WSDOT Design Manual M 22-01.

05 Page 1430-1
June 2009

Chapter 1430 Transit Facilities
1430.01 General
1430.02 References
1430.03 Defnitions
1430.04 Park&RideLots
1430.05 Transfer/TransitCenters
1430.06 BusStopsandPullouts
1430.07 PassengerAmenities
1430.08 RoadwayDesignandDesignVehicleCharacteristics
1430.09 IntersectionRadii
1430.10 UniversalAccess
1430.11 Documentation
1430.01 General
Thischapterprovidesguidanceandinformationfordesigningtransitfacilitiesin
WashingtonState.
Thedesigncriteriaprovidedrepresentrecognizedprinciplesandareprimarilybased
oncriteriadevelopedbyAASHTO.Somesituationsarebeyondthescopeofthis
chapterasitisnotacomprehensivetextbookonpublictransportationengineering.
When private developers incorporate transit facilities into their designs, it is desirable
thattheyusethischapterasaguide,atthedirectionofstafffromtheappropriate
publicjurisdictions.
Considereachofthefollowingbeforedevelopingplansfortransitfacilities:
Themultimodalstrategiesinthecomprehensiveplansofapplicablelocal
jurisdictions.
ThemultimodalstrategiesintheregionalplansofapplicableRegional
TransportationPlanningOrganizations(RTPOs).
Thestrategiesandplansoftheapplicabletransitprovidersforthesiteunder
development.
ThedesigninformationthatfollowscanhelptheWashingtonStateDepartmentof
Transportation(WSDOT),localjurisdictions,anddevelopersprovideeffcientand
cost-effectivetransitservicestothepublic.
Foradditionalinformation,seethefollowingchapters:
Chapter Subject
530 Limitedaccess
1340 Road approach design and spacing
1410 High-occupancyvehiclefacilities
1420 HOVdirectaccess
1510 Pedestrian facilities
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Transit Facilities Chapter 1430
1430.02 References
(1) Federal/State Laws and Codes
AmericanswithDisabilitiesActof1990(ADA)(28CodeofFederalRegulations
[CFR]Part36,AppendixA,asrevisedJuly1,1994)
RevisedCodeofWashington(RCW)46.61.581,Parkingspacesforpersonswith
disabilitiesIndication,accessFailure,penalty
RCW70.92.120,HandicapsymbolDisplaySignsshowinglocationofentrance
for handicapped
WashingtonAdministrativeCode(WAC)Chapter468-46,Transitvehiclestopzones
WAC468-510-010,Highoccupancyvehicles(HOVs)
(2) Design Guidance
Manual on Uniform Traffc Control Devices for Streets and Highways,USDOT,
FHWA;asadoptedandmodifedbyChapter468-95WACManualonuniform
traffccontroldevicesforstreetsandhighways(MUTCD)
Plans Preparation Manual,M22-31,WSDOT
Roadside Manual,M25-30,WSDOT
Standard Plans for Road, Bridge, and Municipal Construction (Standard Plans),
M21-01,WSDOT
Traffc Manual,M51-02,WSDOT
Understanding Flexibility in Transportation Design Washington,WSDOT,2005
www.wsdot.wa.gov/eesc/design/Urban/Default.htm
(3) Supporting Information
A Policy on Geometric Design of Highways and Streets (GreenBook),
AASHTO,2004
ADA Standards for Accessible Design,U.S.DepartmentofJustice
www.ada.gov/stdspdf.htm
Bus Use of Highways: Planning and Design Guidelines,NationalCooperative
HighwayResearchProgramReport155,TransportationResearchBoard,1975
Guide for the Design of High-Occupancy Vehicle and Public Transfer Facilities,
AASHTO,1983
Guidelines for the Location and Design of Bus Stops,TransitCooperativeResearch
Program(TCRP)Report19,TransportationResearchBoard,1996
Revised Draft Guidelines for Accessible Public Rights-of-Way,U.S.AccessBoard
www.access-board.gov/
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Chapter 1430 Transit Facilities
1430.03 Defnitions
articulated bus Atwo-sectionbusthatispermanentlyconnectedatajoint.
bus Arubber-tiredmotorvehicleusedfortransportation,designedtocarrymore
thantenpassengers.
bus pullout Abusstopwithparkingareadesignedtoallowtransitvehiclestostop
whollyofftheroadway.
bus shelter A facility that provides seating and protection from the weather for
passengerswaitingforabus.
bus stop Aplacedesignatedfortransitvehiclestostopandloadorunload
passengers.
carpool/vanpool Agroupofpeoplewhosharetheuseandcostofacarorvanfor
transportationonaregularbasis.
detectable warning surface Atactilesurfacefeatureoftruncateddomematerial
builtintoorappliedtothewalkingsurfacetoalertpersonswithimpairmentsof
vehicularways(seeChapter1510).
drop and ride Anareaofapark&ridelotorothermultimodalfacilitywhere
patronsaredroppedofforpickedupbyprivateautoortaxi.
feeder service Busservicethatprovidesconnectionswithotherbusorrailservices.
fyer stop Atransitstopinsidethelimitedaccessboundaries.
high-occupancy vehicle (HOV) Avehiclethatmeetstheoccupancyrequirements
ofthefacilityasauthorizedbyWAC468-510-010.
HOV direct access facility ArampanditsconnectiontoanHOVlane,exclusively
fortheuseofhigh-occupancyvehiclestomovebetweentherampandtheHOVlane
withoutweavingacrossgeneral-purposelanes.
pedestrian access route Acontinuous,unobstructedpedestrianroutewhere
allcomponentscomplywiththeADArequirementsforaccessibledesign.(See
Chapter1510 and the ADA Standards for Accessible Design formoreinformation.)
public transportation Passengertransportationservicesavailabletothepublic,
includingbuses,ferries,rideshare,andrailtransit.
sawtooth berth Aseriesofbaysthatareoffsetfromoneanotherbyconnectingcurb
lines,constructedatananglefromthebusbays.Thisconfgurationminimizesthe
amountofspaceneededforvehiclepullinandpullout.
transit Ageneraltermappliedtopassengerrailandbusserviceusedbythepublic.
transit facility Acapitalfacilitythatimprovestheeffciencyofpublic
transportationorencouragestheuseofpublictransportation.
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Transit Facilities Chapter 1430
1430.04 Park & Ride Lots
Park&ridelotsprovideparkingforpeoplewhowishtotransferfromprivate
vehiclestopublictransitorcarpools/vanpools.Mostpark&ridelotslocatedwithin
urbanareasareservedbytransit.Leasedlots,suchasatchurchesorshopping
centers,mayhavenobusserviceandonlyservecarpoolsandvanpools.Park&ride
lotslocatedinruralareasnotservedbybusesservecarpoolsandvanpools.
Forthelargerpark&ridelots,considerHOVfacilitiestoimproveaccessfortransit
andcarpools(seeChapter1410).
Earlyandcontinualcoordinationwiththelocaltransitauthorityandlocalgovernment
agenciesiscritical.Whenamemorandumofunderstanding(MOU)orotherformal
agreementexiststhatoutlinesthedesign,funding,maintenance,andoperationof
park&ridelots,itmustbereviewedforrequirementspertainingtonewlots.Ifthe
requirementsintheMOUorotherformalagreementcannotbemet,theMOUmust
berenegotiated.
(1) Site Selection
Currentandfutureneedsarethemainconsiderationsindeterminingthelocationofa
park&ridelot.Publicinputisavaluabletool.Thedemandforandthesizeofapark
