A Guidebook on Transit-Supportive Roadway Strategies (2016) / Chapter Skim
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Pages 111-129
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111 This chapter is the third of four toolbox chapters presenting potential strategies for improving bus speeds and reliability. The strategies presented in this chapter focus on physical changes to the roadway that can improve bus operations.
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112 A Guidebook on Transit-Supportive Roadway Strategies Applications Any short speed bump or hump along a bus route is a candidate for this strategy. Bus-friendlier alternative designs include: • Speed tables.
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Infrastructure Strategy Toolbox 113 Implementation Examples No U.S. or Canadian examples were identified in the literature.
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114 A Guidebook on Transit-Supportive Roadway Strategies Companion Strategies Bus stop lengthening may need to be considered when stops are consolidated (Section 5.2) since the increased passenger activity at the remaining stops will increase bus dwell times and thus reduce the number of buses that a bus stop can accommodate during an hour.
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Infrastructure Strategy Toolbox 115 time that cause too many buses to arrive at the stop at once. In these cases, the transit agency may wish to address the cause of the problem first (scheduling or reliability)
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116 A Guidebook on Transit-Supportive Roadway Strategies conjunction with shoulder operation. Bus stops are typically located on right-turn channelization islands (Section 7.6)
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Infrastructure Strategy Toolbox 117 Implementation Examples As of January 2011, shoulder operation on arterial roadways had been implemented in the following locations in the United States: • Minneapolis region, Minnesota (many corridors) ; • Burtonsville, Maryland (U.S.
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118 A Guidebook on Transit-Supportive Roadway Strategies links (Section 7.7) , and most types of bus lanes (Section 8.1)
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Infrastructure Strategy Toolbox 119 pavement." The proposed language also indicates that red-colored pavement "shall be applied only in lanes, areas, or locations where general-purpose traffic is generally prohibited to use, queue, wait, idle, or otherwise occupy the lane area or location where red-colored pavement is used" and that "regulatory signs shall also be used when it is determined that other vehicles will be allowed to enter the lane to turn or bypass queues" (NCUTCD 2014b)
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120 A Guidebook on Transit-Supportive Roadway Strategies to serve pedestrian movements, which may allow a shorter traffic signal cycle length, which can also reduce bus delay. Applications Curb extensions are particularly suited to areas with high-density development, where the percentage of people moving through the corridor as pedestrians or in transit vehicles is relatively high in comparison with the percentage of people moving in automobiles.
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Infrastructure Strategy Toolbox 121 When used at intersections, curb extensions shorten the pedestrian crossing distance, thus reducing the amount of time pedestrians are exposed to conflicts with other road users and, potentially, the amount of time that other road users are delayed by pedestrians crossing. At signalized intersections, the reduced crossing distance results in less flashing "Don't Walk" time; this time can be used for longer walk times (reducing pedestrian delay)
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122 A Guidebook on Transit-Supportive Roadway Strategies • Relatively low traffic speeds (35 mph or less) ; • Low to moderate traffic volumes (<500 vehicles per hour per lane in the same direction)
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Infrastructure Strategy Toolbox 123 Figure 9(a) shows a boarding island on a right-turn channelizing island where buses stop in the travel lane to serve the stop.
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124 A Guidebook on Transit-Supportive Roadway Strategies Companion Strategies This strategy supports bus-only signal phases (Section 6.9 -- for example, a bus left turn from a right-side lane) , queue jumps (Section 6.10)
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Infrastructure Strategy Toolbox 125 Fremont Street at the near side of Market Street, and Beale Street at the far side of Howard Street. San Francisco is also constructing ADA-compliant interior boarding islands at some street-running light rail stops.
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126 A Guidebook on Transit-Supportive Roadway Strategies bicycles and right-turning traffic, typically by transitioning bicycle traffic to the left of the right-turn lane.
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Infrastructure Strategy Toolbox 127 Applications Bus-only links can be enforced in several ways: • Signs and pavement markings only. Signs, or a combination of signs and pavement markings, prohibit general traffic but allow transit vehicles.
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128 A Guidebook on Transit-Supportive Roadway Strategies otherwise support bus service due to the out-of-direction travel required. They can also support neighborhood traffic management programs by preserving bus access while eliminating routes for cut-through traffic.
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Infrastructure Strategy Toolbox 129 Portland, Oregon, has installed bus-only left-turn lanes at a couple of locations. One site provides access to the 5th Avenue transit mall; the other site provides a direct routing for buses at a complex intersection where there is insufficient capacity to directly serve automobile left turns.
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