Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Prepared for
by
U rban
D esign
Center
of Northeast Ohio
EcoCity Cleveland
3500 Lorain Avenue, Suite 301, Cleveland, OH 44113 Phone: (216) 961-5020
June, 2004
Project team:
Greater Cleveland Regional Transit Authority
EcoCity Cleveland
Communities across the country are searching There are 8,492 bus stops in the GCRTA system,
for ways to reduce dependence on the private automo- but less than 20% of them have a shelter and many of
bile and increase the use of public transit. The kind of the rest are equipped with little more than a transit sign
development that supports transit use involves building fixed to a convenient utility pole. On the other hand,
at higher densities, mixing uses, providing attractive, there is simply not enough space for a shelter or other
walkable streets and focusing growth around transit amenities at many stops, nor can any transit authority
stops. But development patterns alone will not entice be expected to install and maintain almost 8,500 fully
people to give up their cars. The transit system has to appointed bus stops.
offer safe, efficient, comfortable, affordable service, Improving the quality of bus stops, therefore, is
and an important part of this service is the experience of both a physical and financial challenge, and one which
waiting for the bus or train. the transit authority cannot solve alone. By sponsoring
According to the Transportation Research Board, the preparation of this ideabook for better bus stops,
“The quality of the customer experience while waiting GCRTA is recognizing the need to improve the waiting
for transit vehicles is a crucial determinant of both over- experience for its customers, but at the same time,
all satisfaction and general community attitudes towards acknowledging that it needs help from the communities
transit.” The design of attractive stations has been an it serves. Local communities need to be involved in the
integral component of much of the recent investment process of deciding which amenities should be provided
in commuter rail and rapid transit systems around the at each stop, making design choices, contributing to the
country. The design of bus stops, however, has generally maintenance of the waiting areas, providing safe, at-
not received the same attention, despite the fact that an tractive access to transit stops, and encouraging private
overwhelming number of transit users ride the bus. In development that enhances the waiting environments
the Cleveland area, for example, the Greater Cleveland and supports transit use in the larger context.
Regional Transit Authority (GCRTA) system supported Taking care of bus stops is part of taking care of
an annual ridership in 2003 of approximately 53 million the community. For many people, bus stops are neigh-
passenger trips, of which over 85% were by bus. borhood “gateways,” shaping first impressions of the
area and the quality of life it offers. As part of the visible Transforming Cuyahoga County into a transit-
public infrastructure of a street, transit stops com- friendly environment is a responsibility that GCRTA
municate the quality of public transportation services shares with county and municipal government, as well as
available in the community, and the value residents the 1.4 million residents who have a stake in the quality
place on passenger comfort and convenience. The design and convenience of life in the Greater Cleveland area.
character of stops also contributes to the image of We hope this handbook will help to generate discussion
the transit authority in the region and its standards of about how to make better transit stops, and promote
customer care. the kind of collaboration that is needed to make waiting
for the bus a safe, comfortable –even enjoyable– part of
everyday life.
CONTENTS
Foreword
Context Implementation
Location of stops ................................. 7
Procedural suggestions ........................ 31
Community preferences ........................ 9
Potential funding sources ..................... 32
Appendix
Community survey form ........................ 36
Detailed survey results ........................ 39
References ................................................. 65
EXECUTIVE SUMMARY
This handbook has been prepared to promote The types of amenities suggested for different
the importance of the transit waiting environments of kinds of bus stops were determined by a survey of 746
Cuyahoga County and to encourage communities to play people from throughout the county, representing both
a more active role in their improvement. It is intended regular and infrequent transit riders. A copy of the
for use by elected officials, planning agencies, commu- survey form and detailed results are included in the
nity development organizations, businesses, developers Appendix. The most important amenities, in order of
and citizens interested in supporting transit use and priority, were:
enhancing the quality of life available in their communi- • information on bus arrival and the frequency of
ties. service
Based on review of the extensive literature on • lighting
the operation and design of transit systems, seven • shelter
central principles were adopted as a basis for suggested • seating
improvements: • heating in bus shelters
• Waiting for the bus should be a comfortable, safe • a paved waiting surface
experience. • trash cans
• Waiting for the bus should be a predictable experi- • area maps
ence. • bike racks, and
• Waiting for the bus should be a convenient part of • landscaping.
everyday life. The survey also confirmed that the clear majority
• Bus stops must be easily identified. of respondents (over 70%) supported the use of adver-
• Bus stops are a community responsibility. tising to fund stop improvements.