&ridelotaredependentonanumberoffactors.Manyofthesefactorsvarywiththe
stateoftheeconomy;energyavailabilityandcost;perceivedcongestion;andpublic
attitude,whicharediffculttopredict.Therefore,considersizingthefacilitytoallow
foraconservativefrst-stageconstructionwithexpansionpossibilities.Asaruleof
thumb,1acrecanaccommodateapproximately90vehiclesinapark&ridelot.This
allowsapproximately40%oftheareaforborders,landscaping,passengeramenities,
busfacilitiesforlargerlots,andfutureexpansion.
Contactthelocaltransitauthorityforinput,whichiscritical,astheneedforapark&
ride lot and its location may already have been determined in the development of its
comprehensivetransitplan.Failuretoobtaintransitinputcouldresultinasitethat
doesnotworkwellfortransitvehicleaccess.
Developalistofpotentialsites.Thiscanbesimplifedbytheuseofexistingaerial
photos,detailedlandusemaps,orpropertymaps.Thegoalistoidentifyproperties
thatcanbemostreadilydevelopedforparkingandthathavesuitableaccess.
Factorsinfuencingsiteselectionanddesignofapark&ridefacilityinclude:
Localtransitauthoritymasterplan
Regionaltransportationplan
Localpublicinput
Demand
Traffc
Localgovernmentzoning
Socialandenvironmentalimpacts
Costandbeneft/cost
Accessbyallmodesoftravel
Securityandlightingimpacts
Maintenance
Chapter 1430 Transit Facilities
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Stormwater outfall
Available utilities
Existing right of way or sundry site
Potential for future expansion
Purchasing or leasing property increases costs substantially. Therefore, the first
choice is state-owned right of way, assuming the other selection criteria are favorable.
Also give prime consideration to the use of city- or county-owned right of way.
Select a site that does not jeopardize the current and future integrity of the highway.
Investigate each potential site in the field. The field survey serves to confirm or
revise impressions gained from the office review. When conducting the investigation,
consider the following:
Physical characteristics of the site.
Current use and zoning of the area.
Whether the site is visible from adjacent streets (to enhance security).
Potential for additional expansion.
Accessibility for motorists and other modes of travel, including transit.
Proximity of any existing parking facilities (such as church or shopping
center parking lots) that are underutilized during the day.
Potential for joint use of facilities with businesses (such as day care centers
or dry cleaners) or land uses compatible with park & ride patrons.
Congestion and other design considerations.
Avoid locations that encourage noncommuter use (such as proximity to
a high school).
The desirable location for park & ride lots along one-way couplets is between the
two one-way streets, with access from both streets. When this is not practicable,
provide additional signing to guide users to and from the facility.
Establish potential sites, with transit agency input, and complete public meetings
and environmental procedures prior to finalizing the design. Follow the procedures
outlined in Chapter 210.
(2) Design
Design features to be in compliance with any local requirements that may apply.
In some cases, variances to local design requirements may be needed to provide
for the safety and security of facility users.
Include the following design components when applicable:
Geometric design of access points.
Efficient traffic flows, both internal and external circulation, for transit,
carpools, vanpools, pedestrians, and bicycles.
Parking space layout.
Pavements.
Shelters.
Exclusive HOV facilities.
Bicycle facilities.
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Transit Facilities Chapter 1430
Motorcyclefacilities.
Traffccontroldevices,includingsigns,signals,andpermanentmarkings.
Illumination.
Drainageanderosioncontrol.
Securityoffacilityusersandvehicles.
Environmentalmitigation.
Landscapepreservationanddevelopment.
Restroomfacilities.
Telephonebooths.
Trashreceptacles.
Traffcdata.
Facilitiesthataccommodateelderlyanddisabledusersandmeetbarrier-free
designrequirements.
Thedegreetowhichthedesirableattributesofanycomponentaresacrifcedtoobtain
thebeneftsofanothercomponentcanonlybedeterminedonasite-specifcbasis.
However,theseguidelinespresenttheoptimumdesignelementsofeachfactor.
Largepark&ridelotsaretransferpointsfromprivateautomobilestotransitbuses.
Thesamebasicprinciplesareusedindesigningallpark&ridelots.
(a) Access
Sixbasictransportationmodesareusedtoarriveatanddepartfrompark&ride
lots:walking,bicycle,motorcycle,privateautomobile(includingcarpools),
vanpool,andbus.Provideforallthesemodes.
Itisdesirablethataccesstoapark&ridelotnotincreasecongestionon
thefacilityitserves.Thedesirableaccesspointtoapark&ridelotisonan
intersectingcollectororlocalstreet.Locateentrancesandexitswithregard
toadjacentintersections,sothatsignalcontrolattheseintersectionscanbe
reasonablyinstalledatalatertime.Providestorageforvehiclesenteringthelot
andforexitingvehicles.Easeofaccesswillencourageuseofthefacility.
Whenaccessisprovidedtoanarterial,carefullyconsiderthelocationandlocate
theaccesstoavoidqueuesfromnearbyintersections.
Theminimumwidthofentrancesandexitsusedbybusesis15feetperlane.
(See1430.09forcornerradiiforbusesandChapter1340 and the Standard Plans
fordesignofotheraccesspoints.)
DesignentrancesandexitstoconformtoChapter1340orotherpublisheddesign
guidelinesusedbythelocalagency.
Designtheaccessroutefortransittoapark&ridelot,thecirculationpatterns
withinthelot,andthereturnroutetominimizetransittraveltime.Exclusive
directaccessconnectionsforbuses,vanpools,andcarpoolsbetweenpark&ride
lotsandfreewayorstreetHOVlanesmaybejustifedbytimesavingstoriders
andreducedtransitcosts.(SeeChapter1420 for information on direct access
design.)Coordinateroutingfortransitwiththetransitauthority.
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Chapter 1430 Transit Facilities
(b) Internal Circulation
Locatemajorcirculationrouteswithinapark&ridelotattheperipheryofthe
parkingareatominimizevehicle-pedestrianconficts.Accommodateallmodes
usingthatpartofthefacility.Takecarethataninternalintersectionisnotplaced
tooclosetoastreetintersection.Consideraseparateloadingareawithpriority
parkingforvanpools.Wheneverpossible,donotmixbuseswithcars.
Designbuscirculationroutestoprovideforeasymovement,witheffcient
terminaloperationsandconvenientpassengertransfers.Aone-wayroadway
withtwolanestopermitthepassingofstoppedbusesisdesirable,withenough
curblengthand/orsawtooth-typeloadingareastohandlethenumberofbuses
