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www.arta.co.nz
Bus Stop Infrastructure Design Guidelines
May 2009
Published in May 2009 by:The Auckland Regional Transport AuthorityPrivate Bag 92 236Auckland, New Zealand
This document is available on the ARTA website: www.arta.co.nz
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contentsAcknowledgements ......................................................................................................... ii
Foreword .......................................................................................................................... iii
1. IntroductIon .............................................................................................................. 1
2. ProvIdIng An AccessIble bus network .................................................................. 7
3. bus stoP locAtIon, sPAcIng And cAPAcIty .......................................................... 10
4. bus stoP tyPes And level oF InFrAstructure ProvIsIon .................................. 19
5. bus stoP lAyouts ..................................................................................................... 35
6. kerb ProFIle .............................................................................................................. 44
7. other FActors to consIder ................................................................................... 47
reFerences ........................................................................................................................ 49
AbbrevIAtIons And glossAry ....................................................................................... 50
APPendIces
APPendIx A: ProPosed Qtn routes .............................................................................. 52
APPendIx b: cAse studIes From london on the eFFects oF removIng
bus bAys And IntroducIng bus boArders .............................................53
APPendIx c: cAse studIes From PortlAnd And seAttle, usA .................................. 55
APPendIx d: bus stoP checklIst .................................................................................... 56
APPendIx e: IndIcAtIve cost oF some bus stoP Items (As At 10/2008) .................... 60
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AcKnoWLeDGeMentsARTA would like to thank the following for their assistance and feedback in the preparation and development of the regional Bus Stop Infrastructure
Design Guidelines.
Name Organisation
Vadi Vencatachellum
Mitch Tse
Paul Edmonds
Alec Young
Auckland City Council
Bill Drager
Chris Harris
Vukasin Sibinovski
Julie Wood
North Shore City Council
Darren Davis
Jane Harris
Waitakere City Council
Steve Wrenn
Kit O’Halloren
Martine Abel
Manukau City Council
Nicola Mochrie
Robert McSpadden
Papakura District Council
Ahmed Khaled
Gareth Hughes
Bill Horne
Rodney District Council
Dawn Inglis Franklin District Council
Tim Hughes
Mieszko Iwaskow
New Zealand Transport Agency (NZTA)
Paul Asquith New Zealand Bus and Coach Association
Garth Stewart NZ Bus
Andrew Ritchie
Stephen Healiss
Ritchies Transport Holdings
John Brown Birkenhead Transport
Dave Bayes Bayes Coachlines Ltd
Wendy Bremner Age Concern Counties Manukau Inc
Karen Plimmer Association of Blind Citizens of NZ
ARTA Project Managers Edwin Swaris
Andy Maule
Main author Renata Smit, SKM
Urban design input and producer of Figures 2.1, 3.1 and
4.1 to 4.10
Sara Zwart, Jasmax
ARTA Bus Stop Infrastructure Design Guidelines (2009)
Produced by SKM, in partnership with Jasmax
iii
FoReWoRDThe production of ARTA’s 10-year Passenger Transport Network Plan (PTNP) in 2006 has provided greater impetus to provide a high-quality
passenger transport network within the Auckland region. The plan outlines a target to increase passenger transport patronage in the Auckland
region from around 50 million trips a year to over 100 million trips a year by 2016.
The vast majority of these trips will need to be provided for by bus services, as buses are the main form of passenger transport in Auckland –
currently accounting for almost 80% of all passenger transport trips in the region – and will continue to be the key mode given that the opportunity
for rail expansion is limited to just a few corridors.
As buses are a key form of passenger transport in the region, bus stops and bus stop infrastructure will be the first point of contact for the public,
the effective shop window for Auckland’s regional passenger transport network.
Historically, a lack of regional co-ordination has resulted in inconsistencies in bus stop layout and provision across the region. This lack of consistency
and the often poor bus stop infrastructure design impacts not only on the customer’s perceptions, experiences and views of the passenger
transport network, but importantly on the operational effectiveness of the actual bus stops and therefore on the ability of bus operators to operate
efficient and reliable services.
The implementation of the guidelines will address this, by outlining best practice design principles for bus stop infrastructure, which consider a
holistic journey approach so that issues of access, mobility and safety are all considered.
The ultimate, overarching aim of these guidelines is to ensure that all bus stops in the region are accessible and to provide Aucklanders, regardless
of their level of mobility, with a real passenger transport alternative to the private car. Although already practised by many other similar cities
around the world, some key areas recommended by the guidelines will be ‘step changes’ for Auckland, such as:
Outlining a minimum (and raised) level of provision for a bus stop. >
Preference to avoid an indented bus bay layout unless justified on compelling safety or operational reasons. >
Recommendations to infill existing indented bus bays where possible. >
Recommendations for longer bus stop lengths than have traditionally been provided in Auckland to-date. >
Use of raised kerbs and ‘special kerbs’ (e.g. Kassel Kerbs) at bus stops to ease passenger boarding and alighting. >
Use of tactile ground surface indicators (TGSIs) to aid visually impaired users. >
ARTA also recognises that the implementation of the step changes outlined in these guidelines will have cost implications and that a clear way
forward on this still needs to be discussed between the various stakeholders. It is understood that the use of trials and pilots to successfully
demonstrate the benefits of the concepts outlined in the guide will be vital to ensuring its future implementation.
ARTA is looking forward to working in partnership with its stakeholders to build a bus network that not only meets the basic needs of Aucklanders,
but exceeds their expectations. Bus infrastructure is a key component in making this a reality, and is at the heart of delivering an effective, efficient
and accessible bus network.
This is the first regional guidance produced on bus stops in Auckland and in New Zealand, and I urge you to join me in its introduction.
Fergus Gammie
Chief Executive
ARTA
1
For the majority of Aucklanders the first impression of the passenger transport network in the region is at the bus stop. It is therefore important
that bus stops are designed well so that they present an attractive ‘shop window’ to users. Bus stops also need to be designed well so that they
meet the requirements of all users (see Box 1).
A well designed bus stop will:
Be fully accessible. This means step and gap free access to buses at the bus stop itself and accessible and safe walking routes to and from the >
bus stop.
Have a consistency in design and provision, making it easy to identify, safe, comfortable, attractive and easy to use. >
Help reduce bus travel times and improve reliability by providing optimal operational solutions. >
Provide sufficient information on bus services and (where applicable) other public transport services available from the stop. >
Make a positive contribution to the community streetscape. >
Be designed to take other road users into consideration, e.g. the through movement of pedestrians. >
The purpose of these guidelines is to assist practitioners in the development of bus stops that meet the above objectives.
These guidelines outline best practice planning and design principles for optimal bus stop design. They provide a framework for promoting
consistency in design and in the provision of bus stop amenities. Adhering to these will improve the visibility of stops, making them easier to
identify, and better suited for their use, location and potential for attracting users.
Ultimately, the over-arching aim of these guidelines is to ensure that bus stops contribute towards the provision of a high-quality, attractive and
accessible bus passenger transport system so that Aucklanders genuinely feel that they have a real passenger transport alternative to the private
car. A well designed bus stop will help to achieve this.
1.1 terms of reference
The guidelines are intended for bus stops located on the proposed Quality Transit Network (QTN) and Local Connector Network (LCN) routes, as
defined in the Regional Passenger Transport Network Plan (2006–2016) and summarised in Table 1. The proposed QTN routes are shown in Figure
1 on page 3 and in greater detail in Appendix A.
These guidelines do not cover the following:
Branding or marketing strategy or material for bus stops. >
Street furniture specifications (recommendations made are on design principles, etc). >
Major transport interchanges located on the QTN or LCN routes, e.g. Onehunga Bus Interchange facilities. >
Specific design treatment of cycle lanes at bus stops. >
It is ARTA’s intention that the above will be addressed in future documents, to be produced in partnership with other key stakeholders.
1. IntRoDUctIon
2
box 1 – various road user requirements from bus stops
People that use buses People of all ages, backgrounds and physical abilities need to feel that it is easy and comfortable to use >
buses, specifically they need to:
Be able to get to bus stops, as well as board and alight bus vehicles, in a safe and convenient manner. >
Know what types of bus services serve the stop and how frequently. >
Feel comfortable and safe whilst waiting for a bus to arrive. >
Be able to see the bus approaching. >
bus drivers/operators Need to be able to pull into and exit bus stops safely and efficiently. >
Need to be able to pull into bus stops at the correct angle so that they can get as close to the kerb as >
possible to reduce or (ideally) eliminate horizontal kerb-bus step gap.
Need to be able to see waiting passengers for pick-up during the day and night. >
Require that passengers know when buses will arrive/depart from that stop. >
ArtA and tAs Have a duty to ensure equal and inclusive access by all its citizens to the passenger transport system, >
including at and to/from bus stops.
Have aims to significantly increase the number of Aucklanders using passenger transport to move >
around the region.
other motorised road users
(e.g. car drivers, courier
vans)
Need bus stops to be clearly visible on the road to deter/minimise intended/unintended illegal parking. >
Need appropriate bus stop approach and exit tapers to be provided/indicated on the road, so that they >
do not park too close to bus stops and risk their vehicle being accidentally hit by bus vehicles as they
attempt to pull into/out of a bus stop.
other non-motorised road
users (e.g. passing
pedestrians, cyclists)
Need bus stops to be well designed so that they do not block pedestrian paths on footpaths. >
Where bus stops are located on roads with shared on-road cycle lanes, bus stops need to ensure that >
cyclists are able to pass a stationary bus vehicle safely.
Bus stops may provide opportunity for cycle parking. >
table 1 – the Qtn and lcn routes as defined by the PtnP
Quality transit network local connector network
definition Fast, high-frequency and high-quality transit services operating
between key centres and over major corridors, providing extensive
transit priority. In conjunction with the Rapid Transit Network
(RTN) it will facilitate high-speed reliable access around the region
through the integration of radial and cross-town services.
Bus, ferry and train services that provide access to
local centres and connect with the RTN and/or the
QTN. Priority measures will be provided at key
congestion points to improve service reliability.
Function Supplementary high-quality network with connections to >
regional and district centres and employment/activity
centres.
Provides coverage for medium to high-density corridors in >
areas not served by the RTN.
Implemented in medium to high-demand corridors as a >
forerunner to RTN as patronage increases.
Facilitates high-speed, reliable access around the region. >
Generally connects residential areas with their >
local centre.
Provides connections to RTN and/or QTN. >
Emphasises coverage and accessibility from low- >
density areas.
Connects rural towns and settlements. >
Infrastructure Good amenity and information at infrastructure bus stops. Moderate amenity and information at infrastructure
bus stops.
3
Figure 1 – the proposed Qtn network within the Auckland region1
New Lynn
Auckland Airport
Manukau
Papatoetoe
East Tamaki
Auckland CBD
Henderson
Takapuna
Westgate
Kumeu
Hobsonville
Albany
Silverdale
Orewa
Pukekohe
0 4 8 12 162Kilometres
Legend
Existing Rail
Quality Transit Network
Rapid Transit Network
Future Rapid Transit Network
1 Auckland Passenger Transport Network Plan (2006 – 2016), published by ARTA, November 2006.
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1.2 Application
It is intended that these guidelines be used as a central resource which informs and influences bus stop infrastructure planning decisions at
regional, local and site-specific level. It is also intended that these guidelines will help practitioners evaluate existing facilities and should be used
as a design tool when developing new bus stops or upgrading/relocating existing ones.
The level of provision aspired to for bus stops as outlined in these guidelines, particularly as a minimum requirement, should also help to inform,
develop and justify future capital investment programmes.
This guide is a mixture of background information, principles, formal requirements and application advice. Through explanations and diagrams,
this document provides the tools needed to plan bus stops and associated amenities within the Auckland region.
It is not intended that these guidelines be prescriptive as it is recognised that in reality each site will present its own site-specific constraints and
some flexibility and professional judgement will need to be exercised. Nevertheless, there is a strong aspiration to deliver a step-change in bus stop
provision and it is envisaged that the ideal scenarios outlined in these guidelines will be delivered on the ground, as much as is possible.
1.3 context For the guidelines
These guidelines have been developed within the context of the New Zealand Transport Strategy, New Zealand Disability Strategy, the Auckland
Regional Land Transport Strategy, the Regional Passenger Transport Network Plan (2006 – 2016) and the Human Rights Commission Inquiry into
Accessible Public Land Transport (2005) – see Box 2 on page 5.
The key points from these documents to the development of these guidelines are listed below:
strong aspirations to significantly increase passenger transport use in Auckland. > The production of ARTA’s 10-year Passenger Transport
Network Plan (PTNP) in 2006 has provided greater impetus to provide a high-quality passenger transport network within the Auckland region.
The plan outlines a target to increase passenger transport patronage in the Auckland region from the current 50 million trips a year to over
100 million trips a year by 2016. It states that this ambitious target can be achieved through sustained and focused investment in the region’s
passenger transport network.
the need to reduce barriers to mobility in the transport network > . For some disabled passengers, infrastructure problems have been
identified as the most serious impediment to a fully accessible journey, including: the state of footpaths or complete absence of hard area; kerb
heights and kerb cuts – or complete absence of them; safe crossings – or complete absence of them; use of tactile material; and the siting,
design and condition of bus stops.
recognition of the bus stop as the ‘shop window’ to the whole passenger transport network > . The majority of incidents that discourage
the public from using public transport occur at local bus stops, including excessive waiting times due to unreliable services, dangerous road
crossings, lack of shelter and lack of information.
A growing older population > . The older population is expected to double as a proportion of the population within a generation. This group
are major users of off-peak services and are particularly vulnerable to shelter-less bus stops.
Passenger transport services and infrastructure provide the community with basic accessibility > . They are therefore crucial to
communities and must meet the specific mobility needs of people with disabilities.
Aspiration for new Zealand to be a fully inclusive society > . This encompasses accessible public transport and the development of
accessible routes to connect the passenger transport network.
Through their application, the guidelines will ensure that bus stops in the Auckland region help deliver the objectives and aspirations sought within
these key strategies and documents.
In addition to the key issues above, the introduction of low floor buses throughout the Auckland region means that there is real requirement to
match the accessible bus vehicles with accessible bus stop infrastructure. Optimal interface between these vehicles and bus stops is critical to a
seamless accessible journey.
1.4 roles And responsibilities
The provision of bus stops in the Auckland region involves various organisations. A brief summary of these is provided below.
ArtA is the regional transport authority for the Auckland region and is responsible for developing the bus, ferry, rail, walking and cycling network in
the region, in partnership with private operators and the region’s TAs. For bus services, ARTA sets out the bus network in partnership with private bus
operators, and liaises with each TA on these. ARTA is also responsible for the development and delivery of real time information, integrated ticketing
and branding/marketing of the region’s passenger transport system. With the exception of real time information and printed timetable information,
ARTA does not fund or provide for bus stops or any associated bus stop infrastructure (e.g. road marking, shelter, seats, rubbish bins, etc).
ARTA is also responsible for regional monitoring of bus stops and for managing the region’s Journey Planner system (MAXX).
The tAs are currently responsible for assessing the need for a bus stop/shelter, undertaking the process for implementing new stops/shelters or
upgrading existing ones, and maintaining them.
Private bus operators are responsible for the bus fleet make-up, which has a direct impact on appropriate bus stop design. NZ Bus is by far the
largest operator in the region, making up approximately 60% of the bus vehicle fleet operating in the region.
Adshel, a private advertising company, is a major provider of bus stop shelters in the region, in return for advertising revenues.
5
box 2 – the human rights commission Inquiry into Accessible Public land transport (september 2005)
Overview (from pages 10 and 11):
In 2003, the Human Rights Commission undertook an Inquiry into Accessible Public Land Transport. ‘Public land transport’ includes: >
buses, trains, taxis and the related services and infrastructure. This summary is provided in the context of buses.
The Inquiry was prompted by the experiences of disabled people who came to the Commission seeking enforcement of their right not >
to be discriminated against in the provision of public transport. The Inquiry was conducted under Section 5(2) of the Human Rights
Act 1993.
The Inquiry looked at disabled people’s ability to access and use public land transport services in New Zealand and the extent to which >
barriers – in one form or another – unfairly prevent disabled people from using public land transport to go to work, school, enjoy
community activities and to fully participate in society. The Inquiry process and report includes accounts by disabled people on the
damaging effects that inaccessible journeys have on their human rights, their life chances and their well-being.
The framework for the Inquiry was the > concept of the accessible journey. The accessible journey covers all the steps needed for a
person to get from their home to their destination and return. All steps in the accessible journey are interlinked and are of equal
importance. If one link is inadequate, the whole journey may be impossible. Four criteria were used to examine the problem and
consider improvements: accessibility, availability, affordability and acceptability. These are defined as:
– Accessibility – the ease with which all categories of passenger can use public transport. This includes the ease of accessing the bus
stop or station and the ease of finding out about travel possibilities, i.e. the information function.
– Availability – route possibilities, timings and frequency.
– Affordability – the extent to which the financial cost of journeys put an individual or household in the position of having to make
sacrifices to travel or the extent to which they can afford to travel when they want to.
– Acceptability – the extent to which potential travellers may be deterred by drivers and driving style, lack of waiting facilities, the state
of vehicles, or other members of the travelling public (paragraph 1.23, page 20).
Some key issues and points raised of particular relevance to these guidelines:
Age and disability > . The prevalence of disability increases with age. “It cannot be assumed that public transport will easily substitute
for private transport once access to a car is lost. However, public transport could become a more attractive and viable transport option
for older people if access and safety are improved...” (paragraph 3.29).
Inadequate infrastructure > . For some disabled passengers, problems with infrastructure are the most serious impediment to a fully
accessible journey. Submissions raised issues about the state of the footpaths, or their complete absence; the kerb height and kerb cuts
(dropped kerbs) – or their absence; the presence of safe crossings, the time allowed at controlled crossings, and the use of tactile
materials and audio as well as visual signals; and the siting, design and condition of bus stops and train stations (paragraph 4.3).
crossing roads > . The dangers any pedestrian faces in crossing busy roads are compounded for disabled people who may not be able
to see or who cannot hear approaching traffic. For those with mobility impairment, even controlled crossings may be an obstacle when
the time allowed to get from one side to the other is too short (paragraph 4.5).
having an accessible bus on a route is not enough to guarantee access and egress for wheelchair users > . Unless bus stops are
appropriately sited and maintained, and footpaths are of the required height and width, the accessible bus effectively becomes
inaccessible (paragraph 4.6).
