PPT of Bus Stop Routing and Design from UTM
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Transcript of PPT of Bus Stop Routing and Design from UTM
UTMUNIVERSITI TEKNOLOGI MALAYSIA
DR.ANIL MINHANS
Bus lane routing and Bus
stop design
Introduction Key Questions
Q1: What are factors governing the determination of bus lane
routing ?
Q2: What are factors governing the determination of bus stop
location?
Q3: What are different types of bus stops?
Q4: What are the design guidelines for bus-stops?
Q5: How are the bus priority treatments conducted for buses?
Determination of Bus Lane Routing
Philosophies
“ to provide the maximum of service (i.e. Coverage,
frequencies etc) to the areas served, with the minimum
possible final cost* to operation.”
“ to provide the maximum of service (i.e. Coverage,
frequencies etc) to the areas served, within the
resources (including subsidies available).”
* final cost= Overall operating costs for the line- expected receipts.
Suggested Criteria
- Existence of minimum passenger demand,
- Creation of “Straight” lines,
- Avoidance of “overlapping” between bus lines,
- Other criteria
Existence of minimum passenger demand
- Justification in terms of revenues, minimum passenger
demand is necessary,
- Basic rule- at least cover the costs of its operation,
- Exceptions, if specific social or planning objectives are
important, should be restrained as possible,
- Trip rates x popln.=total daily no. of trips, modal split is
applied to determine the number of trips by bus or transit,
- Alternative method- empirical estimation of generated
demand,
- Simple cost allocation models for estimation of costs,
- Rough rule of thumb: 1,800-2,000 passenger in both
directions, route cannot be justified – for full day operation,
but peak hour possible only when > 250 passenger per
hour.
Creation of “Straight” routes/lines
- No major change of direction in the form of loop or circle or
G, generate impression of wasting time,
- The max. Bus travel time in deviations ≠>10 min. incl.stops,
- Length of deviation ≠> 20%-30% length of trip by car,
- Average travel time per passenger ≠ increase more than
25%,
- Restrict the number of deviations to preferably one and
absolute maximum two,
- a deviation should be preferably placed at either end of the
route and not in the middle.
Avoidance of “Overlapping” b/w Bus Lines
- Indicate waste resources, overlapping considered for central
areas, more than 1 for suburbs and non-central areas,
- Decision rules when overlapping is accepted and when not:
a. Central or densely populated areas
b. Headway of the arriving buses irrespective of the line is >
than 3 minutes in peak, 6-8 minutes in off-peak, otherwise
reduce the no.of lines that overlap
c. Average bus occupancy rates > 60% of max. occupancy.,
d. Length of the section on which the overlapping occurs #>
50 % of the total route length.
The above considerations avoid serious congestion and delays
due to extreme cases of one bus stop serving more than 30
bus lines.
Other Criteria
- Adequately surfaced, their geometric characteristics should
allow a comfortable movement of buses incl. possibility of
overtaking stopped vehicles, existence of adequate turning
radius (12-15 mts.),
- At least 3 mts of lane width available, adequate width of
sidewalks( 2mts) to support bus stops,
- Total travel time (in both directions) #> 2 hrs, 2.5 hrs max,
- Two directions of travel for the same route are not further
than 300-400 metres from each other,
- Highly recommended that the routing of bus lines goes
through urban centre instead of terminating there to avoid
congestion and other harmful effects.
Density of a Bus Network
- For urban areas with high densities of development, the
max. distance b/w “parallel” bus routes #> 800 mts., that
gives 400 mts walking distance or 5 min. walking time,
- For urban areas with low densities or in suburbs, acceptable
walking distances are usually greater and can reach 1600
mts. or more,
- Above distances are indicative only, depends on local
conditions such as topography, climate, walking
environment, safety etc.,
- Frequency of bus service, in general, to serve given level of
passenger demand, it is preferable to run smaller number of
lines with higher frequencies than more lines with low
frequencies of service,
- 70-75% popln within 400 mts. walking distance from a bus
stop,
Density of a Bus Network
- In sub-urbs, 50-60% popln within 800 mts of bus stop,
- length of a bus network/ m2
* Total population over total area of urban area.