usingthefacilityunderpeakconditions(see1430.05).Closecoordinationwith
thelocaltransitauthorityiscriticalinthedesignofinternalcirculationforbuses
andvanpools.
Locatethepassengerloadingzoneeitherinacentrallocationtominimizethe
pedestrianwalkingdistanceorneartheendofthefacilitytominimizethetransit
traveltime.
Largelotsmayneedmorethanonewaitingareaformultiplebuses.
Inanundersizedoroddly-shapedlot,circulationmayhavetobecompromisedin
ordertomaximizeutilizationofthelot.Basethegeneraldesignfortheindividual
usermodesontheprioritysequenceof:pedestrians,bicycles,feederbuses,
andpark&ridearea.Designtraffccirculationtominimizevehiculartravel
distances,confictingmovements,andthenumberofturns.Dispersevehicular
movementswithintheparkingareabythestrategiclocationofentrances,exits,
andaisles.Alignaislestofacilitateconvenientpedestrianmovementtowardthe
busloadingzone.
Designbusrouteswithintheinternallayout,includingentranceandexit
driveways,totheturningradiusofthebus.Additionalconsiderationsforinternal
circulationare:
Designthelottobeunderstandabletoallusers(auto,pedestrian,bicycle,
andbus).
Donotconfrontdriverswithmorethanonedecisionatatime.
Provideadequatecapacityatentrancesandexits.
MakesigningclearandADA-compliant.
Provideforfutureexpansion.
(c) Parking Area Design
Normally,internalcirculationistwowaywith90parking.However,dueto
thegeometricsofsmallerlots,one-wayaisleswithangledparkingmaybe
advantageous.
Foradditionalinformationonparkingrequirementsforthedisabled,see1430.10.
Forinformationonparkingareadesign,seetheRoadside Manual.
Transit Facilities Chapter 1430
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(d) Pedestrian Movement
Pedestrian movement in parking areas is normally by way of the drive aisles.
Make a pedestrians path from any parking stall to the loading zone as direct
as possible.
Provide walkways to minimize pedestrian use of a circulation road or an aisle and
to minimize the number of points at which pedestrians cross a circulation road.
Where pedestrian movement originates from an outlying part of a large parking
lot, consider a walkway that extends toward the loading zone in a straight line.
For additional criteria for pedestrian movement, see Chapter 1510 and the
Roadside Manual.
Include facilities for disabled patrons. For additional information on accessibility
for the disabled, see 1430.10.
(e) Bicycle Facilities
Encouraging the bicycle commuter is important. Provide lots that are served by
public transit, with lockers or with a rack that will support the bicycle frame and
allow at least one wheel to be locked. Locate the bike-parking area relatively
close to the transit passenger-loading area, separated from motor vehicles by
curbing or other physical barriers, and with a direct route from the street. Design
the bicycle-parking area to discourage pedestrians from inadvertently walking
into the area and tripping. Consider providing shelters for bicycle racks. For
bicycles, the layout normally consists of stalls 2.5 feet x 6 feet, at 90 to aisles,
with a minimum aisle width of 4 feet. For additional information on bicycle
facilities, see Chapters 1515 and 1520.
(f) Motorcycle Facilities
Provide parking for motorcycles. For information on motorcycle parking, see the
Roadside Manual.
(g) Drainage
Provide sufficient slope for surface drainage, as ponding of water in a lot is
undesirable for both vehicles and pedestrians. This is particularly true in cold
climates where freezing may create icy spots. The maximum grade is 2%. Install
curb, gutter, and surface drains and grates where needed. Coordinate drainage
design with the local agency to make sure appropriate codes are followed. For
additional drainage information, see Chapter 800 and the Roadside Manual.
(h) Pavement Design
Design pavement to conform to design specifications for each of the different
uses and loadings that a particular portion of a lot or roadway is expected to
handle. For pavement type selection, see Chapter 620.
(i) Traffic Control
Control of traffic movement can be greatly improved by proper pavement
markings. Typically, reflectorized markings for centerlines, lane lines,
channelizing lines, and lane arrows are needed to guide or separate patron and
transit traffic. Install park & ride identification signs. For signing and pavement
markings, see Chapters 1020 and 1030 and the MUTCD.
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(j) Shelters
Considerpedestriansheltersinareaswhereenvironmentalconditionsmake
theirusedesirable.Tosatisfylocalneeds,sheltersmaybeindividuallydesigned
orselectedfromavarietyofcommerciallyavailabledesigns.Considerthe
followingfeaturesinshelterdesign:
Designshelterstoaccommodatethedisabled(see1430.10).
Selectopenlocationswithgoodvisibilitytominimizethepotentialfor
criminalactivity.
Ifenclosed,locatetheopensideawayfromnearbyvehiclesplashing.
Selectmaterialsandlocationswherethebusdrivercanseewaiting
passengers.
Donotprovidedoors,unlessneeddictatesotherwise,becauseof
maintenanceandvandalismpotential.
Allowforasmallairspacebelowsidepanelstopermitaircirculationand
reducethecollectionofdebris.
Optionalfeaturesthatmaybeprovidedarelighting,heat,telephone,travel
information(schedules),andtrashreceptacles.
Coordinateshelterdesignandplacementwiththelocaltransitauthority.
Sheltersareusuallyprovidedbythelocaltransitagency,withthestate
providingtheshelterpad.
Foradditionalinformationonpassengeramenities,see1430.07.
(k) Illumination
Lightingisimportantfromasafetystandpointandasadeterrenttocriminal
activityinboththeparkingareaandtheshelters.Forguidance,seeChapter1040
and the Roadside Manual.
(l) Planting Areas
Selectivelypreserveexistingvegetationandprovidenewplantingstogive
abalancedenvironmentforthepark&ridelotuser.Forguidance,seethe
Roadside Manual.
(m) Fencing
Forfencingguidelines,seeChapter560.
(n) Maintenance
Developamaintenanceplan,eitheraspartofamemorandumofunderstanding
withthelocalauthorityorforusebystatemaintenanceforces.Maintenanceof
park&ridelotsoutsidestaterightofwayistheresponsibilityofthelocaltransit
authority.Encouragethelocaltransitauthoritytomaintainpark&ridelotsinside
staterightofwaybyagreement.Negotiateagreementsformaintenancebyothers
duringthedesignphaseanddocumentintheDesignDocumentationPackage
(DDP)(seeChapter300).
Considerthefollowinginthemaintenanceplan:
Costestimate
Periodicinspection
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Pavementrepair
Traffccontroldevices(signsandpavementmarkings)
Lighting
Mowing
Cleaningofdrainagestructures
