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B
US STOP DESIGN GUIDE
BUS STOP DESIGN GUIDE
1 B
US ST
OP DESIGN GUIDE
This Document is a
vailable on the Roads Ser
vice website at: -www
.r
oadsni.g
o
v.uk.
Enquiries about this document should be dir
ected to Roads Ser
vice T
ranspor
tation Unit –
contact details belo
w. Requests f
or this document to be made a
vailable in large print,
Braille or audio ta
pe should be dir
ected to the same ad
dress. Roads Ser
vice, T
ransportation Unit, Clar
ence Court, 10-18 Adelaide Street, Belfast BT2 8GB Telephone: 028 9054 0540 Fax: 028 9054 0111 e-mail: r
oads.transpor
tation@dr
dni.g
o
v.uk October 2005
2 B
US ST
OP DESIGN GUIDE CONTENTS Page No. 1.
Introduction 5 2.
Background 7 3.
Siting of Bus Stops 9 4. Bus Stop Signa
ge 16
:
Bus Stop Signs 17
:
Bus Stop Poles 19
5.
T
ra
v
el Inf
ormation 22
6.
Shelters 27
:
Planning Requir
ements 27
:
General Requir
ements 28
:
Seats in Shelters 35
:
Bus Shelter Contract 36
7.
F
ootwa
y Infrastructur
e f
or Bus Stops 39
:
K
erbing 39
:
Easy Access K
erbing 42
:
F
ootwa
ys and Har
d Standings 47
:
Bus Boar
ders and F
ootwa
y Build Outs 48
8.
Car
ria
g
e
wa
y Infrastructur
e f
or Bus Stops 53
:
Note on T
erminolog
y 54
:
Note on Car
riage
wa
y Marking 55
:
Car
riage
way Colouring 58
:
Bus La
y-bys 59
:
Bus Ba
ys 62
9.
Summary of Dimensions 68 Appendix 1 71 Ref
erences 74 3
B
US ST
OP DESIGN GUIDE
4
B
US ST
OP DESIGN GUIDE 1. INTR
ODUCTION 1.1 This Bus Stop Design Guide has been jointl
y pr
oduced b
y Road Ser
vice and T
ranslink.
It r
eplaces the document Bus Stops - A Design Guide f
or Impr
o
v
ed Quality
1
which was published jointl
y b
y T
ranslink,
Roads Ser
vice and the Depar
tment of the En
vir
onment f
or Nor
thern Ir
eland in October 1997. 1.2 The main purpose of this Design Guide is to pr
esent cur
r
ent best practice in r
elation to accessibility at bus stops.
The document outlines r
equir
ements that meet the needs of bus users and,
the changing pr
ofile of the Nor
thern Ir
eland bus fleet with the intr
oduction of lo
w floor buses.
In 1996/97
onl
y 18% of the Citybus fleet had facilities to assist disabled passengers. This figur
e incr
eased to 67%
of the fleet in 2003/04. 1.3 This guide is intended f
or use b
y all types of pr
of
essionals in
v
olv
ed in the planning,
design and pr
o
vision of bus stop infrastructur
e so that g
ood practice can be a
pplied consistentl
y acr
oss Nor
thern Ir
eland.
Indeed,
one of the main themes behind this guide is that the bus stop is vie
w
ed as a holistic en
vir
onment rather than just some
wher
e f
or a bus to stop
.
This en
vir
onment includes elements such as: • Siting stops f
or the con
venience of passengers; • P
edestrian access to and fr
om stops including connectivity with f
ootways; • Suitability of waiting area; • Shelters and seating; • Security and lighting; 1
Bus Stops:
A Design Guide f
or Impr
oved Quality 5
B
US ST
OP DESIGN GUIDE
1. INTR
ODUCTION • Inf
ormation - timetables,
r
oute ma
ps,
ser
vice numbers; • Bus stop pole and flag; • Appr
oach and exit paths for buses; • T
ype and height of kerbs; • Drainage; and, • Surface markings for buses. 6
B
US ST
OP DESIGN GUIDE 2. B
A
CKGR
OUND 2.1 Since the publication of the pr
e
vious guide
,
ther
e ha
v
e been significant policy and operational de
v
elopments that ha
v
e impacted on the accessibility of the public transport system. 2.2 The Regional T
ranspor
tation Strateg
y (R
TS)
2
established a ne
w a
ppr
oach to transpor
tation planning in Nor
thern Ireland. The implementation of the initiativ
es contained in this strateg
y will,
o
v
er the strateg
y period,
mak
e a significant contribution to
war
ds the achie
v
ement of the “vision”
f
or transpor
tation contained in the Regional De
v
elopment Strateg
y f
or Nor
thern Ir
eland 2025 (Sha
ping our Futur
e)
3
.
This is to “have a modern,
sustainable
,
saf
e tr
anspor
tation system whic
h benefits society
,
the econom
y and the en
vir
onment and whic
h actively contr
ibutes to social inc
lusion and e
ver
yone’
s quality of lif
e
.” Regional T
r
anspor
tation Str
ategy Regional De
velopment Str
ategy 2
Regional T
r
anspor
t Str
ategy for NI 2002-2012
3
Regional De
velopment Str
ategy f
or Nor
thern Ir
eland 2025 (Shaping our Future)
7 B
US ST
OP DESIGN GUIDE
2. BA
CKGR
OUND 2
.3 The R
TS confirmed the Depar
tment f
or Regional De
v
elopment’
s (DRD) commitment to the pr
omotion of equality of oppor
tunity and to tackling factors leading to social need and social exclusion. It ackno
wledged that the transpor
t system can pr
esent ph
ysical bar
riers that can den
y tra
v
el oppor
tunities to man
y people – par
ticularl
y people with disabilities and older people
.
An outcome of the R
TS is the publication of An Accessib
le T
ranspor
t Strateg
y (A
TS) f
or Nor
thern Ir
eland
4
which is “about building in accessibility f
or older people and people with disabilities in all pr
o
gr
ammes of work.” 2.4 In 2003
,
Regulations w
er
e intr
oduced in Nor
thern Ir
eland to set accessibility standar
ds f
or buses and coaches
5
,
although T
ranslink had been pur
chasing accessible v
ehicles f
or se
v
eral y
ears prior to this.
The Go
v
ernment is contin
uall
y striving to modernize T
ranslink’
s bus fleet b
y in
v
esting in ne
w state-of-the-ar
t buses pr
o
viding easy access f
or mobility-impaired passengers. 2.5 The R
TS pr
o
vides patr
onage targets and compliance with this Design Guide will contribute to this r
ealisation.
As one of the most r
eadil
y visible par
ts of the bus operation,
impr
o
ving bus stops pr
o
vides an ideal oppor
tunity to sho
w commitment to impr
o
ving the entir
e ser
vice. 4 An Accessible T
r
anspor
t Str
ategy f
or Nor
thern Ir
eland,
Depar
tment f
or Regional De
velopment,
April 2005 5
Public Ser
vice V
ehic
les Accessibility Regulations (NI) 2003,
HMSO
,
30 April 2003 8 B
US ST
OP DESIGN GUIDE 3 SITING OF BUS ST
OPS 3.1 Bus stops should be located wher
e the
y ar
e con
v
enient to use and the saf
ety of passengers and other r
oad users has been tak
en into account.
All potential sites should be inspected f
or suitability b
y r
epr
esentativ
es of Roads Ser
vice
,
T
ranslink’
s Bus Operations Division and the P
olice Ser
vice of Nor
thern Ir
eland.
In assessing the suitability of a potential site
,
the prime considerations will be r
oad and pedestrian saf
ety
.
Issues to be consider
ed include en
vir
onmental intrusion and r
oad and pa
v
ement constraints.
The f
ollo
wing factors can influence the detailed location of a bus stop or bus shelter and should be taken into consideration at the planning stage: • Pr
oximity to adjacent junctions; • Pr
o
ximity to pedestrian crossings; • Bends or cr
ests in the road; • On-street parking; • Existing accesses to r
esidential and business pr
oper
ties; and, • F
ootwa
y or verge width. Designers should also be looking f
or sites wher
e ther
e is the oppor
tunity to install shelters or la
y-bys. 3.2 Repr
esentation fr
om immediate fr
ontagers should be car
efull
y consider
ed.
In some cir
cumstances,
inf
ormal discussion with a local councillor ma
y be helpful in r
esolving disputes.
An
y �n
uisance’ f
or r
esidents ma
y be minimised b
y selecting sites adjoining gable walls or garden walls. 9
B
US ST
OP DESIGN GUIDE
3 SITING OF B
US ST
OPS 3.3 In ad
dition,
alternativ
e sites f
or bus stops should be assessed to look at wa
ys of maximizing their use
.
One method is an anal
ysis of the catchment ar
ea (i.e
.
the n
umber of r
esidents within walking distance of the stop) using a Geogra
phical Inf
ormation computer Softwar
e (GIS) package such as �Ma
pInf
o’.
In this wa
y, an economic assessment can also be under
tak
en to estimate the r
e
v
en
ue that could occur if a bus stop is mo
ved. 3.4 In designing ne
w de
v
elopments,
an
y r
equir
ed bus stop sites should be located so that the
y ar
e integral to the housing la
yout. It is impor
tant that the stops ar
e established during construction of the r
oads and pr
ef
erabl
y bef
or
e the occupation of adjacent premises. 3.5 V
arious authorities ha
v
e suggested design standar
ds f
or r
esidential ar
eas wher
e walking distances to r
each the bus stop var
y up to a maxim
um of 400m.
Clearl
y
,
con
v
enience of location is of prime impor
tance f
or existing bus users and to encourage new users. 3.6 This guide adv
ocates the use of the accepted standar
d r
ecommended in Cr
eating Places
6
that bus stops should be pr
ovided so that: • No r
esident has to walk mor
e than 400m
fr
om their home to the bus stop; • The majority of r
esidents ha
v
e no mor
e than 200m
to walk between their homes and the bus stop; 6
Cr
eating Places – ac
hie
ving quality in r
esidential developments 10
пїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ B
US ST
OP DESIGN GUIDE 3 SITING OF B
US ST
OPS • In the case of r
esidences designed specificall
y f
or the elderl
y and mobility impair
ed,
ther
e should be not mor
e than 100m betw
een the de
v
elopment and the bus stop;
and, • Wher
e ther
e ar
e gradients,
the suggested walking distances should be r
educed b
y 10m
f
or e
v
er
y 1m rise or fall. 3.7 T
o maximise the catchment ar
ea,
and wher
e
v
er possible
,
the bus stop should be located close to the junction of the side r
oad to meet the standar
ds described abo
v
e
.