Information and visual and audio announcements > . The Inquiry found that the single issue raised most frequently was being able
to identify which bus to board and where to get off. Global Positioning Satellite (GPS) systems with both visual and audio announcements
at the bus stop and on the bus are considered ideal: “In Auckland we now have the Link bus which goes round the central suburbs for
a flat fare ... This is an excellent service for the blind, since most of these buses have a recording which announces each bus stop. Also
at some bus stops there is a screen telling passengers how soon the next bus will arrive. Below the screen is a button which reads the
screen aloud.” (Retina NZ, paragraph 4.16).
getting aboard > . Access to buses can be impeded by other physical barriers. Illegally parked cars or congestion by buses themselves
(particularly in the major metropolitan areas) can mean that ramp-equipped buses, where they are provided, may not be able to extend
ramps or assume a ‘kneeling’ position. Bus stop congestion is a source of increasing frustration and a deterrent to potential patronage,
not only to disabled users but to the wider public. Co-ordination between local and regional planners and transport providers, and a
commitment to ensure that illegal parking on bus stops attracts a prompt and meaningful penalty, is required (paragraph 4.22).
commercial considerations/environment > . A number of bus operators noted a low level of patronage by disabled people. However,
in a review of the international literature in Social Exclusion and the Provision of Public Transport, the authors conclude: “It is also
suggested that until most of the buses are accessible on a route, people with disabilities will not go to the bus stop, whereas current
transport planning tends to be based on demand.”2 Another issue raised by service providers was the extra time and assistance required
2 TRaC (2000), Social Exclusion and the Provision of Public Transport. Report for the Department of the Environment, Transport and the Regions (DETR), London: HMSO, pg16.
6
by disabled people can create delays, which means that services cannot be relied upon to be on time. This can also be frustrating
for other passengers. operators stressed that rapid boarding is a critical parameter in terms of the overall transit time
(paragraph 5.52).
the need for standard guidelines > . Overall, there was considerable support for national standards to improve infrastructure
practice, but there were diverging views on whether national accessibility design performance standards should be mandatory, or
guidelines (paragraph 6.98).
Funding > . The particular pressures that arise with funding partially sourced from property taxes, namely rates, and the perception of
competing demands on limited public passenger transport funds, results in the transport requirements of disabled people still being
seen by some as an expensive optional extra for a minority (paragraph 6.103). There was a general message from Territorial Authorities
that improving standards would require a significant degree of increased subsidy from Government (pages 109 -110).
Some key conclusions (from page 12):
Significant numbers of disabled people in NZ have acute and ongoing difficulties with using public land transport services and related >
infrastructure, including buses. The barriers to the accessible journey for disabled people cover information about services, getting from
home to the pick-up point, using the service to go to a destination and returning home.
An ageing population means the need for accessible public land transport services will increase > . The Inquiry found that all
the changes that would make public land transport more accessible for disabled people would also improve access for non-disabled
people, and therefore contribute directly to increased use of public transport.
The majority of > stakeholders wanted stronger leadership and co-ordination to achieve the accessible journey in relation to
both the planning and implementation of public transport services.
Mandatory national accessibility design performance standards for service information, conveyances, premises and infrastructure are >
necessary to insure that public land transport services are made accessible in a consistent and compatible way that provides certainty
for all involved.
Inquiry recommendations and key findings of direct relevance to these guidelines:
The Inquiry provided a list of recommendations that was mainly targeted at the Government in the form of changes to legislation,
regulations, policies and procedures for funding arrangements. Of most relevance to these guidelines are:
– A mandatory provision for the participation of disabled people in all public land transport planning, funding and implementation
processes at central, regional and local government levels.
– The Ministry of Transport develop National Accessibility Design Performance Standards for Public Land Transport.
– Territorial Authorities must rigorously enforce clear bus stops.
The recommendations do not drill down to the details associated with the provision of bus stop infrastructure – as would be expected from
such an Inquiry. However, some key conclusions can be drawn from those sections of the Inquiry of most relevance to these guidelines.
These are:
the whole journey concept > . Providing an accessible journey door-to-door for bus users is not a ‘nice to have’ – it is an obligation on
all of the industry’s stakeholders to meet basic human rights. Industry stakeholders include central, regional and local government; bus
owners and operators; and developers.
Design guides and standards based on > the principles of Inclusive design (sometimes termed Universal Design) give the greatest
possible level of access to the greatest number of passengers and potential passengers.3 Essentially, providing appropriately for
disabled people and elderly users of buses will also provide a high-quality facility for non-disabled users.
3 “A basic concept for Universal Design is that people’s mobility and accessibility are largely determined by the built environment, that is, the design of buildings, footpaths, roads and vehicles. Design standards and practices based on an ‘average’ person fail to accommodate many potential users. Inclusive Design shifts more of the burden from the individual to the community; rather than assuming that people must accommodate to the built environment, it assumes that the built environment should accommodate all users as much as feasible.” See the Victoria Transport Planning Institute, Canada, website for a good description and resources: http://www.vtpi.org.
7
2. PRoVIDInG An AccessIBLe BUs netWoRK
4 Transport for London, Accessible Bus Stop Design Guidance, January 2006, pg 4.
Providing an accessible bus passenger transport network requires two key components: an accessible bus fleet in operation and bus stops that are
designed to complement these vehicles. This section outlines how these two components interact and what the bus stop design implications are.
2.1 Fully Accessible buses
There is a significant shift within New Zealand, as in many other countries, towards the provision of low or super low floor buses as they provide
greater levels of accessibility. By 2010, the majority of buses operating in the Auckland region (if not all) will be super low floor vehicles (see Box 3
on page 9).
Low floor buses have a single step entry and a low floor in the front part of the vehicle. This reduces the height differential between the kerb and
bus floor. Some buses are also able to ‘kneel’, reducing the step height even further. Whilst they are generally seen as a means of improving
accessibility for disabled passengers, including wheelchair users, all passengers benefit from low floor bus services, including:4
People with pushchairs. >
People with young children. >
Elderly people. >
Passengers with shopping or luggage. >
Wheelchair users. >
People with impaired vision. >
Ambulant disabled people. >
2.1.1 Impacts Of Bus Vehicle Types On Bus Stop Provision
The type of bus vehicle serving a bus stop has a direct impact on many aspects of its design.
A bus must be able to:
Pull into a bus stop in a safe and efficient manner. >
Stop as close to the kerb as possible to pick up or set down passengers. Close proximity to the kerb ensures that all passengers, regardless of >
their level of mobility, are able to board or alight the bus in a comfortable and expedient manner.
Pull out of a bus stop in a safe and efficient manner. >
The bus stop layout and kerb provision has a direct impact on the ability of a bus to complete the above manoeuvres. This in turn has an impact
on bus accessibility, safety, bus journey time and reliability. It is therefore important that bus stops are designed for the bus vehicle type serving it
so that key objectives in these areas are met.
2.1.2 ‘Standard’ Bus Vehicle Dimensions
There are a variety of bus vehicle types operating in the region, each with specific bus stop design requirements. In general, bus vehicles currently
range between 10.5 and 13.5 metres. Some articulated buses, at 18.5 metres long, are also in use. However, there is increasingly more use of the
12.6 and 13.5 metre buses.
The dimensions and layouts included in these guidelines have been based on a ‘standard’ single deck tag axle bus vehicle that is 13.5 metres long
and 2.5 metres wide. It is recommended that bus stops are designed, as a minimum, to accommodate this ‘standard’ bus.
Where other bus vehicle types will use a bus stop, designers will need to build appropriate dimensional tolerances or amend the bus stop design
parameters outlined in these guidelines to best suit the bus vehicle operating along a specific route.
8
It is also worth noting that bus vehicle fleets change over time. Whenever new bus vehicles are proposed for a particular route, careful consideration
needs to be taken of the existing or proposed new bus stop design.
The images below show a standard 13.5-metre-long bus and an articulated bus currently operating on Auckland’s roads.
Photo 2.1 – Standard 13.5-metre-long rigid bus Photo 2.2 – A 18.5-metre-long articulated bus
2.2 Fully Accessible bus stops
For a bus network to be truly accessible to elderly and disabled people,
and to be attractive to car drivers, more is required than simply purchasing
new low floor buses. The vehicle is only part of the system and the whole
journey – from door to door – must be accessible and attractive.5
There is little point in having low floor fully accessible buses if people
cannot reach them from the bus stop. The design of bus stops is therefore
an essential complement to the requirements for accessible land public
transport as envisaged in the NZ Disability Strategy, NZ Transport Strategy
and the Human Rights Inquiry.
This ‘design’ encompasses several factors, including: bus stop location
and spacing, bus stop layout, paving and kerb treatment at and to/from
bus stops, and the level and type of provision provided at a bus stop.
However, two key areas specific to the interaction between a bus stop
and a low floor bus vehicle are the bus stop layout and kerb height/
treatment.
The bus stop layout should allow the bus to stop parallel to, and as close
to the kerb as possible to allow effective use of the bus facilities.
The critical dimensions to consider are the vertical gap, or step height,
from the kerb to the bus floor and the horizontal gap from the kerb edge
to the side of the bus. See Figure 2.1.6
A well designed bus stop will provide features which co-ordinate with
the facilities of the low floor bus and minimise these two distances.5
Bus stop layouts are discussed in greater detail in Chapter 5 and Kerb
Heights in Chapter 6.
5 Wood, C (1998). Bus Stop Design Innovation: A Comparison of UK Trials Transition – The European Transport Conference, Proceedings of Seminar J: Traffic Management and Road Safety Association for European Transport, London (Centre for Independent Transport Research in London (CILT), http://www.cilt.dial.pipex.com/comparison.htm.
6 Transport for London, Accessible Bus Stop Design Guidance, January 2006, pg 6.
Figure 2.1 – relationship between bus and kerbFigure 2.1 – relationship between bus and kerb
9
box 3 – ArtA vehicle quality standards
Approximately 60% of the current bus fleet in the region is made up of low floor buses, with 40% of these having a kneeling function
for better wheelchair access. However, the National Vehicle Quality Standard (NZVQ) has recently been revised and will make low floor
features a requirement for all urban service buses. The new standard was released in December 2008, with an implementation date of
2010. The Standard specifies the requirements that apply to all new buses to be used in urban service and may also include standards for
existing used buses.
ARTA, as a regional body, produces its own Vehicle Quality Standard (VQS) for the region. The ARTA VQS specifies higher standards for bus
vehicles in some areas than that outlined in the National Requirements For Urban Buses. These guidelines have been developed with
reference to ARTA’s VQS. It should be noted that ARTA has produced a revised VQS for both new urban passenger service vehicles as well
as existing vehicles.
Key vehicle characteristics to note for bus stop design are:
step height: > the new standards recommend vehicles have a normal step height (i.e. when not kneeling) of < 300mm, although the
height allowance may be higher if the bus vehicle is capable of kneeling. New bus vehicles have a step height of 340mm, which can
go down to 280 / 275mm when the vehicle is kneeling. Older buses have a step height of 360mm.
location of doors: > vehicles will generally be a two-door layout, with one in the front (‘entrance doorway’) and one in the back (‘exit
doorway’). The ARTA VQS documents do not specify the exact location of the doors, except to say that the ‘entrance doorway’ will
generally be located ahead of the front wheels and the ‘exit doorway’ will be located ahead of the rear wheels. The lack of a specific
location for the exit doorway will impact on the ability to provide a correctly located hard standing area for passengers alighting from
the rear doorway at some bus stops (where there is no continuous hard paving along the kerb edge already).
wheelchair / pram access: > the new standards will require wheelchairs, prams etc to load at the front. Wheelchair ramps currently in
use are manually operated (the driver simply flips the ramp out). There are no plans to change this, e.g. to a hydraulic mechanism, as
these cost more and get damaged easily. The ramps are 800mm wide and 800mm long.
10
3. BUs stoP LocAtIon,sPAcInG AnD cAPAcItyThis section outlines a framework for the placement of new bus stops and for the review of existing ones.
3.1 Application
The requirement for new bus stops or re-siting of existing bus stops generally occurs when new developments open, changes are made to existing
bus services or new bus routes are being planned.
Road and public transport authorities may also, from time to time, wish to review the location of existing bus stops as part of future bus route
reviews, bus priority schemes or general accessibility or safety reviews (See Box 4 on reviewing bus stop placements).
In addition to the details outlined in these guidelines, wherever new bus stops are proposed, or an existing stop is to be moved, discussions should
be held between the bus operators, the local road authority and the Police, in order to determine the most suitable location.7 It is recognised in
New Zealand that property owners also need to be consulted during this process.
box 4 – reviewing bus stop placements
Reviewing bus stop placements involves evaluating bus stops along an established bus
route and, if required, developing a new pattern for optimal bus stop placement. This may
involve re-siting existing bus stops to more appropriate locations for passengers and/or bus
operations; providing additional bus stops; or even reducing/consolidating the number of
existing bus stops.
Reviewing bus stop placements may be particularly relevant in circumstances where:
Buses experience delay in rejoining the traffic stream. >
There are too many bus stops along a route, increasing the proportion of stop time to >
travel time.
When an existing bus stop placement is reviewed, the criteria for bus stop location outlined
in Table 3.1 and 3.2 (see pages 13 to 16) should be considered.
Picture source: http://www.ccc.govt.nz/BusPriority/Measures/BusStopRationalisation.asp.
3.2 bus stop spacing And location
For buses to offer a real alternative to the private car as a means of moving around the region they must be within a comfortable walking distance
from people’s origins and destinations.
Providing the appropriate bus stop spacing is a fine balance between meeting passenger needs and operating an efficient bus service. If bus stops
are too far apart, some people may not be willing or able to walk to them, however, if bus stops are too close together, the bus will have to stop
too frequently, increasing the journey time and reducing its overall attractiveness.
The general acceptable standard practice for bus stop spacing within an urban area is a stop every 400 metres along a bus route (or three per
kilometre). This equates to approximately a five-minute walking distance, which is a distance that most people find acceptable.
However, the distance that people will walk depends on many factors such as age, weather, topography or whether they are carrying bags, etc.
The spacing standard should therefore not be applied too prescriptively as there are many other factors that influence the appropriate spacing
of bus stops.
Wherever possible, bus stops should be located to maximise the number of people within 400 metres walking distance of a bus stop while still,
where possible, maintaining a 400 metre spacing. This can be achieved by locating bus stops close to intersections (provided they do not
compromise their safe operation), walkways or other pedestrian paths. Box 5 outlines the benefits of locating bus stops near intersections/
pedestrian crossing facilities.
Bus stops must also be located to allow passengers to board and alight safely and conveniently; and as close as possible to main shopping and
business areas, transport interchanges and other main origins and destinations. The needs of elderly and disabled people should also be
recognised.8
7 The Institution of Highways and Transportation (IHT), Transport in the Urban Environment, June 1997, pg 339.8 Portland (Trimet), Bus Stop Guidelines, 2002, pg 9.
11
Table 3.1 (on page 13) and 3.2 (on page 15) outline the various primary and secondary criteria that practitioners should consider when determining
the appropriate spacing and location of stops in their area. Figure 3.1 (on page 12) schematically illustrates some of these key principles.
Not all locations within the road network are legally permitted to be bus stops due to traffic safety concerns. The Traffic Regulations (1976) and
its amendments identify criteria where bus stops are not permitted. These points have been underlined in Tables 3.1 and 3.2.
In practice, these criteria may not all be achievable in every instance, in which case safety considerations should dominate.
Wherever bus stops are provided, they should be:
In pairs, i.e. boarding and alighting stops in close proximity. Accessible stops should have matching adjacent stops. >
Pairs should be tail-to-tail, where possible, on opposite sides of the road. This is for safety reasons and to allow sufficient space between the rear-ends >
of bus stop markings for other vehicles to pass.
box 5 – bus stops and proximity to intersections and pedestrian crossing facilities8
Bus stops should be located in close proximity to intersections/pedestrian crossing facilities for the following reasons:
Existing crossing facilities for pedestrians (at intersections) are likely to be located where there is already a demand for people to cross >
the road.
Walking distances between origins, destinations and stops are reduced for passengers. >
Bus passengers are able to use/benefit from the existing pedestrian crossing features generally provided as part of intersections, such >
as dropped kerbs, pedestrian refuge islands or signals. This makes road crossings generally easier and safer at intersections.
Bus stops should be located on the departure side of intersections wherever possible for the following reasons:
Results in fewer traffic delays and better safety – bus clears intersection blocking fewer movements and sight lines. >
Results in better pedestrian and vehicle sight distances. >
Assists bus movements and reduces bus delays – a bus that must turn right at an intersection may have difficulty reaching the right- >
hand lane of a multi-lane approach from a kerbside stop immediately prior to the intersection.
However, a bus stop may be better located on the approach rather than the departure side of an intersection for the following reasons:
If the road geometry and/or traffic movement requirements precludes buses from stopping soon after having passed through an >
intersection.
There is high passenger demand (e.g. due to location of a key destination) for a stop on the approach side of the intersection. >
8 Portland (Trimet), Bus Stop Guidelines, 2002, pg 9.
box 4.1 – tail-to-tail bus stops
12
Figure 3.1 – schematic illustrations of some good practice principles for bus stop spacing and location
13
table 3.1 – Primary factors to consider when locating new bus stops, or when reviewing/potentially relocating existing bus stops
Factors to consider for locating bus stops comments
1 convenient to access and maximises
the catchment area (maximises the
number of people in close proximity
to the bus stop)
Route to bus stop should be as direct as possible. >
Locate stops near intersections, side/minor roads, where possible to maximise coverage >
and decrease distance that passengers have to walk.
Co-ordinate location of bus stops with neighbourhood walking and cycling path >
connections and building entrances.
If there are no existing paths, investigate the feasibility of creating new pedestrian and >
cycling ‘short cuts’ that lead directly to bus stops. Look for opportunities to link these
with the wider pedestrian and cycling network.
2 As close as possible to all major trip
generators and key community
facilities
A more frequent stopping pattern is appropriate in major CBD or town centres that are >
major trip generators or serve key community facilities.
Major trip generators include employment, retail, commercial and educational centres, >
etc.
Key community facilities include community halls/sports centres (e.g. pools), parks, >
libraries, daycare centres, rest homes/elderly persons’ housing, laboratories, hospitals,
pharmacies, etc.
3 close to where there are likely to be
journey transfers
Bus stops should be located close to where different bus routes, or other passenger >
transport services meet/intersect, to minimise walking time for transferring bus
passengers.