Sweeping/trashpickup
Landscaping
Shelters
Snowandicecontrol
Whenthemaintenanceisnotbystateforces,includefundingsourceandlegal
responsibilities.
1430.05 Transfer/Transit Centers
Transfercentersarebasicallylargemultimodalbusstopswherebusesonanumber
ofroutesconvergetoallowriderstheopportunitytochangebusesortransfertoother
modes.Transfercentersareofparticularimportanceinmanytransitsystems,since
ridersinmanyareasareservedbyafeederroute;totraveltoareadestinationsnot
servedbythefeeder,residentsmusttransfer.
Transitcentersarefrequentlymajoractivitycenters.Inthiscase,theactivity
isbeyondasimpletransferbetweenbuses;itinvolvesthetransitcenterasa
destinationpoint.
Whendesigningatransitcenter,considersuchfeaturesaspassengervolume;number
ofbusesonthesiteatonetime;localautoandpedestriantraffclevels;anduniversal
access(see1430.10).Thesefactorsdictatetheparticularneedsofeachcenter.
(1) Bus Berths
Whereseveraltransitroutesconvergeandwherebusescongregate,multiplebus
berthsorspacesaresometimesneeded.Parallelandshallowsawtoothdesignsarethe
optionsavailablewhenconsideringmultipleberths.
Animportantaspectinmultiplebusberthingispropersigningandmarkingforthe
busbays.Clearlydelineatetherouteservedbyeachbay.Considerpavementmarking
toindicatestoppingpositions.
Portlandcementconcretepavementisdesirableforpedestrianwalkways,foreaseof
cleaning.
Wherebusesareequippedwithabicyclerack,providefortheloadingandunloading
ofbicycles.
Exhibit1430-1showstypicalparallelandsawtoothdesignsforparking40-footbuses
forloadingandunloadingpassengersatatransfercenter.Thesawtoothdesigndoes
notrequirebusestoarriveordepartinanyorder.Theparalleldesignshownmay
requirethatbusesarriveand/ordepartinorder.Wherespaceisaconsideration,the
sawtoothdesigncanbemodifedforindependentarrivalbutdependentdeparture.
Exhibit1430-2isanexampleofasawtoothtransitcenter.Inanin-lineberthing
design,spacerequirementsareexcessiveifthissameaccessistobeprovided.More
commonlyinanin-linedesign,busespullintotheforward-mostavailableberth.
Busesmustthenleaveintheorderofarrival.Involvethelocaltransitauthority
throughoutthedesignprocess,andobtainitsconcurrenceforthefnaldesign.
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Inthedesignofparallelbusberths,additionalroadwaywidthisneededforswing-out
maneuversifshorterbusloadingplatformsareutilized.Theroadwaywidthandthe
amountoflinealspaceatthebusloadingplatformaredirectlyrelatedwheredesigns
allowdepartingbusestopulloutfromtheplatformaroundastandingbus.The
shortertheberthlengthallowed,thewidertheroadway.Checkthefnaldesignwitha
templateforthedesignvehicle.
Considerablelengthisneededinaparalleldesigntopermitabustopassandpullinto
aplatforminfrontofaparkedbus.
Paralleldesigns,evenwhenproperlysigned,requirestrictparkingenforcement,since
theygivetheappearanceofgeneralcurbsideparkingareas.Pavementmarkingis
mostcriticalforparalleldesign.Sawtoothdesignsoffertheadvantageofappearing
morelikeaformaltransitfacility,whichtendstodiscourageunauthorizedparking.
(2) Flow/Movement Alternatives
Twoprimaryalternativesforvehicleandpassengermovementarepossiblefor
transfercenters,regardlessofthetypeofbusberthsused.AsshowninExhibit
1430-3,busesmaylineupalongonesideofthetransfercenter.Thistypeof
arrangementisgenerallyonlysuitableforalimitednumberofbusesduetothe
walkingdistancesfortransferringpassengers.Foralargernumberofbuses,an
arrangement similar to Exhibit1430-4 can minimize transfer time by consolidating
thebusesinasmallerarea.
1430.06 Bus Stops and Pullouts
Thebusstopisthepointofcontactbetweenthepassengerandthetransitservices.
Thesimplestbusstopisalocationbythesideoftheroad.Thehighest-qualitybus
stopisanareathatprovidespassengeramenities(suchasabench)andprotection
fromtheweather.Busstopsmustmeettherequirementsforuniversalaccess
(see1430.10).
Buspulloutsallowthetransitvehicletopickupanddischargepassengersinanarea
outsidethetraveledway.Theinterferencebetweenbusesandothertraffccanbe
reducedbyprovidingbuspullouts.
(1) Bus Stop Designation and Location
Itisdesirabletolocatebusstopsuniformlytopromotepredictability.However,
donotsubstituteuniformityforsoundjudgment.
Considerthefollowingwhenlocatingbusstops:
Busstopplacementneedstheconsentofthelocaltransitauthorityandthe
jurisdictionwithauthorityovertheaffectedrightofway.
Thephysicallocationofanybuszoneisprimarilydeterminedbysafety,
operationaleffciency,theminimizationofadjacentpropertyimpacts,anduser
destinationpoints.
Publictransportationagenciesaretypicallyresponsibleformaintenanceoftransit
facilitieswithinthepublicrightofway.
Onlimitedaccessfacilities,busstopsareonlyallowedatdesignatedlocations.(See
Chapter530forguidance.)
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Workwiththelocaltransitagenciestolocatebusstopsatacceptablelocations.
Foradditionalinformationonbusstoplocations,seeUnderstanding Flexibility in
Transportation Design Washington.
(2) Bus Stop Placement
Onroadwayswheretraffcvolumeislowandon-streetparkingisprohibited,thebus
stopmaysimplybeadesignatedlocationwherethebuscanpulluptothecurborthe
edgeoftheroadway.Thelocationistobedictatedbypatronage,theintersectingbus
routesortransferpoints,thesecurityoftherider,andtheneedforconvenientservice.
Thespecifcbusstoplocationisinfuencednotonlybyconveniencetopatrons,but
also by the design characteristics and operational considerations of the highway or
street.Busstopsareusuallylocatedintheimmediatevicinityofintersections.Where
blocksareexceptionallylongorwherebuspatronsareconcentratedwellawayfrom
intersections,midblockbusstopsandmidblockcrosswalksmaybeused.Consider
pedestrianrefugeislandsatmidblockcrosswalksonmultilaneroadways.
Thebusstopcapacityofonebusistypicallyenoughforupto30busesperhour.
Whereon-streetautoparkingispermitted,provideadesignatedareawherethe
buscanpullin,stop,andpullout.Exhibit1430-5illustratesthefollowingtypesof
busstops:
Far-side,withastoplocatedjustpastanintersection
Near-side,withastoplocatedjustpriortoanintersection
Midblock,withastoplocatedawayfromanintersection
Ingeneral,afar-sidestopispreferred.However,examineeachcaseseparatelyand
determinethemostsuitablelocation,givingconsiderationtoservicetopatrons,
effciencyoftransitoperations,andtraffcoperationingeneral.Near-sideand
midblockbusstopsmaybesuitableincertainsituations.Busstopsnormallyutilize
sitesthatdiscourageunsafepedestriancrossings,offerproximitytoactivitycenters,
andsatisfythegeneralspacingdiscussedpreviously.Followingaredescriptionsof
theadvantagesanddisadvantagesofeachtypeofsite.
(a) Far-Side Bus Stops
Advantages:
Rightturnscanbeaccommodatedwithlessconfict.