Visibility r
equir
ements and r
oad saf
ety will ho
w
e
v
er ha
v
e to be giv
en consideration in locating such a bus stop. 3.8 Wher
e a bus stop is to be located close to a junction,
the pr
ef
erable location f
or it is on the lea
ving side of the junction (See Dia
gram 3a
).
This has the advantage that the pr
esence of the junction k
eeps the a
ppr
oach to the bus stop clear of park
ed v
ehicles.
Extra consideration needs to be giv
en ho
w
e
v
er to stops at locations such as this wher
e it is lik
el
y that tw
o buses could ar
riv
e at the same time
.
In such cir
cumstances,
ad
ditional length needs to be pr
o
vided for the buses to clear the junction. пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ
���� �� Diagram 3a – Bus stops near junctions 11 B
US ST
OP DESIGN GUIDE
3 SITING OF B
US ST
OPS 3
.9 In r
elation to the spacing of bus stops along a bus r
oute
,
the compr
omise is betw
een minimising walking distances f
or r
esidents on one hand and a
v
oiding the extension of the o
v
erall journe
y time as the n
umber of stops is incr
eased on the other. 3.10 Bus stop spacing ma
y be determined mor
e b
y the fr
equency of side r
oad accesses than b
y the distance tra
v
elled.
A general indication of 250 - 350m
f
or bus stop spacing along the r
oute ma
y be quite adequate wher
e ther
e ar
e f
ew side accesses. 3.11 Bus stops should be located as close as possible to locations of passengers’
destinations such as schools,
shops,
libraries,
old people’
s homes,
hospitals,
rail
wa
y stations etc. 3.12 Wher
e bus stops ar
e to be intr
oduced on traffic-calmed routes, account should be tak
en of the bus stop’
s position to mak
e allo
wance f
or buses needing to align with an
y speed cushions or other traffic-calming f
eatur
e
.
Ther
e is also the possibility of incorporating bus stops into traffic calming f
eatur
es such as build-outs. 3.13 Man
y bus passengers need to cr
oss the car
riage
wa
y either bef
or
e boar
ding or after alighting and general consideration should be giv
en to pr
o
viding facilities f
or pedestrians to enable them to cr
oss the r
oad saf
el
y and con
v
enientl
y. 12
B
US ST
OP DESIGN GUIDE 3 SITING OF B
US ST
OPS 3.14 In r
elation to signalled contr
olled cr
ossings such as P
elican,
Puffin and T
oucan cr
ossings,
it should be r
ecognised that usage of bus stops and cr
ossings ma
y be inter
r
elated.
Saf
ety considerations fa
v
our the placing of a bus stop on the lea
ving (do
wnstr
eam) side of the cr
ossing (See Dia
gram 3b
).
The distance betw
een the stop and the cr
ossing depends on the �contr
olled ar
ea’ the length of which can var
y in r
esponse to local road conditions. NO
TE:
a bus stop ma
y be placed within or par
tiall
y within the do
wnstream zigzag marking. 3.15 Placing the bus stop do
wnstr
eam fr
om a P
elican,
Puffin or T
oucan cr
ossing has the benefit of k
eeping the a
ppr
oach to the bus stop clear of park
ed v
ehicles,
and ther
ef
or
e allo
ws the bus to pull saf
el
y into the k
erb
.
This also ensur
es that the bus does not block others driv
ers’ vie
w of pedestrians on or waiting at the crossing. пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ пїЅпїЅ Diagr
am 3b – Bus Stops near to signalled contr
olled crossings
13
B
US ST
OP DESIGN GUIDE
3 SITING OF B
US ST
OPS 3.16 Car
e needs to be tak
en at Zebra cr
ossings as a bus stopped at an
y location close to a Zebra cr
ossing can block other driv
ers’ vie
w of pedestrians on the cr
ossing.
It is ther
ef
or
e not advisable to locate bus stops in the immediate vicinity of Zebra crossings. 3.17 It is generall
y not advisable to position bus stops opposite each other on a tw
o-lane car
riage
wa
y
.
Saf
ety and sightline considerations suggest a minim
um
separation of thr
ee bus lengths (
36m
),
with the stops positioned in such a wa
y that the buses stop �tail to tail’ and mo
v
e off a
wa
y fr
om each other (See Dia
gram 3c). пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ
пїЅпїЅ пїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ Diagr
am 3c – Bus stops on opposite sides of a two-lane carr
iag
e
way 3.18 In the absence of an
y better alternativ
es,
wher
e ther
e is a need f
or a bus stop close to a bend or the cr
est of a hill,
ther
e ma
y be cause f
or concern on saf
ety gr
ounds that the bus or its intending passengers ma
y be at risk fr
om other v
ehicles. In such cases, consideration should be giv
en to an advanced warning sign.
Such a sign will r
equir
e Depar
tmental a
ppr
o
val and authorisation b
y Road Ser
vice. 14
B
US ST
OP DESIGN GUIDE 3 SITING OF B
US ST
OPS 3.19 It is pr
ef
erable that bus stops be positioned a
wa
y fr
om local drainage facilities such as gullies.
Slotted gratings can pr
esent difficulties f
or people with walking aids and those w
earing shoes with pointed heels.
Gullies can also block causing ponding which can be a major incon
venience to waiting passengers. 3.20 In rural locations,
consideration should be giv
en to ho
w the passengers get to and fr
om the stop
.
It is r
ecommended that har
d standings should be pr
o
vided at all rural stops f
or people to wait on. 15
B
US ST
OP DESIGN GUIDE
4. BUS ST
OP SIGNA
GE 4
.1 Historicall
y
,
bus stop signs w
er
e not r
egar
ded as traffic signage f
or design contr
ol purposes until the �
W
orbo
ys’ Committee Repor
t (1963)
7
,
which pr
oduced the cur
r
ent style of traffic signage
.
This committee specified a standar
d bus stop sign with the �B
US’
pictogram and the w
or
ds “B
US ST
OP
.
”
P
ermitted ad
ditions included - location name
,
bus operator’
s name and ser
vice n
umbers.
A range of sizes was off
er
ed within the specification,
r
ecognising that needs varied betw
een urban and rural applications. 4.2 Although the British standar
d sign was not adopted in the T
raffic Signs Regulations (Nor
thern Ir
eland) 1979
,
(nor indeed in the r
e
vised Regulations,
1997
),
Ulsterbus/Citybus v
oluntaril
y adopted the standar
d design ar
ound the mid 1970’s, which was then pr
ogr
essiv
el
y intr
oduced thr
oughout the pr
o
vince
.
Ther
e was a major eff
or
t betw
een 1989 and 1991 to upgrade sign quality and to replace signs of outdated design. Initiativ
es such as Rural T
ranspor
t Plans,
QBC’
s etc;
standar
dised signs ar
e no
w in widespr
ead use (See Photos 4a). Photos 4a – Examples of permitted signs 7 �W
orbo
ys’
Committee Report (1963) 16
B
US ST
OP DESIGN GUIDE 4. B
US ST
OP SIGNA
GE B
US STOP SIGNS 4.3 The inf
ormation which needs to be con
v
e
y
ed b
y bus signage falls into tw
o groups: (1) That r
equir
ed f
or driv
er r
ecognition; and, (2) That r
equir
ed f
or customer information. 4.4
The f
ollo
wing inf
ormation ma
y be included in the sign (see Photos 4b): • Operator Log
o and r
oute branding,
e.g. “Metr
o”
and,
wher
e a
ppr
opriate
,
unique Bus Stop r
ef
er
ence n
umber; • The w
or
ds “Bus Stop”
and/or a “Bus” pictogram; • Location name; • Miscellaneous inf
ormation,
e
.g.
far
e stage or zone name, n
umber or information; • Inf
ormation on time r
estrictions r
ele
vant to the stop
,
e.g. “After 9 a.m.
onl
y”; • A tablet of ser
vice n
umbers; and, • Call centr
e n
umber and w
eb site ad
dress. Photos 4b – T
ypical Metr
o flags 17
B
US ST
OP DESIGN GUIDE
пїЅпїЅпїЅ 4. B
US ST
OP SIGNA
GE 4.5 Bus stop signs should be clearl
y visible to pedestrians and bus driv
ers b
y being located abo
v
e r
oad traffic
,
pedestrians and str
eet furnitur
e
.
The bottom of the sign should not be less than 2.5m
abo
v
e gr
ound le
v
el and the sign not less than 450mm
wide and 620mm
high (See Dia
gram 4c
).
It is r
ecognised that in cer
tain situations higher mounting positions ha
v
e been successful in deterring vandalism. пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ Diagr
am 4c - Standard bus stop pole and flag
18
B
US ST
OP DESIGN GUIDE 4. B
US ST
OP SIGNA
GE B
US STOP POLES 4.6
Basic bus stops consist of a simple v
er
tical pole with a �flag’ sign attached to it.
Whilst this is the simplest f
orm of sign to er
ect and maintain,
it is consider
ed to lack pr
ominence and image in urban situations (See Photos 4d and 4e). Photo 4d - T
ypical bus stop pole Photo 4e - Quality Bus Corr
idor and flag pole and flag 19
B
US ST
OP DESIGN GUIDE
4. B
US ST
OP SIGNA
GE 4.7 Bus stop signs should be attached to bus shelters abo
v
e r
oof le
v
el wher
e
v
er possible
.
T
o minimise str
eet clutter and to a
v
oid cr
eating ad
ditional hazar
ds f
or the visuall
y impair
ed,
wher
e ther
e is no shelter
,
bus stop signs should be attached to existing poles such as str
eet lighting columns,
wher
e ther
e is a suitabl
y sited item a
vailable
.
This ma
y not be permitted if other signage exists and if cer
tain utilities do not permit the attachment of bus stop signs to their poles.
If the total ar
ea of signage exceeds 0.3m
2
,
the sign,
pole and base will need check
ed in line with the Depar
tment’
s T
echnical Appr
o
val f
or Structur
es scheme. 4.8 Bus stop poles should be positioned so that the
y cause the least possible obstruction to boar
ding or alighting passengers and to passing pedestrians,
with the optim
um location of the pole being at the back of the f
ootwa
y and the flag pointing to
war
ds the road (See Photos 4f and 4g). If the pole m
ust be er
ected close to the r
oad edge
,
it should be positioned so that the flag points inwar
ds,
a
wa
y fr
om the r
oad and does not hang o
v
er the car
riage
wa
y .