* * Total length of roads over which buses run (not total length of
bus lines)
Population Density (*) Density of bus network
(persons/sq.km) (network kms (**) /sq.km)
> 4600 2.50
3900-4600 2.00
3000-3900 1.65
2300-3000 1.25
1500-2300 1.00
750-1500 0.60
<750 0.30
Bus Stop Location
Bus Stop LocationSpacing of bus stop (stops/km, av.distance between stops)
Important element of bus network- affects av. walking
distance, also travel times, delays etc.
No. of stops per km
Tra
ve
l T
ime
Time in bus
Total travel time door to door
Walking time to bus stop
Minimum
Bus Stop Location
- Amount of urban space within acceptable walking distance.
This “coverage” or “area of influence”, for each bus stop is
denoted by contour around it , which defines walking
distance of, say, 400 mts on the existing network.
Bus Stop Location
- Other criteria, type and density of land uses along the line,
the location of points of high concentration of demand and
potential traffic effects from the operation of a bus stop.
- Initial selection: near a major concentration of passenger
movements (shopping ctrs, hospitals, schools etc.)
- Near points where two or more bus lines intersect (to
promote transfers),
- Near parking lots (to promote park-n-ride),
- Others
Bus Stop Location with regard to Intersection
“Far-side” – After the intersection,
“Near-side” – Before the intersection,
“Mid-block” – at the middle of the building block.
BUS STOP LOCATIONS
MID-BLOCK NEAR-SIDE FAR-SIDE
Far-side Bus Stops
- Preferable where sight distance or signal capacity problems
exist, also where heaving right and left turns are observed
Advantages
Reduce conflicts between right turning
vehicles and stopped buses,
Provide additional intersection capacity
by making the curb lane before the stop
line available to traffic,
eliminate sight distance deficiencies for
pedestrian crossing,
encourage pedestrian crossing at the
rear of the bus,
Shorter maneuvering distances for the
buses to enter and leave moving traffic,
When traffic lights are red, re-entry into
traffic stream is easier.
Disadvantages
Stops at narrow street or moving lane
may block traffic on both the bus route
and cross street,
Obscures the sight distance to the right
of driver entering the bus street from the
right,
Where the bus stop is too short for
occasional heavy demands, the overflow
will obstruct the cross street.
Near-side Bus Stops- Located at intersections where,
- Transit flows are heavy but traffic conditions are not critical
- Good for drivers to re-enter the traffic stream
Advantages
Minimum interference on approach side
of intersection,
Passenger board bus close to
crosswalk,
Less accident prone than farside,
Street lightening conditions are better in
nearside bus stop location,
Driver has better view of approaching
passengers from left and right, compared
to farside front view only except the
indirectly by mirrors, passengers are less
likely to be missed out,
Disadvantages
Heavy vehicular right turns can cause
conflict,
Obscures STOP signs, traffic signals
and other control devices, as well as
pedestrian crossing in front of the bus,
obscures the sight distance of the
driver entering the bus street from the
right,
Where the bus stop is too short for
occasional heavy demands, the overflow
will obstruct the cross street.
Mid-Block Bus Stops- Located in downtown areas,
- Traffic, physical & environmental conditions prohibit FS/NS,
- Major passenger generators exist
Advantages
Buses create a minimum of interference
with sightdistance of both vehicles and
pedestrians,
Waiting passengers assemble at less
crowded sections of the sidewalk
Disadvantages
Removal of considerable curb parking
may be required and in reality due to
space constraints, parking restriction not
strongly enforced,
Patrons from the cross street will have
to walk further to board the bus- increses
the total travel time,
Pedestrian jay-walking is more
prevalent thereby increasing the vehicle
friction, congestion and accident
potential.