Aminimumofinterferenceiscausedatlocationswheretraffcisheavieron
theapproachsideoftheintersection.
Theycauselessinterferencewherethecrossstreetisaone-waystreetfrom
lefttoright.
Stoppedbusesdonotobstructsightdistanceforvehiclesenteringorcrossing
fromasidestreet.
Atasignalizedintersection,busescanfndagaptoenterthetraffcstream
withoutinterference,exceptwherethereareheavyturningmovementsonto
thestreetwiththebusroute.
Waitingpassengersassembleatless-crowdedsectionsofthesidewalk.
Busesinthebusstopdonotobscuretraffccontroldevicesorpedestrian
movementsattheintersection.
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Chapter 1430 Transit Facilities
Disadvantages:
Intersectionsmaybeblockedifothervehiclesparkillegallyinthebusstopor
ifthestopistooshortforoccasionalheavydemand.
Stopsonanarrowstreetorwithinatraffclanemayblocktheintersection.
(b) Near-Side Bus Stops
Advantages:
Aminimumofinterferenceiscausedatlocationswheretraffcisheavieron
thedeparturesidethanontheapproachsideoftheintersection.
Theycauselessinterferencewherethecrossstreetisaone-waystreetfrom
righttoleft.
Passengersgenerallyexitthebusclosetothecrosswalk.
Thereislessinterferencewithtraffcturningontothebusroutestreetfroma
sidestreet.
Disadvantages:
Heavyvehicularrightturnscancauseconficts,especiallywhereavehicle
makesarightturnfromtheleftsideofastoppedbus.
Busesoftenobscuresightdistancetostopsigns,traffcsignals,orother
controldevices,aswellastopedestrianscrossinginfrontofthebus.
Wherethebusstopistooshortforoccasionalheavydemand,theoverfow
mayobstructthetraffclane.
(c) Midblock Bus Stops
Advantages:
Busescauseaminimumofinterferencewiththesightdistanceofboth
vehiclesandpedestrians.
Stopscanbelocatedadjacenttomajorbuspassengergenerators.
Waitingpassengersassembleatless-crowdedsectionsofthesidewalk.
Disadvantages:
Pedestrianjaywalkingismoreprevalent.
Patronsfromcrossstreetswalkfarther.
Busesmayhavediffcultyreenteringthefowoftraffc.
Drivewayaccessmaybenegativelyimpacted.
(d) General Guidelines
Somegeneralguidelinesforlocatingbusstopsinclude:
Atintersectionswhereheavyleftorrightturnsoccur,afar-sidebusstopis
desirable.Ifafar-sidebusstopisinfeasible,movethestoptoanadjacent
intersectionortoamidblocklocationinadvanceoftheintersection.
ItisimportantthatthebusstopbeclearlymarkedasaNOPARKINGzone
withsignsand/orcurbpainting.
Atintersectionswherebusroutesandheavytraffcmovementsdiverge,afar-
sidestopcanbeusedtoadvantage.
Page 1430-14 WSDOT Design Manual M 22-01.05
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Transit Facilities Chapter 1430
Midblockstopareasaredesirableunderthefollowingconditions:where
traffcorphysicalstreetcharacteristicsprohibitanear-orfar-sidestop
adjacenttoanintersection,orwherelargefactories,commercial
establishments,orotherlargebuspassengergeneratorsexist.Locate
amidblockstopatthefarsideofapedestriancrosswalk(ifoneexists),
sothatstandingbusesdonotblockanapproachingmotoristsviewof
pedestriansinthecrosswalk.
Sightdistanceconditionsgenerallyfavorfar-sidebusstops,especiallyat
unsignalizedintersections.Adriverapproachingacrossstreetonthethrough
lanescanseeanyvehiclesapproachingfromtheright.Withnear-sidestops,
theviewtotherightmaybeblockedbyastoppedbus.Wheretheintersection
issignalized,thebusmayblocktheviewofoneofthesignalheads.
Forsecuritypurposes,theavailabilityofoff-streetlightingisanimportant
consideration.
(3) Bus Pullouts
Buspulloutsaregenerallymostappropriatewhenoneormoreofthefollowing
situationsexists:
Traffcinthecurblaneexceeds250vehiclesduringthepeakhour.
Passengervolumeatthestopexceeds20boardingsperhour.
Traffcspeedisabove45mph.
Accidentpatternsarerecurrent.
Theseparationoftransitandpassengervehiclesiscriticalincasesofhighbusor
traffcvolumesorspeeds.Busstopsinthetravellanemightimpedethefreefowof
traffc.Considerbuspulloutsatlocationswithhighpassengerloadingvolumesthat
causetraffctobackupbehindthestoppedbus.
Tobefullyeffective,incorporateadecelerationlaneortaperwiththepullout,a
stagingareaforallanticipatedbuses,andamerginglaneortaper.Asroadway
operatingspeedsincrease,increasethetaperlengthaccordingly.
Exhibit1430-6illustratesthedimensionsanddesignfeaturesofbuspullouts
associatedwithnear-side,far-side,andmidblockbuspullouts.
Therearenoabsolutecriteriaforlocatingbuspullouts.Whereapulloutisbeing
considered,involvethelocaltransitagency.Factorscontrollingtheappropriate
locationandeventualsuccessofapulloutinclude:
Operatingspeed
Traffcvolume
Numberofpassengerboardings
Availablerightofway
Roadwaygeometrics(horizontalandvertical)
Constructioncosts
Locationofcurbramps
Exhibit1430-7illustratesthedimensionanddesignoffar-sidebuszonesandpullouts
wherebusesstopaftermakingarightturn.Adherencetothesedesignsallowbusesto
stopwithminimalinterferencetolegallyparkedvehicles.
WSDOT Design Manual M 22-01.05 Page 1430-15
June 2009
Chapter 1430 Transit Facilities
Itisimportantinthedesignofbuspulloutstoconsidertheneedtoprovidepavement
structuretosupportabus(seeChapter620);otherwise,thesurfacingmaybe
damagedbytheweightofthebuses.
1430.07 Passenger Amenities
(1) Bus Stop Waiting Areas
Buspassengersdesireacomfortableplacetowaitforthebus.Providinganattractive,
pleasant setting for the passenger waiting area is an important factor in attracting
bususers.
Importantelementsofabusstopinclude:
Universalaccess(see1430.10)
Protectionfrompassingtraffc
Lighting
Security
Pavedsurface
Protectionfromtheenvironment
Seating(ifthewaitmaybelong)
Informationaboutroutesservingthestop
Providingprotectionfrompassingtraffcinvolveslocatingstopswherethereis
enoughspace,sopassengerscanwaitawayfromtheedgeofthetraveledroadway.
Thebufferingdistancefromtheroadwayincreaseswithtraffcspeedandtraffc
volume.Wherevehiclespeedsare30mphorbelow,5feetisasatisfactorydistance.
Inaheavy-volumearterialwithspeedsupto45mph,adistanceof10feetprovides
passengercomfort.
Passengersarrivingatbusstops,especiallyinfrequentriders,wantinformation
andreassurance.Provideinformationthatincludesthenumbersornamesofroutes
servingthestop.Otherimportantinformationmayincludeasystemroutemap,
thehoursanddaysofservice,schedules,andaphonenumberforinformation.The
informationprovidedandformatusedistypicallytheresponsibilityofthelocal
transitsystem.
Atbusierstops,includingpark&ridelots,provideapublictelephone.Forallpaved
park&ridelots,selectadesirablesiteforapublictelephoneandprovideconduit,
whetherornotatelephoneiscurrentlyplanned.Wheresheltersarenotprovided,a
busstopsignandpassengerbencharedesirable,dependingonweatherconditions.
Thesignindicatestopassengerswheretowaitandcanprovidesomebasicroute