• Amenities should be provided at stops serving the
greatest number of potential riders. Guidelines for the design and installation of these
• Areas around bus stops should be developed in and other bus stop amenities are provided, along with a
transit-oriented patterns. suggested system for deciding how amenities should be
1
distributed amongst different types of stops. This system (less than 1% of the total)
is based on an analysis of land use and density patterns These special stops include all the suggested amenities,
throughout the RTA service area. From the analysis, with uniquely designed elements to create a welcoming
a hierarchy of five types of stops was developed, with gateway for visitors and passengers from throughout the
increasing levels of amenity assigned to each type: region.
Type 1: Basic stops A table showing the number of stops of each
(48% of the total or approx. 4,040 locations) type in each of the municipalities of the RTA system is
Suggested amenities include stop and route identifica- included on page 30.
tion signs, basic service information where possible,
lighting, paved waiting pad and a trash can.
The handbook concludes with a discussion of
Type 2: Stops with seating near moderate densities of implementation strategies which are divided into two
development and/or schools kinds:
(26% of the total or approx. 2,230 locations)
Procedural suggestions:
Improvements include the amenities of Type 1, plus a
• dissemination of this ideabook to stimulate com-
bench, landscape enhancements and a bike rack, where
munity interest in investing in their bus stops;
appropriate.
• coordination with streetscape improvement
Type 3: Stops with shelters near higher densities of projects;
development and/or hospitals • incorporation of stop improvements in all new
(20% of the total or approx. 1,700 locations) development and revitalization projects; and
Improvements include the amenities of Types 1 and 2, • streamlining the approvals process for stop
plus a bus shelter with on-demand heating, designated enhancements.
pole and information sleeve with more detailed schedule
information, additional casual seating, and strategies Potential funding sources:
to encourage transit-oriented development within the • adopt-a-stop programs, which encourage local
surrounding area. businesses and residents to assume responsibility
for specific stops;
Type 4: Community destination stops at key com-
• developer contributions, which ensure transit
munity destinations or near major historic or
stop improvements are included in all private
cultural attractions
development initiatives;
(6% of the total or approx. 500 locations)
Improvements include the amenities of Types 1, 2 and 3, • city contributions, as part of a municipality’s
plus real-time bus arrival display, public art, and a tran- regular capital and maintenance budgets;
sit system map and information on local attractions. • NOACA (Northeast Ohio Areawide Coordinating
Agency) streetscape enhancement funding; and
Type 5: Regional portals at high profile regional des-
• advertising revenues.
tinations such as Public Square, Gund Arena,
University Circle and the MetroParks Zoo
2
INTRODUCTION
From the results of the community survey, 3. Waiting for the bus should be a convenient part of
literature research and best practices in transit stop everyday life.
design, the following seven propositions are put forward Bus stops should be located and designed in
as guiding principles for the design of satisfactory bus coordination with community activities and services,
stops: and incorporated harmoniously into the streetscape of
1. Waiting for the bus should be a comfortable, safe the neighborhood. Where possible, the walk to the bus
experience. stop should be combined with other essential activities,
All bus stops should be clean and well lit, and like mailing a letter or dropping off the dry cleaning,
provide a comfortable, sheltered place to sit or stand and waiting for the bus should be an opportunity for
while waiting for the bus. For many reasons, a tradi- connection with the community, through activities like
tional bus shelter is not always feasible, but coordina- chatting with a neighbor, watching children at play, or
tion with adjacent development and landscape elements learning about the history and cultural traditions of the
can provide a degree of shelter from the most extreme neighborhood.
weather conditions.
4. Bus stops must be easily identified.
2. Waiting for the bus should be a predictable experi- Although they are the infrastructure of a regional
ence.
system, bus stops are gateways to different communities
Enough information should be provided at every and should reflect their individual differences and cul-
bus stop to give riders an accurate indication of how tural character, while still maintaining system identity
long they will be waiting for a bus and where it will go. and RTA branding concepts. Stop identification elements
Where possible, additional information such as real-time such as the RTA logo and route information signs should
bus tracking displays, detailed schedules, clocks and be consistent throughout the system, but communities
route maps should also be provided. are encouraged to consider other amenities that reflect
the aesthetic values of the community.
5
5. Bus stops are a community responsibility. 6. Amenities should be provided at stops serving the
RTA is responsible for installing and maintaining a greatest number of potential riders.
standard stop identification sign and where warranted, To increase the number of people who choose
appropriate service information and a standard shelter transit as an alternative to the private automobile, the
selected from available sizes according to the volume quality of the transit experience needs to be advertised
of ridership at a stop and the space available. Under its to those who are not yet regular riders. Typically, RTA
current service policy, RTA provides shelters where physi- provides service information and shelters based on the
cally feasible at stops with 50 or more daily boardings, volume of existing ridership. Equal priority, however,
with exceptions made for special circumstances such as should be given to stops that are near concentrations of
transferring passengers, senior or disabled customers, potential riders, such as dense residential areas, employ-
or the lack of any other shelter in the area. Typically, ment locations, retail centers and important community
shelters at stops that do not meet this criterion and destinations.
other amenities are provided and maintained by the
local municipality, nearby businesses, developers or 7. Areas around bus stops should be developed in
community development and arts organizations. transit-oriented patterns.