No par
t of the pole or flag should be closer than 450mm fr
om the face of the k
erb line. Photos 4f and 4g – Bus stop poles at bac
k of f
ootways
20
B
US ST
OP DESIGN GUIDE 4. B
US ST
OP SIGNA
GE 4.9
T
o help passengers,
especiall
y the visuall
y impair
ed,
to distinguish bus stops fr
om other str
eet furnitur
e
,
bus stop poles ma
y be of distinctiv
e design or contrasting colour with the background. If bus stops ar
e attached to other poles or structur
es,
colour banding will help identify them.
The Depar
tment f
or T
ranspor
t’
s guide Inclusiv
e Mobility
8 pr
o
vides compr
ehensive details. Inclusive Mobility
8
Inc
lusive Mobility
,
A Guide to Best Pr
actice on P
edestr
ian and T
r
anspor
t Infr
astructure 21
B
US ST
OP DESIGN GUIDE
5. TRA
VEL INFORMA
TION 5.1 It is generall
y accepted that amongst the largest deter
r
ents to using public transpor
t is the lack of inf
ormation about the ser
vices on off
er
.
This has been r
ecognised b
y T
ranslink who pr
o
vide a dedicated telephone enquir
y ser
vice (
028 9066 6630
) betw
een 7 a.m.
and 8 p
.m.,
as w
ell as full journe
y planning facilities,
timetable and k
e
y far
es inf
ormation on their w
ebsite -
www
.translink.co.uk. 5.2 Wher
e pr
o
vided,
a timetable displa
y case (See Photos 5a and 5b
) should be attached to the pole at a con
v
enient le
v
el f
or reading. Photo 5a – Timetable display case Photo 5b – Inf
o panel on bus stop pole 5.3 Displa
y panels should be located betw
een 0.9m and 1.8m abo
v
e gr
ound le
v
el.
Wher
e longer panels ar
e r
equir
ed,
the height should not exceed 1.9m
,
with the most impor
tant inf
ormation located no higher than 1.7m
so that wheelchair users can r
ead them. 22
B
US ST
OP DESIGN GUIDE 5. TRA
VEL INFORMA
TION 5.4 The inf
ormation displa
y
ed should be r
eadil
y visible at all times and oppor
tunities f
or using existing str
eet lighting should be maximised.
The
f
ollo
wing ma
y be included in the inf
ormation display: • Ser
vice n
umber; • Destination; • P
oints ser
ved; • Timetable; • Route details; • Inf
ormation on fares; • Inf
ormation on alternativ
e stops or ser
vices f
or selected destinations or times of day; • Inf
ormation pr
omoting tra
v
el b
y public transport; • Announcements about temporar
y alterations to services, r
outes,
or stopping places; and, • Ma
ps or diagrams f
or r
outes or local stopping arrangements. 5.5 F
or fr
equent local ser
vices details of r
outes,
destinations and a timetable ma
y be sufficient;
but f
or passengers unfamiliar with the ser
vice a full timetable and r
oute diagram ar
e mor
e helpful and these ma
y be r
egar
ded as essential f
or longer or infr
equent ser
vices.
F
or busy bus stops,
stations and inter
changes the pr
o
vision of the f
ollo
wing types of inf
ormation should be r
egar
ded as good practice: • Stop / Station / Interchange name; • Usage of bus frequencies rather than times; 23
B
US ST
OP DESIGN GUIDE
5. TRA
VEL INFORMA
TION • Route information including stops; • J
ourne
y length of details; and, • Far
e inf
ormation – if practicable. At less well-used bus stops include: • Stop name; • Which buses stop there; • Wher
e the
y go; • Ho
w fr
equent the
y ar
e; and, • The time of first and last buses. 5.6 Far
es inf
ormation,
if pr
o
vided,
encourages passengers to ha
v
e the �exact far
e’ r
eady bef
or
e the
y boar
d,
helping to r
educe bus-
stopping times.
Ho
w
e
v
er
,
far
es inf
ormation m
ust be updated pr
omptl
y when far
es ar
e r
e
vised,
otherwise
,
adv
er
tising legislation ma
y be br
eached.
The use of �Smar
tcar
ds’ should be encouraged as the
y off
er con
v
enience to both the bus passenger and bus operator
.
Pr
epaid Smar
tcar
ds r
educe the n
umber of on-boar
d cash transactions which shor
tens boar
ding times and consequentl
y impr
o
v
es o
v
erall bus speeds and journey times. Remo
ving the need to ha
v
e mone
y on the bus mak
es it saf
er f
or both the driv
er and the passenger. T
r
anslink Smar
tlink cards
24
B
US ST
OP DESIGN GUIDE 5. TRA
VEL INFORMA
TION ELECTR
ONIC P
ASSENGER INFORMA
TION SYSTEMS 5.7 Electr
onic passenger inf
ormation systems will display the times; destinations and ser
vice n
umbers of successiv
e buses as the
y ar
e due to ar
riv
e at the stop (See Photos 5c and 5d
).
These ma
y be based on �scheduled times’ trigger
ed b
y a pr
e-determined database of bus ser
vice timetables,
or �r
eal time’ which ar
e activated b
y prior detection of the actual buses a
ppr
oaching the stop
,
pr
edicting the ar
rival/depar
tur
e times and automaticall
y r
esponding to dela
ys or ir
r
egularities.
Visual displa
ys of this type m
ust be clear under all lighting conditions (including bright sunlight) and easily understood. Photo 5c – Electr
onic passeng
er information display
25
B
US ST
OP DESIGN GUIDE
5. TRA
VEL INFORMA
TION Photo 5d – Electr
onic passeng
er information display flag.
26
B
US ST
OP DESIGN GUIDE 6 SHEL
TERS PLANNING REQUIREMENTS 6.1 Planning permission is not r
equir
ed under the Planning (General De
v
elopment) Or
der NI 1993,
b
y Road Passenger T
ranspor
t Under
takings (Class E,
P
ermitted De
v
elopment),
i.e
.
Translink, f
or the installation of bus stop poles,
flags and shelters or b
y District Councils (Class A,
P
ermitted De
v
elopment) f
or public shelters.
Ho
w
e
v
er
,
the er
ection or alteration of bus shelters b
y other par
ties such as adv
er
tising companies,
unless specificall
y acting as agents or contractors to the abo
v
e bodies,
will r
equir
e submission of a f
ormal a
pplication for planning permission. 6.2 Material displa
y
ed b
y T
ranslink that is r
equir
ed f
or the saf
e, efficient operation of the under
taking is deemed to ha
v
e �adv
er
tising consent’.
Illumination should not be used unless �r
easonabl
y r
equir
ed’ to r
ead the inf
ormation.
This includes dir
ection and saf
ety signs and displa
ys of inf
ormation f
or intending passengers.
Other adv
er
tising or pr
omotional material not specific to the ser
vices at the stop is not permitted under the �deemed consent’. 6.3 Displa
y of commer
cial adv
er
tising not r
elated to the public transpor
t under
taking,
r
equir
es f
ormal a
pplication f
or �adv
er
tising consent’. 6.4 F
or the er
ection of bus shelters in Conser
vation Ar
eas,
it is advisable that DOE Planning Ser
vice should be consulted prior to the submission of the Planning Application to ensur
e the design of a bus shelter is in sympath
y with local sur
roundings. 27
B
US ST
OP DESIGN GUIDE
6 SHELTERS 6.5 Planning Ser
vice has pr
oduced A Document of Planning Principles With Regar
d to the Er
ection of Ne
w and Replacement Bus Shelters
9
(See Appendix 1
).
This sets out the policies and issues that will be tak
en into consideration in the submission and determination of a
pplications f
or bus shelters. GENERAL REQUIREMENTS 6.6 Shelters should be designed and sited to pr
o
vide maxim
um w
eather pr
otection,
bearing in mind the pr
e
vailing winds and the need f
or pr
otection against splashes fr
om passing vehicles. 6.7 Shelters can also be designed to pr
o
vide w
eather pr
otection f
or pedal cycles (See Photos 6a and 6b). Photo 6a – Shelter f
or pedal c
ycles
9 A Document of Planning Pr
inciples With Regar
d to the Er
ection of Ne
w and Replacement Bus Shelters 28 B
US STOP DESIGN GUIDE 6 SHELTERS Photo 6b – Shelter f
or pedal c
ycles 6.8 W
aiting passengers m
ust ha
v
e a clear vie
w of a
pproaching buses, and be themselv
es clearl
y visible to bus driv
ers and passers-b
y. 6.9 Shelters should pr
o
vide minim
um obstruction to the pa
vement, and a r
ecommended width of 1.8m
should be allo
w
ed f
or passing pedestrians.
Ther
e should be at least 0.5m
clearance betw
een an
y par
t of the shelter and the k
erb edge
.
The shelter should ha
v
e no pr
ojecting sections or sharp corners that w
ould cr
eate a hazar
d to pedestrians.
Although designs should not visuall
y clash with their sur
r
oundings,
ther
e should be sufficient use of bright colour contrast to identify the shelter to those with visual impairments.
Fur
ther specific siting details f
or disabled passengers ar
e a
vailable fr
om the Inclusiv
e Mobility
8 guide. 29 B
US ST
OP DESIGN GUIDE
6 SHEL
TERS 6.10 Wher
e glass is used to pr
o
vide a light interior
,
it should ha
v
e a tonall
y contrasting band 140 - 160mm
wide at a height of a
ppr
o
ximatel
y 1.5m
fr
om the gr
ound to impr
o
v
e visibility
.
This band can possibl
y incorporate either the T
ranslink or shelter pr
o
vider’
s name and/or log
o. 6.11 Shelters should be constructed fr
om vandal r
esistant materials that ar
e easy to clean and need minim
um maintenance
.
Materials and designs used should be of standar
d size
,
sha
pe and type to allo
w easier maintenance. 6.12 A bus shelter should not be sited wher
e it might cause obstruction to passengers who ar
e boar
ding or alighting or obstruct sight lines f
or other drivers. 6.13 Combining bus shelters with commer
cial adv
er
tisements or public telephones (so long as these do not ha
v
e priority o
v
er bus ser
vice inf
ormation) will r
educe costs,
minimise f
ootwa
y obstruction,
and facilitate lighting the shelter at night,
ther
eb
y r
educing passenger f
ear of assault.
An
y shelter without lights should be sited in open,
w
ell-lit ar
eas.
In ad
dition,
all ne
w enclosed shelter designs should ha
v
e entrance and exit choices which a
v
oid entrapment. 6.14 Passenger inf
ormation displa
ys should be mounted on the shelter and the bus stop flag fix
ed to the shelter abo
v
e r
oof le
v
el to do a
wa
y with the need f
or a bus pole and ther
eb
y help r
educe str
eet clutter. 30
B
US ST
OP DESIGN GUIDE 6 SHEL
TERS 6.15 The long-term objectiv
e is to pr
o
vide a shelter at as man
y bus stops as possible. Priorities in the shor
t and medium term should be giv
en in pr
opor
tion to the v
olume of usage b
y boar
ding passengers,
especiall
y schoolchildr
en and the elderl
y
,
and the degr
ee of exposure to wind and driving rain. 6.16 Ther
e is an almost infinite range of design styles and materials a
vailable f
or shelter man
ufacturing and construction.
