A Guidebook on Transit-Supportive Roadway Strategies (2016) / Chapter Skim
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Pages 130-151
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130 This final toolbox chapter presents a variety of available bus lane strategies. Considerations applicable to all (or most)
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Bus Lane Toolbox 131 • In corridors with BRT or other premium bus service, where maximizing bus speeds and reliability is a priority; and • On shorter stretches of roadway, allowing buses to bypass a bottleneck or to move to the front of a queue (Kittelson & Associates et al.
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132 A Guidebook on Transit-Supportive Roadway Strategies level of congestion that existed on the roadway prior to the development of the bus lanes. The Transit Capacity and Quality of Service Manual's procedure for estimating bus speeds estimates that bus lanes in a central business district (CBD)
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Bus Lane Toolbox 133 alternate routes when long-term road construction projects occur that close traffic lanes, the same will likely occur when a general traffic lane is converted to a bus lane. Full-Time Versus Part-Time Lanes Full-time lanes are easier to practice enforcement on and continue to provide a travel time reliability benefit during hours when general traffic volumes are lower and the bus lane does not provide as much of a travel time benefit relative to mixed-traffic operations.
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134 A Guidebook on Transit-Supportive Roadway Strategies Additional Resources The following resources provide guidance applicable to bus lanes in general. Where applicable, the other sections in this chapter list additional resources applying to a specific bus lane type.
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Bus Lane Toolbox 135 lanes convert to parking during off-peak hours. Queue jumps (Section 6.10)
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136 A Guidebook on Transit-Supportive Roadway Strategies 8.3 Shared Bus and Bicycle Lane Description A curbside lane shared part- or full-time by buses and bicycles; other users may also be allowed into the lane at specific times or locations. Purpose To reduce the impact of general traffic on both buses and bicycles when insufficient roadway space is available to provide separate exclusive facilities for the two modes.
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Bus Lane Toolbox 137 bicyclist, and because bicyclists would need to pass stopped buses in the travel lane unless it is possible to route bicycles around bus stops. Benefits See the general bus lane discussion in Section 8.1.
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138 A Guidebook on Transit-Supportive Roadway Strategies one every other traffic signal cycle on average) or in downtown environments where blocks are short and buses travel relatively slowly and are unlikely to pass bicyclists.
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Bus Lane Toolbox 139 sufficiently high to make separate right-turn lanes desirable. Both situations are common in urban areas; right-turning delays can also be an issue in suburban commercial strips (AASHTO 2014)
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140 A Guidebook on Transit-Supportive Roadway Strategies Implementation Examples Interior bus lanes are New York City's preferred bus lane strategy for its SBS routes. They have also been used in Ottawa, Canada (AASHTO 2014)
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Bus Lane Toolbox 141 (Section 8.2) or interior bus lanes (Section 8.4)
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142 A Guidebook on Transit-Supportive Roadway Strategies Applications Queue bypasses are potentially applicable anywhere a traffic bottleneck is created intentionally (e.g., freeway ramp meters, toll plazas) or as a result of constrained right-of-way that reduces roadway capacity (e.g., where two lanes merge into one prior to a narrow bridge or underpass)
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Bus Lane Toolbox 143 queue bypasses being used on approaches to narrow bridges and underpasses and in congested city centers. Implementation Guidance See the general bus lane discussion in Section 8.1.
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144 A Guidebook on Transit-Supportive Roadway Strategies Benefits Median bus lanes remove the primary sources of traffic interference (e.g., right-turning traffic, parking, delivery activity) that other types of bus lanes can experience.
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Bus Lane Toolbox 145 an even more constrained right-of-way include midblock stations served by signalized pedestrian crossings, island platforms served by buses with doors on both sides, and prohibiting left turns. Station platforms need to provide sufficient width to meet ADA requirements and to provide sufficient waiting and circulation space for passengers.
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146 A Guidebook on Transit-Supportive Roadway Strategies operation, to reduce the number of turns required for buses along their route, to make it easier for non-familiar riders to locate bus stops, or a combination of these; and • Part-time or reversible lanes that take advantage of spare capacity in the opposite direction of travel when traffic flows on a street are highly directional (e.g., heavy toward downtown in the morning and heavy away from downtown in the afternoon)
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Bus Lane Toolbox 147 and removal of pylons (an additional operating cost relative to other bus lane types)
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148 A Guidebook on Transit-Supportive Roadway Strategies 8.9 Reversible Bus Lane Description A single bus lane that serves buses operating in both directions. Purpose To provide a bus lane on a roadway where right-of-way constraints prevent providing bus lanes in both directions.
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Bus Lane Toolbox 149 Benefits Reversible bus lanes typically prohibit turns from the bus lane and thereby provide benefits similar to those of median bus lanes (Section 8.7) , interior bus lanes (Section 8.4)
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150 A Guidebook on Transit-Supportive Roadway Strategies right-out turns only. The one traffic signal in this stretch serves buses on a special bus phase; general traffic is allowed to make left turns from both streets at this location.
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Bus Lane Toolbox 151 Turn Restrictions General traffic turning movements are not suggested to be allowed from reversible bus lanes due to the potential for head-on or sideswipe collisions with buses. Ideally, turns would also be prohibited across reversible bus lanes since this would eliminate potential bus–automobile conflicts.
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