4 close to intersections and pedestrian
crossing facilities (see Box 5 and
Figure 3.1)
Bus stops should be located near to and on the departure side of pedestrian crossings, >
but must not be on, or closer than six metres to a pedestrian crossing.
Bus stops should be located near to and on the departure side of intersections, but >
must not be on, or closer than six metres to an intersection.
Consideration must also be given to the location of barriers or pinch points that may >
increase actual walking distances (rather than area proximity), such as the need/ability
to cross a railway, motorway, river or busy road only where a formal crossing has been
provided.
5 Population density9 and land use form In densely populated areas stops should be spaced closer than 400m. In higher-density >
residential areas, stop spacing may be between 200 to 400 metres. In areas with low
densities, e.g. rural areas, stop spacing may be increased to one every 800 to 1000
metres, or more. The appropriate spacing should ultimately be determined by demand
generators, identified needs and safe locations for buses to stop.
6 topography In areas where the topography is hilly or very steep, closer spacing of bus stops may be >
required. Grade of road should not impede accessibility.
7 road safety Bus stops should be located where the road geometry provides safe sightlines for >
oncoming vehicles and bus drivers.
Bus stops must not be located near a corner, curve, hill/gully, traffic island or intersection, >
if that creates ‘blind spots’/blocks sight lines for pedestrians and vehicle drivers along
the road.
8 minimise opportunity for crime and
increase perceptions of personal
security
Locate stops in clearly visible locations, e.g. away from vegetation and other objects >
that can be used to hide.
Locate stops near existing activity centres, e.g. service stations, stops, rest homes, >
where natural public surveillance can occur – although it should be acknowledged that
some residential properties will prefer some screening from stop.
Locate stops in well lit areas, e.g. near street lighting or other existing sources of >
illumination (should the shelter/stop not be provided with its own illumination,
e.g. through solar powered lighting).
9 Austroads, A guide for Traffic Engineers – Road-Based Public Transport and High Occupancy Vehicles, 2002, pg 11.
14
9 no stopping lines Bus stop must not be located > :
On ‘no stopping’ lines – broken, yellow lines within one metre of the kerb. >
Where a sign is placed to show that part of the road is reserved for other classes of >
vehicles shown by that sign (e.g. taxi or goods service vehicle). In many cases, this
restriction is marked by a broken yellow line more than one metre from the kerb.
10 located away from certain other
infrastructure items
Bus stops must not be located: >
On or closer than 0.5 metres to a fire hydrant. >
On a yellow circle on the road containing the letters “FH” (Fire Hydrant) or between >
the circle and the footpath.
Bus stop should be located away from sewer and electricity pits, and be free from >
stormwater drains or pits (to prevent buses from splashing pooled water when
approaching and departing).
Where a bus stop shelter needs to be installed closer than 2.2 metres of a power pole/ >
line, prior written consent is required from the line owner (NZ Electrical Code of Practice
34:2001).
15
table 3.2 – secondary factors to consider when locating new bus stops, or when reviewing or potentially relocating existing bus stops
Factors to consider for locating bus stops comments
1 consider bus stop ‘type’ and
potential impact on surrounding
land use
Some commercial and industrial businesses are more compatible with bus stops than >
others. The type of business in the surrounding area should be considered when bus
stops are being positioned.10
Bus layover stops can negatively impact on adjoining landowners due to extended >
noise, fumes etc; and on the operation of intersections. Where possible, bus stops used
for bus layovers should be located away from residential or other sensitive frontages,
i.e. where ongoing noise and disturbance are undesirable. Bus layover stops should not
be located in front of driveways.
Bus stop signs should not be positioned directly adjacent to the front door of a property, >
if possible, to maintain privacy. Use existing hedges/fences of private property as much
as possible, without compromising too much on appropriate bus stop spacing.
2 consider location of signal pre-
emption (bus priority) measures
Bus stops must not be located between a signal detector and a stop-line, where >
Selective Vehicle Detection / Signal Pre-emption is in use.
See Figure 3.1 for recommended distances. >
3 Footway widths Where possible, bus stops should be sited on footways that are sufficiently wide to >
avoid obstruction to pedestrians by waiting bus passengers. This is especially important
where bus stops are located alongside retail activity.
If existing footpath is not wide enough, consideration should be given to locate bus stop >
where footpath is able to be widened, without compromising appropriate spacing/other
location criteria. The use of bus boarders should also be considered (discussed in
Chapter 5).
4 consider potential use by other
conflicting users
Some sites may be undesirable for bus stop locations due to potential use by other
conflicting users, e.g.:
Adjacent to areas that generate large amounts of short-term high-turnover parking. >
Examples include ATMs, lotto shops and video stores. This is because visitors to such
locations often park illegally within bus stops.
Adjacent to a tourist facility where this would lead to an unnecessary conflict between >
urban and coach/charter operations. Where there is demand for access to the tourist
facility by both urban and coach/charter services, both should be provided for at
separate but nearby locations.
5 bus service coverage and frequency Authorities may also wish to consider the proximity of potential passengers to bus >
stops with frequent services. For example, residents in a suburban area may be recorded
as being within 400 metres of a bus stop. However, the stop may only be served by one
bus service a day. The resident’s level of bus service therefore is low or for some may be
considered non-existent.
Authorities may wish to categorise bus stops by level of service, e.g. low-frequency, >
medium-frequency, and high-frequency of services, to determine the actual proximity
citizens have to bus services that are likely to offer a realistic alternative to the
private car.
Conversely, areas with a high density of bus routes and services will provide a bus >
passenger with more route choices and bus stops may be placed further apart on
individual routes, in a co-ordinated manner.
Therefore, the location of other bus routes should be considered when bus stops are >
being located so that bus stops on all routes are co-ordinated to ensure convenience
for bus passengers and efficiency for the bus services.10
10 Christchurch City Council, Christchurch Bus Stop Locations Policy, December 1999.
16
6 driveways Many bus stops in Auckland will be located near driveways. However, bus stop shelters, >
especially ones with non-transparent advertising panels on the ends can impact on
driveway sightlines of on-coming traffic, especially where bus stop shelters are located
to the right of the driveway.
The siting of bus stop shelters either side of driveways should take into consideration >
pedestrian and vehicle visibility splays from driveways.
Figure 5 in AS/NZS 28901.1 recommends a two metre minimum pedestrian visibility >
splay, whereas the LTSA’s RTS6 recommends a 2.5 metre minimum visibility splay.
The appropriate (and feasible) visibility splay for each site will need to be considered on >
its own characteristics. However, it is worth noting that set-back from the road
carriageway may be more important than the distance from the driveway in determining
the ability to see past the shelter.
As mentioned in point 1 above, bus layover stops should not be located in front of >
driveways.
17
3.3 bus stop capacity
Bus stop capacity is an important consideration in the planning of bus stops serving multiple and overlapping routes within urban centres,
particularly where service frequencies are high. This includes bus stops along key passenger transport corridors and those located at main
destinations such as the CBD, retail or business centres, town centres, hospitals, universities, etc.
Poor capacity will result in buses queueing on the road, with resulting confusion for passengers and drivers, as well as congestion of general traffic
flows. Queued buses are also not able to stop at the bus stop kerb, resulting in accessibility issues. It is therefore important to provide the
appropriate level of capacity for a bus stop commensurate with the number of buses servicing it at any one time.11
The capacity of a bus stop is typically expressed by the number of buses that can enter the stop area within a specified time period (usually an
hour). A bus stop’s capacity is determined by the length of time a bus spends occupying the bus stop (dwell time) and the number of buses that
could pass through the stop within an hour.
Bus stop capacity will influence the amount of road space required for the stop, the spacing of stops (as some stops will need to be split) and where
the bus stop can or should be located. Figure 3.2 illustrates how the frequency of services influences the amount of space required at a stop.
The required capacity at a bus stop should be determined on a case-by-case basis and, for very busy stops, will often require detailed analysis.
However, below are some best practice recommendations:
Stops served by more than 25 buses per hour (bph) should be split. This enables buses on different routes to serve separate stops, thus >
reducing bus-on-bus delay and traffic congestion.12
However, bus routes with common destinations should share the same stop. > 13
A balance should be sought between the advantages of splitting stops, reducing bus-on-bus delays and traffic congestion, and the disadvantages >
of reduced convenience for passengers.
To determine required capacity, a 20 to 30 second dwell time for each bus can generally be assumed. > 14
Figure 3.215 – bus stop capacity clock face
055 5
50 10
45 15
40 20
35 2530
055 5
50 10
45 15
40 20
35 2530
scenArIo A: 1 bus At stoP every 5 mInutes
055 5
50 10
45 15
40 20
35 2530
scenArIo c: 2 buses At stoP 6 tImes An hour 3 buses At stoP 2 tImes An hour
055 5
50 10
45 15
40 20
35 2530
scenArIo b: 2 buses At stoP 6 tImes An hour
servIce 1: bus every 5 mInutes (12bPh)
servIce 2: bus every 10 mInutes (6bPh)
servIce 3: bus every 7.5 mInutes (8bPh)
totAl= 26 buses Per hour (bPh)
11 Nick Tyler. Accessibility and the Bus System: From Concepts to Practice.12 Transport for London, Accessible Bus Stop Design Guidance, January 2006, pg 10.13 The Institution of Highways and Transportation (IHT), Transport in the Urban Environment, June 1997, pg 339.14 Public Transport Authority, Government of Western Australia: Design and Planning Guidelines for Public Transport Infrastructure: Bus Route Planning and Transit Streets.15 Christchurch City Council, Christchurch Bus Stop Locations Policy, December 1999.
18 16 Source: http://www.walkinginfo.org/transit/access.cfm, with reference to Transit Co-operative Research Program (TCRP), Report 19, Guidelines for the Location and Design of Bus Stops, 1996.
3.4 connectivity – Accessible walking routes to And From bus stops
When considering bus stops, it is important to take into account the ‘whole journey’, that is the door-to-door journey of the passenger, from origin
to destination. There is little point in installing accessible bus infrastructure if the approaches to stops are inaccessible. When reviewing existing bus
stops or providing a new bus stop, the following should be considered:
There should be even and paved footpaths to / from bus stops, so as to be wheelchair/pram accessible. New footpaths or reconstruction of >
existing poor quality ones may be required.
There should always be an informal (e.g. pedestrian refuge island) or formal (e.g. signalised crossing or zebra crossing) pedestrian crossing >
facility in close proximity to bus stops. Where there are none, consideration should be given to providing a new accessible road crossing. The
only exception may be for bus stops located on very low trafficked roads in residential areas. Signalised pedestrian crossing facilities should be
provided near bus stops on multi-lane roads.
Advice on choosing the most appropriate pedestrian crossing facility is contained in Chapter 6.5 in > ltnZ’s Pedestrian Planning and design
guide (PPdg) (december 2007). A spreadsheet is also available that assists this process by calculating delays and crash savings for the
various options. Bus stop designers should refer to this guideline in conjunction with these guidelines.
When reviewing pedestrian crossing facilities for bus stops, the following should be considered: >
– Bus stops near intersections may be able to make use of existing pedestrian crossing facilities.
– Bus stops located mid-block (i.e. in between intersections) should ideally be provided with a central refuge in between the pair of bus
stops (located ‘tail-to-tail’ on either side of the road) so that it serves both directions of travel. It should also be placed behind the bus
stop for the following reasons:
– It encourages pedestrians to cross behind the bus where they can see oncoming traffic (crossing in front of a bus blocks visibility).
– The bus driver can pull away from the bus stop as soon as passengers have left the bus.
– Reduces the chances of the bus driver accidentally hitting a pedestrian crossing in front of the bus, out of the driver’s sightline.16
Crossing facilities for pedestrians in close proximity to bus stops should be placed in accordance with safe road geometry designs. >
They should also be designed with dropped kerbs to allow step-free access to and from the footpath and carriageway and with tactile ground >
surface indicators to aid visually impaired users.
Ensure there are pedestrian and cycling ‘short cuts’ to bus stops and that these are maintained and free of debris, obstructions, well drained, etc. >
The question arises as to how far to take this as part of a bus stop audit and this very much depends on the nature of the area. All heavily trafficked
pedestrian routes should be accessible as a matter of policy and works could be funded from sources other than bus stop infrastructure. Certainly,
routes to well used local facilities such as health centres served by the bus stop should be examined for their entire length.
19
4. BUs stoP tyPes AnD LeVeLoF InFRAstRUctURe PRoVIsIonThese guidelines have divided bus stops into three main ‘types’ as a tool to help determine the appropriate level of bus stop infrastructure. In reality,
bus stops across the region perform varying ranges of functions that may not easily fall into any of the three types and a degree of professional
judgment will need to be exercised.
4.1 bus stop types17
4.1.1 Standard Bus Stop
A Standard Bus Stop is where there are predominantly low passenger volumes or the bus stop is only used by outbound services. These bus stops
have low frequency bus services (less than every half an hour) and are generally located in suburban, outer suburban or non-urban areas.
Figure 4.1 – schematic illustration of a standard bus stop
4.1.2 Regular Bus Stop
A Regular Bus Stop tends to experience moderate passenger volumes. These bus stops have moderate to high-frequency bus services (at least every
half an hour) and are generally located in both suburban areas and near some major attractions (including shopping centres), and/or along main
passenger transport corridors.
Figure 4.2a – schematic illustration of a regular bus stop
17 Queensland Government (Translink), Public Transport Manual, June 2007.
20
Figure 4.2b – schematic illustration of a regular bus stop in a busy location
4.1.3 Signature Bus Stop
A Signature Bus Stop experiences moderate to high passenger volumes and high-frequency bus services (every 15 minutes or better). These bus
stops may service local, district and regional areas located on main passenger transport corridors. They may often need to provide adequate space
for three or more high-frequency bus services.
Figure 4.3 – schematic illustration of a signature bus stop
4.2 bus stop Infrastructure components list
Table 4.1 summarises the minimum level of provision envisaged for bus stops across the region, particularly on LCN and QTN routes. Although the bus
stop sign and the bus box area are the only legal requirements at bus stops, the remaining components listed are necessary to achieve the passenger
transport growth and accessibility aspirations of these guidelines and the various national and regional transport policy contexts they sit within.
Table 4.2 outlines in greater detail the infrastructure provision for each of the three types of bus stops described. These are described in Section 4.3.
21
table 4.1 – minimum provision required at all bus stops across the region
m Mandatory (legally required)
r Strongly recommended
hd Highly desirable/preferred
o Optional
component standard stop regular stop signature stop
Information
1 Bus stop sign M M M
2 Bus box area (road marking) M M M
3 Stop number R R R
4 Stop-specific timetable (departure times) R R R
5 Stop-specific route diagram R R R
6 Information telephone number R R R
Accessibility
7 Bus stop-specific hardstand area
(1.m wide x 8m to 9.2m long)
R R R
8 Tactile ground surface indicators R R R
9 Minimum kerb height of 120mm at front door area
ideal kerb height is 150mm for standard kerbs or
160mm if Kassel Kerbs or other similar ‘special type’ of
kerbing is used18
R R R
10 Connecting footpath to/from bus stop (with
associated dropped kerbs where required)
R R R
11 Pedestrian crossing facility in close proximity to bus
stop (either formal, e.g. signalised; or informal, e.g.
pedestrian refuge islands)
R R R
safety and security
12 Lighting R R R
18 Where kerb heights are changed, carriageway and footway crossfalls will need to be carefully considered. Ensure that footway crossfalls have a gradient of no more than 1 in 25 or 4% – as a steep backfall from the kerb is undesirable. Transitional kerbs can be used to ensure appropriate footway crossfalls.
22
table 4.2 – component parts list for bus stop types
m Mandatory (legally required)
r Strongly recommended
hd Highly desirable/preferred
o Optional
category component standard stop regular stop signature stop
Information
regulatory – signs
and road marking
Bus sign M M M
Bus box area (road marking) M M M
NSAAT road marking – will be dependent on site-
specific requirements and bus stop layout
HD R R
“Bus Stop” road marking O R R
Coloured surface treatment of bus box O O R
stop-specific Stop number R R R
Stop name HD R R
Direction of travel R R R
Site-specific fare information R R R
Stop-specific timetable (departure times) R R R
Stop-specific route diagram(s) R R R
Information telephone number R R R
Real time information signs (see Note 1 on page 23) O HD R
wider area Wider area route map HD HD R
Wider area fare information and zone map HD HD R
Accessibility
Bus stop-specific hardstand area (1m wide x
8m to 9.2m long)
R R R
Tactile ground surface indicators R R R
Minimum kerb height of 120mm at front door area
ideal kerb height is 150mm for standard kerbs or
160mm if Kassel Kerbs or other similar ‘special type’
of kerbing is used19
R R R
Connecting footpath to/from bus stop (with
associated dropped kerbs where required)
R R R
Pedestrian crossing facility in close proximity to bus
stop (either formal, e.g. signalised; or informal, e.g.
pedestrian refuge islands)
R R R
street furniture
Seating HD R R
Shelter (see Note 2) O R R
Rubbish bin O R R
Ticket machine (off bus) O HD R
Shopping trolley bay O O O
Cycle parking O O O
19 Where kerb heights are changed, carriageway and footway crossfalls will need to be carefully considered. Ensure that footway crossfalls have a gradient of no more than 1 in 25 or 4% – as a steep backfall from the kerb is undesirable. Transitional kerbs can be used to ensure appropriate footway crossfalls.
23
safety and security
Lighting R R R
Shelter with lighting HD R R
Emergency help point O HD HD
Public telephones on-site or nearby O HD HD
Video surveillance O O HD
optional enhancements
Landscaping O O O
Public art O O O
Community notice board O O O
Vending machine O O O
Notes:
1. The provision of real time information signs at Standard or Regular Stops should be determined following further criteria outlined in
Section 4.4.8.
2. The provision of a shelter at Standard or Regular Stops should be determined on a case-by-case basis, and take into consideration other factors
in addition to daily passenger boarding levels. Refer to Section 4.4.5.
4.3 the bus stop Area
4.3.1 Bus Box And No Stopping At All Times (NSAAT) Lines
Bus stops are legally required to be marked out on the carriageway where the space reserved for the bus extends for more than six metres on either
side of a single bus stop sign – this would encompass the majority of bus stops (if not all) within the Auckland region. The outer perimeter of the
declared bus stop, i.e. the bus box, should be marked out in broken yellow lines in line with design standards outlined in the Traffic Control Devices
(TCD) Rule Schedule 2 (M3-2).