It is not the purpose of these guidelines to be pr
escriptiv
e of materials or designs.
Ho
w
e
v
er
,
w
e do r
ecommend that car
eful consideration is giv
en to the options a
vailable
,
ha
ving r
egar
d to the aesthetic qualities r
equir
ed f
or the site and,
to long-term durability and maintenance. 6.17 Shelters can var
y gr
eatl
y in dimensions accor
ding to lik
el
y demand and usage
.
In general,
it is r
ecommended that minim
um
dimensions of 1.5m x 4.0m
f
or cantile
v
er styles and 2.0m x 4.0m
f
or enclosed designs ar
e used (See Photos 6c and
6d
).
Larger dimensions should be pr
o
vided wher
e abo
v
e a
v
erage usage is anticipated,
such as k
e
y stops in r
esidential de
v
elopments and at to
wn/city centr
es or r
oute or modal interchanges. 6.18 In exceptional cases,
the bus stop la
y
out ma
y be designed to pr
o
vide f
or passengers to step dir
ectl
y betw
een the bus doorwa
y and the shelter
.
In such cases,
the shelter should ha
v
e an open fr
ont of at least 3.0m to allo
w f
or variation in bus stopping positions and,
an independent means of access to the f
ootpath,
pr
ef
erabl
y to
war
ds the oncoming v
ehicle or to
war
ds the r
ear of a stationary bus. 31
B
US ST
OP DESIGN GUIDE
6 SHEL
TERS Photo 6c – Typical shelter
Photo 6d – Rural shelter
32
B
US ST
OP DESIGN GUIDE 6 SHEL
TERS 6.19 In Nor
thern Ir
eland,
a variety of authorities ar
e in
v
olv
ed in the er
ecting and maintaining of bus shelters,
including - Roads Ser
vice
,
District Councils,
adjoining lando
wners,
T
ranslink and adv
er
tising companies (see points 6.27 - 6.29
f
or details of Roads Ser
vice’
s contract with Adshel).
Ho
w
e
v
er
,
the siting of bus shelters m
ust be agr
eed betw
een Roads Ser
vice
,
T
ranslink’
s Operations Division and the PSNI.
The exact positioning is subject to r
oad saf
ety considerations similar to those expr
essed f
or bus stops in point 3.1.
Consideration ma
y also be r
equir
ed f
or access to or maintenance of adjacent pr
oper
ty and to an
y potential �n
uisance’ to residents. 6.20 At impor
tant locations or inter
change points,
the oppor
tunity should be consider
ed to install �Super Shelters’.
These ha
v
e mor
e compr
ehensiv
e inf
ormation displa
ys,
larger shelter
ed ar
eas and other passenger facilities such as - public telephones,
a dir
ect inf
ormation hotline and coin-operated drinks machines (see Photos 6e and 6f
)
.
Ther
e will be places wher
e a bus station is not a
ppr
opriate or possible
,
but wher
e attractiv
e waiting facilities ar
e needed to achie
v
e comparable objectiv
es on a mor
e modest scale. Photo 6e – Example of �Super Shelter’
at Antr
im Area Hospital
33
B
US ST
OP DESIGN GUIDE
6 SHEL
TERS Photo 6f – Example of �Super Shelter’
at Cause
w
ay Hospital,
Coleraine
Photo 6g - Solar-po
wered shelter
34
B
US ST
OP DESIGN GUIDE 6 SHEL
TERS 6.21 Another type of shelter
,
which could be par
ticularl
y useful in rural settings wher
e ther
e is little chance of electricity suppl
y
,
is the solar
-po
w
er
ed shelter (
See
Photo 6
g
).
These can pr
o
vide lighting f
or displa
y panels and timetables as w
ell as heating f
or seats. SEA
TS IN SHELTERS 6.22 Unless ser
vices ar
e v
er
y fr
equent or stops v
er
y rar
el
y used,
seats should be pr
o
vided in all shelters.
Man
y passengers such as the elderl
y or those with mobility impairments ma
y be able to walk to or fr
om their near
est bus stop
,
but п¬Ѓnd it impossible or v
er
y painful to stand waiting. 6.23 T
ypicall
y
,
seats should be pr
o
vided as a bench or horizontal rail to pr
ovide waiting passengers with something to sit on, r
est against,
or �per
ch’ on.
Whene
v
er possible
,
sharp edges and corners should be a
v
oided (See Photo 6
h). Photo 6h - T
ypical shelter with perch seat
35
B
US ST
OP DESIGN GUIDE
6 SHEL
TERS 6.24 Dimensions for seats: • F
or �per
ch’ rails – a
ppr
o
ximatel
y 700mm
abo
v
e gr
ound le
vel. • F
or other seats – a
ppr
o
ximatel
y 450mm
abo
v
e gr
ound le
vel. • If seats ar
e used – arm r
ests,
if pr
o
vided,
should be 200mm abo
v
e seat le
v
el and be sufficientl
y r
obust to allo
w passengers to push themselv
es up from the seat. 6.25 Benches and seats should be in bright,
�warm’ materials with a non-slip surface
,
which is str
ong,
easy to clean,
and (in exposed positions) quick to dr
y
.
Slatted w
ood or plastic coated metal meet these r
equirements. 6.26 In all shelters,
and f
or obvious r
easons,
consideration should be giv
en to the pr
o
vision of litterbins and r
egular cleaning and maintenance are essential. B
US SHEL
TER CONTRACT 6.27 As par
t of the Depar
tment’
s aim to encourage the use of public transpor
t,
Roads Ser
vice has a
war
ded a 15-y
ear
contract to Adshel (who ar
e par
t of the Clear Channel Adv
er
tising Gr
oup) to pr
o
vide ne
w bus shelters and associated infrastructur
e
.
This contract commenced on 1st Jan
uar
y 2001
and cur
r
entl
y includes all Council ar
eas with the exception of F
ermanagh and Der
r
y. 36
B
US ST
OP DESIGN GUIDE 6 SHEL
TERS 6.28 Under this bus shelter contract,
at no charge to the Department, Adshel: • Can er
ect shelters with adv
er
tising at bus stops wher
e the
y belie
v
e ther
e is an adv
ertising demand; • Must r
eplace existing adv
er
tising shelters with ne
w
,
g
ood quality
,
well-lit shelters; • Allocate the Depar
tment cr
edits f
or e
v
er
y adv
er
tising shelter r
eplaced or ne
wl
y er
ected that can be used to pr
o
vide non-
adv
er
tising shelters at locations agr
eed b
y Roads Ser
vice, T
ranslink and District Councils; and, • Ar
e also r
equir
ed to maintain each adv
er
tising and non-
adv
er
tising shelter er
ected under the contract f
or the duration of the contract. 6.29 The contract uses f
our main types of shelter thr
oughout Nor
thern Ireland: • Insignia
– the most commonl
y used shelter. • Sigma
and Herita
g
e
– Used in Conser
vation Ar
eas and wher
e r
equir
ed b
y Planning Ser
vice. • Landmark
– Used on Quality Bus Cor
ridor routes. 37
B
US ST
OP DESIGN GUIDE
6 SHEL
TERS B
US SHEL
TER TYPES
Insignia Height 2370mm Length 4600mm Depth 1515mm Specific Featur
es • Established design with proven track record • Aluminium cladding • 3 Style options Sigma Height 2600mm Length 5522mm Depth 1600mm Specific Featur
es • T
inted barrel-vaulted roof • 2 style options • Striking and elegant design Heritage Height 2800mm Length 5240mm Depth 1588mm Specific Featur
es • Classical appearance • Modular design • W
ooden seating Height 2430mm (without roof) Length 5310mm Depth 1910mm Specific Featur
es • Highly flexible and modular design • Glass or composite roof options • Contemporary stainless steel structure. 38 Landmark
B
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OP DESIGN GUIDE 7 FOO
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UCTURE FOR BUS ST
OPS KERBING 7.1 Con
v
enience of access to buses r
equir
es that the bus dra
ws up close to and parallel with the edge of the f
ootwa
y so that passengers can step easil
y acr
oss betw
een the k
erb and the bus platf
orm.
F
or man
y passengers serious difficulty arises if the
y ar
e obliged to enter or lea
v
e the bus fr
om car
riage
wa
y le
vel. 7.2 The cur
r
ent tr
end in bus design is the ultra-lo
w floor type
,
in which steps or ramping within the v
ehicle is vir
tually eliminated, consequentially benefiting passengers with mobility impairment. Such designs also facilitate mo
v
ement of a wheelchair within the v
ehicle
.
Ho
w
e
v
er
,
the pr
oblem of access to the entrance step itself r
emains,
and the ar
rival of the lo
w floor bus concept has incr
eased a
war
eness of the impor
tance of achie
ving consistent high quality access betw
een f
ootwa
ys and the bus entrance step. 7.3 The lo
w floor bus typicall
y has a step height of betw
een 300mm
and 400mm
abo
v
e car
riage
wa
y le
v
el and whilst the kneeling mechanism on the suspension lo
w
ers the entrance step b
y 50 - 80mm
,
it does not totall
y r
esolv
e the difficulty faced b
y some in boar
ding fr
om or alighting to the f
ootwa
y
.
Fur
thermor
e, activation of the kneeling system tak
es time
,
which extends bus stopping times,
slo
wing journe
ys b
y public transpor
t and extending dela
ys to f
ollo
wing traffic
,
and is ther
ef
or
e used onl
y when ther
e is an obvious need or when it is requested. 39
B
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OPS 7.4 The r
ecommendations contained in this guide ar
e designed to facilitate targets f
or access,
comprising of step height fr
om k
erb to (kneeling) bus platf
orm not exceeding 150mm
and lateral ga
p fr
om k
erb face to bus platf
orm not exceeding 200mm, without either the fr
ont or r
ear o
v
erhang of the bus o
v
er
running the f
ootwa
y during either a
ppr
oach or depar
tur
e (see Dia
gram 7a). 7.5
It is clear that to achie
v
e these targets,
passengers m
ust boar
d fr
om or alight to a k
erb height f
ootwa
y
,
not an ar
ea at car
riage
wa
y le
vel. 7.6 In establishing an optim
um height f
or the k
erb
,
it is necessar
y to п¬Ѓnd a compr
omise betw
een,
on one hand,
the objectiv
e of raising the f
ootwa
y as near as practical with the entrance platf
orm of the lo
w floor bus (in kneeling mode),
and on the other hand,
the objectiv
e of a
v
oiding the risk of ph
ysical contact of par
ts of the bus with the actual k
erbstone. 7.7 Based on an anal
ysis of T
ranslink’
s cur
r
ent fleet and general industr
y tr
ends,
it is r
ecommended that a k
erb height of 125mm
will r
educe the potential �gr
ounding’ b
y the latest generation of lo
w floor vehicles. 7.8 Eur
opean cities ha
v
e experimented with higher raised k
erb ar
eas at bus stops to achie
v
e le
v
el access to floor height of lo
w floor buses.