The principles of development that supports tran-
sit use include building at higher densities, mixing land
uses, and creating pedestrian-friendly streetscapes. The
areas within walking distance of bus stops should be de-
veloped in these patterns to maximize the advantage of
proximity to transit and to allow more citizens to access
transit as a convenient transportation choice.
As communities consider bus stops as part of new mile (or 600 to 700 feet apart), except in low density
development or streetscape improvements, the possibil- areas or on bus rapid transit routes where the spacing
ity of relocating or adding new stops may become an is increased to 4 per mile (or approximately 1350 feet
issue. The following information on operational require- apart). RTA also offers “flag stops” (or on-request stops)
ments and the factors that influence location decisions where warranted by local conditions and type of service.
is provided to encourage an informed discussion on the Increasing the number of stops with less space between
location of new transit stops and the feasibility of mov- them can lead to increased travel times. Other consider-
ing existing ones. ations affecting the location of stops include:
Since community preferences also contribute to Relationship to intersections:
the context for making decisions about how stops should Stops should be located as close as possible to
be improved, this chapter concludes with a summary of intersections, while maintaining safe clearances for
the results of the community survey. pedestrian crossings and turning traffic. There are
three possible locations for a bus stop relative to an
Location of Stops intersection: far-side, near-side and mid-block, each
Determining the location and spacing of bus stops with particular advantages and disadvantages. The stop
is a function of network design and scheduling objec- location, however, is generally dictated by local street
tives, as well as specific conditions of the local context and geographic conditions.
such as traffic volume and speed, block patterns, Far-side stops are required where buses make a
development density, right-of-way width, visibility and left turn at the intersection. They minimize conflicts
lighting. with vehicles turning right, and facilitate the re-entry
RTA Service Policy requires that bus stops are of buses into traffic because of gaps created by traffic
located in proximity to known passenger activity centers, signals or stop signs at the intersection. Disadvantages
such as hospitals, apartments and office buildings, on include pedestrians crossing behind the bus and the
the basis of general spacing guidelines rather than fixed possibility of having to stop twice, on either side of the
distances. RTA stops are spaced at approximately 8 per intersection.
7
Near-side stops allow pedestrians to cross in front feet in length, with an additional 50 feet of clearance
of the bus, avoid stopping twice, are closer to cross- to parked cars either before or after the stop proper,
walks, and allow boarding and alighting while the bus is depending on its location relative to an intersection.
stopped at a red light or stop sign. On the other hand, On streets with parking, a bump-out or “bus bulb”
2' min. setback from edge of curb they interrupt traffic turning right and create hazards may be used to expand the stop area out to the bus’s
12' min. clearance
for traffic that may be turning in front of the bus as it travel lane. This approach reduces the number of parking
between roadway
surface and over- pulls away from the stop. Near-side stops should be spaces removed for a bus stop, avoids delays when buses
head obstruction
located at least 5 feet from intersection crosswalks to have to merge with traffic, and provides a comfort-
ensure pedestrian visibility. able waiting area out of the flow of pedestrians on the
6' min. Mid-block stops are provided as an alternative to a sidewalk. It also serves as a traffic calming measure and
sidewalk total width 12' min. curbside lane non-curbside lane
Total width at bus stops: stop at a T-intersection, or when blocks are very long, or is particularly suitable for stops on pedestrian-oriented
10' minimum
15' desirable in when there is a major generator of ridership located near streets.
commercial
areas the center of the block. Mid-block locations are generally In terms of horizontal and vertical clearance, a
less congested than intersections, but where possible, 2-foot minimum lateral clearance must be maintained
Parking a crosswalk should be provided to allow safe pedestrian between the curb and any signs or other obstructions
access to the bus stop from both sides of the street. along the curb, and a vertical clearance of at least 12
BUS 40-foot bus
Required space: feet is required.