The bus box is used to define the area where the bus will stop. It is also used in these guidelines as a point of reference – the bus stop sign should
always be located directly adjacent to the front of the bus box line, unless it can be demonstrated this would not be safe or effective.
The bus box area outlined in these guidelines is 14.5 metres long and 2.5 metres wide – although the width may be reduced / increased slightly.
Although these guidelines are based on a 13.5-metre-long bus vehicle, the ideal bus box area should be slightly longer to allow the bus driver some
margin for correction / space to straighten the vehicle to align flat with the kerb (i.e. the extra one metre allowance allows for the human factor or
lack of mechanical precision).
4.3.2 No Stopping At All Times (NSAAT) Lines
Broken yellow lines (No Stopping At All Times or NSAAT), either side of a bus box, are used to define the limits of the bus stop area. This is a means
of ensuring that the required approach and exit tapers remain unobstructed and the bus can approach the bus stop correctly.
Failure to align the bus vehicle with the stop properly means the bus driver has had to either stop too far away from the kerb or has been forced
to pull in/out of the bus stop at too sharp an angle. These two scenarios have implications on:
Accessibility > – a bus vehicle stopped some distance away from the kerb creates a large vertical as well as horizontal stepping gap for
passengers. This creates an uncomfortable – and for some an unsafe – height from which to alight or board the bus from.
efficiency > – for the reason above, passengers may take longer to board / alight the bus. This in turn may have implications for the general flow
of traffic.
safety > – if a bus driver has pulled into a bus stop too sharply, due to an inadequate or obstructed approach taper, the end of the bus vehicle
is often ‘poking’ out into the traffic lane, affecting the general flow and safety of passing traffic. Conversely, when pulling back out to rejoin
the general traffic lane, inadequate exit tapers means that the rear of the vehicle can overhang the kerb in the vicinity of waiting passengers
and street furniture (Section 5.4 discusses this in greater detail).
4.3.3 ‘Bus Stop’ Road Marking
The LTNZ TCD Manual20 states that use of the words ‘BUS STOP’ within a bus box is optional, and may be used if required, depending on the length
of the reserved area.
Although not a statutory requirement, these guidelines strongly recommend that the words ‘BUS STOP’ are provided at bus stops, particularly in
urban areas. It is an important means of ‘advertising’ the use of the road by bus services. It also makes the bus stop more obvious thereby helping
to raise driver awareness, in addition to the bus stop sign, and potentially deterring inconsiderate parking on bus stops.
20 Land Transport New Zealand, Traffic Control Devices Manual (TCDM), Part 13 Parking Control, December 2007, http://www.ltsa.govt.nz/tcd-manual/part-13/6-2-markings.html
24
Whilst the current LTNZ TCD Manual states this treatment at bus stops is optional, current international best practice indicates the preferred option
in Box 6 on page 25.
4.3.4 Coloured Surface Treatment
The profile of the bus box area can be raised further by highlighting the area with
coloured surface treatment. This makes the bus stop area more prominent to all:
passengers, bus drivers and other general vehicle drivers. Although it is recognised that
the treatment imposes additional costs, the raised profile of the bus stop may prove an
effective deterrent to illegal parking and reduce enforcement problems (Photo 4.1).
This guide strongly recommends the use of this surface treatment at bus stops
with a high potential for conflict with other road users.
4.4 the Passenger waiting Area
This section outlines the various components that are found within the passenger waiting area.
4.4.1 Bus Stop Sign
The bus stop sign (RP-5, Photo 4.2) identifies the area as a bus stop. It is an important indicator to passengers and bus
drivers and acts as a ‘control point’ for the layout of bus stop facilities.
The sign can be placed on a standalone pole or attached to an existing light post to reduce street clutter (see Photo
4.3). However, it should always be placed at the head of the bus box area, unless it can be demonstrated that this
would not be safe or effective. This allows for a consistent and predictable
environment to be created at the bus stop. Bus drivers will know to always align
the front door of the vehicle with the bus stop sign and pole, which is where key
infrastructure components are provided, i.e. hard stand area, raised kerbs and use
of tactile ground surface indicators. This is particularly important for disabled or
visually impaired passengers.21
Additional bus stop signs may be required where multiple bus stops are served. These should be placed at the
approximate location of the entry door for the second, third, etc bus.
The road user rule states that where there is a bus stop sign and there is no road marking indicating the extent
of the bus stop you may not stop, stand or park within six metres of the bus stop sign. When there is a bus stop
sign and an area marked out you may not stop, stand or park within the area marked out.
It should be noted that there is currently an inconsistency in recommendations made for the provision and
placing of bus stop signs between this guideline and that outlined in the LTNZ TCD manual – see Box 7 (on
page 25) for details.
In addition to the RP-5 sign, additional stop-specific information should be provided as illustrated in Photos 4.4.22 and 4.5.
Information provided can include bus stop number, bus stop name (if applicable), direction of travel, the bus service numbers that stop at the bus
stop and the appropriate branding (if applicable, e.g. London’s Red Routes).
Photo 4.1
Photo 4.3
Photo 4.2
21 VicRoads (Melbourne), Bus Stop Guidelines, 2006.22 Picture source: http://www.pti.org.uk/stoppics.htm.
Photo 4.4 Photo 4.5
25
box 6 – Provision of the words ‘bus stop’ within the bus box area
The LTNZ TCD manual shows the words ‘BUS STOP’ marked out as per the figure below – facing outwards towards the centre line of the
road. The bus stop layout drawings shown in these guidelines (Figures 5.1 to 5.10 in Chapter 5) show the words ‘BUS STOP’ marked out in
the same style as that found in the UK, that is facing the oncoming driver. It is considered that this is a better layout for informing other
road users of the location of the bus stop.
box 7 – Provision of the bus stop sign
The LTNZ TCD manual currently states that “when a marked bus stop is greater than 12 metres, two signs must be provided at either end.
If the site is equal to or less than 12 metres, a single sign in the middle is sufficient”.
However, the requirement for the placing of two signs at either end of a bus stop is currently being discussed by the TAs of the region, as
it is considered to be unnecessary and contributing to street clutter and costs, with a view to changing or amending current regulations.
These guidelines recommend:
The provision of only one bus stop sign, which must be located at the front of the bus box (i.e. never in the middle, unless the stop is >
designed for more than one bus stopping at a time). Additional bus stop signs may be required where multiple bus stops are served.
These should be placed at the approximate location of the entry door for the second, third, etc bus.
4.4.2 Boarding And Alighting Clear Areas
The area directly in front of the front and rear doors of the bus should always be free from obstacles such as street furniture, trees, and poles. This
is particularly important for wheelchair access to the bus, for visually impaired users, for the efficient loading and unloading of passengers, and to
provide a consistent bus stop layout.
A clear area 1.2 metres wide and eight metres long is recommended from the head of stop. These areas can be seen in the bus stop layouts shown
in Figures 4.6 to 4.10. The dimensions are based on:
Provision of manoeuvring space for a wheelchair adjacent to the front door, as buses have ramps at the front doors >
The rear door location varying with different length buses. >
4.4.3 Passenger Hard Standing Area
A passenger hard standing area with a sealed smooth surface connects the bus door(s) with the nearby footpath, which is particularly important
for the accessibility of wheelchair users, parents with prams, etc. It also defines the waiting and circulating space around the bus stop area. The
extent of the hard standing area may vary depending upon the bus stop environment. However, as a minimum it should be provided adjacent to
the front door of the bus vehicle, to ensure wheelchair access.
Currently, many bus stops in residential areas make use of existing private property driveways to provide the passenger hard standing area for a
bus stop. Although, this is a cost-efficient way of providing the hard standing area, it presents accessibility problems for users with restricted
mobility levels due to the use of dropped kerbs at driveways and the resultant vertical gap between the bus door and the pavement.
26
4.4.4 Tactile Ground Surface Indicators
Tactile ground surface indicators (TGSIs) provide visual and sensory information about the road environment. They assist people with vision impairment
to access the bus from the adjoining footpath by:
Directing people from the footpath to the kerb where the bus front door will be and from the bus back to >
the footpath.
By warning people of the kerb and potential hazard beyond it. >
The layout and specification of TGSIs should be in accordance with that outlined in the Road and Traffic Standards
(RTS) 14 Guidelines for facilities for blind and vision impaired pedestrians (2008).
The guidelines state that TGSI provided to identify access to public transport shall be installed as follows:
Warning indicators a minimum of 600mm wide and 600mm deep installed 300mm back from the front of >
the kerb edge, adjacent to a bus stop, preferably close to the entry door.
Directional indicators 600mm deep, installed where the warning indicators are not located in the direct line >
of the continuous accessible path of travel, forming a continuous path to the warning indicators.
Photo 4.6 shows directional and warning indicators installed correctly at a bus stop.23
Figure 4.5 outlines the recommended TGSI layouts at bus stops.
Figure 4.5 – recommended layout for tgsIs at bus stops
Photo 4.6
23 Source: Land Transport Safety Authority Road and Traffic Standards (RTS) 14 Guidelines for facilities for blind and vision impaired pedestrians 2008.
27
4.4.5 Bus Stop Shelter
Bus stop shelters provide waiting passengers with protection from the sun, wind, and rain. They also strongly define the bus stop area as bus stop
shelters are the most visible permanent indicator of the presence of a bus service.
Currently, there are many types of shelter designs within the region, provided by each of the TAs as well as the private company Adshel. For the
purposes of this guide, the exact type of preferred shelter is not specified (although this may be in the future). The main point is that the shelter
meets the design and layout criteria specified below.
When to provide bus stop shelter
Ideally, all bus stops (with the exception of end-of-route stops or those under canopies) should be provided with a shelter. However, the reality is
that resources are limited and often some form of prioritisation will need to be undertaken to direct resources appropriately.
The following are considered to be the main priority criteria for shelter provision:
Provide at bus stops where there are more than 30 passengers boardings per day. >
Where bus transfers occur. >
At bus stops located on a QTN route, i.e. high-frequency bus routes. >
To obtain daily passenger boardings, bus stops should be surveyed mid-week between the hours of 7am and 6pm, and not during school or
university holidays or in a week that has a public holiday in it.
However, there are many other considerations that should be taken into account, particularly when patronage figures do not support shelter
provision.
Shelter provision should be considered for the following criteria:
Proximity to senior housing / facility and a minimum of 10 daily boardings. >
Development of a large new activity on a passenger transport route where patronage is projected to meet criteria. >
Consolidation of bus stops, where combined patronage totals can justify shelter provision. >
When the shelter is to be funded and maintained by the private sector or third party. >
Bus stop is served by an infrequent service. Passengers at these bus stops tend to arrive slightly earlier. This, coupled with the infrequent service, >
means that passengers have to wait longer for the bus, and therefore could arguably have more of a need for shelter than passengers at high-
frequency bus stops. The following criteria could be applied: minimum of 15 daily boardings on routes where peak headways are greater than
15 minutes.
Bus stop shelters do not need to be provided at stops that are end-point stops, i.e. where all or the majority of users only use the stop to alight
from, as it is located at the end of a service route.
Bus stop shelters may also not be required where there are building canopies, although where possible, seating should be provided. This should
be determined on a case-by-case basis as at some exposed sites, a building canopy may not give shelter from wind-driven rain and a shelter may
still be justified.
Design and layout principles
The design and layout of shelters should meet a number of requirements. These are listed below.
Must be accessible with the necessary clearance and circulation spaces, particularly for people with physical or vision impairments. Refer to the >
following sub-section for clearance requirements.
Shelter/seating should be as close to head of stop as practicable. If not possible within current layout, consider amending / widening bus stop >
area / footpath width.
Shelter should have at least three walls (one back wall and two side panels), a roof and an entrance that together provide effective shelter to >
waiting passengers. Although it is recognised that at some narrow sites, only shelters with no side panels may be possible.
Where four panelled shelters are provided (with one front panel), two entrances should be maintained to reduce likelihood or perception of >
entrapment.
Maximise the use of transparent materials that enhance visibility and aid passive security. Materials and design must allow passengers to see >
the approaching bus (whilst standing or sitting down inside shelter).
Glass panels should be marked with a horizontal contrasting stripe between 700mm and 1000mm high to highlight the presence of the glass >
to users – refer to NZS 4223 Part 3 (303, page 7) for more detailed guidance.
Maximise the use of easily maintained (anti graffiti) materials. >
Design should take into account the surrounding land use, for example in many streets where heritage values have been identified, shelters >
with advertising on them may not be appropriate. Although advertising on bus stop shelters is acceptable in most urban situations, the design
emphasis should be on amenity over advertising.
28
Incorporate seating and wheelchair/pram waiting areas. >
Located in a position where there are clear sight lines between the bus driver and waiting passengers. >
Located on the footpath without blocking the main pedestrian through route. Where there is ample width, bus stop shelters should be located >
to the back of the footpath.
Blind and vision impaired require physical guidance at the bottom of barriers. Please refer to NZS 4121 requirements for details. >
Clearance requirements and example layouts
The preferred location for a bus stop shelter is as shown in Figures 4.6 (for kerbside bus stop) and 4.9 (for full bus boarder stops) on the following
pages.
Ideally, at least 1800mm clearance should be provided to give a continuous accessible path of travel for pedestrian through movements. However,
in very constrained situations 1200mm is acceptable as an absolute minimum. The bus stop layout figures shown in this guideline show a minimum
width of 1200mm on each side of the shelter. If the shelter has an advertising panel that is 1600mm wide, a minimum roadside width of 3.5 metres
would be required for an ideal kerbside stop and 2.5 metres for a stop incorporating a bus boarder.
The bus stop layouts outlined above and illustrated in Figures 4.6 to 4.9 present only some examples of layout. The area required for the through
pedestrian route past shelters needs to take into account the pedestrian flow along the route and obstruction by people waiting to board the bus.
For guidance on this, bus stop designers should refer to Section 14.2.2 and Table 14.3 in LTNZ’s Pedestrian Planning and Design Guide (PPDG)
(December 2007). The PPDG should be referred to in conjunction with these guidelines.
All proposed layouts need to take close consideration of the surrounding context and urban/suburban environment. Surrounding boundary
conditions, driveways, planting and buildings should be taken into consideration in the location and exact configuration of stops.
The ideal and minimum requirements to be maintained are as follows:
Ideally, a continuous accessible path of travel of 1800mm should be maintained throughout the bus stop. >
Only in very constrained locations may the absolute minimum of 1200mm be considered. >
The area to 600mm from the back of the kerb is to be free of fixed obstacles to allow for potential overhang of the bus and its mirrors on entry >
and exit.
The boarding and alighting clear area of 1.2 metres by eight metres should be free from fixed obstacles. >
In addition to the above, should the bus stop shelter back directly onto a property boundary or fence, the property owner may wish to have a
500-600mm gap between the back of the shelter and the property boundary/fence for maintenance access, etc.
Using the above criteria, five options have been identified for ‘ideal’ sites and for constrained roadsides where the ideal configurations cannot be
applied. Each option has advantages and disadvantages that will need to be considered prior to determining the most appropriate solution for a
particular site.
The alternative layouts can be applied on roadside widths down to 1.5 metres and include offsetting the bus stop shelter from the head of stop,
a narrower shelter (with no advertising panels), and a bus boarder with shelter at the back of the footpath. Please refer to Figures 4.6 to 4.9 on
the following pages.
29
Figure 4.6 – kerbside bus stop: ideal layout >3.5m
Figure 4.7 – kerbside bus stop: constrained layout >2.8m – shelter offset from bus stop sign
30
Figure 4.8 – kerbside bus stop: constrained layout >1.9m – narrow shelter
Figure 4.9 – bus build-out bus stop: ideal layout >2.5m
Figure 4.10 – half bus build-out: constrained layout >1.5m – with offset bus stop sign
31
4.4.6 Timetable Information
Up-to-date timetable information should always be provided at bus stops, even if the stop has a real time information display. Table 4.2 on page
22 outlines the type of information that should be included at each type of bus stop. In general, a printed timetable should provide users with
information on the schedule of services that operate from the stop or within the local area during the weekday and weekend, a figure showing
the service routes and the location of the specific bus stop in relation to the whole route, direction of travel, fare information from the bus stop
and fare zones.
ARTA is responsible for providing and maintaining timetable information at bus stops, however, the organisation that installed the bus stop shelter
(e.g. TA, Adshel or the developer) is responsible for providing the appropriate timetable cases (although it is noted that in some areas ARTA also
supplies the timetable display cases).
Timetable cases should generally be mounted on the bus stop pole. It may be possible/desirable at some sites to place this on an existing light post
to reduce street clutter (see Photo 4.3 on page 24). At high-frequency bus stops, the more extensive timetable information should be displayed on
the bus stop shelter. The area in front of the timetable information should always be clear of obstruction.
4.4.7 Lighting
It is important to provide lighting at bus stops so that when it is dark passengers can see and be seen. This enhances the security of passengers,
improves perceptions of personal safety, enhances the bus journey experiences (whilst waiting, boarding and alighting) and ensures that bus drivers
are able to see a waiting passenger.
Currently, most of the Adshel bus stops in the region have interior lighting; however, non-Adshel bus stops have traditionally relied on the overspill
of existing street lighting to illuminate the bus stop area. Whilst this is better than nothing, the illumination level of street lighting is often poor at
the pedestrian level.
Ideally, each bus stop should have its own source of illumination. This can be through an interior light powered from the grid or through use of
solar power (see Box 8). It is recognised that the use of interior lighting in bus stop shelters is vulnerable to vandalism, however, lighting is a key
component to enhancing the safety and attractiveness of using a bus stop, and thus the overall passenger transport system.
As a minimum, bus stops should make use of existing street lighting and/or lighting from adjacent land-uses as the first source of illumination.
To ensure passengers can access the stop, the surrounding paths to and from the bus stop should also be well lit. The extent that this should be
taken as part of any bus stop improvement will be dependent on each site’s specific characteristics.
These guidelines recommend greater use of solar power to illuminate the bus stop and associated infrastructure. >
The appropriate lighting level should be 30 lux with a minimum uniformity ratio of 0.5 within the immediate waiting area. Higher lighting >
levels should be considered where there is a high demand.
