossing techniques apply to transit stops Discussion: Name the crossing techniques shown Street crossings are a critical component of transit trips, as users will have to cross a road in at least one direction. The crossing techniques discussed in other modules apply to transit stops too. No more discussion on specific crossing techniques at this point. Discussion: This particular stop includes a raised median, textured crosswalk with white markings on edges, pedestrian crossing sign, advance stop line, illumination. University Place WA All previously discussed crossing techniques apply to transit stops

Pedestrian Safety Guide for Transit Agencies Intended to provide transit agency staff and transit agency partners with an easy-to-use resource for improving pedestrian safety. Emphasizes the importance of solving pedestrian safety issues through partnerships between transit agencies and state and local transportation agencies municipalities, and consumer interest

Guide Includes Common pedestrian safety issues near transit stations, bus stops, and other transit facilities. Descriptions of specific engineering, education, and enforcement programs that have been effectively applied by transit agencies. Background information about pedestrian safety and access to transit. References to publications, guides and other tools that can be used to identify pedestrian safety problems.

Bus driver can move forward Bus doesn’t run over peds Animated – let participants answer the question before clicking to the answers By placing the crosswalk behind the bus stop, the bus can pull forward and pedestrians can cross the street. This avoids 2 types of crashes: Multiple threat (pedestrians crossing in front of the bus are hidden from or can’t see approaching traffic) Passengers hit by bus as it pulls forwards. Madison WI Peds can see traffic Bus driver can move forward Bus doesn’t run over peds Place crosswalks behind bus stop!

Farside generally preferred at intersections because: Salem OR Bus Driver Concern: Farside or Nearside Stops? Driver can pull across intersection before light turns red Nearside can mean waiting an extra signal cycle Farside ensures pedestrians cross behind bus There are many other concerns that have to be addressed, and transit operators have their own concerns that must be considered. Farside: Patrons cross behind Nearside: Patrons cross in front

There are operational reasons to place stop nearside Chcago IL 1. Bus user convenience On the other hand, if passengers are better served by a nearside stop because that is where their ultimate destination is, then the stop should be placed nearside.

There are operational reasons to place stop nearside Chicago IL 2. Nearside allows for bus queuing Another reason for nearside stops is queuing of buses at a transfer point. Buses can’t queue at the far side of an intersection, they’d block the intersection.

There are operational reasons to place stop nearside Salem OR 3. If bus makes a right turn If a bus route takes a right turn at an intersection, the stop is placed nearside. These last three slides illustrate the point that transportation officials must cooperate with transit providers to ensure stops are placed correctly for a variety of reasons; pedestrian safety is one of many concerns.

Moving, Eliminating, Consolidating Bus Stops Considerations: Improve safety by placing bus stops near good crossings Adds walking time for users, but Reduces transit operator delay (fewer stops) Trade-offs: 2-3 minute longer walk? 10-15 minute shorter bus ride? S S S

Bus Pullouts Title slide

Bus pullouts may create tension between through traffic and bus operation Why? Animated – let participants answer the question before clicking to the answers Bus pullouts are preferred by traffic engineers so traffic keeps flowing, but bus drivers don’t like them if they can’t pull back into traffic. Salem OR They help traffic flow, but… Make it harder for bus drivers to reenter the traffic stream

YIELD signs on buses (must be supported by law) Several states have adopted laws that give buses the right of way if a flashing YIELD light or static YIELD sign is used; this may cut down on transit providers’ opposition to pullouts. Click to next slide to see illuminated YIELD sign. Oregon and Washington use flashing signs, Florida uses static version that is likely less effective. All 3 states have laws supporting this. Salem OR Operational fix: YIELD signs on buses (must be supported by law)

Bus pullouts must work for peds, cyclists & drivers Animated. Yellow square moves to show path a right-turning driver can take. Without a curb extension at far-side bus pullout, a de facto acceleration lane is created, adding to crossing distance, and creating additional conflicts as right-turning drivers use the space as an acceleration lane, a practice that should be discouraged in urban environments. A far side pullout can be used as an acceleration lane, endangering other users

This photos is an example of the problem illustrated in the previous slide: the person standing behind the pole was hit by a driver making a right-on-red without stopping. Tigard OR This far side pullout allows drivers make right turns at high speed, endangering pedestrians

Bus pullouts must work for peds, cyclists & drivers Animated. Yellow square moves to show path a right-turning driver must take. With a curb extension, right-turning drivers must make the turn slowly, and enter the stream of traffic before accelerating. This is safer for pedestrians, cyclists and other drivers. With curb extension, drivers will turn cautiously. Pedestrians and bicyclists are better served

Slows drivers making right-turn Protects pedestrians This is an example of a well-designed pullout, where the curb at the intersection is brought out to its original location. Some critics point out the fact this means pedestrians have to walk a bit further to the bus stop; a good reply is that’s true, but it’s safer. Also some pedestrians will be walking in the opposite direction, shortening their walk. Albuquerque NM Slows drivers making right-turn Protects pedestrians

On streets with on-street parking, “bus bulbout” retains parking spots. These two spots would be prohibited if bus has to pull up to normal curb line. Up to 80 feet of no parking must be established for a bus to pull right up against a curb. Using a “bus bulbout” (long curb extension) means that several parking spaces can be retained in the area where the bus would otherwise be merging into the parking lane. It also saves time for loading and unloading passengers. The bus is blocking the travel lane, but the reduced dwell time while loading passengers is more acceptable.

10 seconds saved per stop adds up to minutes over an entire route Time is saved because the bulbout means the bus does not need to spend time pulling into the parking lane and then merging back into traffic, and because the bus shelter is conveniently located close to the curb so the passenger is ready to board bus immediately. In all, this can save up to 15 seconds per stop compared to the bus having to pull over to the normal curb. Portland OR Bus bulbout reduces dwell time because the bus does not need to reenter traffic and patrons board rapidly 10 seconds saved per stop adds up to minutes over an entire route

Let’s Recap What is the ped safety concern at every transit stop? The need to safely cross the street What are the main consideration for transit stop location? User convenience, accessibility, and safety What are some transit operators concerns? The ability to move into traffic What are some other road users needs? Pedestrians, bicyclists and motorists need to navigate safely around transit stops Animated – let participants answer the question before clicking to the answers

Learning Outcomes: You should now be able to: Describe why transit stops must be convenient and accessible Apply techniques to help transit users cross the street at transit stops (many pedestrian crashes are associated with transit stops) Assess if transit operators concerns are met Assess the needs of other road users Transit is more than buses traveling on a road; it’s also the interaction between passengers and the roadway, and the interaction between buses and other traffic.

Questions?