x = 5 feet from edge of
crosswalk or end of A standard bus is 40 feet long, up to 11.5 feet Ideally, stops should be located where there
90' minimum
50'
radius, whichever is
further from the high, and approximately 9 feet wide. Most stops are 50 is sufficient space for a comfortable, well appointed
intersection
waiting environment. Where the width of the public
FAR-SIDE STOP MID-BLOCK STOP
right-of-way does not allow enough space for a shelter
BUS
50' 100'
x
Driveways:
100' minimum
10
AMENITIES
12
Information can be provided at bus stops in vari- Clearly, digital information systems are the
ous ways, including
• real time displays,
wave of the future and RTA is closely monitoring the
development of new products and their applicability to 44 6
the Cuyahoga County system. While it is impractical to Every 75 minutes Weekdays
• fixed data signs, First bus 6:15 am 5:15am - 5:45pm, every 6 - 12 mins.
expect such sophisticated information displays at all bus 5:45pm - 11:30pm, every 15 mins.
Last bus 5:30 pm
• information sleeves, stops, they are being considered for the highest volume 11:30pm - 5:15am, every 30 mins.
No weekend or
stops in the system. For other stops, the alternatives holiday service Saturdays
• information kiosks, and remain fixed data signs and changeable information 8:30am - 6:30pm, every 20 mins.
approx. 11”x 13.25” 6:30pm - 8:30am, every 30 - 35 mins.
sleeves.
• fixed map panels.
Sundays and holidays
Fixed data signs: 8:30am - 7:30pm, every 20 mins.
Real time displays: 7:30pm - 8:30pm, every 30 - 35 mins.
Because they are relatively permanent, these
New technologies in bus tracking and data display traditional sign panels should not contain information
offer the best solutions to providing passengers with approx. 16.7”x 22”
likely to change with any frequency, but are suitable for
information, but at a significant cost. Real time displays displaying route numbers. To meet the requirements of Fixed data signs for the Parmatown Mall and a stop on
that indicate the time of the next departure are regularly Euclid Avenue, which is RTA’s highest volume route.
the Americans with Disabilities Act (ADA), the minimum
installed in major train stations and high volume bus size of characters on these signs is 3 inches in height.
terminals. There are also various programmable digital
For certain stops on relatively fixed routes, it
displays available which provide more comprehensive
may also be possible to include more detailed informa-
information on demand, including route maps and des-
tion. For example, at the Parmatown Mall stop on Route
tination information. RTA has already installed 50 real-
44, a fixed sign could include: “First bus: 6:15am, Last
time displays at transit centers and key stops throughout
bus: 5:30pm/Bus runs every 75 minutes/No weekend or
the system.
holiday service.” ADA regulations make an exception for
bus schedules, timetables and maps, so the lettering for
this kind of information can be smaller than 3 inches.
Whether such information can be practically displayed
on a fixed data sign must be determined stop by stop,
according to the complexity of the schedule and its
likelihood to change.
Information sleeves:
A more flexible alternative for displaying infor-
mation is available in information sleeves designed to
accept changeable printed data sheets. These sleeves at-
tach to a stop identification pole and while some types
Real time signs
mounted inside have adjustable attachment mechanisms, the degree of
shelters flexibility is limited and unable to accommodate timber
Different styles of information sleeves
13
utility poles. The use of an information sleeve, therefore, grams, rather than to-scale maps. At key transfer points
demands the use of a designated transit sign pole. Com- and tourist destinations, it may be helpful to provide
plete schedules, route maps and area information can large, geographically accurate maps that position the
be included in these sleeves, depending on the design stop relative to major landmarks and attractions, and
which may be tubular or multi-sided. highlight connecting transit routes and transfer points
As noted above, RTA is currently testing a solar throughout the area.
powered information sleeve at two stops in the system. These maps could be displayed in the glass panels
It is a single panel design, displaying schedule informa- of a shelter, under glass against a blank wall or unar-
tion at a comfortable reading height, with push-button ticulated facade of an adjacent building, or where the
lighting to illuminate the printed data. The fixture also sidewalk is wide enough, in a freestanding display that
includes an overhead solar light which increases the can be viewed from both sides. Depending on the size of
ambient light level around the stop, and an on-demand the exhibit, the maps could include information about
strobe light to signal the bus driver that there are wait- the history of the area, its cultural traditions and key
ing passengers. community leaders.
Although information sleeves provide an effective
way to display changeable data, replacing schedules in
a timely manner remains a significant issue. To reduce
the system-wide burden, RTA could contract with local
municipalities or Community Development Corporations
Solar light and information panel to assume responsibility for maintaining the information
at East 81st and Euclid Avenue
sleeves, with new schedule data transmitted electroni-
cally for local printing and installation.
Information kiosks:
These offer a larger display area than information
sleeves and can show more comprehensive information,
at a scale that is easier to read. The City of Cleveland has
recently installed a number of these kiosks in downtown
and at key tourist locations such as Mill Creek.