Approaches within 15 metres of the stop should be lit to an appropriate level of 10-15 lux with a minimum uniformity ratio of 0.3. > 24
Refer to the latest Australian/New Zealand standard AS\NZS1158 Practice for Road Lighting. >
24 Source: Safer Auckland: http://www.aucklandcity.govt.nz/auckland/introduction/safer/cpted/7.asp#7.3
32
box 8 – greater use of solar power at bus stops
Use of solar power at bus stops to provide lighting is growing, as it is seen as the perfect solution in areas where there are no street lights or
ambient lighting from nearby land uses (see article http://www.signonsandiego.com/news/northcounty/20040603-9999-1mi3solar.html).
It is also being used to power up timetable cases in the UK (see article http://news.bbc.co.uk/1/hi/england/5341328.stm).
North Shore City Council is piloting the use of solar energy for lighting ten bus stops in its area (see supplier website – Carmanah:
http://www.roadlights.com/content/products/ViewProduct/ViewOtherProduct.aspx?i=i-stop).
4.4.8 Streetscape – Street Furniture (including Real Time Information Signs)
Other street furniture such as rubbish bins, seats and real time information signs may also be provided at a bus stop.
To ensure that bus stops make a positive contribution to the streetscape it is important to ensure that these features are well designed and do not
impede access.
Key considerations include:
All street furniture should be located such that the boarding and alighting clear areas are maintained and the 1800mm ideal (1200mm >
constrained) continuous accessible path of travel is provided throughout the bus stop area.
Street furniture – especially shelters with advertising – should not obstruct sightlines between approaching bus and waiting passengers. >
The amenities at bus stops should ideally be designed as a component of the ‘kit of parts’ to the overall streetscape, e.g. as part of an overall >
corridor-based enhancement.
Consolidate street furniture as much as possible to maximise a barrier free space and create active public spaces. >
All street furniture should be set back from the kerb by at least 500mm (preferably 600mm) to allow for bus overhangs. >
Street furniture should be as graffiti proof as possible, whist still retaining some comfort to users (e.g. seating) and degree of attractiveness. >
Street furniture should be durable and long-lasting. Consideration should be taken into the ease of ongoing maintenance and replacement as >
required.
Location of seats should contribute to passengers’ comfort by being well back from traffic and allowing good visibility to approaching services. >
Where footpath widths are narrow, seating may be provided on the edge of the kerb face but should face inwards for safety reasons.
Section 14.9 in ltnZ’s Pedestrian Planning and design guide (PPdg) (december 2007) also provides some guidance on street furniture and
should be referred to by bus stop designers in conjunction with these guidelines.
33
Real time information signs
Table 4.2 indicates that bus stops classified as ‘Regular Bus Stops’ or ‘Signature Bus Stops’ should be provided with real time information signs
(‘Highly Desirable’ and ‘Required’ respectively). The following criteria provide further guidance on which bus stops should be prioritised for real
time information sign provision:
Bus stops on major bus routes, i.e. the QTN and RTN routes outlined in ARTA’s PTNP document. >
Bus stops near major passenger trip generators, e.g. shopping centres, schools and colleges. >
Bus stops near transport interchanges, such as rail stations or ferry terminals. >
Bus stops close to other bus routes to cater for transfers. >
4.4.9 Streetscape – Landscaping
Trees and other natural landscaping may also be maintained /provided at a bus stop to enhance the bus stop amenity.
Key considerations specific to trees and landscaping include:
All planting should be located such that the boarding and alighting clear areas are maintained and the 1800mm ideal (1200mm constrained) >
continuous accessible path of travel is provided throughout the bus stop area.
Planting should not obstruct the sightline between approaching bus and waiting passengers, shelters or seats with advertising. >
Tall clean stem shade trees should be maintained where clear access can be established around them and they do not obstruct sightlines. >
Where planting is to be provided on the approach side of a stop, this should be limited to ground cover or low shrubs (<0.5m high). Trees >
should be long-trunked with a minimum branch height of 4.5m.25
4.4.10 Community Streetscape
Bus stops can make a positive contribution to the community streetscape by incorporating features that identify the stop with the community, such
as bus stop shelter art or poems, bus stop naming or inclusion of a community notice board.
Such a ‘bus stop development programme’ involves the community and might provide greater community pride in the shelters. Box 9 and Figure
4.11 on page 34 show examples from the Bus Stop Amenity Art Project Programme from King County, Seattle, USA.
box 9 – bus stop Amenity Art Project
In 1989, Metro (the transport authority of King County, Seattle, USA) started a unique programme to involve youth and other members of
the community in designing and painting bus stop shelter murals. Metro contributes panels and paint, and members of the community
donate their artistic talent to create murals for Metro bus stop shelters.
Since that time, over 700 murals have been installed in Metro bus stop shelters. Murals have been created by volunteers of all ages:
students, scout troops, senior citizens, community groups and individual artists. Their paintings have become a source of community pride,
all the while helping to deter graffiti and improving the appearance of the bus stop shelters. Today the Metro Bus Stop Shelter Mural
Programme is one of the largest ongoing community-based public art programmess of its kind. It is truly a unique folk art collection with a
wide variety of styles and themes.
While volunteers create the majority of the murals, Metro does fund a few artist commissions each year for bus stop shelter artworks.
Source: http://transit.metrokc.gov/prog/sheltermural/shelter_mural.html
25 Public Transport Authority Government of Western Australia, Design and Planning Guidelines for Public Transport Infrastructure – Bus Route Planning and Transit Streets, October 2003.
34
Figure 4.11 – examples of bus stop art from king county metro transit, seattle 26
26 Source: http://transit.metrokc.gov/prog/sheltermural/sm_gallery.html
35
5. BUs stoP LAyoUts
27 Transport for London, Accessible Bus Stop Design Guidance, January 2006, pg 6. 28 Transport for London, Accessible Bus Stop Design Guidance, January 2006, pg 24–25.
Every bus stop should be long enough to allow a standard bus to pull in at the correct angle to enable it to stop closely parallel to the kerb and
manoeuvre out of the bus stop safely. Buses should also be able to approach and leave bus stops without delay or obstruction. For most bus stops,
room is required for only one standard bus at a time. Objectives of an ideal bus stop layout are outlined in Box 10.
In practice, buses are often prevented from achieving the above for two main reasons: the bus layout geometry is poor or vehicles are parked close
to or at the bus stop, preventing buses from reaching the kerbside and forcing buses to stop in the carriageway. This causes difficulties for
passengers trying to board or alight, especially for elderly or disabled people and people with children or shopping who have to walk on the road
and negotiate a higher step onto the bus.
The provision of the appropriate type of bus stop layout – in conjunction with many other measures such as kerb heights, road markings, etc as
discussed in these guidelines – aim to enable the bus to stop closely to the kerb.
box 10 – bus stop layout objectives27
The ideal bus stop layout will achieve the following objectives:
Minimise time spent at the bus stop by the bus. >
Prevent/dissuade other vehicles from parking in the stop area. >
Allow the bus to line up within ideally 20mm of, and parallel with, the kerb. >
Minimise use of kerb space where there are competing demands for frontage access. >
Maintain road safety. >
The main types of bus stop layouts are:
Kerbside bus stop. >
Indented bus bay. >
Bus boarder. >
The bus layouts above and the required lengths for approach, stopping area and departure tapers are shown in Figures 5.1 to 5.10 on pages 39
to 42.
The layouts apply to urban conditions, i.e. roads with posted speed-limits are up to 70km/hour and for a 13.5 metre bus. If other bus dimensions
are used, the designs may have to be adjusted.
As discussed in Section 4.3.1, the bus box area outlined in these guidelines is 14.5 metres long and 2.5 metres wide – although the width may be
reduced/increased slightly. Although these guidelines are based on a 13.5-metre-long bus vehicle, the ideal bus box area should be slightly longer
to allow the bus driver some margin for correction/space to straighten the vehicle to align flat with the kerb (i.e. the extra one metre allowance
allows for the human factor or lack of mechanical precision).
The length of the bus stop area will also need to be amended if more than one bus is expected to serve the bus stop at the same time. Sufficient
space needs to be provided for the second (or third, etc) bus to be able to pull out past the first bus (stopped in front of it).
The overall aim is to permit buses to stop within 20mm of the kerbside (as a minimum), without overhanging or over-running the footway. However,
the proper use of ‘special kerbs’ such as Kassel Kerbs, as discussed in Chapter 6, could allow buses to stop within a few millimetres of the kerb
without any damage to tyres. Ideally, where special kerbs are used, buses should aim to have a 50mm to 75mm horizontal gap from the kerb.
5.1 standard kerbside bus stop
A kerbside bus stop is generally the preferred bus layout for most urban and suburban streets. The majority of bus stops within the Auckland region
are kerbside stops. These bus stops should be marked out with the appropriate road marking and signs, as outlined in Chapter 4. Layout
dimensions are provided in Figure 5.1 on page 39, which show an overall length requirement of 38.5 metres – this is significantly more than
outlined in previous TA guidelines in the region (26 metres).
The length required for this type of layout can be reduced, whilst keeping the bus stop unobstructed by making use of existing clear road areas,
such as those imposed near pedestrian crossings and intersections.28
3629 Transport for London, Accessible Bus Stop Design Guidance, January 2006.
Two convenient locations for bus stops where this can be achieved are:
The exit side of a pedestrian crossing – Figure 5.3. >
The exit side of an intersection (open bus bay) – Figure 5.4. >
These two layouts assist bus access whilst minimising the length specifically required for a bus stop. They also have the advantage of placing bus stops
near to where passengers may wish to cross the road. Safety issues must always be considered when adopting such designs.
It is important to plan the bus box size for the frequency of buses, otherwise following buses could block the crossing or side road (see Chapter 3
for further information).
Any relocation of the stopping position of the bus closer to the intersection should have regard to visibility for drivers of vehicles leaving the side
road. While a bus using the bus stop is a temporary obstruction, the bus stop sign, passenger shelter and waiting passengers should not unduly
obscure sight lines.
However, even with road marking, signs and surface treatments (as discussed in Chapter 4), buses often still experience difficulty in manoeuvring
to the kerbside, due to inconsiderate parking or loading vehicles at or near the bus stop. It should be noted that where on-street parking is
permitted to park too close to a kerbside bus stop, the effect for the bus is an informal indented bus bay. A bus stop ‘boarder’ layout can help to
resolve this problem.
5.2 bus boarders
Bus boarders are areas of footway built out into the carriageway enabling the bus to avoid pulling off the main carriageway. Bus boarders can be
full-width or half-width. See Figures 5.5 to 5.7.
The advantages of bus boarders are:
They provide an effective deterrent to inconsiderate kerbside parking/loading at the bus stop itself. >
Full-width bus boarders require the least kerbside length of all the layouts as there is no need to provide for approach or exit tapers. Figure 5.5 >
shows that full-width boarders only require 14.5 metres of kerbside, whereas half-width boarders, Figure 5.7, require a total length of 34.5
metres, which is still less than the 38.5 metres required by kerbside bus stops.
Due to the above effects, buses are able to approach the bus stop at a straight angle and align in close proximity to the kerb, ensuring good >
accessibility for all passengers.
Higher kerb platforms can also be installed without risking damaging bus vehicles due to potential overhang. The reduced height differential >
allows easy boarding and alighting and can reduce bus dwell time, especially when other measures are also introduced, such as quick ticketing,
exact change, etc.
They allow more kerbside space for on-street parking provision either side of the boarder. >
They create passenger waiting areas that do not impede or conflict with the general pedestrian flow on the main footway. Bus infrastructure >
can also be provided off the main footway, contributing towards a barrier-free path.
The additional, wider footway provides opportunities for attractive streetscapes, landscaping, cycle parking and street furniture. >
They act as traffic calming devices by narrowing the road width and slowing traffic speeds. >
Bus boarders are suitable in the following areas:
Where the posted speed limit is 50km / hr or below or where actual traffic speeds are below 50km/hr due to congestion, etc. >
Where the road width is at least 3.5 to 4 metres wide. This allows at least 1.5 metres of road space (between the centre line and the edge of >
the bus) for on-road cyclists to pass a stationary bus.
Where bus numbers are high and where loss of kerbside parking needs to be minimised (areas with high kerbside parking demand). Generally >
suitable for CBD applications, town centres or shop frontages.
Where traffic calming measures are required to help reduce traffic speeds (unless delay is onerous to other buses and general traffic). >
Where footways are narrow, bus boarders could enable bus passengers to wait away from pedestrian paths. >
The half-width bus build-out is often a useful compromise solution. The build-out from the kerb can range from 500mm up to the width of a full
boarder, although they are commonly 1 to 1.5 metres wide.29
Half-width bus boarders should be used where:
Frequent delays to other vehicles are to be avoided. >
A full-width boarder would place the bus in, or too close to, the opposing traffic stream. >
There are on-road cycle lanes – requiring a minimum passing width between a stationary bus vehicle and the centre line of 1.5 metres. >
Bus boarders should not be used in areas that do not meet the above criteria, specifically in high traffic speed areas (i.e. where the posted speed
limit is over 50km/hr) and where the road width precludes following traffic or cyclists from overtaking a stationary bus safely.
37
30 Transport for London, Accessible Bus Stop Design Guidance, January 2006.31 Although the experience in Western Australia seems to suggest that even when placed in legislation, the ‘Give Way’ rule to buses can be ineffective. Western
Australian motorists seem to have an ingrained behaviour of generally not giving way to buses leaving a bus bay – even though they are required to by law. This simply highlights further that bus bays negatively impact on bus journey times and reliability, and therefore their attractiveness to users (Design and Planning Guidelines for Public Transport Infrastructure – Bus Route Planning and Transit Street, Public Transport Authority Government of Western Australia, pg 17–18).
Bus boarders do cause some delay to general traffic on the kerbside lane. However, on corridors where the movement of people is prioritised over
the movement of vehicles, the potential delay to general traffic should not be a deterrent to its application.
All bus boarders should have an impact absorbing bollard on the up-road end clear kerb marking with reflectorised paint or similar, unless in a very
slow speed precinct.
5.3 Indented bus bays
The main purpose of indented bus bays is to remove bus vehicles from the general flow of traffic while they are stationary or temporarily stationary
whilst picking up or setting down passengers.
They are provided to maintain the general flow of traffic or for safety reasons, where the sudden stopping of a bus or the forced overtaking of a
stationary bus might otherwise create an accident risk. Indented bus bays have also been traditionally provided at locations with poor sightlines,
for example where the stopped bus appears unexpectedly as a vehicle crests the brow of a hill.
Indented bus bays can be fully indented or partially indented (half-indent bus bay). It should also be noted that where on-street parking is placed
too close to a kerbside bus stop, the effect for the bus is an informal indented bus bay.
Historically, in Auckland and many other cities around the world, bus bays were often the preferred layout for bus stops as the priority was to
maintain the general flow of traffic. Consequently, there are many full or half-indented bus bays within the Auckland region.
Bus bays, however, present inherent operational problems for buses and passengers. The disadvantages of this type of layout are:
Bus drivers often find it difficult to merge back into the main stream of traffic causing delays of approximately two to four seconds at each >
stop.30 This can be much longer in heavy traffic. This problem is particularly felt in Auckland as drivers are not legally required to give way to
buses (as they are in many other countries) and consequently often do not.31 The variability of this hold-up leads to unreliable and bunched
services as well as general bus delay.
Bus bays require a significant area to ensure buses are able to pull in flush with the kerb. A ‘standard’ bus requires a full bus bay area to be >
46.5 metres long from the start of the approach taper to the end of the exit lane. The impact on the surrounding land use means that there
is less area available for wider footways, streetscape, berms, landscaping, or on-street parking.
The design of many existing bus bays is unsatisfactory, particularly where their geometry prevents buses from reaching the kerb effectively >
(ideal is generally within 50mm to 75mm, minimum is 20mm), resulting in poor accessibility for passengers. Some drivers may also choose not
to pull in close to the kerb to ensure that the bus is at a better angle to re-enter the main stream of traffic.
Bus bays are also prone to attract inconsiderate parking or unloading, especially at high activity areas, e.g. town centres, shop frontages, etc. >
This again prevents the bus from reaching the kerbside, forcing passengers to board or alight from the road, causing difficulties for some
passengers.
Bus bays widen the carriageway area creating the opposite effect of traffic calming measures, including encouraging speeding, increased >
difficulty for pedestrians to cross and unattractive street environment.
Current thinking has shifted towards giving greater priority to buses as more ‘efficient people movers’, even if this is achieved at the expense of
slowing down general traffic. In view of the above reasons, bus bays should only be provided where justified on compelling safety or operational
reasons.
In fact, several cities (London, Portland) have a policy to infill or remove bus bays all altogether from major arterial roads (or where the posted speed
limit is 50km/hr).
Research undertaken by Transport for London (see Appendix B) has shown that in-filling a bus bay and replacing it with a kerbside stop will:
Make it easier for the bus to stop adjacent to the kerb. >
Make it easier and quicker for passengers to board / alight. >
Reduce delays to buses by between two to four seconds per bus. >
38
5.3.1 Guideline Recommendations On Indented Bus Bays
These guidelines recommend the following:
Full-indented bus bays should be avoided as the layout reduces the efficiency of bus services. They should only be provided where justified for >
compelling safety or operational reasons or where high-occupancy vehicle / bus lanes have been implemented, as outlined in section 5.3.2
below.
All existing bus bays should be reviewed in accordance with these guidelines and, where possible, bus bays should be filled-in and/or relocated >
so that the original reasons for a bus bay are eliminated. The additional footway space can be tailored to the boarding and alighting
characteristics of the site and the land-use requirements.
In line with the above, indented bus bays that have been provided on the grounds of poor sightlines (for oncoming vehicles) should be >
reviewed. Bus drivers also suffer from poor sightlines of oncoming vehicles at these bus bays, which results in bus journey time delays and poor
safety as bus drivers attempt to re-enter the (fast) stream of traffic with poor sightlines of oncoming traffic.
5.3.2 When Indented Bus Bays Are Considered To Be Appropriate
Full-indented bus bays should only be considered in the following situations:
On any stretch of road with a speed limit of 80 km/hr or higher. In these cases, the following factors should be incorporated: >
– Appropriate approach and exit tapers (acceleration zone) are provided to facilitate ease and safe re-entry of the bus into the main stream
of traffic
– Appropriate location of the bus stop is provided to ensure good sightlines of approaching traffic.
Where the bus will have a long dwell time at a bus stop and will unnecessarily obstruct traffic flows. For example for: >
– Operational reasons, e.g. lay over time in between the end and start of a service, or driver rest breaks)
– For schools and special events, e.g. the need to arrive just prior to the end of the school session and long boarding times as passengers all
arrive at the same time)
– At particularly busy bus stops with high numbers of passengers boarding and alighting, e.g. at town centres.
