2_10_transit_stops

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BOSTON COMPLETE STREETS GUIDELINESBOSTON TRANSPORTATION DEPARTMENT DRAFT - AUGUST 2011

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http://www.bostoncompletestreets.org/pdf/2/chap2_10_transit_stops.pdf

82 BOSTON TRANSPORTATION DEPARTMENTBOSTON COMPLETE STREETS GUIDELINES

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DRAFT - JULY 2011


83BOSTON COMPLETE STREETS GUIDELINESBOSTON TRANSPORTATION DEPARTMENT

Transit Stops

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DRAFT - JULY 2011

Bus Stops

Bus Shelters

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Sidewalks provide access to transit and, in most cases, a

location for transit stops. Transit stops should extend from

the Pedestrian Zone to the curb and provide ample room for

persons waiting without crowding the pedestrian clear path.

Where space permits, shelters should be added to bus stops

to make them more comfortable and transit more convenient.

Transit stops may also be provided on curb extensions and

floating islands.

Information for travelers should also be provided at bus

stops. This should include at minimum schedule information

and real-time arrival information where possible. Bus stops

can also be locations for local area maps and wayfinding

information. All transit stops should be fully ADA accessible

for passengers.

Of the MBTA’s 350,000 average weekday bus passen-

gers, a majority board at stops and shelters located on

Boston’s streets. The MBTA’s busiest bus routes ply through

Dorchester, Roxbury, Mattapan, JP, Allston, Brighton, and the

South End. While many stops are demarcated only by “tomb-

stone” signs on either end, several hundred bus shelters

have also been installed through Boston’s Coordinated Street

Furniture program.

The MBTA’s Bus Stop Planning and Design Guidelines serve

as the primary reference for the design, spacing, and loca-

tion of transit stops in Boston. Light rail stops are typically

provided in the median and should be custom designed in

coordination with BTD and the MBTA. As the preferred loca-

tion of transit stops is adjacent to intersections rather than

mid-block, their siting and spacing is covered in Chapter 3.



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Overview

Bus stops are the most basic transit stop and should be

comfortable, safe, and accessible. They must accommodate the

standard 40’-0” bus, or articulated 60’-0” bus for busy routes.

Bus stop amenities improve operations, ridership and the value

of transit to the community. Amenities can include benches,

trash, recycling receptacles, shelters, lighting, bicycle racks,

bus schedules, maps, real time/next bus arrival information,

newspaper boxes, and public art. Personalizing bus stops give

the community a sense of ownership and pride.

Stops should be visible, providing a clear sightline between

bus operators and users of the system. Simple stops without

shelters are appropriate for lower volume routes and on

Neighborhood Residential and Industrial Street Types.

Installation of amenities should be done in consultation with

the MBTA and the City of Boston, as most amenities will

require maintenance agreements.

Use

> The length of the stop depends on vehicle type as well

as the placement of the stop, (i.e., near-side, far-side, or

midblock) and should be done in consultation with the

MBTA. In general, bus stops should be a minimum of

60’-0” in length (80’-0” long if mid-block). Routes serving

articulated buses should be a minimum of 80’-0”

(120’-0” if mid-block). (See detailed chart in Chapter 3:

Intersections).

> The Pedestrian Zone of the sidewalk should extend to the

curb at stops so that passengers may access the sidewalk

directly from the bus doors. The area on the sidewalk

where passengers load and unload at bus doors is called

the landing pad. The landing pad at the front of the bus

stop must be a clear zone 5’-0” long (parallel to the

curb) and 8’-0” deep at minimum.

Considerations

Curb extensions can provide additional pedestrian space

and improve bus travel time by reducing the time needed

for loading and unloading. The width of the curb extension

is determined by the width of the adjacent parking lane, and

the length should be long enough to allow passengers to

board and exit at all doors of the bus. Because they can delay

through traffic, they should be utilized where traffic volumes

are relatively low and bus service is frequent.

> Extensions are generally utilized at near-side bus stops.

See Chapter 4, Intersections, for further information. They

are not compatible, however, with intersections that have

high right-hand turn volumes.

> Curb extensions should be approximately the width of the

parking lane (if one exists) with consideration for bicycle

lane placement. A bollard can be placed at the beginning

of the section to protect the pedestrian space.

> Extensions are a good location for amenities such as

bicycle parking and trash or recycling receptacles, so long

as the requirements for waiting area, clear path, and the

landing pad are met.

Min. 5’-0”

Min.

1’-6”

Min. 8’-0” 1

Bus StopsTRANSIT STOPS



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FRONTAGE ZONEPEDESTRIAN ZONEGREENSCAPE/FURNISHING ZONECURB ZONE

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> Newly constructed sidewalks must have a minimum

8’ x 8’, ideally 10’-0” x 8’-0” landing pad to provide an

accessible space for loading and unloading.