The experimental k
erb height is 280mm
.
This is significantl
y mor
e than the �normal’ k
erb height and raises saf
ety issues f
or pedestrians,
as w
ell as serious damage risk to 40
B
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OP DESIGN GUIDE 7 FOO
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Y INFRASTR
UCTURE FOR
B
US ST
OPS buses if a parallel a
ppr
oach is not consistentl
y practical.
Some operators lessen the risk of damage by п¬Ѓtting guide wheels to the bus,
ther
eb
y pr
e
v
enting ph
ysical contact betw
een the k
erb and the bus.
Ov
erall,
the stop infrastructur
e design r
equir
es mor
e space than is generall
y a
vailable in our situation.
F
or these r
easons adoption of this practice is not r
ecommended f
or Nor
thern Ir
eland at pr
esent unless this or an equivalent �docking’ technolog
y is incorporated within a segr
egated bus
wa
y netw
ork such as is pr
oposed f
or EW
A
Y. пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅ
пїЅпїЅ
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пїЅ
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пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
������������� Diagram 7a – Example of bus kneeling 7.9
Whilst buses with a single entrance/exit doorwa
y ar
e in use
,
a r
ecommended length of k
erbing of 5m
should be a
vailable f
or boar
ding and alighting.
Wher
e this is not possible
,
a minimum of 3m
should be pr
o
vided.
Buses with separate entrance and exit doors will r
equire at least 10m
clear length kerbing. 7.10 Dr
opped k
erbs or flat k
erbstones should NO
T
be used in the immediate ar
ea of a bus stop or in the parallel face of a bus la
y-b
y
.
An
y facilities f
or uncontr
olled or inf
ormal pedestrian cr
ossings should be located at least 15m
fr
om the bus stop
,
and pr
ef
erabl
y to the r
ear of the bus stopping position.
In addition, the a
v
oidance of conflict with pr
oper
ty entrances should be consider
ed in placing the bus stop
,
as these also r
equir
e dr
opped kerbstones. 41
B
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UCTURE FOR
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OPS EASY ACCESS KERBING 7.11 Special k
erbing (See Photos
7b and 7c)
has been designed to impr
o
v
e access f
or bus users as w
ell as pr
o
viding docking guidance f
or v
ehicle driv
ers in or
der to minimise the horizontal separation betw
een the bus and the f
ootwa
y
.
It allo
ws the v
ehicle to mak
e lo
w speed close contact with the k
erb in a parallel dir
ection without causing damage to the tyr
es.
Wher
e possible these k
erbs should be used as par
t of a compr
ehensiv
e whole r
oute tr
eatment,
f
or example
,
on Quality Bus Corridors. Photo 7c – Easy access k
erbs used in bus boarder
42
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OP DESIGN GUIDE 7 FOO
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UCTURE FOR
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OPS 7.12
Specification of these k
erbs with a maxim
um k
erb sho
w height of 160mm
is ideal f
or lo
w-floor buses to get as near as possible to the k
erb
,
but k
erbs higher than 125mm
ma
y cause damage to the underside of a lo
w-floor bus if it has to a
ppr
oach at an angle. T
o a
v
oid this easy access k
erbs or similar should be consider
ed in the f
ollowing situations: • Bus boar
ders/f
ootway build-outs; • Con
v
entional bus la
y-b
ys with straight section dimension of 15m
or more; • Shallo
w sa
wtooth la
y-bys; • Straight k
erb edge bus stop locations wher
e park
ed v
ehicles ar
e unlik
el
y to interf
er
e with the bus a
ppr
oach; and, • Road nar
r
o
wing (traffic calming) f
eatures. Photo 7c – Easy access k
erbs used in bus boarder
43
B
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OP DESIGN GUIDE
7 FOO
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Y INFRASTR
UCTURE FOR
B
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OPS Photo 7d – Easy access r
adius and tr
ansition k
erbs 7.13 Easy access k
erbs ar
e not a
ppr
opriate wher
e ther
e is a lik
elihood of fr
ont or r
ear o
v
erhang or sharp angle tyr
e impact as the
y ar
e designed for parallel running. The
y ar
e also not a
ppr
opriate wher
e car parking ma
y pr
e
v
ent buses a
ppr
oaching parallel with the k
erbline
.
F
or the same r
easons,
lengths of this k
erbing or similar should be intr
oduced with a speciall
y designed leading corner or transition stone and/or a lead-in ta
per so as to negate a sharp angle tyr
e impact (see Photo 7d). 7.14
T
o facilitate the bus making a parallel a
ppr
oach to the k
erb the r
ecommended minim
um length of easy access kerbing is: • 4m
at lightly used or alighting bus stops; • 8m
at single bus stops wher
e onl
y one bus is scheduled to ar
riv
e at an
y one time and a standar
d shelter is pr
ovided; • 16m
at a double bus stop; and, • 28m
at a double bus stop used b
y standar
d (
12m
) and articulated buses. These lengths do not include f
or transition kerbs. 44
пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅ
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пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
B
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OP DESIGN GUIDE 7 FOO
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UCTURE FOR
B
US ST
OPS пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ Diagr
am 7e - Easy access kerb layout 7.15
T
o a
v
oid tyr
e impact damage
,
all build out f
eatur
es at bus stops (and other locations on bus r
outes),
should ha
v
e leading corners designed and constructed with radius corners and NO
T
mitr
ed corners. 7.16 The surface design and textur
e of these easy access k
erbs giv
es both a visual and tactile warning of the f
ootwa
y edge pr
o
viding incr
eased pedestrian saf
ety whilst the cur
v
ed,
smooth k
erb face means that tyr
e w
ear is significantl
y r
educed.
In ad
dition,
it is claimed that their intr
oduction can r
educe dw
ell time as ther
e is a compatible height betw
een bus and f
ootwa
y ther
eb
y enabling people with buggies,
wheelchairs and other mobility difficulties to alight and boar
d quick
er and mor
e saf
el
y (See Photos 7f and 7g). 45
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OP DESIGN GUIDE
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OPS Photo 7f – Easy access kerbing
Photo 7g – Close-up of easy access kerbing
46
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OPS FOO
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A
Y
S AND HARD STANDINGS 7.17 F
ootwa
ys should be har
d surfaced,
w
ell drained and lit.
If it is pr
oposed to install a bus stop on an adopted grass v
erge, har
dstanding pr
o
vision should be made f
or boar
ding and alighting passengers.
The ar
ea of v
erge/f
ootwa
y adjacent to bus stops should be k
ept clear of str
eet furniture and other obstructions, and a g
ood quality k
erb and paving surface maintained. 7.18 The use of �modified blister’ tactile pa
ving,
a
ppr
o
v
ed b
y the Depar
tment,
is intended to assist identification of pedestrian cr
ossing points f
or visuall
y impair
ed people to highlight the absence of k
erb height at this point.
Use of this pa
ving in the immediate vicinity of bus stops w
ould be misleading and potentiall
y hazar
dous and is ther
ef
or
e not
recommended. 7.19 In general,
the r
ecommendation f
or f
ootwa
y width in the vicinity of a bus stop is 3m
,
to allo
w f
or queuing and alighting passengers as w
ell as passing pedestrians.
Local r
eduction of this dimension to 1.8m
ma
y be acceptable wher
e pedestrian mo
v
ement is lo
w. Consideration m
ust be giv
en to the needs of wheelchair users accessing the bus stop and space r
equir
ements f
or manoeuvring on and off an
y boar
ding ramp that may be п¬Ѓtted to the bus. 7.20 As pr
e
viousl
y mentioned in paragra
ph 3.20 this guide r
ecommends that har
d standings be pr
ovided at all rural stops. A systematic r
oute-b
y-r
oute a
ppr
oach should be emplo
y
ed to achie
ve this. 47
B
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OP DESIGN GUIDE
7 FOO
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OPS B
US BO
ARDERS AND FOO
TW
A
Y BUILD OUTS 7.21 In the traditional urban traffic en
vir
onment ther
e ma
y be pr
essur
e on k
erbside space due to parking and loading,
bus driv
ers often encounter gr
eat difficulty a
ppr
oaching the k
erbside at stops.
Often buses ar
e obliged to stop in the running lane f
or
cing passengers to step do
wn to car
riage
wa
y le
v
el,
while intending passengers ha
v
e to neg
otiate their wa
y betw
een park
ed v
ehicles to boar
d the bus,
and to step up fr
om car
riage
wa
y le
vel. 7.22 Wher
e such cir
cumstances exist,
a built out f
ootwa
y called a �bus boar
der’ ma
y impr
o
v
e the situation.
These can be used to pr
o
vide a k
erb height boar
ding/alighting ar
ea f
or bus passengers with minimal r
eduction in k
erbside parking.
It is r
ecommended that easy access k
erbs should be used wher
e
v
er possible. Alternativ
el
y
,
a ph
ysical f
eatur
e to contr
ol k
erbside parking o
v
er a longer length will allo
w a bus to mo
v
e par
tl
y off the running lane and stop close to the k
erbside
,
off
ering some oppor
tunity f
or other v
ehicles to o
v
er
tak
e. 7.23
Bus Boar
ders can be most useful in two main situations: • Wher
e a car
-parking ba
y has been constructed alongside the main car
riage
wa
y. • Wher
e on-str
eet parking pr
e
v
ents access to the k
erb
,
a ph
ysical build out ma
y be r
equir
ed so that the bus can access the k
erbline while still pulling o
v
er fr
om the centr
e line fur
ther than w
ould otherwise be possible. 48
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OPS 7.24 Wher
e car
-parking ba
ys ar
e pr
esent along a r
oute a shor
t build out betw
een car parking spaces will be sufficient to allo
w the bus doorwa
y to stop adjacent to the k
erb
.
A straight k
erb length of 3m - 5m
is r
ecommended (See Photo 7h and Dia
gram 7
i).