In principle, half-indented bus bays may be considered where there is only one wide lane of traffic. A half-indented bus bay allows general traffic
to overtake the stationary bus safely whilst still keeping the bus within the main stream of traffic. Providing enough space to overtake a stationary
bus is also particularly important when there is an on-road cycle lane as well.
Bus bay layouts are shown in Figures 5.8 to 5.10 on pages 42 and 43.
5.4 If Ideal layout dimensions cannot be Achieved
A clear exit distance of nine metres is the minimum necessary for buses to leave the stop and rejoin the general traffic lane without the rear of the
vehicle overhanging the kerb in the vicinity of waiting passengers.32
If the minimum dimensions outlined in this chapter cannot be achieved due to site-specific constraints, designers need to understand the
implications of this.
If the bus stop exit distance is reduced to below nine metres, it is possible for the rear section of the bus to overhang the footway. This effect could
pose a conflict with pedestrians (or street furniture not placed 600mm away from the kerb face), as illustrated in Photo 5.1.
If required minimum dimensions cannot be met, bus designers33 should
consider:
Removing on-street car parking / other barriers to provide the >
required minimum space, if possible
Relocate bus stop slightly forward or back to where the minimum >
dimensions can be provided
Where bus vehicle overhang is a real possibility, ensure that the >
footpath width is sufficient to allow pedestrians to walk by without
being potentially hit. The use of paving treatment or road marking
to delineate overhang area should be considered. The positioning of
street furniture in this case should also be considered.
32 Transport for London, Accessible Bus Stop Design Guidance, January 2006, pg 29.33 ‘Bus designers’ = anyone involved in bus stop planning, provision or implementation, e.g. national, regional or territorial local authorities; developers; engineers or
planners.
Photo 5.1
39
Figure 5.1 – kerbside bus stop with parking either side for a ‘standard’ 13.5-metre-long tag axle bus
Figure 5.2 – kerbside bus stop with parking on either side for two ‘standard’ 13.5-metre-long tag axle buses
Figure 5.3 – kerbside bus stop on exit side of a pedestrian crossing for a ‘standard’ 13.5-metre-long tag axle bus
40
Figure 5.4 – kerbside bus stop on exit side of an intersection for a ‘standard’ 13.5-metre-long tag axle bus
Figure 5.5 – Full-width bus boarder for a single ‘standard’ 13.5-metre-long tag axle bus
Figure 5.6 – Full-width bus boarder for two ‘standard’ 13.5-metre-long tag axle buses
41
Figure 5.7 – half-width bus boarder for a ‘standard’ 13.5-metre-long tag axle bus
Figure 5.8 – Full-indented bus bay for a ‘standard’ 13.5-metre-long tag axle bus
Figure 5.9 – Full-indented bus bay for two ‘standard’ 13.5-metre-long tag axle buses
42
Figure 5.10 – half-indented bus bay for a ‘standard’ 13.5-metre-long tag axle bus
heADInG
43
6. KeRB PRoFILeIt is important to provide the appropriate height kerb at bus stops to provide good accessibility, meet the slope requirements for disability access
when the ramp is deployed and provide good guidance for the bus driver.
6.1 context
The kerb height at bus stops has an impact on bus accessibility. The size of the vertical gap between the kerb and floor of the bus will affect the
ease at which passengers are able to alight or board a bus, as well as the gradient of the ramp when it is deployed. If the gap is too high, some
passengers will find it difficult to board or alight the bus comfortably. If the gradient is too severe, some wheelchair users may be unable to enter
or exit safely from the bus.
Existing kerb heights and kerb cuts / dropped kerbs (or their absence) were identified as one of the many barriers to the ability of disabled people
in New Zealand to use land passenger transport (HRC, para 4.3, pg 38; and HRC, para 5.15, pg 61).34
The standard kerb height in Auckland is 120mm. A best practice review of several other comparator cities (similar to Auckland or recognised as best
practice leaders) found that some cities specify kerb heights at bus stops of between 125mm and 175mm 35. In general, there seems to be a preference
for 140 to 150mm kerb heights at bus stops (London, Melbourne, Perth), and in Europe (London) a preference for higher ‘special kerbs’ – e.g. 160mm
and above, where possible.
The preferred kerb height should be driven by a desire to:
Reduce the step height between the bus floor and the bus stop kerb to provide easy boarding / alighting for all passengers, regardless of their >
mobility levels.
Reduce the gradient of a deployed ramp for users in a wheelchair, with a pram, with luggage or with small children (see step height illustrated >
in Figure 2.1 in Chapter 2).
By achieving the above, facilitate quicker boarding and alighting times (when combined with other measures such as integrated ticketing, etc) >
thereby reduce bus stop dwell time and improve bus journey times and reliability.
The main issues identified with providing higher kerb heights in Auckland are:
The risk that buses will overhang the kerb and damage the bus vehicle, as well as the kerb face. >
The risk that bus drivers fear the possibility of the above and will therefore not accurately dock the vehicle alongside the kerbface. This would >
negate the benefit sought from implementing such kerbs.
The above concerns can be eliminated by providing the correct bus layout, with correct entry and exit tapers and with appropriate driver training.
box 11 – standard requirements for ramp and footpath gradients
The Standard for New Zealand Design for Access and Mobility – Buildings and Associated Facilities (NZS 4121:2001) recommends:
Step ramps formed between two horizontal surfaces shall have a maximum slope of 1:8/12%/7 degree maximum (page 38). This is in >
line with the recommended gradients in several other similar cities (Vancouver, London)
The allowable camber for crowned and banked footpaths and ramps shall have a maximum slope of 1:50 (pg 32). >
6.2 recommended kerb heights
Essentially, increased kerb heights are desirable at bus stops to achieve the aspired levels of accessibility and increase the attractiveness of bus use.
Whilst 120mm is currently an acceptable minimum standard, variables such as crossfall of the footway and carriageway can influence the gradient
of the ramp. The aim is to achieve a maximum slope of 1:8 / 12% / 7 degrees for a deployed ramp as per the requirements of the NZS 4121:2001.
In line with general best practice, a raised kerb height of 150mm is desirable, where these can be achieved.
It is recommended that a bus stop kerb height of less than 120mm should be increased to 150mm. Heights above 150mm must be checked to
ensure that there is no risk of collision with the approach of a low floor or kneeling bus.
34 Human Rights Commission, The Accessible Journey: Report of the Inquiry into Accessible Public Land Transport, October 2005.35 London has a statutory minimum kerb height standard of 125mm, however, states a preference for 140mm minimum kerb heights at bus stops as they result in lower
ramp gradients. Melbourne and Sydney require 150mm kerb heights at bus stops, Perth provides a required range of between 125mm and 175mm in height, Portland appears to have a range of between 150mm and 178mm (6 to 7 inches).
44
Kerb faces of between 120mm and 150mm high are unlikely to require alteration in the short to medium term. However, where kerbs are already
being altered at bus stops, e.g. to build a bus boarder, consideration should be given to the use of higher kerbs to reduce the step height, thereby
improving access for all bus users, including disabled users.
The risk of bus vehicles being damaged at bus stops can be eliminated with good bus stop layout designs as outlined in these guidelines. However,
it is possible that many existing bus stops in Auckland would not allow buses to correctly approach stops with higher kerb heights and would
therefore not be suitable for this type of treatment, unless their configuration was amended.
6.2.1 Kerb Profiles And ‘Special’ Kerbs
Correct alignment of the bus with the stop is crucial for step-free access, but especially so with raised kerbs. The stopping of a bus at the kerb is
a form of ‘parallel parking’ which is difficult for a bus driver to get right. Bus drivers will generally park at a distance from conventional vertical
kerbs for fear of damaging or wearing out their tyres.36
The ideal kerb profile for the closest possible driver approach is J-shaped, steeply sloping at the top but with a gentler, more horizontal slope near
the bottom. The edge at the top of the kerb should be rounded and not sharp. Kerbs with a harsher and more vertical profile will encourage the
driver to keep clear of the kerb in order to avoid tyre damage, while kerbs with a flatter profile will force the driver to park a long way from the
top of the kerb for geometrical reasons.37
However, this problem may be overcome by the use of the technology generically known as ‘guided kerbs’, of which a specific and perhaps most
widely used example is the Kassel Kerb.
The ‘Kassel Kerb’ is a concave-section kerb stone which guides the bus tyres in the last few centimetres of bus approach. As the tyre rides up the
concave surface, gravity pulls it back down. It is claimed that tyre wear is less with the ‘Kassel Kerb’ than with ordinary kerbs38 and that proper use
of them can consistently achieve a 50mm to 75mm loading gap, without undue tyre wear. Another benefit of the kerb is that they are clearly visible
to the driver and help guide the driver to stop in the correct position relative to the bus infrastructure.
The Kassel Kerb is available in 160mm and 180mm heights. The basic unit is complemented by a range (of transitional kerbs) that allows the Kassel
Kerb to be incorporated into existing kerb lines, without the need for remedial work at each end of the bus stop.
A kerb height of 220mm will eliminate the need for a ramp (subject to the bus being able to get close enough to the kerb).
Figure 6.1 illustrates some examples showing the use of this type of kerb.
High ‘special kerbs’ of 160mm or above should only be provided at bus stops where buses always have clear, unimpeded access on the approach
and depart from the boarding point, with no likelihood of any obstruction that would prevent pulling parallel to the kerb without hitting it.
Whilst systems without raised platforms at bus stops (with or without bus boarders) are cheaper, they depend upon ramps on the bus to provide
true step-free access.
box 12 – Availability of ‘special kerbs’ or kassel kerbs
A key issue for implementation is that Kassel Kerbs or another similar type of kerb (there are several products available) are not currently
manufactured in New Zealand. Auckland City Council and Papakura District Council are currently undertaking preliminary investigations as
to the feasibility of using Kassel Kerbs or another similar type of product in the Auckland region. As an outcome of these guidelines, ARTA
and the region’s TAs may wish to investigate the feasibility of manufacturing Kassel Kerbs or another similar type of ‘special kerb’ locally to
ensure it is cost effective and practical to implement. There may even be interest/scope to roll this out nationally (as it has been in many parts
of Europe).
36 North Shore City Council (Chris Harris), Submission to the Human Rights Commission Inquiry, The Accessible Journey: Report of the Inquiry into Accessible Public Land Transport, October 2005.
37 Transport for London, Accessible Bus Stop Design Guidance, January 2006.38 Wood, C., Bus Stop Design Innovation: A Comparison of UK Trials Transition – The European Transport Conference, Proceedings of Seminar J: Traffic Management
and Road Safety Association for European Transport, London (Centre for Independent Transport Research in London (CILT), 1998, http://www.cilt.dial.pipex.com/comparison.htm.
4539 Picture source: http://www.profilbeton.de/EN/index.php; and http://www.essexgroundworksupplies.co.uk/index.asp?textpage=kassel&mainpage=skerbs.
Figure 6.1 – examples showing use of kassel kerbs39
Smooth contact face Boot shaped profile
Kassel Kerb guides the bus into an optimal stopping position
reducing the gap to less than 50mm
46
6.2.2 Aspects To Consider When Implementing Raised Kerbs
Designers should check site conditions to obtain the correct step height or gradient when a ramp is deployed at a bus stop as it may vary >
depending on several other factors, including:
– Type of ramp.
– Ramp length.
– Carriageway and footway crossfalls.
– ‘Kneeling’ height of the bus floor.
– Whether the bus is laden or not.
– Whether there are any potholes or gullies below the road channel, which could affect bus operation.
Raised kerbs only need to be provided at the point(s) where bus doors will open. Where kerb heights are changed, carriageway and footway >
crossfalls will need to be carefully considered. Ensure that footway crossfalls have a gradient of no more than 1 in 25 or 4%40 – as a steep
backfall from the kerb is undesirable. Transitional kerbs can be used to ensure appropriate footway crossfalls.
Prior to any increased kerb height provision, each bus stop’s layout > should be reviewed to ensure that no conflict will occur. Factors to take
into consideration include:41
– The ground clearance of buses. Although bus stop layouts have been designed to avoid the need for buses to overhang the kerb on arrival
or departure, this may occur at particular sites due, for example, to inconsiderate parking.
– Where there is a possibility of the bus body overhanging the kerb, the height of the kerb should be no higher than the minimum ground
clearance. Kerb heights greater than the ground clearance of the bus should only be used at locations where there is no likelihood of the
bus overhanging the kerb, e.g. at full bus build-outs. The use of high kerbs, standard kerbs and the transition between them will need
careful consideration at bus stops.
It is important that driver training and awareness is undertaken in conjunction with the infrastructure provision. >
To help facilitate driver awareness, implementation of raised kerbs at bus stops should ideally be done on a corridor approach rather than on >
an ad-hoc basis.
Many bus stops in Auckland are located in close proximity to vehicle driveways. This may impact on the ability to provide increased kerb >
heights. It could be that some bus stops may need to be relocated slightly to facilitate the provision of raised kerbs without adversely affecting
driveways. Or it may simply not be possible to install raised kerbs at some bus stops.
40 Although the experience in Western Australia seems to suggest that even when placed in legislation, the ‘Give Way’ rule to buses can be ineffective. Western Australian motorists seem to have an ingrained behaviour of generally not giving way to buses leaving a bus bay – even though they are required to by law. This simply highlights further that bus bays negatively impact on bus journey times and reliability, and therefore their attractiveness to users (Design and Planning Guidelines for Public Transport Infrastructure – Bus Route Planning and Transit Street, Public Transport Authority Government of Western Australia, pg 17–18).
41 Transport for London, Accessible Bus Stop Design Guidance, January 2006, pg 43 – 45.
47
7. otheR FActoRs to consIDeR7.1 driver training
Although these guidelines are focused on bus stop infrastructure provision, the appropriate use of that infrastructure, e.g. aligning the bus into
the correct stopping position and pulling fully into ‘special’ kerbs such as Kassel Kerbs, relies on the driver being aware.
It is therefore important that the implementation of design recommendations in these guidelines is supplemented with driver training, as
appropriate. For example, when the bus stop infrastructure on a whole route/corridor has been upgraded, specific driver training covering how to
pull into the bus stops will be required to maximise their effectiveness.
7.2 enforcement
The good design of a bus stop is compromised if buses are prevented from using them due to inconsiderate or illegal parking at/near bus stops.
This has an impact on all road users, however, it was highlighted as a particular issue by representatives of aged and disabled users, stating that
illegal parking in bus stops impacts on their ability to access the correct bus services.
The use of consistent and visible road marking, road surface treatment, signs, etc as recommended in these guidelines is aimed at informing other
road users of the bus stop area and to seek compliance of the road rules. However, there will invariably be some people that will still park
inconsiderately or illegally at bus stops, so an effective enforcement regime that prioritises quick removal or ticketing of vehicles parked on bus
stops is an important requirement for bus stops. Some bus stops, e.g. those located in high-demand parking areas along retail frontages, are likely
to require a more intense enforcement regime than others.
Bus stops are enforceable 24 hours a day, 365 days a year. Enforcement of bus stops is predominantly undertaken by parking wardens.
box 13 – Potential use of cctv to aid enforcement of bus stops
Many parts of the UK are now using CCTV to enforce bus stop clearways and waiting/loading restrictions. ARTA and its partner organisations
may wish to trial the use of CCTV cameras on bus vehicles in Auckland to help enforce the appropriate use of bus stops and bus lanes.
7.3 maintaining bus stops
The following are some key considerations to maintaining and managing bus stops:
Vandalism and graffiti to bus stops should be addressed promptly to ensure that the bus stop does not detract from the streetscape or >
community.
Noise complaints in relation to lay over bus stops or bus stops in general should be taken seriously and addressed promptly and >
constructively.
Carriageways will be resurfaced during the normal course of maintenance routines. It is common for the general level of the carriageway to >
rise with successive surface repairs. During resurfacing it is crucial that the kerb height at bus stops is maintained or improved. This is
particularly important where ‘special’ kerbs or raised kerbs are in place.42
Some cities are employing innovative ways to help maintain their bus stop infrastructure. Appendix C provides an example in Portland and Seattle,
USA, where the public is encouraged to care for their local bus stop.
7.4 Implementing bus stop Improvements
A check list has been developed to assist practitioners undertaking on-site checks at locations where a bus stop or shelter is proposed. This is
provided in Appendix D.
The provision for new individual bus stops on a case-by-case basis will always be required. However, to achieve a step-change in passenger
transport provision within an area, these guidelines recommend implementing improvements as part of an integrated package approach, in which
improvements to the bus stops forms one part of an overall scheme.
This could be by improving bus stops as part of a town centre upgrade, or as part of Neighbourhood Accessibility Plans.43
Another way is to apply a corridor-based approach to bus stop improvements. This could be expanded to include other corridor improvement
aspects such as bus priority measures, streetscape improvements, junction upgrades, etc.
42 Transport for London, Accessible Bus Stop Design Guidance, January 2006.43 Source: http://www.ltsa.govt.nz/road-user-safety/walking-and-cycling/nap-information-for-local-authorities.html.
48
Applying a corridor-based approach could enable extra funding for bus stop improvements from NZTA to be considered (additional to the annual
budgets set aside for individual bus stop improvements within the LTCCP).
When undertaking a corridor-based improvement approach, it is often useful to undertake a ‘bus safari’ with all relevant stakeholders to gain a
better understanding of the issues affecting specific bus stop(s) on an existing route from both a bus operator and bus passenger point of view.
box 14 – cost implications of enhanced bus stops as outlined in these guidelines
It is recognised that these guidelines will have cost implications to TAs as the organisations responsible for providing and maintaining bus
stops and their associated infrastructure. It is envisaged that ARTA, the region’s TAs and NZTA will need to discuss a way forward to secure
the funding required to allow TAs to realistically implement the aspirations sought for bus stops outlined in these guidelines.
7.5 linking with cycling
A designated cycle network to / from or near bus stops increases the catchment area of the bus passenger transport system. Where this is the case,
consideration should be given to providing cycle parking at the bus stop. Cycle parking should be designed and located so as not to create a
hazard, or impede access, for disabled people.44 Photos 7.1 – 7.3 show some examples of bus stops with cycle parking.
Photos 7.1 – 7.3 – typical cycle parking facilities at Zuidtangent busway system in the netherlands
Photo 7.1 Photo 7.2
Photo 7.3
44 Department for Transport (UK), Manual for Streets, 2007.
49
ReFeRences1. Auckland City Council, Auckland City Bus Stop Policy and
Guidelines, August 1997.
