Transit Street Design Guide

Station and Stops

- Transit stops are more than a place to wait. Interests in better stops are a chance to enhance
travel speeds and upgrade the estimation of the road with green framework and little open
spaces. Travelers on all travel modes and administration sorts can profit by better stops.
- Stops and stations fit into a bigger geometric bewilder including travel vehicles and crossing
point operations. While the area of a stop decides to a substantial degree how travel travelers
access travel benefit, the outline and design of stops and stations impacts how everybody in
the city communicates with the travel framework. At the point when composed with travel
quality as the need, stop setups and area can be utilized to sort out the associations that
happen at travel quits, including transport bicycle and transport turning vehicle collaborations.
Station and Stops Principles
a. Stations are Gateways
- Configuration stops and stations as acquaintances with the travel
framework, giving careful consideration to how travel space collaborates
with the walkway and abutting structures. Agreeable stops with shade trees,
protect, spots to sit or lean, and adjacent business movement can stay an
enhanced neighborhood walker domain and enhance rider impression of
travel administration. Marking and particular stations serve to promote visit
benefit, while clear data spares individuals time and supports ridership.
b. Facilitate Movement, Ease Interactions
- Travel stops include cooperation among about everybody in the city, and
the sort and area of travel stops influence unwavering quality and travel
time. Stop area and configuration can bolster incite travel and safe
intersections by representing convergence operations, exchanges to
different courses, and neighborhood goals. Bunch stops with bicycle share
stations, auto share, and for-contract vehicle zones to make neighborhood
versatility centers, making the best utilization of station and walkway ventures.
c. In-Lane Stops Save Time
- Utilize boarding islands and globules to permit travel vehicles to stop in their
moving path. Transports have for quite some time been relied upon to haul
out of movement to the check, yet this practice de-organizes travel, now
and again fundamentally on blended activity lanes. In-path stops take out
that deferral, and give a chance to close level or level boarding. They
likewise make shorter, more secure walker intersections, give additionally
strolling space on the walkway, and make the road more unsurprising by
sorting out bicycle transport clashes at stops.
d. Universal Design is Equitable Design
- Outline lanes so that individuals of any age and capacities can securely
achieve travel stops and board serenely. The components that make travel
all the more easily available can profit all travel riders, paying little mind to
physical or tangible capacity. Mindful, human-focused plan of travel
framework hoists the experience of riding travel, and can spare both time
and cash.
 e. Design For Safety
- Social well-being and activity security at travel stops are basic for riders,
and effect their choices about where and when to take travel. Organizing
strolling access to travel quits, including direct courses and helpful, low-
postpone passerby intersections, is indispensable to accomplishing a
protected framework. Nearness to all-hours action, human-scale lighting,
and straightforward safe houses and structures all assist furnish riders
with a safe place to hold up.
f. Integrate Vehicle and Platform Design
- Travel vehicles, stages and road surfaces cooperate as a framework to
accomplish open and quick boarding. Outline stages that work adaptably
with the scope of travel vehicles as of now being used to simplicity
boarding, and utilize armada buys and real road extends as chances to
make level boarding.
Stop Design Factors
Travel stops are the place travel travelers and travel vehicles meet and cooperate—and
stop configuration components like stop area or stage stature and length characterize these
communications.
The achievement of a travel framework depends in huge part on how well on-road stages
react to the outline needs of individuals riding and working travel, and how well they work with the
plan of travel vehicles themselves. They should suit open boardings and give ability to boarding,
landing, and holding up travel travelers without pointlessly intruding on the stream of walker
movement on adjacent walkways. The area, stature, length and design of on-road stages are a
piece of a vehicle-stage framework, as applicable for transports with respect to rail. Every setup
introduces its own particular open doors, advantages, and difficulties, connecting distinctively
inside road, traveler, and travel operations settings.
Stop Placement & Intersection Configuration
a) Far-Side, In-Lane Stop
- In-path stops at the furthest side of a crossing point present the most noteworthy need to
travel operations at most signalized convergences.
- Far-side in-path stops are by and large the favored stop design where travel paths or transit-
ways are available.
- By enabling transports to move in a straight line, in-path stops dispense with both haul out
time and activity reentry time, a wellspring of deferral and untrustworthy administration. In-
path stops are particularly important on lanes working at or close vehicle limit, or on lanes
with long flag cycles, in which travel vehicles may encounter long reentry delays while sitting
tight for activity to clear.
- Far-side stops bolster the utilization of an expansive cluster of dynamic travel flag need
medicines with moderately straightforward foundation, since travel vehicle methodologies
can be foreseen in view of run of the mill approach speeds.
- At crossing points where travel vehicles turn, use far-side stops to improve travel turns and
enable walkers to better foresee turning developments.
- On single-path lanes where in-path stops are most required, far-side in-path stops in blended