Points to Consider
Through-bus movements
Locate the bus stop at far-side of
intersection,
If Far-side impractical due to curbs, use
near-side,
If near-side is impractical, move to mid-
block.
Turning-bus movements (right)
Establish near-side stop prior to turn,
If right turns are heavy, far-side or mid-
block should be considered.
Turning-bus movements (left)
Establish far-side stop aftar turn,
If impossible, establish mid-block stop
prior to turn
Features of Bus Stop Environment
Bus Stop Layout Objectives
Design Guidelines for Bus Stops
AIM: Fast and safe service of buses and passengers with minimum
of obstruction to the rest of traffic.
Entails determination of three main design elements
- the geometric characteristics,
- its placement with regard to the rest of traffic flow on the
street and,
- the traffic arrangements (including road signs and markings)
in its vicinity.
Types of Stops
Three main types of stops acc. to position of the stop in relation
to the rest of the traffic:
- At curb side, at the side of the street without any change in
the existing road or pedestrian walk,
- At a lay-by, at a recess from the street,
- At a bus bay, in the separate stopping area adjacent to the
main traffic stream.
Stops at the Curbside
Advantages
Easy to set up, no major construction
except road signs and markings,
Disadvantages
Major drawback-Obstruction to traffic
Conditions
Parking is prohibited at 5-15 m from either end,
Parking prohibited upto 20 m exactly opposite,
in near-side, its 5 mts,
Serious attention to width of sidewalk (at least
2m, desirable 3 m),
35 moving passengers per minute, add 0.8m
for every additional 35 moving passengers,
Proper signing and road markings are
mandatory, also physical restrictions of access
to other vehicles (either parked or otherwise),
Stops at the Curbside
Advantages
Easy to set up, no major construction
except road signs and markings,
Disadvantages
Major drawback-Obstruction to traffic
Conditions
Parking is prohibited at 5-15 m from either end,
Parking prohibited upto 20 m exactly opposite,
in near-side, its 5 mts,
Serious attention to width of sidewalk (at least
2m, desirable 3 m),
35 moving passengers per minute, add 0.8m
for every additional 35 moving passengers,
Proper signing and road markings are
mandatory, also physical restrictions of access
to other vehicles (either parked or otherwise),
Stops at the Curbside
Advantages
Easy to set up, no major construction
except road signs and markings,
Disadvantages
Major drawback-Obstruction to traffic
1 2 3 1 2 3
Bus
Length
(m)
10.0 16 13 20 27 23 30
12.5 20 16 27 33 29 38
18.0 27 23 33 46 41 52
Note: 1 Bus stop before intersection
2 Bus stop after intersection
3 Bus stop at mid-block
One bus Two buses
Minimum stopping space at bus stop (m)
Stops at the Lay-bys/”recessed bus bay”/”turnout”
Advantages
Reduces obstruction, movement of
passengers and bus safe,
Waiting passengers assemble at less
crowded sections of the sidewalk
Disadvantages
Moving traffic doesn„t give way (delays),
Bus drivers do not observe them
considering the above fact,
Increased space requirements,
Cannot be applied in urban dense
environments,
Conditions
High traffic volumes and speeds, excessive
delay due to any obstruction,
High no.of waiting passengers,
High dwell time (25-30 sec) per stop,
Low number of buses using lay-by (10-15
buses/hour) in peak hour,
Existence of adequate width and prohibition of
parking.
Stops at the Lay-bys/”recessed bus bay”/”turnout”
Design Parameters
Based on the approach speeds,
gradient, entry and exit widths, total
length of the lay-bys etc.,
Radii of curb curves depends on the
approach speeds,
Entry and exit widths depends on
approach speeds,
Parameters for 30 kmph are almost
double.