2. Australian/New Zealand Standard Parking facilities Part 1:
Off-street Car Parking or AS/NZS 2890.1:2004
http://www.saiglobal.com/PDFTemp/Previews/OSH/as/
as2000/2800/2890.1-2004(+A1).pdf.
3. Austroads, A guide for Traffic Engineers – Road-based Public
Transport and High Occupancy Vehicles, 2002.
4. Caiaffa, M., Tyler, N., & Brown, I, Bus stop infrastructure, in
N. Tyler, ed, Accessibility and the Bus System: From Concepts
to Practice (London: Telford), 2002.
5. Cambridge Cycling Campaign; Photo 1: http://www.camcycle.
org.uk/map/location/11776/; Photo 2: http://www.camcycle.
org.uk/map/location/11391/nearby.html.
6. Christchurch City Council, Christchurch Bus Stop Locations
Policy, December 1999.
7. Department for Transport (UK), Manual for Streets, 2007.
8. Human Rights Commission (NZ), The Accessible Journey:
Report of the Inquiry into Accessible Public Land Transport,
September 2005, http://www.hrc.co.nz/home/hrc/
conventionontherightsofpersonswithdisabilities/
inquiryintoaccessiblepubliclandtransport/
finalreporttheaccessiblejourney.php.
9. Land Transport New Zealand, Pedestrian Planning and Design
Guide (PPDG), December 2007.
10. Land Transport New Zealand, Traffic Control Devices Manual
(TCDM), Part 13 Parking Control, December 2007.
11. Land Transport Safety Authority, Road and Traffic Standards
(RTS) 14 Guidelines for facilities for blind and vision impaired
pedestrians, 2008.
12. Land Transport Safety Authority, Road and Traffic Standards
(RTS) 6 Guidelines for visibility at driveways, May 1993
http://www.landtransport.govt.nz/roads/rts/rts-06.pdf.
13. Manukau City Council, Manukau City Bus Stop and Bus Stop
Shelter Policy and Guidelines, September 2004.
14. Ministry of Consumer Affairs – Manager Standards and Safety,
New Zealand Electrical Code of Practice 34:2001, 2001.
15. New Zealand Government, Traffic Regulations 1976 and
amendments.
16. New Zealand Government, Land Transport (Road User) Rule
2004, SR 2004/427, Rule 61001.
17. New Zealand Standards, Design for Access and Mobility –
Buildings and Associated Facilities NZS 4121:2001, undated.
18. New Zealand Standards, Glazing in Buildings NZS 4223 Part 145
and Part 346 (Section 303, page 7), various publication years
and amendments. Also note AS/NZS 466647, 2000.
19. North Shore City Council, North Shore City Council Bus Stop
Guidelines (Various), 2008.
20. North Shore City Council, North Shore City Council Submission
to The Human Rights Commission Inquiry into Accessible Public
Land Transport, 2005.
21. Portland (Trimet), Trimet Bus Stop Guidelines, 2002.
22. Public Transport Authority Government of Western Australia,
Design and Planning Guidelines for Public Transport
Infrastructure – Bus Route Planning and Transit Streets,
October 2003.
23. Queensland Government (Translink), Public Transport Manual,
June 2007.
24. The Institution of Highways and Transportation (IHT), Transport
in the Urban Environment, June 1997.
25. TRaC (2000), Social Exclusion and the Provision of Public
Transport, Report for the Department of the Environment,
Transport and the Regions (DETR), London: HMSO, pg 16.
26. Transport for London, Accessible Bus Stop Design Guidance,
January 2006.
27. Transit Co-operative Research Program (TCRP), Report 19,
Guidelines for the Location and Design of Bus Stops, 1996.
28. Transit Related Road Infrastructure Programme (TRRIP) –
Funding and Implementation Policy, Translink (Vancouver),
February 2002.
29. Transit Stop Installation, Checklist, BC Transit (Vancouver),
undated.
30. VicRoads (Melbourne), Bus Stop Guidelines, 2006.
31. Wood, C., Bus Stop Design Innovation: A Comparison of UK
Trials Transition – The European Transport Conference,
Proceedings of Seminar J: Traffic Management and Road Safety
Association for European Transport, London (Centre for
Independent Transport Research in London (CILT), 1998,
http://www.cilt.dial.pipex.com/comparison.htm.
45 NZS 4223 Part 1 – This is the standard that covers the selection and installation of glass in buildings. A large part of this standard has been superseded but it still contains many technical and installation principles.
46 NZS 4223 Part 3 – This is the Human Impact Safety Requirements Standard which details glass requirements for all areas subject to human impact – that is all areas within two metres of the floor.
47 AS/NZS 4666 2000 – This is the new joint Australia/New Zealand Insulating Glass Unit Standard replacing NZS 4223 Part 2. This standard covers the installation, performance and thermal and sound insulation of insulating glass units.
50
ABBReVIAtIons AnD GLossARyARTA Auckland Regional Transport Authority
Bus boarder These are areas of footpath built out into the carriageway enabling the bus to avoid pulling off the main carriageway.
Bus box (cage)
or clearway
These are carriageway markings and traffic restrictions that operate to ensure the bus stop remains free of parking so the
bus service is not disrupted or hindered by inconsiderate parking.
Bus sign A statutory sign to indicate a bus stop area, where public transport buses are allowed to stop to pick-up or drop off
passengers.
Bus stop shelter Facility to protect waiting passengers from rain, wind and sun.
Indented bus bays A lay-by area off the main carriageway that allows buses to stop out of the traffic lane.
LCN Local Connector Network, as defined by the PTNP: bus, ferry and train services that provide access to local centres and
connect with the RTN and/or the QTN. Priority measures will be provided at key congestion points to improve service
reliability.
LRT Light rail or light rail transit (LRT) is a form of urban rail public transportation that generally has a lower capacity and lower
speed than heavy rail and metro systems. The term is used to refer to modern streetcar/tram systems with rapid transit-
style features that usually use electric rail cars operating mostly in private rights-of-way separated from other traffic but
sometimes, if necessary, mixed with other traffic in city streets.
LTCCP Long Term Council Community Plan. Territorial Authorities (councils) are required to produce and regularly update a LTCCP,
which sets out a planning process for 10 years ahead to deliver clear goals that have been agreed between the council and
the community. This must be formally updated every three years.
LTNZ Land Transport New Zealand (LTNZ) was a Crown entity established on 1 December 2004. It had three statutorily
independent functions: determining whether particular activities should be included in the National Land Transport
Programme; approving funds for land transport activities; and approving procedures for procurement of activities. LTNZ
was dissolved a Crown entity on 1 August 2008, when it was merged with Transit New Zealand to become a new Crown
entity called the New Zealand Transport Agency.
Neighbourhood
Accessibility Plans
Neighbourhood accessibility planning projects aim to give safe access to active and shared transport users of all ages in
neighbourhood areas. Neighbourhood accessibility planning utilises data-collection and community-consultation
techniques to identify pedestrian, cyclist and shared mode user safety and access problems (including perceived barriers).
The end product is a list of actions, specifically tailored to the neighbourhood’s issues, which are prioritised and agreed to
by the community. Actions could include new pedestrian and cycling facilities, promotional initiatives, education and
enforcement campaigns, environmental improvements, policy changes or any other remedial actions that will improve or
increase the use of active and shared forms of transport.
NSAAT No Stopping At All Times rule indicated by broken yellow road line markings.
NZDS New Zealand Disability Strategy. Under the New Zealand Public Health and Disability Act 2000, the Minister for Disability
is required to have a New Zealand Disability Strategy. The NZDS provides the over-arching framework for providing for
accessibility.
NZTA New Zealand Transport Agency (NZTA). The NZTA is a Crown entity established on 1 August 2008, bringing together the
functions of Land Transport New Zealand and Transit New Zealand to provide an integrated approach to transport
planning, funding and delivery.
NZTS The New Zealand Transport Strategy is produced by the Ministry of Transport (2002). It lists key objectives relating to
transport and economic development, safety and personal security, access and mobility, public health, and environmental
sustainability.
Pedestrian refuges A refuge area protected in the middle of the road to assist pedestrians in safely crossing busy roads.
PTNP Passenger Transport Network Plan is produced by ARTA and aims to guide the delivery of improved passenger transport
services and infrastructure in the Auckland region to achieve the over-arching vision of a world-class transport system for
Auckland.
51
QTN Quality Transit Network, as defined by the PTNP: fast, high-frequency and high-quality transit services operating between
key centres and over major corridors, providing extensive transit priority. In conjunction with the RTN it will facilitate high-
speed reliable access around the region through the integration of radial and cross-town services.
Real Time
Information Signs
Electronic displays in shelters or on bus stop poles that provide real time bus arrival information.
RTN Rapid Transit Network, as defined by the PTNP: high-quality, high-frequency service in its own right-of-way where it is
unaffected by traffic congestion. The RTN will connect the major growth centres to the CBD. It includes the Northern
Busway and rail corridors.
TA Territorial Authorities (e.g. Auckland City Council, Papakura District Council, North Shore City Council, etc).
TGSIs Tactile ground surface indicators, these are strips inlaid into the footpath and generally yellow in colour. These warn blind
and visually impaired people of a forthcoming vehicle crossing or potentially the location of a bus sign.
52
APPenDIX A – PRoPoseD Qtn RoUtes
Figure A1: the Proposed/Planned rapid transit network and Quality transit network by 2016
Pukekohe
Drury
Papakura
Manurewa
Manukau
Botany Downs
Otahuhu
Panmure
Onehunga
Newmarket
New Lynn
Henderson
Waitakere
WestgateTakapuna
Westlake
Constellation
Albany
Silverdale
Kumeu
Orewa
0 3 6 9 121.5Kilometres
Legend
Sectors
North
West
Central
South
Interchange with Park and Ride
Interchange
Park and Ride Station
Intermediate Station
Local Station
Rapid Transit
Quality Transit Network
Existing Rail
Local Authority Boundary
Auckland RLTS Boundary
Auckland Region Boundary
Source: Auckland Passenger Transport Network Plan (2006 – 2016), published by ARTA, November 2006.
53
AnD IntRoDUcInG BUs BoARDeRs
on the eFFects oF ReMoVInG BUs BAys AnDAPPenDIX B – cAse stUDIes FRoM LonDon
cAse study 1 – eFFects oF removIng bus bAys (lAy-bys)
Overview
Transport for London (TfL) commissioned a study into the effects of filling in bus stop bays (lay-bys)
upon buses, their passengers and other road users. The study comprised a series of ‘before’ and ‘after’
surveys, undertaken in May 2002 and May 2003 respectively, at three bus stop sites across London.
At one site, the stop was located at the nearside of a two lane carriageway, but at the others, there
was only a single marked lane in each direction, although in one case this was relatively wide.
The data collected during these surveys was analysed with the aim of investigating the following issues:
The ways in which this affected accessibility for passengers. >
The effects upon bus journey times. >
The effects upon the delays and movements of other traffic. >
The safety implications of the change for all road users. >
The economic impact on road users and others. >
Results
The traffic flows observed ranged from approximately 38% to 56% of the link capacity. Filling in a bus lay-by and forming a kerbside bus stop
was found to provide benefits to bus passengers and buses that varied according to the level of traffic flows on the link. However, stopping the
bus in the inside lane reduced the capacity of the link and increased traffic delay, although this is the case at the vast majority of bus stops in
London.
The benefits found included the following:
Buses were able to stop close to the kerb at virtually all stopping events at two of the survey sites. >
The improvement of being able to draw close into the kerb was accompanied by fewer passengers needing to step into the road when >
boarding and alighting, reducing the percentage from between 3% and 24% to, at most, 1%. This could lead to improved access to the
buses, especially for passengers with disabilities.
Passengers were able to board the buses faster (by 0.5 to 1 seconds per passenger), possibly through this improvement in accessibility. This >
change represents a reduction of between 12% and 32% in the original boarding times of 2.6 to 3.8 seconds.
Fewer buses were hemmed in by traffic, which causes delays when leaving the bus stop. The percentage reduction of buses affected by >
traffic was between 3% and 13%.
Overall, the reduction in bus delay at a stop ranged from two seconds on a road operating at 50% capacity to four seconds on a road >
operating at 70% capacity.
The variation in the stop time of buses was reduced, leading to 95% of buses being stationary in a time band four seconds narrower than >
with a lay-by. Such improvements to the variability in run times can assist in improving reliability of run times over the whole route.
Illegal parking at the bus stop was considerably reduced by between 69% and 83% at two of the study sites. At the other site the parking >
increased, but this was accompanied by a considerable change in traffic patterns.
54
cAse study 2 – eFFects oF IntroducIng bus boArders
Overview
The Transport Research Laboratory (TRL) studied the effects of introducing bus
boarders on buses, their passengers and other road users. The study comprised
a series of ‘before’ and ‘after’ surveys, undertaken in May 2002 and May 2003
respectively, at four bus stops where boarders were being introduced.
Results
The benefits of introducing a bus boarder were:
The percentage of buses stopping close to the kerb increased at all four sites. >
At one of the sites, this improved by up to 95%. These results were based on
a subjective analysis of the position of the bus in relation to the kerb.
Significantly fewer passengers had to step into the road when boarding and >
alighting at boarder sites leading to improved access to buses, especially for
mobility-impaired passengers. At three of the sites at least 64% of
passengers no longer had to step into the road with the boarder.
There was a slight reduction in boarding and alighting times of 0.1 seconds, >
possibly through improved stop accessibility.
Fewer buses (between 5% and 18%) were hemmed in by general traffic at >
the full-width boarder sites.
Those buses affected by traffic when pulling aw ay from a stop were delayed >
by between 0.5 and 2.5 seconds less at the bus boarder than with the
original kerbside stop.
For all buses, the time taken to leave the bus stop and re-enter the main >
flow of traffic was 0.6 to 0.8 seconds less after the introduction of a bus
boarder.
Overall, bus delays were reduced by 1.3 seconds on a road operating at 50% >
capacity, and up to 1.8 seconds on a road operating at 70% capacity.
At the two sites with parking problems, the number of parked vehicles at >
the stop decreased significantly (at the 95% confidence level).
There were fewer conflicts between pedestrians and other road users at >
boarders.
Conclusions and Policy
The introduction of bus boarders greatly improves accessibility for all passengers thereby helping to achieve objectives of social inclusion. >
Illegal parking is significantly reduced and buses are able to pull away from the stop much more easily, reducing delays.
There are no apparent road safety issues associated with the introduction of half-width and full-width boarders. >
TRL recommended that on TfL’s road network and borough roads subject to a 30mph speed limit or less, the introduction of bus boarders >
should be considered at bus stops where parked or loading vehicles cause operational problems for buses; or buses have difficulty rejoining
the main traffic flow.
In considering the suitability of constructing a bus boarder, the following characteristics of each stop should be evaluated: carriageway width;
average traffic flows; visibility lines; frequency of bus services; and presence of a bus lane.
Source: Accessible bus stop design guidance, Transport for London (TfL), January 2006, http://www.tfl.gov.uk/assets/downloads/businessandpartners/accessibile_
bus_stop_design_guidance.pdf.
Conclusions and Policy
Bus stop dwell times are considerably reduced, illegal parking and obstruction of the bus stop is almost eliminated, and accessibility for all >
users is greatly increased, assisting in improving social inclusion.
TfL now has a policy that all bus stop lay-bys in urban environments with speed limits of less than 30mph are to be filled in (providing there >
are no safety issues). Alternatively, the stop will be relocated to an appropriate kerbside location.
Source: Accessible bus stop design guidance, Transport for London, January 2006, http://www.tfl.gov.uk/assets/downloads/businessandpartners/accessibile_bus_
stop_design_guidance.pdf.
Half-width boarders
Full-width boarders
55
APPenDIX c – cAse stUDIes PoRtLAnD AnDseAttLe, UsA
Citizen Involvement
Bus stops as public spaces are as much a part of a community as streets,
pathways, parks and plazas. TriMet, the transport authority in Portland
Oregon, encourages communities and citizens to recognise their value
and to build a sense of ownership. TriMet, in partnership with Stop
Oregon Litter and Vandalism (SOLV), promotes several ways for citizens
to participate in the care of their local stops:
Adopt-A-stop > – a customer agrees to pick up the litter, clean the
stop amenities and report any items needing repair in exchange for
gloves, cleaning supplies and a steady supply of bus tickets.
keep-A-can > – if trash is an issue at a particular stop, customers or
local businesses can sponsor a trash can. Under the programme,
volunteers agree to empty and provide service for a trash can. In
return, TriMet will provide an attractive, industrial strength can, liner,
and soda can recycling container for the stop.
Sources:
• Bus Stop Guidelines 2002 (TriMet), http://trimet.org/pdfs/publications/bus_stops_
guidelines_2002.pdf
• http://transit.metrokc.gov/prog/aas/adopt.html
56
APPenDIX D – BUs stoP checKLIstBus Stop Check List (Page 1/4)
1 Bus Vehicle Operating at Stop
1a Check the type of bus vehicle(s) currently serving stop. Length of vehicle is key dimension to consider.
1b Check with relevant bus operator and/or ARTA on potential future vehicle fleet and use of bus stop.
–
2 Bus Stop Spacing and Location (Chapter 3 of guidelines)
2a Bus stops should be in pair.
– Boarding and alighting stops should be in close proximity of each other, tail-to-tail where possible, on opposite sides of the road.– Accessible stops should have matching adjacent stops.
2b Check spacing of stops before and after stop being considered.– General acceptable standard practice for bus stops within an urban area is a stop every 400m along a bus route.– However, spacing standard should take into account other considerations, listed below:
1 Convenient to access and maximises the catchment area (maximises the number of people in close proximity to the bus stop)
2 As close as possible to all major trip generators and key community facilities
3 Close to where there are likely to be journey transfers
4 Close to intersections and pedestrian crossing facilities
5 Consider population densities and land use form
6 Topography
7 Road safety
8 Minimise opportunity for crime and increase perceptions of personal security
9 No stopping lines
10 Located away from certain other infrastructure items
1 Bus stop 'type' and potential impact on surrounding land use
2 Location of signal pre-emption (bus priority) measure
3 Footway widths
4 Potential other conflicting users
5 Bus service coverage and frequency
6 Driveways
3 Bus Stop Capacity (Section 3.3 of guidelines)
3a How many buses will stop at the bus stop at any one time? buses/hour (at busiest hour)
3b Do any buses use the stop for lay-over? Yes No
– Check bus stop timetable and wider service network.– May need to contact relevant bus operators.– Stops served by more than 25bph should be split.– Bus routes with common destinations should share the same stop.–
3c Incorporate capacity requirements to bus stop layout dimensions.