information.
(2) Passenger Shelters
Passengersheltersprovideprotectionforwaitingtransitusers.Locatetheshelter
convenientlyforusers,withoutblockingthesidewalkorthedriverslineofsight.
Exhibit1430-8illustratesaclearsighttrianglethatpermitssheltersitingwith
minimalimpactonsightdistancesaturbanarterialintersectionswithouttraffc
controls.Thedimensionsandlocationsmayvarybylocaljurisdiction;checklocal
zoningordinancesorwiththeappropriateoffcials.
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Transit Facilities Chapter 1430
Providingshelters(andfootingforshelters)isnormallytheresponsibilityofthelocal
transitagency;contactthemforshelterdesignandfootingneeds.Statemotorvehicle
fundscannotbeusedfordesignorconstructionofshelters,exceptfortheconcretepad.
Providelightingtoenhancepassengersecurity.Lightingmakesthesheltervisible
topassingtraffcandallowswaitingpassengerstoreadtheinformationprovided.
Generalstreetlightingisusuallysuffcient.Wherestreetlightsarenotinplace,
considerstreetlightsortransitshelterlights.Forinformationonillumination,see
Chapter1040.
Aproperlydrainedpavedsurfaceisneededsopassengersdonottraversepuddles
andmudinwetweather.Protectionfromtheenvironmentistypicallyprovidedby
ashelter,whichoffersshadefromthesun,protectionfromrainandsnow,andawind
break.Shelterscanrangefromsimpletoelaborate.Thelattertypemayserveasan
entrancelandmarkforaresidentialdevelopmentorbusinesscomplexandbedesigned
tocarrythroughthearchitecturalthemeofthecomplex.Ifanonpublictransportation
entityshelterisprovided,itsdesignandsitingmustbeapprovedbythelocaltransit
agency.Thereasonsforthisapprovalincludesafety,barrier-freedesign,andlong-term
maintenanceconcerns.
Simpleshelters,suchastheoneillustratedinExhibit1430-9, may be designed and
builtbythetransitagencyorpurchasedfromcommercialvendors.TheStateBridge
andStructuresArchitectmaybecontactedformorecomplexdesigns.
Considersheltersatbusstopsinnewcommercialandoffcedevelopmentsandin
placeswherelargenumbersofelderlyanddisabledpersonswait,suchasathospitals
andseniorcenters.Inresidentialareas,sheltersareplacedonlyatthehighest-
volumestops.
1430.08 Roadway Design and Design Vehicle Characteristics
(1) Roadway Design
(a) Paving Sections
Coordinatethepavementdesign(typeandthickness)ofatransitproject,whether
initiatedbyapublictransportationagencyoraprivateentity,withWSDOTor
thelocalagencypublicworksdepartment,dependingonhighway,street,orroad
jurisdiction.Theseagenciesplayamajorroleindeterminingthepavingsection
fortheparticularproject.
Pavingsectiondesignisdeterminedbythevolumeandtypeoftraffc,design
speed,soilcharacteristics,availabilityofmaterials,andconstructionand
maintenancecosts.Importantcharacteristicsofgoodpavementdesigninclude
theabilitytoretainshapeanddimension,drain,andmaintainskidresistance.
Forguidanceonthedesignofpavements,seeChapters610 and 620.
(b) Grades
Roadwaygradesrefertothemaximumdesirableslopeorgrade,orthe
maximumslopebasedontheminimumdesignspeedthata40-footbuscan
negotiateeffciently.Forroadwaygradecriteria,seeChapter1140 or the Local
Agency Guidelines.
WSDOT Design Manual M 22-01.05 Page 1430-17
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Chapter 1430 Transit Facilities
Busspeedongradesisdirectlyrelatedtotheweight/horsepowerratio.Select
gradesthatpermituniformoperationatanaffordablecost.Incaseswherethe
roadwayissteep,aclimbinglaneforbusesandtrucksmaybeneeded.Avoid
abruptchangesingradeduetobusoverhangsandgroundclearance.
(c) Lane Widths
Roadway and lane width criteria are given in Chapter1140 or the Local Agency
Guidelines,basedonthefunctionalclassofhighwayorroadandjurisdiction.
ThedesirablelanewidthforlanesusedbyHOVs,buses,vanpools,andcarpools
is12feet.Chapter1410providesadditionalinformationonHOVfacilities.
(2) Design Vehicle Characteristics
Mosttransitagenciesoperateseveraltypesofbuseswithintheirsystems.Vehicle
sizesrangefromarticulatedbusestopassengervansoperatedforspecialized
transportationpurposesandvanpooling.
Vehicleswithineachofthegeneralclassifcationsmayvarydimensionssuchas
wheelbase,height,andvehicleoverhang.Thetotalgrossvehicleweightrating
(GVWR)variesconsiderablyamongmanufacturers.Becauseofthesedifferences,
obtainmorespecifcdesigninformationfromthelocaltransitauthority.
Theprincipaldimensionsaffectingdesignaretheminimumturningradius,tread
width,wheelbase,andpathoftheinnerreartire.Theeffectsofdrivercharacteristics
andtheslipangleofthewheelsareminimizedbyassumingthatthespeedofthe
vehiclefortheminimumradius(sharpest)turnislowerthan10mph.
(a) City Buses (CITY-BUS)
Thesetraditionalurbantransitvehiclesaretypically40feetlongandhavea
wheelbaseofapproximately25feet.Manyofthesevehiclesareequippedwith
eitherfrontorreardoorwheelchairliftsorafrontkneelingfeaturethatreduces
thestepheightformobilityimpairedpatrons.
(b) Articulated Buses (A-BUS)
Becausearticulatedbusesarehingedbetweentwosections,thesevehiclescan
turnonarelativelyshortradius.Articulatedbusesaretypically60feetinlength,
withawheelbaseof22feetfromthefrontaxletothemidaxleand19feetfrom
themidaxletotherearaxle.
(c) Small Buses
Sometransitagenciesoperatesmallbuses,whicharedesignedforuseinlow-
volumesituationsorfordrivingonlower-classroads.Smallbusesarealso
usedfortransportationofelderlyanddisabledpersonsandforshuttleservices.
Passengervansareatypeofsmallbususedforspecializedtransportationand
vanpooling.Sincethevehiclespecifcationsvarysowidelywithinthiscategory,
consultthelocaltransitauthorityforthespecifcationsoftheparticularvehicle
inquestion.
Page 1430-18 WSDOT Design Manual M 22-01.05
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Transit Facilities Chapter 1430
1430.09 Intersection Radii
Afundamentalcharacteristicoftransit-accessibledevelopmentisconvenientaccess
andcirculationfortransitvehicles.Itisimportantthatradiiatintersectionsbe
designedtoaccommodateturningbuses.Radiithataccommodateturningbuses
reduceconfictsbetweenautomobilesandbuses,reducebustraveltime,andprovide
maximumcomfortforthepassengers.
Takethefollowingfactorsintoconsiderationindesigningintersectionradii:
Rightofwayavailability
Angleofintersection
Widthandnumberoflanesontheintersectingstreets
Designvehicleturningradius
Intersectionparking
Allowablebusencroachment
Operatingspeedandspeedreductions
Pedestrians
Bicycles
Becauseofspacelimitationsandgenerallyloweroperatingspeedsinurbanareas,
curveradiiforturningmovementsmaybesmallerthanthosenormallyusedin
ruralareas.Itisassumedthatbusesmakingturnsaretravelingatspeedslowerthan
10mph.Exhibits1430-10 and 1430-11illustratetheturningtemplatesanddesign