Stops at the Bus bays
Advantages
Reduces obstruction, movement of
passengers and bus safe,
Bus stopping areas are physically
seperated from the main traffic stream by
an island or structureDisadvantages
Cost and resource intensive,
Needs space
Conditions for all types
Effective enforcement of parking restrictions is
a pre-requisite,
Delineation, bus stops should be clearly signed
for parking, stop location, pavement marking
should be clearly visible,
Maximum safety and convenience to
passengers, kerbs should be of constant height,
wheel chair ramps should be provided at
designated bus stops on all accessible bus
routes to promote mobility of the differently-
abled.
Other Design Elements
Kerb heights
Recommended minimum kerb height is
160 mm, 220 mm kerbs can provide a
level access but are prone to damage by
buses, standard length of a unit kerb is
900 mm,
Ramps on footways
Recommended ramp gradient is 1:20,
maximum acceptable gradient is 1:12,
Recommended lengths of raised
kerbs
4 metres at lightly used or alighting only
stops,
7 metres at single bus stops where only
one bus is scheduled to arrive at any one
time and a standard shelter is provided,
16 metres at a double bus stop,
26 metres at a double bus stop used by
articulated buses,
Recommended lengths of bus
stop markings
Min.length of bus boxes-23 m (5m exit
taper, 18 m straightening and entry),
For articulated buses, min. length 35( 5
m exit taper, 30 m others),
Position of yellow bus-box-middle,
painted 5 m downstream from pole,
Other Considerations
Other Considerations
Keep kerb height to 140 mm to obtain normal step height, ramp gradient, and
the kneeling step height for mobility-disabled people.
BUS TERMINALS
– Linear
– Angle berths
– Drive-through berths
– Shallow saw tooth berths
Linear berths
Linear berths are not as efficient as the
other types and typically are used when
buses occupy a berth for only a short time
(for example, at an on-street bus stop).
Sawtooth berths
Sawtooth berths allow independent
movements by buses into and out of
berths and are commonly used at bus
transfer centers.
Angle berths
Angle berths, which require buses to back
out, typically are used when a bus
occupies a berth for a long time (at an
intercity bus terminal).
Drive through berths
Drive-through berths allow bus stops to be
located in a compact area, and also can allow
all buses to wait with their front destination
signs facing the direction from which
passengers arrive (from a rail station exit).
Bus Priority Treatments
Why?
buses operate in mixed traffic,
reducing sources of delay, increasing
bus speeds,
the total change in person delay.
Priority @ traffic signals
- Simplest form of priority treatment, adapting to signal timing
and phasing to decrease the delay of approaching buses,
Interaction of on-coming buses with
lights
Priority to buses at pre-calculated
signal plans
Radio transmitter on bus & detector on the
control box, Signal phasing is adjusted
accordingly to ensure green period until the
bus has passed. Alternatively if the signal
is red, the green phases is recalled ASAP.
Area-wide traffic control, fixed time
programs, depending on the time of the
day or the level of traffic. Several programs
are available for determining the best
signal settings. E.g. Signal programs
derived form BUS TRANSYT method have
been applied to a network of about 100
signals in the central area of Glasgow, UK.
Priority @ traffic signals
Treatment Description
Adjust cycle length Reduce cycle length at some intersections
Split phases Apply multiple phases while maintaining cycle lengths
Areawide timing plans Preferential progression of buses through signal offsets
Bypass metered signals Buses use special reserved lanes, special signal phases, or are
re-routed to non-metered signals
Phase extension Increase phase time
Early start Reduce other phases time
Special phase Addition of a bus phase
Phase suppression Skipping non-priority phases
Preemption (non-
conditional)
Bus phase begins when all the intervals are satisfied
Preemption(conditional) Conditions are used to determine when the bus phase should
begin
Priority @ traffic signals
Active priority – intersection operate less than capacity,
Changes to signal timing do not worsen the intersection
LOS,
Automated systems that do not require bus driver
intervention are preferable,
Two-way data communication and automatic vehicle location
(AVL) equipment.