4 Bus Stop Connectivity – Accessible Walking Routes to/from Bus Stop (Section 3.4 of guidelines)
1
2
3
4
5
6
Guideline is designed for 13.5m long tag axle bus. If dimension of bus vehicle is longer than this, designers will need to build appropriate dimensional tolerances or amend bus stop design parameters to suit longer vehicle manoeuvring characteristics.
Pedestrian crossing facility should be placed in accordance with safe road geometry designs (visibility, distance from intersection).
Primary factors to consider when locating new bus stops; or when reviewing/potentially relocating existing bus stops (refer to Table 3.1 of guidelines for further details):
Secondary factors to consider when locating new bus stops; or when reviewing/potentially relocating existing bus stops (refer to Table 3.2 of guidelines for further details):
A balance should be sought between the advantages of splitting stops, reducing bus-on-bus delays and traffic congestion, and the disadvantages of reduced convenience for passengers.
Even and paved footpaths to/from bus stop.
Pedestrian crossing facilities and footpaths to/from bus stops should be designed with dropped kerbs to allow for step-free access and with tactile ground surface indicators.
Paths to/from bus stops should be well-lit and ideally have some form of passive surveillance.
There should be pedestrian (and to a lesser degree, cycling) shortcuts to bus stops. Ensure that these are maintained and free of debris and obstructions, and well-drained.
There should be either an informal or formal pedestrian crossing facility in close proximity to bus stops. Pedestrian crossings should be placed behind bus stops.
57
Bus Stop Check List (Page 2/4)
5 Bus Stop Type and Infrastructure Provision (Chapter 4 of guidelines)
5a Can the function of the stop be described as one of the three bus types? Standard Stop
5b Check that the following 12 minimum infrastructure provision is provided at ALL bus stops: Regular Stop
Signature StopA) Information B) Accessibility
1 Bus stop sign (RP-5) 6 Hardstand area for boarding and alighting (8m–9.2m in length)
2 Bus box area (road marking) 7 Tactile ground surface indicators (indicating point of boarding)
3 Stop number 8 – Minimum kerb height of 120mm at front door area, OR– Ideal kerb height of 150mm; or higher where appropriate
4 Stop-specific timetable (departure times) 9 Accessible connecting footpath to/from bus stop (Question 4)
5 Information telephone number 10 Pedestrian crossing facility in close proximity to bus stop (Question 4)
NOTE: C) Safety and Security
– 11 Lighting at bus stop, use:
– Existing street light, OR
– – Adjacent land use lighting, OR
–
12
Bus Stop Shelter
5c Is there a case for providing a bus stop shelter? Yes No
The following are considered to be the main criteria for shelter provision:
1 There are more than 30 passengers boarding per day.
2 Where bus transfers occur.
3 Bus stop is located on a QTN route, i.e. high-frequency bus routes.
4
5d If shelter is provided, ensure the following ideal and minimum standards are applied (see Figures 4.6 – 4.10):
1
1.a
1.b Absolute minimum clear path: in constrained locations, a 1200mm wide clear path is acceptable as a minimum.
1.c The area 600mm from the back of the kerb is to be free of fixed obstacles to allow for potential overhang of the bus and its mirrors on entry and exit.
1.d The boarding and alighting clear area of 1.2m x 8m-9.2m should be free from fixed obstacles.
1.e
2
3 Shelter should have a minimum of three panels (one back wall and two side panels).
4 Where four-panelled shelters are provided, two entrances should be maintained to reduce feeling of entrapment.
5
6 Glass panels should be marked with a horizontal contrasting stripe between 700mm and 1000mm high to highlight the presence of the glass to users.
7 Maximise the use of easily maintained (anti-graffiti) materials.
8
9 Incorporate seating and wheelchair/pram waiting areas.
10 Be located in a position where there are clear sight lines between the driver and waiting passengers.
11
Explore use of solar powered lighting. Also explore potential to incorporate grid or solar lighting on bus stop shelter roof.
Check Table 4.2 in the guidelines for components list relevant to each type of stop.
Lighting to/from bus stop (extent this should be taken to should be determined on a case-by-case basis).
Shelter/seating should be as close to head of stop as practicable. If not possible within current layout, consider amending/widening bus stop area/footpath width.
If No, then provide seating instead.
Where practicable, bus stop sign can be attached to light posts to reduce street clutter.
Where no shelter is provided and where possible, bus route and timetable information can be attached to pole or light post.
Ideal clear path: a continuous accessible path of travel 1800mm wide is to be maintained throughout the bus stop area to provide a continuous accessible path of travel for pedestrian through movements, OR
Should the bus stop shelter back directly onto a property boundary, building or fence, the property owner may wish to have a 500–600mm gap between the back of the shelter and the property boundary/fence for maintenance access, etc.
Other. Even if the bus stop does not meet any of the above criteria, there are many other considerations to take into account. See Section 4.4.5 for details.
Maximise the use of transparent materials that enhance visibility and aid passive security. Materials and design must allow passengers to see the approaching bus (whilst standing or sitting down inside shelter).
Area must be accessible with the necessary clearance and circulation spaces, particularly for people with physical or vision impairments. Ideal and minimum clearance requirements are:
Be located on the footway without blocking the main pedestrian through route. Where there is ample width, bus stop shelters should be located at the back of the footpath (unless the specific bus stop layout allows for different configuration (e.g. with a bus boarder type bus stop).
Design should take into account surrounding land use, e.g. heritage areas, residential areas (e.g. in some areas, shelters with advertising may not be appropriate).
58
Bus Stop Check List (Page 3/4)
Other Bus Stop Area and Passenger Waiting Area FeaturesAlso check Table 4.2 in the guidelines for feasability/opportunity to provide highly desirable or optional features at bus stop.
5e Is there a need or benefit to be gained in implementing coloured surface treatment of bus box area? Yes No
5f Is there need/opportunity to provide other street furniture at stop?
1 – Rubbish bins Yes No2 – Additional seating (outside of shelter) Yes No3 – Real time information signs (where not already a strongly recommended criteria) Yes No
The following criteria provide further guidance on which bus stops should be prioritised for real time information sign provision:Bus stops on major bus routes, i.e. QTN and RTN routesBus stops near major traffic generators, e.g. shopping centres, schools and collegesBus stops near transport interchanges, such as rail stations or ferry terminalsBus stops close to other bus routes to cater for transfers
4 – Ticket machine Yes No5 – Vending machine Yes No6 – Cycle parking Yes No7 – Shopping trolley bay Yes No
NOTE:–– Consolidate street furniture as much as possible to maximise a barrier free space and create active public spaces.– Refer to Chapter 4 for further details and recommendations for each type of bus stop infrastructure component.
5g Are there trees/natural landscaping at or in close proximity to bus stop? Yes No
If Yes, ensure the following minimum requirements are met:–––
Yes No
5h Is there opportunity to incorporate community streetscape features into bus stop shelter Yes No(e.g. bus top shelter art, poems, community notice board)?
6 Bus Stop Layout (Chapter 5 of guidelines)
6a
1 – Minimises time spent at the bus stop by the bus. Yes No2 – Prevents/dissuades other vehicles from parking in the stop area. Yes No3 – Allows the bus to line up within 50mm (ideal) of, and parallel with, the kerb (minimum 200mm). Yes No4 – Minimises the use of kerb space where there is competing demand for frontage access. Yes No5 – Maintains road safety. Yes No
6b If No to any of the above – look at revising the bus stop layout design, location or surrounding environment. Factors to consider:
1 – Yes No
2 – Is the existing/proposed bus stop layout the most appropriate one for the location and use of the bus stop? Yes No
Summary of bus stop layout options (refer to Chapter 5 of guidelines for more detailed recommendations):A Kerbside bus stop – most common. Length required can be reduced if located in the following locations:
– The exit side of a pedestrian crossing.– The exit side of an intersection.
B
– Posted speed limit is 50km/hr or below OR where traffic speeds are below this due to congestion.– Where the road width is at least 3.5–4m wide. This allows at least 1.5m of road space for on-road cyclists to pass a stationary bus.– Where bus numbers are high and where loss of kerbside parking needs to be minimised, e.g. CBD, town centres or shop frontages.– Where traffic calming measures are required to help reduce traffic speeds (unless delay is onerous to other buses and general traffic).– Where footways are narrow, bus-boarders could enable bus passengers to wait away from pedestrian paths.
C
– – On roads with a posted speed limit of 80km/hr or higher.
– Where the bus will have a long dwell time at a stop.– Where they will be located in high-occupancy vehicle/bus lanes (with 24hr or 7am – midnight operation).
6c If required minimum dimensions cannot be met, bus designers should consider:
1 Removing on-street parking/other barriers to provide the required minimum space, if possible.
2 Relocating bus stop slightly forward or back to where the minimum dimensions can be provided.
3
Full or half-indented bus bay – these remove bus vehicles from the general flow of traffic while they are stationary or temporarily stationary whilst picking-up or setting down passengers.
Full-width or half-width bus boarder – these are where areas of footway are built out into the carriageway enabling the bus to avoid pulling off the main carriageway (the half-width bus boarder is often a useful compromise). Suitable in the following areas:
Where bus vehicle overhang is a real possibility, ensuring that the footpath width is sufficient to allow pedestrians to walk by without being potentially hit. The use of paving treatement or road marking to delineate overhang area should be considered. The positioning of street furniture in this case should also be considered.
Does the existing/proposed new bus stop layout meet the bus stop layout objectives? The most appropriate bus stop layout for the site achieves the following:
Full-indented bus bays should be avoided. They should only be provided where justified for compelling safety or operational reasons or for the following reasons:
Does the bus stop layout have the correct layout dimensions as outlined in the guidelines? Check bus vehicle type(s) and capacity requirements. Refer to Figures 5.1 to 5.10.
If No – is there opportunity to provide natural landscaping at/around bus stop to improve bus stop amenity?
Landscaping should be in accordance with the minimum requirements listed above.
Boarding and alighting clear areas are maintainedShould not obstruct sightline between approaching bus and waiting passengers, shelters or seats with advertisingPlanting on the approach side of a stop should be limited to ground cover or low shrubs (<0.5m high). Trees should be long-trunked with minimum branch height of 4.5m.
The amenities at bus stops should ideally be designed as a component of the 'kit of parts' to the overall streetscape, e.g. as part of an overall corridor-based enhancement.
59
Bus Stop Check List (Page 4/4)
7 Kerb Profile (Chapter 6 of guidelines)
7.a Yes No
7.b Yes No
Investigate further.
Refer to section 6.2.2 of guidelines for list of aspects to consider when implementing raised kerbs.
8 Other Linkages (Chapter 7 of guidelines)
8.a Is specific driver training required as part of bus stop improvement scheme? Yes No
8.b
Adjoining landowner
Relevant bus operators
ARTA
NZTA (if appropriate)
Within TA:Transport strategy/transport planning (including walking and cycling officer(s), passenger transport team)
Policy advisor – disability issues
Land use planning team
Appropriate urban design staff
Traffic/road safety team
Implementation/project delivery team
8.c–Is it appropriate/best to improve the bus stop as a stand-alone stop OR is it better to apply a corridor-based approach? –
8.d Is there any opportunity to link bus stop improvements with cyclists/the cycle network? Yes No
Each site will have variable footway and carriageway crossfall. For each bus stop, check that when a bus vehicle is stopped at the stop and has deployed its ramp, the deployed ramp slope does not exceed the maximum standard of 1:8/12%/7 degrees.
Does the site present an opportunity or need to provide 150mm or higher kerb heights or 'special kerbs' such as Kassel Kerbs? Note that 'special high kerbs' should ideally only be installed on a corridor-wide basis.
Has all the necessary consultation with key stakeholders been undertaken at the appropriate stages of the bus stop design and implementation process?
A designated cycle network to/from or near bus stops increases the catchment area of the bus passenger transport system. Where this is the case, consideration should be given to providing cycle parking at the bus stop. Cycle parking should be designed and located so as not to create a hazard, or impede access, for disabled people.
Are there any other projects/schemes occuring in the near future in which the bus stop improvements could be undertaken at the same time, e.g. town centre upgrade, etc?
Funding. Ensure that the appropriate funding/implementation strategy has been applied to bus stop improvements, e.g:
Maintenance team (ensure that the appropriate maintenance departments are aware of new/amended bus stops as this impacts on maintenance budgets, etc).
60
APPenDIX e – InDIcAtIVe costoF soMe BUs stoP IteMs (As At 10/2008)table e.1 – Indicative cost estimates for various bus stop infrastructure items
category component Indicative unit cost ($/each)
unit/comments
Information
regulatory – signs and road marking
Bus sign (RP-5 sign) 250.00 Purchase and instal cost
Bus box area road marking (area: 2.5m wide by
15.5m)
120.00
NSAAT road marking (39.5m long) 8.00 Rate per one metre
‘BUS STOP’ road marking 320.00
Coloured surface treatment of bus box
(area: 2.5m wide by 15.5m)
2,500.00
stop-specific information
Bus stop information sign (with stop number,
name, service numbers, etc)
530.00 Purchase and instal cost
Shelter strips (road name) 90.00
bus stop timetable display case (courtesy of Qed systems)
Opti prices
Opti OR2 – double-sided for round poles, insert
size 2, A4 vertical (insert 210mm wide by
594mm high) per side.
243.50 Purchase cost – each (excl GST)
Opti OR1 – double-sided for round poles, insert
size 1, A4 vertical (insert 210mm wide by
297mm high) per side.
166.30
Opti OF2 – single side for walls and lamposts
etc, insert size 2, A4 vertical (insert 210mm
wide by 594mm high).
130.70
Opti OR4S (new) – four-sided for round
poles, insert size 2, A4 vertical (insert 210mm
wide by 594mm high) per side.
880.00
Uniframe (heavy duty aluminium frame)
2 x A4 vertical size, 250mm by 634mm 124.20 Purchase cost – each (excl GST)
A4 size, 250mm by 337mm 77.80
A3 size, 337mm by 460mm 124.20
A2 size, 460mm by 634mm 183.60
A1 size, 634mm by 881mm 313.20
A1-sized board attached to the shelter 1,000.00
real time information board and infrastructure
Type 1 – large RTI boards requiring power from
the grid (on many sites at the moment)
14,000 .00 Item cost
Type 2 – smaller solar-powered RTI boards 6,000.00 Item cost
Type 3 – A model in between Type 1 and Type 2:
solar-powered signs, pole mounted (still in draft
design stages)
12,000.00 Item cost
61
category component Indicative unit cost ($/each)
unit/comments
Accessibility
bus stop-specific hardstand area
For front door (as a minimum) – 1m by 1m 180.00
For both front and back door (ideal) – 1.2m by
8m
1,800.00 Based on $180 per 1m2 (rounded up)
tgsIs Tactile ground surface indicators 1,400.00 Installed price from Mobility Access of
$250/linear metre (600 wide)
standard kerbs
Blue stone kerb:
Minimum kerb height of 120mm > 180.00 Rate per one metre >
Assume kerb and channel reusing >
existing salvaged bluestone kerbs
including supply of any shortfall
Minimum kerb height of 120mm > 250.00 Rate per one metre >
Assume new bluestone kerb and >
channel is used
Slip form concrete kerb:
Minimum kerb height of 120mm > 55.00 Rate per one metre >
Ideal kerb height of 140–150mm > 60.00 Rate per one metre >
kassel kerbs (160mm high)
Standard kerb 169.00 Approximate cost per metre >
Cost based on blocks being imported >
(NZ made blocks would be cheaper)
Transition kerb 236.00
Footpaths Connecting footpath to/from bus stop 360.00 Rate per metre >
Assume footpath is 2 metres wide >
Dropped kerbs 800.00 Rate for one set of dropped kerbs >
Price sourced from WT Partnership >
(peer review of Dominion Road cost
estimate)
Pedestrian crossing facility
Pedestrian refuge islands 1,400.00
Signalised crossing 14,000.00 Price sourced from WT Partnership (peer
review of Dominion Road estimate)
Zebra crossing 240.00 Based on 15m-wide road, assumed lines
at 1 metre centres
62
category component Indicative unit cost ($/each)
unit/comments
street furniture
bus stop shelter Standard (2-side/3-side panels) 10,000.00
to 15,000.00
Purchase and instal cost
High-end/custom-made (e.g. Britomart) 22,000.00 Purchase and instal cost
rubbish bins Standard 800.00
to 1,200.00
Purchase cost only
Higher-end (e.g. along Queen Street) 1,500.00
to 2,000.00
Purchase cost only
Seating only (with back) 1,100.00
to 1,600.00
Purchase cost only
Ticket machine 20,000.00
Cycle parking 150.00 to 300.00 Purchase cost only >
Rate for one cycle stand >
safety and security
General lighting Site specific
Bus stop shelter with lighting Site specific
Emergency help point Site specific
Public telephones on-site or nearby – Provided by service provider, e.g. Telecom
Video surveillance Site specific
optional enhancements
Landscaping Site specific
Public art Site specific
Community notice board 500.00
to 1,000.00
Vending machine Site specific
Drinking fountain 1,800.00
to 3,000.00
Purchase cost only
Internet kiosk 100,000.00
e.1 Important note
Please note that:
The figures listed in the table overleaf are intended as a broad indicative guide only – they are not based on any specific design information. >
Prices will vary greatly between different types of the same product, for example with kerbs – there is a price difference between kerbs >
made out of basalt bluestone versus those made out of concrete.
Prices may vary between different suppliers and with different procurement methods/agreements. >
Prices will invariably change over time. >
The total cost of a bus stop may vary greatly from site to site, depending on each site’s specific characteristics and requirements. >
Costs were derived by a SKM quantity surveyor as well as by seeking information from relevant officers at ARTA, Auckland City Council and
from the various street furniture suppliers, including QED Systems, DK Signs, Street Furniture NZ, Community Asset Management (CAM) and
John Fillmore Contracting Ltd. Please refer to the street furniture supplier’s websites for further information and photographs of the products
(where relevant).
Prices were obtained in October 2008.
ARTA’S MISSION:“TO DELIVER A WORLD-CLASS TRANSPORT SYSTEM THAT MAKES AUCKLAND AN EVEN BETTER PLACE
TO LIVE, WORK AND PLAY.”