Wher
e f
ootwa
y width is v
er
y limited,
and in or
der to accommodate waiting passengers,
a longer build out minim
um 10m - desirable 12m - will permit the installation of a passenger shelter without obstructing the f
ootpath (See Dia
gram 7j). These dimensions ma
y r
equir
e to be extended if front entrance/ centr
e exit buses ar
e r
eintr
oduced in Nor
thern Ir
eland
. Photo 7h – Bus boar
der between park
ed cars
пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅпїЅ
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am 7i – Bus boar
der between park
ed cars 49 B
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OP DESIGN GUIDE
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OPS пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅ пїЅпїЅпїЅ Diagr
am 7j – Bus boarder with shelter 7.25 Alternativ
el
y
,
wher
e on-str
eet parking is restricting bus access, tw
o types of bus boar
der build outs can be considered: • The full width bus boar
der (a
ppr
o
ximatel
y 2m
deep as in Dia
gram 7k and Photo 7l
); and, • The half width bus boar
der (a
ppr
o
ximatel
y 1m
deep as in Dia
gram 7m). пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
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пїЅпїЅ пїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅ
пїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ Diagr
am 7k – Full width bus boarder
50
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OP DESIGN GUIDE 7 FOO
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OPS Photo 7l – Full width bus boarder
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅ пїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅ пїЅпїЅ пїЅпїЅ пїЅпїЅ
пїЅпїЅпїЅпїЅ Diagr
am 7m – Half width bus boarder 7.26 Consideration should be giv
en to the saf
ety implications of constructing a bus boar
der on fr
ee-flo
wing traffic when ther
e is no parking in the vicinity
.
It ma
y be necessar
y to include r
eflectiv
e mark
er bollar
ds in the design of these bus boar
ders.
In general,
such bollar
ds ar
e r
ecommended wher
e the bus boar
der pr
ojects mor
e than 1m into the car
riage
wa
y
.
Reflectorised bollar
ds should be 1.0m
high and incorporate a clear colour contrast with the general en
vir
onment.
�Edge of car
riage
wa
y’ and �hatching’ markings ma
y also enhance saf
ety. 51
B
US ST
OP DESIGN GUIDE
7 FOO
TW
A
Y INFRASTR
UCTURE F
O
R B
US ST
OPS Photo 7n – Alternative bus boarder
52
B
US ST
OP DESIGN GUIDE 8. C
ARRIA
GEW
A
Y INFRASTR
UCTURE FOR BUS ST
OPS 8.1 In this section,
geometrics ar
e based on the 12m Eur
opean standar
d length bus which is widel
y used thr
oughout Nor
thern Ir
eland.
Regar
d has been paid to the incr
easing pr
esence of lo
w floor buses,
which b
y cur
r
ent planning will ultimatel
y become the standar
d v
ehicle f
or urban ar
eas.
Ho
w
e
v
er
,
it is also necessar
y to ha
v
e r
egar
d to the r
equir
ements f
or Eur
opean style 18m long ar
ticulated buses,
which ar
e alr
eady in use on a limited n
umber of urban and interurban r
outes in Nor
thern Ireland. 8.2 Although cur
r
ent buses in Nor
thern Ir
eland ar
e standar
dised on a combined entrance/exit doorwa
y at the fr
ont of the v
ehicle, the standar
d in Eur
ope includes a centrall
y placed exit doorwa
y and this f
eatur
e ma
y need to be tak
en into account in the futur
e. 8.3 It is ackno
wledged that in urban ar
eas the k
erbside m
ust cater f
or pedestrian cr
ossings,
ser
vice v
ehicles and shor
t term parking as w
ell as bus stops and that junction a
ppr
oaches m
ust also be pr
otected to saf
eguar
d sightlines.
Ther
ef
or
e k
erbside space is at a pr
emium and it is impor
tant that the k
erbside space r
equir
ements f
or bus operation should be k
ept to a minim
um consistent with the achie
v
ement of r
eliable and consistent access to bus transport. 8.4 V
er
y often,
the bus is ph
ysicall
y unable to access the k
erb, sometimes because of infrastructur
e design such as car
-parking ba
ys,
and due to park
ed v
ehicles encr
oaching upon the bus stop ar
ea (See Photo 8a). 53
B
US ST
OP DESIGN GUIDE
8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS Photo 8a – P
ark
ed vehicles obstructing bus stop 8.5 Difficulties due to inconsiderate parking ha
v
e often made it impossible f
or buses to a
ppr
oach the k
erb side and bus driv
ers ha
v
e o
v
er man
y y
ears,
been accustomed to ha
ving to stop w
ell out into the car
riage
wa
y to set down or pick up passengers. 8.6 In ad
dition to the ph
ysical measur
es r
equir
ed to o
v
er
come the underl
ying pr
oblem,
ther
e is also a major training and attitudinal task r
equir
ed to ensur
e that bus driv
ers ar
e con
vinced of the justification f
or taking the tr
ouble to ensur
e g
ood bus to k
erb alignment. NO
TE ON TERMINOLOGY 8
.7 Ther
e is some disparity betw
een the terminolog
y used in Nor
thern Ir
eland and that used in other regions of the UK. F
or example
,
�Bus Ba
y’ is used in Nor
thern Ir
eland to denote the r
ectangular car
riage
wa
y markings alongside a con
v
entional k
erbside bus stop
.
Else
wher
e
,
the same term can r
ef
er to a bus stop set into a r
ecessed k
erbing.
This is usuall
y kno
wn as a �bus la
y-b
y’ in Nor
thern Ireland. 54
B
US ST
OP DESIGN GUIDE 8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS 8.8 T
o a
v
oid ambiguity
,
this guide has used the Nor
thern Ir
eland meanings i.e
. – • �La
y-b
y’
- r
ef
ers to a r
ecessed k
erb la
yout; • �Bus Ba
y’ - r
ef
ers to car
riage
wa
y marking in fr
ont of con
v
entional kerblines. • Doub
le bus ba
ys
should ha
v
e a full length of 23m
– i.e.; 10m
prior to entr
y ta
per and 5m
after the exit ta
per should be k
ept fr
ee fr
om parked cars. NO
TES ON CARRIA
GEW
A
Y MARKING 8.9 The standar
d �Bus Stop’ car
riage
wa
y marking comprises of a r
ectangular bo
x parallel to the k
erbside and contains the w
or
ds “B
US ST
OP
.
” The T
raffic Signs Regulations (Nor
thern Ir
eland),
1997
10
,
permit this marking to be laid in y
ello
w
.
This marking is suppor
ted b
y a 24-hour parking ban,
(See Dia
gram 8
b
).
A cor
r
esponding marking exists f
or bus stops located in a la
y-b
y
,
(See Dia
gram 8
c). пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ Diagr
am 8b – Bus bay carr
iag
e
way markings 10
T
raffic Sign Regulations (Nor
thern Ir
eland), 1997 55
B
US ST
OP DESIGN GUIDE
8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ Diagr
am 8c – Carr
iag
e
w
ay markings f
or standard bus bay 8.10 The Regulations also allo
w f
or an ad
ditional f
orm of car
riage
wa
y marking with a single br
oad y
ello
w line a
pplied alongside the k
erb
.
This is sho
wn in Dia
grams 8
d
(straight k
erb) and 8
e
(la
y
-
b
y).
The legislation f
or this marking pr
o
vides a ban on parking within the mark
ed length f
or a specific period less than 24 hours
.
Each a
pplication r
equir
es individual adv
er
tisement pr
o
viding an oppor
tunity f
or objection.
Ther
e is a legislativ
e r
equir
ement to sign the pr
ohibitions f
or the ad
ditional y
ello
w k
erbline
.
These lines off
er enhanced pr
ominence and visibility
.
It is generall
y consider
ed that a blank
et 24-hour
ban on parking is not r
equir
ed,
and onl
y leads to non-compliance
,
thus bringing the system into disr
epute
.
This alternativ
e f
orm of marking will allo
w the pr
ohibition to be mor
e targeted and ther
ef
or
e mor
e enf
or
ceable. 56
B
US ST
OP DESIGN GUIDE 8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ Diagr
am 8d - Marking f
or str
aight kerb
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ Diagr
am 8e – Marking f
or lay-by
8.11 It should be noted that the modified bus la
y-b
y de
v
eloped b
y London (See Dia
gram 8
j
) includes a modified f
orm of their car
riage
wa
y marking in which the br
ok
en line is offset b
y 0.5m into the running lane
.
Use of this technique in N.I.
will r
equir
e authorisation or an amendment to the Traffic Sign Regulations. 57
B
US ST
OP DESIGN GUIDE
8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS 8
.12 Wher
e parking infringement into the bus ba
y is contin
uall
y f
ound to be a pr
oblem,
consideration should be giv
en to mo
ving the stop to an alternativ
e location,
which ma
y o
v
er
come the pr
oblem.
Wher
e parking is f
ound to obstruct the bus access into the ba
y a range of alternativ
e tr
eatments that economise on k
erbspace ar
e detailed in paragra
ph 8.
24. CARRIA
GEW
AY COLOURING 8.13 Consideration should be giv
en to a
ppl
ying a contrasting surface colour within bus stop ar
eas at selected stops wher
e the le
v
el of parking infringement within the bus ba
y has pr
o
v
ed to be a par
ticular pr
oblem.
The most suitable and r
eadil
y a
vailable colour is r
ed.
Durability
,
colourfastness and skid r
esistance of selected materials m
ust be ensur
ed.
The r
ecommendation f
or Nor
thern Ir
eland is that the full width of the bus ba
y
,
within the pr
escribed car
riage
wa
y marking,
is tr
eated (
See Photo 8
f
).
As with the bus ba
y
,
enf
or
cement is necessar
y to ensur
e that the colour
ed markings do not fall into disr
epute. Photo 8f – T
ypical NI carr
iag
e
way markings
58
B
US ST
OP DESIGN GUIDE 8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS B
US LA
Y
-BYS 8.14 Bus la
y-b
ys can pr
esent inbuilt pr
oblems for buses in that: • Man
y existing la
y-b
ys ar
e built to dimensions that do not allo
w buses to stop close to the k
erbside and do not accommodate all modern bus types; • Bus driv
ers experience dela
ys r
ejoining the traffic str
eam fr
om the la
y-b
y and can be r
eluctant to mak
e pr
oper use of them; and, • The
y ar
e often used b
y motorists seeking a parking space, ther
eb
y frustrating pr
oper use by buses. 8.15 F
or these r
easons bus la
y-b
ys ar
e generall
y not r
ecommended f
or typical urban str
eets with a 30mph (or less) speed limit. Diff
er
ent considerations a
ppl
y to trunk r
oads and rural ar
eas wher
e higher traffic speed mak
es it desirable to mo
v
e the bus out of the main traffic str
eam in the inter
ests of r
oad saf
ety. Bus la
y-b
ys ma
y also be justified at stops wher
e buses ma
y be stationar
y f
or longer than usual,
such as terminal points f
or the bus ser
vice or f
or specific journe
ys e
.g.
r
outes accommodating schools. 8.16 Wher
e pr
oblems ha
v
e been experienced such as those described in point 8.13
or wher
e other saf
ety issues arise
,
consideration should be giv
en to ha
ving the la
y-b
y r
emo
v
ed or r
emodelled to upgraded dimensions as funding becomes a
vailable. 59
B
US ST
OP DESIGN GUIDE
8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS 8.17 Due to higher entr
y speeds,
mor
e clear space f
or lateral mo
v
ement is r
equir
ed on the a
ppr
oach to a bus stop than on the depar
tur
e side
.