> The width of the Pedestrian Zone at the stop should be

10’-0” at minimum. If the sidewalk is not wide enough

to support a 10’-0” landing pad, a curb extension must be

built to accommodate the minimum width.

> Landing pads should be provided at all doors of the bus.

For articulated buses, the distance between the front and

rear landing pads is 18’-0”.

Notes:

1 For newly constructed sidewalks, minimum 10’-0”

2 Length of stop depends on bus length and stop location,

see Chapter 3: Intersections.

Bus bays are a pro-

tected bus stop area with curb extensions at

the beginning and end of the bus stop. Bus bays are generally

not favored because they tend to procure further delay when

re-entering into traffic, and are better suited for slower speed

environments. On higher speed roadways, bus bays do provide

more separation for pedestrians boarding and exiting the bus,

but will require more space for deceleration and acceleration.

> Trees should not be planted within 15’-0” of bus stops.

> Bus stops should be setback a minimum of 5’-0”

from crosswalks. Where feasible, a 10’-0” setback is

preferred.

> Where possible, trash and recycling receptacles should

be placed to the front of the bus stop, left of the landing

pad (minimum 18” clear zone), minimum 3’-0”

away from benches, and in the shade. They should also

be anchored to the pavement to deter theft.

Min. 8’-0” 1

60’

-0”

- 10

0’-0

” 1

Min.15’-0”



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PMin. 1’-0”

Min. 3’-0”Min. 1’-6”

Min. 3’-0”, Max 25’-0”

18’-0” 2Min. 5’-0”

Min. 8’-0” 1

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Overview

Well-designed transit stops can help make transit use more

comfortable and convenient. Transit shelters in Boston are

currently part of the Decaux contract. Transit shelters should be

provided on all Key Bus Routes if sidewalk space allows and

offer amenities including seating, shelter, and route and system

information. When providing a bus shelter, the bus stop must be

ADA compliant with a 5’-0” long (parallel to the curb) x

8’-0” deep landing pad and a 4’-0” minimum clear path.

Shelter placement must allow for unobstructed loading and

unloading. Shelters must provide at a minimum the stop

ID, bus route served, the name of the shelter’s owner, a

telephone number for maintenance, and provide protection

from the weather, seating or leaning bars, and route informa-

tion where possible. Bus shelters should have a name that

incorporates a local landmark displayed prominently on a

panel facing the street.

> Shelters are a good location to

incorporate art displays or historic information

> Designs may also consider solar power to support lighting and

heating elements to increase the comfort of waiting passengers

Use

The City of Boston’s contract with Decaux provides for three

types of shelters: three sided, two-sided with a column on

the third side and a thinner one with just a back wall with

attached seating. The thinner version should be located only

where there is insufficient space to provide the three-sided

shelter. This may be true on neighborhood residential streets,

narrow neighborhood main streets and industrial streets.

The siting of shelters is determined on a site-by-site basis.

The MBTA’s Bus Stop Planning and Design Guidelines

provide criteria to help determine which stops are eligible for

shelters. Factors include the amount of weekday daily board-

ings, Key Bus Route designation, senior, disabled, medical or

social service, key municipal facility close to the stop, com-

munity recommendations, bus route transfer point, infrequent

service, poor side conditions, or if the shelter promotes

adjacent development/increased ridership. After eligibility is

determined, a site suitability test must be conducted.

Considerations

Shelters can provide more than just protection from inclement

weather and a place to rest.

> Smart shelters can provide real-time travel information or

other news

Bus SheltersTRANSIT STOPS



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Min. 4’-0”

Min. 4’-0”

Min

. 6’-

0”

Min. 6’-0”

FRONTAGE ZONEPEDESTRIAN ZONEGREENSCAPE/FURNISHING ZONECURB ZONE

Notes:

1 For newly constructed sidewalks,

minimum 10’-0”

2 Distance between landing pads de-

pends on bus length and articulation,

see MBTA guidelines.

DRAFT - JULY 2011

The following minimum clear widths for shelter place-

ment must be maintained:

> 6’-0” from the ad panel door

> 1’-0” from the building face

> 4’-0” from the back of curb

> 15’-0” from crosswalks at nearside bus stops for visibility

> 1’-0” from any ground obstruction (i.e., manhole, tree pit, sign)

> 10’-0” from fire hydrants

> 3’-0” to the right of the landing pad (maximum 25’ to

the right of the landing pad)

The following requirements must be met before a shelter can

be considered:

> Property ownership

> Abutter approval

> Compliance with ADA

> Adequate physical space and clear widths

> Close proximity to an existing bus stop

> Approval and maintenance agreements by the City of Boston


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