vehiclespecifcationsforacitybusandanarticulatedbus.
Exhibit1430-12givesradiiatintersectionsforfourtypesofparkingconfgurations
thatmaybeassociatedwithanintersection.Radiilessthantheminimumresultin
encroachmentontoadjoininglanesorcurbs.Asintersectionradiiincrease,pedestrian
crossingdistancesincrease.
Whenotherintersectiontypesareencountered,useturningtemplates(suchasthose
giveninExhibits1430-10 and 1430-11)todevelopdesignsthedesignvehicle
canuse.
Toprovideeffcienttransitoperationonurbanstreets,itisdesirabletoprovidecorner
radiifrom35to50feet(basedonthepresenceofcurbparkingonthestreets)for
rightturnstoandfromthethroughlanes.Wheretherearecurbparkinglanesonboth
theintersectingstreetsandparkingisrestrictedforsomedistancefromthecorner,the
extrawidthprovidedservestoincreasetheusableradius.
Theangleofintersectionalsoinfuencestheturningpathofthedesignvehicle.
Exhibit1430-13showstheeffectoftheangleofintersectionontheturningpathof
thedesignvehicleonstreetswithoutparking.Exhibit1430-13alsoillustrateswhena
vehicleturnsfromtheproperlaneandswingswideonthecrossstreetandwhenthe
turningvehicleswingsequallywideonbothstreets.
WSDOT Design Manual M 22-01.05 Page 1430-19
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Chapter 1430 Transit Facilities
1430.10 Universal Access
Publictransportationprovidershaveanobligationunderbothstateandfederallaws
tocreateandoperatecapitalfacilitiesandvehiclesthatareusablebythewidevariety
ofresidentsinaservicearea.Amajorneedarisingfromthisobligationistoprovide
transportationservicetotransit-dependentpatrons,amongwhomaredisabled
individuals.
Barrier-freedesignmeansmorethanjustaccommodatingwheelchairs.Careneeds
to be given not to create hazards or barriers for people who have vision or hearing
impairments.Thekeyistodesignclearpathwayswithnoobstaclesandprovide
simplesignswithlargeprint.
(1) Park & Ride Lots
Locateaccessibleparkingstallsclosetothetransitloadingandunloadingarea.Two
accessibleparkingstallsmayshareacommonaccessaisle.Forinformationonthe
numberanddesignofaccessiblestalls,seetheRoadside Manualandtheparking
spacelayoutsintheStandard Plans.
SignaccessibleparkingstallsinaccordancewiththerequirementsofRCW
46.61.581.
Designpedestrianaccessroutesinaccordancewiththefollowing:
Pedestrianaccessroutesmustmeettherequirementsforsidewalks(see
Chapter1510).
Ifpossible,donotcrossaccessroadsenroutetothebusloadingzone.
Whenfeasible,donotroutebehindparkedcars(intheircirculationpath).
Curbrampsarerequired.
Parkingstallandaccessaislesurfacesshallbeevenandsmooth,withsurface
slopesnotexceeding2%.
(2) Bus Stops and Shelters
Inordertousebusesthatareaccessible,busstopsmustalsobeaccessible.Thenature
andconditionofstreets,sidewalks,passengerloadingpads,curbramps,andother
busstopfacilitiescanconstitutemajorobstaclestomobilityandaccessibility.State,
local,public,andprivateagenciesneedtoworkcloselywithpublictransportation
offcialstoprovideuniversalaccess.
Provideabusstopboardingandalightingpad(seeExhibit1430-14)forthe
deploymentofwheelchairliftsthatmeetsthefollowingcriteria:
Surface:ConstructthepadofPortlandcementconcrete,hotmixasphalt(HMA),
orotherapprovedfrm,stable,andslip-resistantsurface.
Dimensions:Provideaclearareaof10.0feetinlengthby8.0feetinwidth.
Whenrightofwayorotherlimitationsrestrictthepadsize,itmaybereduced
withjustifcationandtransitconcurrencetoaminimumof8.0feetmeasured
perpendiculartothecurborroadwayedgeby5.0feetmeasuredparallelto
theroadway.
Connection:Connectthepadtostreets,sidewalks,orpedestrianpathswith
apedestrianaccessroute(seeChapter1510).
Page 1430-20 WSDOT Design Manual M 22-01.05
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Transit Facilities Chapter 1430
Grade: Design the grade of the pad parallel to the street or highway the same as
thestreetorhighway.Themaximumslopeperpendiculartothestreetorhighway
isnotsteeperthan2%.
Forexamplesofpadswithandwithoutshelters,seeExhibit1430-14.
Involve the local transit agency in the pad design and location so that lifts can
actuallybedeployedatthesite.
Inordertoaccessabusstop,itisimportantthatthepathtothestopalsobe
accessible.Thiscanbeaccomplishedbytheuseofsidewalkswithcurbramps.
Forsidewalkdesignandcurbrampinformation,seeChapter1510 and the
Standard Plans.
Designbusshelters(whenprovided)withaminimumclearspaceof30inchesby
48inches,entirelywithintheshelter.Connecttothebusstoppadbyapedestrian
accessroute.
Atbusstopswhereashelterisprovided,thebusstoppadmaybelocatedeither
insideoroutsidetheshelter.
Inthedesignofbusstopsandshelters,considerthefollowing:
Provideuniversalaccessforpedestrianfacilitieswithinthelimitsofaproject.
Provideproperlyslopedandsizedcurbrampswithdetectablewarningsurfaces
(seetheStandard Plans).
Identifysidewalkneeds.
Encourageandemphasizedesignsfornewstreetconstructionorreconstruction
thatincludesidewalksorpedestrianwalkwaysandcurbramps.
Identifybusstopswithcurbpaintingand/orbusstopsigns.
Whenpracticable,makebusstopsaccessible.
Alongarouteservedbyaccessiblevehicles,markallbusstopsignswiththe
blueinternationalaccessibilitysymbolconformingtotherequirementsof
RCW70.92.120,foreasieridentifcationbyusers.
Existingaswellasfuturepark&ridelocationsmust,bystatelaw,include
reservedparkingfordisabledpersons,markedwithsignsasoutlinedin
RCW46.61.581.
1430.11 Documentation
ForthelistofdocumentsrequiredtobepreservedintheDesignDocumentation
PackageandtheProjectFile,seetheDesignDocumentationChecklist:
www.wsdot.wa.gov/design/projectdev/
WSDOT Design Manual M 22-01.05 Page 1430-21
June 2009
Chapter 1430 Transit Facilities
80'
[1]
80'
[1]
10'min.
12'des.
40'
[1]
16'
8'
15' 10'
Notes:
[1] Dimensions shown are for a 40-ft bus; adjust the length when designing for a longer bus.
[2] Design shown is an example; contact the local transit agency for additional information.
Bus Berth Designs
Exhibit 1430-1
Page 1430-22 WSDOT Design Manual M 22-01.05
June 2009
Transit Facilities Chapter 1430
Transit Center Sawtooth Bus Berth
Exhibit 1430-2
120' (2 buses)
Shelter Sidewalk
Passenger waiting area
4
:1
* 6
:1*
Bus berths
Roadway
Shelter
Width
varies
10' min.
12' des.
*On higher-speed facilities, it may be necessary to provide a greater acceleration/deceleration transition.
Bus Turnout Transfer Center
Exhibit 1430-3
WSDOT Design Manual M 22-01.05 Page 1430-23
June 2009
Chapter 1430 Transit Facilities
Off-Street Transfer Center
Exhibit 1430-4
Page 1430-24 WSDOT Design Manual M 22-01.05
June 2009
Transit Facilities Chapter 1430
Near-Side Bus Stop
L
L
Far-Side Bus Stop
Midblock Bus Stop
L
Bus
Parked car