These r
equir
ements a
ppl
y equall
y whether the lateral mo
v
ement of the bus is due to entering a bus ba
y or accessing a stop betw
een park
ed cars.
T
ypical entr
y ta
pers ar
e in the or
der of 1 in 5
,
and exit ta
pers in the or
der of 1 in 4. 8.18 The standar
d dimensions f
or bus la
y-b
ys ar
e sho
wn in Dia
gram 8
g
.
Wher
e k
erbside length is constrained,
an alternativ
e la
y
out is giv
en in Dia
gram 8
h
.
Ho
w
e
v
er
,
this la
y
out r
equir
es substantiall
y mor
e v
erge/f
ootwa
y depth to pr
o
vide and is onl
y designed to accommodate buses up to a maxim
um length of 11m
wher
eas modern buses ha
v
e a maxim
um permissible length of 12m. пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅ пїЅпїЅпїЅ Diagr
am 8g – Standar
d layout of bus lay-by
пїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅ
пїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅ пїЅ пїЅпїЅ пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ Diagr
am 8h– Saw tooth bus lay-by
60
61 8
.19 Dia
gram 8
j
sho
ws a modification to a standar
d bus ba
y which r
educes the amount of f
ootwa
y/v
erge r
equir
ed b
y allo
wing the mark
ed ba
y to encr
oach into the car
riage
wa
y
.
This extension to the length of the parallel k
erbface pr
o
vides a beneficial incr
ease in the stopping ar
ea and helps the driv
er to pr
operl
y align the bus.
Designers will need to consider the implications of a stopped bus encr
oaching into the inside lane of the car
riage
wa
y. Photo 8k - T
ypical lay-b
y – Toome Bypass B
US ST
OP DESIGN GUIDE 8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅ
пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ Diagr
am 8j – Modified layout B
US ST
OP DESIGN GUIDE
8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS 8
.20 Other lo
w cost options such as half width la
y-b
ys can be consider
ed wher
e site conditions demand.
Dimensions can be f
ound in the London Pub
lication
11
.
These designs should a
lso be consider
ed as modifications wher
e ther
e ar
e pr
oblems with bus access or egr
ess at existing la
y-b
ys and car
riage
wa
y conditions allo
w f
or a half width la
y-b
y. 8.21 T
A 69/96 – �The Location and La
y
out of La
y-b
ys’ fr
om the Design Man
ual f
or Roads and Bridg
es
1
2
,
giv
es details f
or the pr
o
vision of bus la
y-b
ys on r
oads wher
e traffic speeds ar
e high.
Figur
e 1a – Geometric La
y
out of La
y-b
ys (r
e-pr
oduced belo
w as Dia
gram 8
l
) sho
ws the r
equir
ed la
y
out of a bus la
y-b
y on a dual car
riage
wa
y. пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ пїЅ
пїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅ пїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅ
пїЅпїЅ пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ пїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ Diagr
am 8l – T
ypical bus stop layout dimensions f
or high-speed road B
US BA
YS 8.22 The permitted width of a bus ba
y is п¬Ѓx
ed at 3.0m
.
The permitted length will var
y accor
ding to the specific r
equir
ements f
ound at the pr
oposed bus stop site. 1
1
Guidelines f
or the design of bus ba
ys and bus stops to accommodate the Eur
opean standard bus, The London Bus Priority Network 12
Design Man
ual for Roads and Bridges 62
B
US ST
OP DESIGN GUIDE 8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS 8.23 The minim
um permitted length of a bus ba
y should be 19m (see Dia
gram 8
m
).
Ho
w
e
v
er
,
this should only be used: •
Wher
e no parking is allo
w
ed on either side of the road; • On an all day bus lane; • On local distributor r
oads in ne
w de
v
elopments wher
e parking is unlik
el
y;
or, • Wher
e the stop is deemed to be lo
w-usage. пїЅ
пїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅ пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅ
пїЅ
пїЅпїЅ
пїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ
пїЅ пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅ
пїЅ
пїЅ пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅ пїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅ пїЅпїЅ пїЅ
пїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅпїЅ
пїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅ пїЅпїЅпїЅ Diagr
am 8m – Lo
w-usag
e kerbside bus stop 8.24 In a mid-block situation,
that is a
wa
y fr
om junctions and traffic signals,
and wher
e parking is permitted,
the minim
um r
equir
ement f
or the length of a bus ba
y is 37m
which comprises of 13m
clearance f
or entr
y
,
15m f
or stopping and 9m
f
or exit (see Dia
gram 8
n). 63
B
US ST
OP DESIGN GUIDE
8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS 8.25 The length of k
erb r
eser
vation r
equir
ed ma
y be r
educed by placing the bus stop close to a junction (See Dia
gram 8
o),
ther
eb
y using the width of the junction to k
eep the entr
y clear.
Similarl
y
,
a bus stop immediatel
y f
ollo
wing a pedestrian crossing,
will allo
w the �zigzag’ marking to k
eep the entry clear (See Dia
gram 8
p).
пїЅ
пїЅ
пїЅпїЅ
пїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅ пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅ
пїЅ
пїЅ пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅ пїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅ пїЅ
пїЅпїЅ
пїЅ
пїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅ
пїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅпїЅ
пїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅпїЅ
пїЅпїЅ пїЅ
пїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅпїЅ
пїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅ пїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅ пїЅ
пїЅпїЅ
пїЅ
пїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅ пїЅпїЅпїЅ пїЅпїЅ
пїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅ
пїЅ
пїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅ
пїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ Diagr
am 8n – Standar
d mid-bloc
k kerbside bus stop
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ Diagr
am 8o– Kerbside stop on exit side of junction
64
B
US ST
OP DESIGN GUIDE 8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ пїЅпїЅпїЅпїЅ Diagr
am 8p– K
erbside stop on exit of pedestr
ian crossing 8.26 A combination ar
rangement will be a
ppr
opriate wher
e the ba
y is extended f
or use f
or other purposes e
.g.
as a parking ba
y or left turning lane (See Dia
gram 8
q). пїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅ
пїЅпїЅ пїЅпїЅ
пїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅ
пїЅпїЅ пїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅ пїЅ
пїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅ
�� Diagram 8q – Combination bus bay 8.27 A variation of this concept will allo
w one bus stop to be located in a la
y-b
y
,
while another can mak
e eff
ectiv
e use of the build out that exists.
The stop in the la
y-b
y ma
y be used f
or urban-
type ser
vices,
f
or setting do
wn and picking up
,
while the stop on the build-out might be r
eser
v
ed f
or expr
ess or longer distance ser
vices.
In this wa
y
,
minim
um disruption is caused to traffic flo
w, (See Dia
gram 8
r
).
This design ma
y be par
ticularl
y a
ppr
opriate wher
e the running lane is a peak hour bus lane. 65
B
US ST
OP DESIGN GUIDE
8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS пїЅ
пїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅ пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅ
пїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅ пїЅпїЅпїЅпїЅпїЅ
�� �������� Diagram 8r – Extended markings 8.28 Wher
e a bus stop is pr
o
vided on a major r
oad constructed with har
d shoulders,
bus ba
ys should be laid on the har
d shoulder, r
eplicating in marking material the sha
pe and dimensions of a bus stop la
y-b
y
.
Ad
ded emphasis can be made b
y hatching the shoulder at the entr
y and exit ta
pers (See Dia
gram 8
s). пїЅ
пїЅпїЅ
пїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅ пїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅ
пїЅ пїЅпїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅ
пїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅ пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅ пїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅ Diagr
am 8s - Bus bay on hard shoulder 8.29 Pr
o
vision of a bus ba
y with the car
riage
wa
y markings specified abo
v
e mak
es it an off
ence f
or an
y other v
ehicle to stop within the mark
ed ar
ea.
It should be emphasised to enf
or
cement agencies that this is f
or saf
ety and con
v
enience of passengers and no exceptions (e
.g.
f
or g
oods v
ehicles) are permitted. 66
B
US ST
OP DESIGN GUIDE 8. CARRIA
GEW
A
Y INFRASTR
UCTURE FOR B
US ST
OPS 8.30 Wher
e tw
o or mor
e bus stops ar
e pr
o
vided in adjacent positions to allo
w segr
egation of boar
ding f
or buses on diff
er
ent ser
vices or r
outes the car
riage
wa
y markings ma
y be extended in length.
Sufficient space m
ust be allo
w
ed f
or the entr
y and exit of successiv
e buses (See Dia
gram 8
t
).
The k
erbside line, if a
ppr
opriate
,
should be extended betw
een the stops and ad
ditional hatching ma
y also be ad
ded to define the entr
y/exit length. Diagr
am 8t – Extended markings f
or double bus stop пїЅ
пїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅ
пїЅпїЅпїЅпїЅ
пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅ
пїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ
пїЅпїЅпїЅ
пїЅ пїЅ
пїЅ
пїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅ пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅ
пїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅ
пїЅпїЅ
пїЅпїЅпїЅпїЅпїЅпїЅпїЅпїЅ пїЅпїЅ пїЅпїЅпїЅ 8.31 It ma
y be that,
subject to adequate enf
or
cement,
in the long term e
v
er
y bus stop should be pr
otected b
y car
riage
wa
y markings pr
ohibiting stopping b
y other v
ehicles.
In the shor
t term,
priority should be giv
en to bus stops which ar
e fr
equentl
y obstructed,
such as locations with commer
cial fr
ontages,
cer
tain r
esidential ar
eas with r
estricted off str
eet parking and locations ar
ound the cir
cumf
er
ence of parking contr
ol zones.