Priority @ Intersections
Queue Bypass
Allow buses to avoid queues of vehicles at
signalized intersections or ramp meters by providing
a special lane.
Queue Jump
Queue jumps allow buses to move past long queues of vehicles at signalised intersection
Use left-turn lanes or long off-line bus stops.
Other Priority to Buses
Exclusive Bus Lanes, Bus bays or HOV vehicles
lanes
Other Priority to Buses
Boarding Islands
Significant parking activity, stopped delivery
vehicles, heavy left-turning traffic volumes, and
other interferences often slow traffic in the left lane
of a street with multiple lanes in the same direction,
In these situations, buses might be able to travel
faster in the lane to the right.
Other Priority to Buses
Boarding Islands
Significant parking activity, stopped delivery
vehicles, heavy left-turning traffic volumes, and
other interferences often slow traffic in the left lane
of a street with multiple lanes in the same direction,
In these situations, buses might be able to travel
faster in the lane to the right.
Other Priority to Buses
Boarding Islands
Significant parking activity, stopped delivery
vehicles, heavy left-turning traffic volumes, and
other interferences often slow traffic in the left lane
of a street with multiple lanes in the same direction,
In these situations, buses might be able to travel
faster in the lane to the right.
Other Priority to Buses
“With-Flow” Bus lanes- Most common form of bus-priority measure, bus lanes reserved
for bus travelling in the same direction,
- Requires continuous and vigorous enforcement,
- They cut off access by commercial vehicles to curbside
properties (so restrict to peak hours only),
- Complicate drivers to take actions at intersections,
- Difficulties to the taxis as they are not allowed to stop for
passengers using bus lanes.
- Severe complications during congestion and peak hour periods,
non-priority vehicles use neighbouring streets and spread
congestions to these street which impact with-flow bus lanes
drastically
Other Priority to Buses
“Median” Bus lanes- Passengers cross lanes that have moving traffic, dangerous
and inconvenient,
- Need space of approx.3m and median pedestrian refuge 1.5m
- Requires separate median for both loading and unloading of
passenger , if both directions are allowed,
- Can increase traffic congestion, if aligned on busy streets, and
the journey times of non-priority vehicles increase,
- Disruption of normal traffic is minimal, if properly planned, they
act as queue jumping devices at bottlenecks and traffic signals,
- Unlike “with-flow” lanes which allow use of other vehicles during
non-peak periods, “median” bus lane is mostly used by bus and
thus questions are raised to justify the capacity of such lanes.
Other Priority to Buses
“Contra-flow” Bus lanes
+ Such lanes allow buses to travel in the opposite direction to that
of normal traffic, usually in an one-way street system,
+ Easier and automatically enforced,
+ Saves operating time and costs,
+ Allows buses to pick up and drop off passengers at point of
greatest convenience, thus, saving passengers walking time,
− May complicate junctions in one-way system,
− Traffic-conflicts are created, traffic control becomes mandatory,
− Signal progression is compromised in order to give reasonable
progression in the opposite direction,
− Problem of loading and unloading of delivery vehicles may be
difficult to solve and create more safety hazards.
Other Priority to Buses
Signal ProgressionThe green wave for one direction is achieved by
postponing the green time of the succeeding
intersection by exactly the arithmetic travel time from
one stop line to other stop line at the intersections as
shown in time-distance diagram
Other Priority to Buses
Parking restrictions,
Parking restrictions during peak
hours,
Bus stop relocation
Bewohnerparken
Bewohnerparken
15.00 - 9.00 Uhr
Zufahrtskontrollen
Stellplatzeinschrän-
kungssatzung
P
P P
P90%
70%
50%30%
Parkleitsystem
Dom/Römer
45 freie Plätze
Alte Oper
15 freie Plätze
Zeil
0 besetzt
weniger Parkstände
im Straßenraum
P P
P
P
PP
P PX X
X
Park + Ride
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