Minimum Lengths for Bus Curb Loading Zones (L)
[1]
Approx
Bus
Length
Loading Zone Length (feet)
One-Bus Stop Two-Bus Stop
Far-Side
[2]
Near-Side
[2][3]
Midblock Far-Side
[2]
Near-Side
[2][3]
Midblock
25 65 90 125 90 120 150
30 70 95 130 100 130 160
35 75 100 135 110 140 170
40 80 105 140 120 150 180
60 100 125 160 160 190 220
Notes:
[1] Based on bus 1 ft from curb on 40 ft wide streets. When bus is 0.5 ft from curb, add 20 ft near-side,
15 ft far-side, and 20 ft midblock. Add 15 ft when street is 35 ft wide and 30 ft when street is 32 ft wide.
[2] Measured from extension of building line or established stop line. Add 15 ft where buses make a right turn.
[3] Add 30 ft where right-turn volume is high for other vehicles.
Minimum Bus Zone Dimensions
Exhibit 1430-5
W
S
D
O
T

D
e
s
i
g
n

M
a
n
u
a
l

M

2
2
-
0
1
.
0
5

P
a
g
e

1
4
3
0
-
2
5

J
u
n
e

2
0
0
9
C
h
a
p
t
e
r

1
4
3
0

T
r
a
n
s
i
t

F
a
c
i
l
i
t
i
e
s
Bus Stop Pullouts: Arterial Streets
Exhibit 1430-6
Notes:
[1] For right-turn lane design, see Chapter 1310.
[2] Based on a 40 ft bus. Add 20 ft for articulated bus. Add 45 ft (65 articulated) for each additional bus.
Page 1430-26 WSDOT Design Manual M 22-01.05
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Transit Facilities Chapter 1430
Bus
Parked car
Far-Side Bus Pullout
After Right Turn
130' *
35' 40' * 35'
3
0
'
Far-Side Bus Stop
* Based on 40' bus. Add 20' for articulated bus.
50' - 100' R
90' * 40' min
60' Des.
12'
25' - 50' R
Minimum Bus Zone and Pullout After Right-Turn Dimensions
Exhibit 1430-7
WSDOT Design Manual M 22-01.05 Page 1430-27
June 2009
Chapter 1430 Transit Facilities
Shelter Siting
Exhibit 1430-8
Page 1430-28 WSDOT Design Manual M 22-01.05
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Transit Facilities Chapter 1430
Typical Bus Shelter Design
Exhibit 1430-9
WSDOT Design Manual M 22-01.05 Page 1430-29
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Chapter 1430 Transit Facilities
Turning Template for a 40-Foot Bus
Exhibit 1430-10
Page 1430-30 WSDOT Design Manual M 22-01.05
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Transit Facilities Chapter 1430
Turning Template for an Articulated Bus
Exhibit 1430-11
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June 2009
Chapter 1430 Transit Facilities
Intersection Design
Exhibit 1430-12
Page 1430-32 WSDOT Design Manual M 22-01.05
June 2009
Transit Facilities Chapter 1430
d
2
for Cases A and B Where:

R=15' R=20' R=25' R=30' R=40'

A B A B A B A B A B
30 22 17 19 17 19 17 19 17 18 17
60 28 21 26 20 24 20 23 19 22 18
90 38 23 33 22 30 22 25 21 21 18
120 46 28 40 25 32 23 26 19 19 18
150 48 28 40 25 32 23 22 18 17 16
Cross-Street Width Occupied by Turning Vehicle
for Various Angles of Intersection and Curb Radii
Exhibit 1430-13
WSDOT Design Manual M 22-01.05 Page 1430-33
June 2009
Chapter 1430 Transit Facilities
Shelter Behind Pad
5 ft min for
lift extension
allowance
10 ft
2
%
Roadway
grade
8

f
t
Shelter
Roof overhang
Passenger
loading pad
Shelter Adjacent to Pad
Passenger
loading pad
2
%Roadway
grade
10 ft
8

f
t
Shelter
Roof overhang
2

f
t

m
i
n
Without Shelter
For sidewalk
requirements, see
Chapter 1510 Passenger
loading pad
2
%Roadway
grade
10 ft
V
a
r
i
e
s
Area with signs, utility poles,
planter strips, or other objects
8

f
t
Notes:
The passenger loading pad must be free of obstructions. For additional information, see 1430.10(2).
A minimum-width pedestrian access route must be maintained. For pedestrian design criteria, see Chapter 1510.
Shelter dimensions may vary. For additional information, see 1430.07(2). For an example of a shelter design,
see Exhibit 1430-9.
Passenger Loading Pad
Exhibit 1430-14