It m
ust be a consideration in locating such markings that enf
or
cement is necessar
y
,
as experience has sho
wn that a lack of enf
or
cement can bring all such bus ba
ys into disr
epute. 67
B
US ST
OP DESIGN GUIDE
9
. SUMMAR
Y OF DIMENSIONS B
US ST
OP W
ALKING DISTANCES
Maxim
um distance to stop (3.6) 400m* A
v
erage walking distance fr
om majority of dw
ellings (3,6) 200m* Maxim
um distance f
or elderl
y and mobility impair
ed (3.6) 100m* *
= With gradients – r
educe distances b
y 10m f
or e
v
ery 1m rise or fall B
US ST
OP SP
ACING General spacing betw
een stops (3.10) 250 – 300m B
US ST
OP SEP
ARATION Minim
um separation betw
een opposite stops (tail to tail distance) 36m (3.17) B
US STOP SIGNS Minim
um height to bottom of sign (4.5) 2.5m Minim
um sign width (4.5) 450mm Minim
um sign height (4.5) 620mm Maxim
um sign height (4.5) 780mm Minim
um ar
ea of sign that r
equir
es T
AS check (4.5) 0.3m
2 DISPLA
Y PANELS Distance abo
v
e gr
ound le
v
el (5.3) Between 0.9 and 1.8m
Maxim
um height abo
v
e gr
ound le
v
el (5.3) 1.9m (1.7m a
verage)
SHELTERS Minim
um width of f
ootway past shelter (6.9) 1.8m Minim
um clearance betw
een shelter and k
erb (6.9) 0.5m Depth of tonall
y contrasting visibility band (6.10) 140 - 160mm 68
B
US ST
OP DESIGN GUIDE 9
. SUMMAR
Y OF DIMENSIONS Height of contrasting band abo
v
e gr
ound le
v
el (6.10) 1.5m
Minim
um dimensions f
or cantile
v
er style shelter (6.17) 1.5 x 4.0m
Minim
um dimensions for enclosed shelter (6.17) 2.0 x 4.0m Height of �per
ch’ rail abo
v
e gr
ound le
v
el (6.24) 700mm Height of seats abo
v
e gr
ound le
v
el (6.24) 450mm Height of arm r
ests abo
v
e seat le
v
el (6.24) 200mm FOO
TW
A
Y
S AND HARD STANDINGS Standar
d k
erb height (7.7) 125mm Easy access k
erb height (7.12) 160mm Length of easy access k
erbing at lightl
y used stops (7.14) 4m Length of easy access k
erbing at standar
d single stop (7.14) 8m Length of easy access k
erbing at double stop (7.14) 16m Length of easy access k
erbing at double stop used b
y ar
ticulated buses (7.14) 28m B
US BOARDERS Minim
um length of boar
der (7.24) 3 - 5m Minim
um length of boar
der wher
e f
ootway width is limited (7.24) 10m Desirable length of boar
der wher
e f
ootwa
y is limited (7.24) 12m Width of full width boar
der (7.25) 2m Width of half width boar
der (7.25) 1m Height of r
eflectorised bollar
ds (7.26) 1m Note - The п¬Ѓgur
es in brack
ets r
ef
er to the r
ele
vant paragra
ph numbers 69
B
US ST
OP DESIGN GUIDE
APPE
NDIX 1 – 9
. SUMMAR
Y OF DIMENSIONS B
US LA
Y
-BYS Entr
y ta
per to la
y-b
y (8.17) 1 in 5 Exit ta
per fr
om la
y-b
y (8.17) 1 in 4 Ov
erall length of standar
d bus la
y-b
y (8.18) 53m Length of entr
y ta
per to standar
d bus la
y-b
y (8.18) 20m Length of exit ta
per fr
om standar
d bus la
y-b
y (8.18) 15m B
US BA
YS P
ermitted width (8.22) 3m Minim
um permitted length (8.23) 19m Length of standar
d �mid-block’ bus ba
y (8.24) 37m Length of bus ba
y on exit side of junction (8.25) 23m Minim
um distance betw
een bus ba
y and junction (8.25) 15m Length of bus ba
y on exit side of pedestrian cr
ossing (8.25) 23m Length of bus ba
y f
or double bus stop (8.30) 65m 70
B
US ST
OP DESIGN GUIDE APPENDIX 1 A DOCUMENT OF PLANNING PRINCIPLES WITH REGARD T
O THE ERECTION OF NEW AND REPLA
CEMENT B
US SHELTERS
PRODUCED BY THE PLANNING SER
VICE (DOE) IN ASSOCIA
TION WITH R
O
ADS SERVICE (DRD) DECEMBER 2001 71
B
US ST
OP DESIGN GUIDE
APPENDIX 1 Er
ection of Ne
w and Replacement Bus Shelters: Planning Principles 1.0 INTR
ODUCTION 1.1 The Depar
tment r
ecognises the valuable contribution bus shelters can mak
e to the comf
or
t of people who tra
v
el b
y public transport. This issue has become mor
e cur
r
ent as the Depar
tment f
or Regional De
v
elopment (DRD) r
olls out a pr
ogramme of Quality Bus Cor
ridors f
or the Gr
eater Belfast Area. 1.2 While the benefits of passenger comf
or
t and sustainable transpor
t ar
e r
ecognised,
it is ackno
wledged that in cer
tain locations bus shelters can detract fr
om the quality of the to
wnsca
pe or the a
ppearance of quality buildings,
par
ticularl
y in conser
vation areas. 1.3 In ad
dition,
the
y can also become places wher
e people congr
egate and ma
y lead to a loss of r
esidential amenity 1.4 This note sets out the policies and considerations that will be tak
en into consideration in the submission and determination of a
pplications for bus shelters. 1.5 The general a
ppr
oach adopted will be that bus shelters,
with our without associated adv
ertising, will not normall
y be pr
oposed b
y DRD or their agents unless it is consider
ed that the
y will ser
v
e a beneficial purpose to the public at large. 2.0 GUID
ANCE
2.1 Amenity 2.2 Due to the potential f
or disturbance and loss of r
esidential amenity
,
a
pplications f
or shelters,
which ar
e located in close pr
o
ximity to r
esidential pr
oper
ties,
will be consider
ed in r
elation to the impact on those pr
operties. As far as possible within technical constraints,
the positioning of ne
w shelters will tak
e account of the boundar
y tr
eatment at adjoining pr
emises to reduce the potential impact. 2.3 Shelters will not normall
y be acceptable when positioned either outside listed buildings or in situations wher
e the
y w
ould seriousl
y detract from the setting of such a building. 2.4 Within Conser
vation Ar
eas,
shelters incorporating adv
er
tising will normall
y be seen as an undesirable f
orm of de
v
elopment and will not ther
ef
or
e usuall
y be acceptable. The exception to this will be within the City Centr
e wher
e ther
e is alr
eady a cer
tain le
v
el of str
eet furnitur
e and wher
e ther
e is a need to facilitate the public. Within the City Centr
e Conser
vation Ar
ea,
ho
w
e
v
er, the Depar
tment will r
equire bus shelters to be of high quality in design and п¬Ѓnishes. 72
B
US ST
OP DESIGN GUIDE APPENDIX 1 2.5 T
raffic Saf
ety 2.6 In those situations wher
e a shelter is associated with the pr
o
vision of a ne
w bus stop
,
a consideration will be the location of the bus stop in r
elation to the pr
oximity of the junctions, disruption of traffic flo
ws and pedestrian flows. 2.7 Wher
e a shelter is associated with an existing bus stop
,
planning permission normall
y be granted pr
o
vided normal technical and en
vironmental considerations can be met. This will include: • The shelter should not r
estrict visibility fr
om road junctions or private accesses. • Rainwater fr
om the shelter should not discharge onto private pr
oper
ty. • No par
t of the shelter should normall
y be less than 0.5 metr
es fr
om the edge of the car
riage
wa
y unless otherwise una
voidable to meet built heritage considerations. 2.8 Wher
e an adv
er
tising panel is associated with a shelter consent to displa
y the adv
er
tisement will not normall
y be granted in situations wher
e it is judged that it w
ould r
esult in distraction to motorists at a junction,
r
oundabout,
or pelican crossing. 2.9 Illuminated adv
er
tising panels will not normall
y be permitted in situations wher
e the
y w
ould cause confusion to driv
ers or distract their attention fr
om road signs or traffic signs. 73
B
US ST
OP DESIGN GUIDE
REFERENC
ES:
REFERENCES A Document of Planning Principles With Regar
d to the Er
ection of Ne
w and Replacement Bus Shelters. 1 Bus Stops - A Design Guide f
or Impr
o
v
ed Quality
,
T
ranslink and Roads Ser
vice
, October 1997. 2 The Regional T
ranspor
tation Strateg
y f
or Nor
thern Ir
eland 2002-2012,
Depar
tment f
or Regional De
v
elopment,
J
uly 2002. http://www
.drdni.gov
.uk/rts/pdf_п¬Ѓ
les/п¬Ѓnal_pdfs/RTS_main_doc.pdf 3 The Regional De
v
elopment Strateg
y f
or Nor
thern Ir
eland 2005 (Sha
ping our Futur
e),
Depar
tment f
or Regional De
velopment, September 2001. http://www
.drdni.gov.uk/shapingourfuture/regional_dev/foreword/foreword.htm 4 An Accessible T
ranspor
t Strateg
y f
or Nor
thern Ireland, Depar
tment f
or Regional De
v
elopment,
23 April 2005. 5 Public Ser
vice V
ehicles Accessibility Regulations (NI) 2003, HMSO
,
30 April 2003. 6 Cr
eating Places – Achie
ving Quality in Residential De
velopments, DOE Planning Ser
vice and DRD Roads Ser
vice
,
May 2000. http://www
.planningni.gov.uk/AreaPlans_Policy/DesignGuides/Creating_Places/CreatingPlaces.pdf 7 W
orbo
ys’ Committee Report (1963). 74
B
US ST
OP DESIGN GUIDE REFERENCES 8 Inclusiv
e Mobility
,
A Guide to Best Practice on Access to P
edestrian and T
ranspor
t Infrastructur
e
,
Depar
tment f
or T
ranspor
t, September 2002. 9 A Document of Planning Principles With Regar
d to the Er
ection of Ne
w and Replacement Bus Shelters,
DOE Planning Ser
vice in Association with DRD Roads Ser
vice
, December 2001. 10 T
raffic Signs Regulations (Nor
thern Ir
eland), 1997. 11 Guidelines f
or the design of bus bays and bus stops to accommodate the Eur
opean standar
d bus,
The London Bus Priority Network. 12 Design Man
ual f
or Roads and Bridges. 75
B
US STOP DESIGN GUIDE
76
Published jointly by: Roads Ser
vice and T
ranslink Enquiries to: Roads Ser
vice, T
ranspor
tation Unit, Clarence Cour
t, 10-18 Adelaide Street, Belfast BT2 8GB T
elephone: 028 9054 0540 Fax: 028 9054 0111 e-mail: r
oads.transpor
tation@drdni.gov
.uk 
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