movement may bring about activity behind the transport spilling over into the crosswalk and
convergence. At these areas, give a more extended far-side stop that obliges lined vehicles
behind the halted travel vehicle, or initiate an early red stage after the travel vehicle clears
the crossing point.
b) Far-Side, Pull-Out Stop
- Far-side haul out stops utilize crossing point space productively, with little effect on general
movement on the off chance that they are sufficiently wide for a transport to haul totally out
of activity. Among haul out setups, far-side stops are favored.
- A far-side haul out arrangement abbreviates the move remove required along the stop stage.
Transports can move to one side while crossing the convergence.
- An occasional haul out stop on lanes with principally in-path stops enables vehicles to pass
while a transport is ceased.
- Transports might be essentially postponed in re-entering the travel path on high-volume
lanes. On courses where transports experience issues converging once more into movement,
transports regularly haul out of the travel path just halfway to abstain from being blocked.
- Haul out stops can be utilized for neighborhood stops adjoining balance or curbside travel
paths to enable fast administrations to pass nearby administrations.
- Haul out stops make extra space to get left-turning travel vehicles and trucks.
- Far-side haul out stops function admirably with line hops outlined as transport just approach
paths or shared right-move paths that propel travel vehicles toward the stop.
c) Near-Side, In-Lane Stop
- Close side stops at the way to deal with a convergence can encourage in-path stops in
blended activity paths, where turning developments and lined vehicles behind travel vehicles
don't hinder the crossing point.
- At stop-controlled areas with just a single travel path toward every path, close side in-path
stops take out "twofold ceasing."
- Where a high volume of vehicles turn onto the travel road, finding a stop close side keeps the
most distant side of the crossing point clear to get turns.
- Where high right turn volumes are available, an in-path stop can be situated on an island
between the travel path and right turn path.
- Disallow vehicles from entering restricting paths to pass halted travel vehicles. Put close side
stops sufficiently close to the crossing point that right-turning vehicles can't converge before
ceased travel vehicles.
- Close side stops might be utilized with focus running travel paths; focus boarding islands at
close side empower less difficult person on foot access at crosswalks.
- Proceed with bicycle offices behind the stop.
- At the point when connected with travel flag movements, close side and far-side stops can
be rotated to decrease crossing point delay.
d) Near-Side, Pull-Out Stop
- Close side haul out stops support engine vehicle activity stream, and present constrained
advantages to travel operations. At high movement volume areas, the close side stop works
as a right-turn path when transports are absent.
- At the point when utilized as line hop paths with dynamic travel flag need, close side stops
can upgrade operations at high-movement volume convergences.
- Transports may have noteworthy trouble re-entering the activity stream. Flag measures, for
example, upstream early red stages, can address this issue.
- Close side stops can be utilized to encourage exchange between two converging courses.
- A close side haul out stop ought to be set over from the crosswalk no less than 15 feet. Stops
found just before the crosswalk can hinder the perceivability of people on foot.
- With the exception of exchange focuses, close side haul out stops are not for the most part
favored on multi-path avenues, but rather might be connected if a noteworthy close side goal
exists, or if hazardous conditions, for example, garages or missing walkways exist at the far-
side area.
- In urban areas with respect transport/respect streetcar standards and high consistence, more
extensive usage of close side haul out stops is conceivable.
- Put close side stops sufficiently close to the crossing point that right-turning vehicles can't
converge before the transport.
- Close side stops give challenges at crossing points travel course turns. In the event that
transports are required to turn appropriate from the curbside, give a flag stage to the travel
development, or outline the cross road to oblige a vehicle clearing over the second path or
the approaching path.
e) Mid-Block, In-Lane Stop
- In-path mid-piece arrangements utilize essentially less check length than mid-shut haul out
stops.
- Signalized or activity quieted person on foot intersections ought to be given at mid-piece
stops.
- Mid-piece stops are relevant where huge goals legitimize high-volume get to.
f) Mid-Block, Pull-Out Stop
- Mid-shut haul out stops are found more than 200 feet from convergences, and give goal
access on long squares with mid-piece intersections.
- Utilize mid-square stops where activity conditions at crossing points would make security
issues for halting transports or riders.
- Mid-shut haul out stops might be pertinent at overwhelming multi-purpose exchange focuses,
or travel vehicle delay focuses.
- Guarantee that sufficient curbside space exists to move transports all through stops.
- Signalized or movement quieted person on foot intersections ought to be given at mid-piece
stops.
- Where safe person on foot intersections can't be given, mid-square stops are a final resort.
Platforms
In-Lane Stops
Empowering travel vehicles to make in-path stops gives an expansive scope of operational
and availability benefits, and can regularly be expert with practically no antagonistic effect on
general movement stream. Travel stops with in-path boarding require fundamentally less check
length and don't possess walkway space, liberating space for option utilizes, including extended
walker limit, green foundation, nearby business get to and stopping, or road decorations.
Desired Minimum Platform Length by Vehicle Type (Feet)

Stop Position 40’ Bus 60’ Bus 2x40’ Bus 2x60’ Bus
Near-Side 35 55 80 115
Far-Side 45 65 90 130
Mid-Block 35 55 80 115
Pull-Out Stops
With haul out stops, transports move out of the travel path to administration stops. While
they have operational advantages for travel contrasted with in-path stops in specific
circumstances, they regularly give benefits primarily to through-activity, while easing back
transport operations because of the need to move all through travel paths. Transport zones
lengths at haul out stops incorporate move or decrease space notwithstanding stage length,
bringing about a requirement for longer clear check zones than with in-path stops.
Desired Minimum Platform Length by Vehicle Type (Feet)
Stop Position 40’ Bus 60’ Bus 2x40’ Bus 2x60’ Bus
Near-Side 100 120 145 185
Far-Side 90 100 125 165
Far-Side
140 160 140 230
(Right Turn)
Mid-Block 120 145 185 210

Platform Height
Stage stature influences simplicity of boarding; raised stages empower less demanding, more
open traveler boarding and landing by diminishing stride down separation and crevice between
vehicle floor and stage. Level and close level stage stops can likewise expand course proficiency,
enabling vehicles to enter and leave stops all the more rapidly.

 Sidewalk/ Curb Level

- At walkway/check level stops, travelers board from the walkway or control level, regularly 4–
6 inches.
- Walkway/check level boarding is generally an "unchanged" condition, however it might be
favored where there is insufficient space to give available slants and slopes onto a higher
stage.
- Control level boarding might be connected with boarding globules and, restrictively, with side
boarding islands.
- Stage edge or boarding positions ought to be demonstrated utilizing markings or noticeable
cautioning strips.
 Street Level
- At street level stops, passengers board and alight directly from the street level.
- Applicable as a design condition on shared streets. Platforms should be provided for at least
one door unless full-length ramps can be provided to street level.
- May emerge as an unplanned condition when operators have difficulty pulling to the curb.
- Street-level boarding is an existing condition at some rail stops.
- The higher step for each passenger to board results in a longer cumulative boarding time.
 Near-Level Boarding
- Close level stages put the check tallness at 8–11 inches.
- Close level stages permit quicker boarding, and are good with most existing travel armadas.
- Enables an administrator to either bow the transport or convey a short scaffold plate or incline.
Short extension plates, regularly utilized on streetcars, require far less space than a full-
stature transport slope.
- Close level stages are appropriate for side and focus boarding islands, boarding globules, or
walkway stops with adequate width to give a raised range. Give ADA-consistent slopes to
accomplish craved stature prompting the boarding cushion. Slopes ought not to block person
on foot ways or intersections.
- Discernible cautioning strips must be introduced along the edge of the boarding stage, with
the exception of when some portion of a current walkway.
 Level Boarding
- Close level stages put the check tallness at 8–11 inches.
- Close level stages permit quicker boarding, and are good with most existing travel armadas.
- Enables an administrator to either bow the transport or convey a short scaffold plate or incline.
Short extension plates, regularly utilized on streetcars, require far less space than a full-
stature transport slope.
- Close level stages are appropriate for side and focus boarding islands, boarding globules, or
walkway stops with adequate width to give a raised range. Give ADA-consistent slopes to
accomplish craved stature prompting the boarding cushion. Slopes ought not block person
on foot ways or intersections.
- Discernible cautioning strips must be introduced along the edge of the boarding stage, with
the exception of when some portion of a current walkway.
 Mini-High Platform
- The "Smaller than usual High" stage is utilized as a retrofit for more seasoned streetcars and
transports with high-floor boarding, utilizing a little stage and slope to allow open boarding to
choose vehicle entryways.
- Travelers requiring open boarding must board utilizing the smaller than expected high stage.
- Railings and fall insurance are required for the whole incline length and top landing.
- Vehicle administrators may need to benefit the incline independently, or may need to convey
extra on-board slopes to give get to, bringing on postponement.
- Perceivable cautioning strips must be introduced along the edge of the boarding stage.