14
Comforts and Conveniences the survey suggest that further study of this issue may
For stops with a shelter on busy streets, the be warranted.
most important amenities, besides better information Typically, shelters are installed where physically
and lighting, according to the community survey, were feasible at stops with 50 or more daily boardings. This
on-demand heating, additional seating, and trash cans. criterion is relaxed for circumstances such as a high
Clocks, public restrooms, pay phones and local area proportion of senior or disabled passengers, or the lack
maps with information on attractions and services were of any other type of shelter in the area such as a building
the next highest scoring items, but at a considerably overhang or canopy. A community may install additional
lower level of importance. For unsheltered stops on quiet shelters at its own expense, or may select a different
streets, some form of shelter was a clear priority, fol- size of the standard shelter if it is willing to bear the
lowed by lighting, somewhere to sit, and a paved surface differential cost. In some cities, advertising companies
to stand on while waiting. Trash cans, bicycle racks and have installed shelters at no cost to the community in
trees followed, with significantly lower scores. exchange for advertising revenues –an approach that Standard RTA shelter
The type of amenities appropriate to any stop was strongly supported by the results of the community
depends on its location, the nature of the surrounding survey. Advertising should not obscure the view of ap-
context and the habits of current and potential riders, proaching buses and standards for the content, place-
which are likely to change over time. A stop on a quiet ment and maintenance of advertising panels should be
residential street, for example, may serve a significant specified in contracts with shelter suppliers.
number of bike riders for a year or two and therefore Manufactured shelters are available in a wide
warrant a bike rack. But as the population using the stop range of styles and sizes, suitable for different types
changes, the bike rack may fall –or rise– in value. It is of locations and sidewalk conditions. Custom designed
important therefore to engage the community in decid- shelters can enhance the identity of a neighborhood
ing what types of amenities will be most appreciated and and add distinction to special locations. They also offer
to solicit their input on the design of specific elements. opportunities for better coordination with the design Custom designed shelters in Arizona and California that
From the survey, however, there are a number of clear relate to the colors and materials of local architecture
of adjacent buildings and streetscape features, and can
priorities.
Shelters:
RTA currently maintains 1,500 bus shelters, of a
handsome and serviceable design that has proven du-
rable and easy to maintain. From the community survey,
the only complaint about the existing shelter design was
that it is open at the ground, allowing cold winds to chill
waiting passengers in winter. On-demand heating was
also one of the highest scoring amenities in the survey
for stops with shelters. Although there are significant Contemporary style shelters with
challenges to providing heat in shelters, the results of advertising and information panels
15
showcase the work of local designers and artists. Capital Where a shelter is not warranted or the sidewalk
and maintenance costs must be carefully considered, dimension makes installation infeasible, adjacent
however, because RTA cannot provide or maintain development in commercial areas should be encouraged
custom shelters. All shelters must also meet applicable to install awnings or provide covered recesses where
setback and zoning requirements. passengers can wait in relative comfort. In residential or
Shelters are usually located against the curb, suburban areas, trees and shrubs can be planted around
opening to the sidewalk with the back of the shelter the stop to help control sun, wind and snow. Landscap-
towards the street. The structure should be set back 2 ing at bus stops, however, must be carefully designed,
feet from the line of the curb to avoid damage from pass- and regularly maintained by local stakeholders to avoid
ing vehicles. In tight urban locations, the shelter may be overgrowth that obscures the visibility of the stop or
located against an adjacent building facade, leaving a leads to safety concerns.
clear sidewalk dimension of at least 5 feet between the Paving:
shelter and the curb. Shelters should be located to allow Most sidewalks are constructed of broom-finished
clear views to oncoming buses, pedestrians and adjacent concrete which provides a consistent, even surface and
development to maximize the degree of informal surveil- is cost effective, easy to install, and relatively mainte-
lance of the area around the stop. nance-free. The waiting area can be differentiated from
the sidewalk at minimal additional cost by changing
the scoring pattern of the concrete, or using a tinted or
Standard bus stop On sidewalks less On sidewalks more stamped concrete. In special locations, another mate-
with shelter than 10 feet wide than 12 feet wide rial, such as brick or modular pavers, can add distinction
to the waiting area and separate it perceptually from
Stop sign Bus stop sign
Bus stop sign
and pole
passing pedestrian traffic.
and pole and pole
Where the bus stop is located in a tree lawn, a
6'
6'
door
door
6'
door
BUS
BUS
door
door
door
6'
6'
6'
Art can be integrated into the design of common transit waiting elements, like shelters, railings and benches. Freestanding art pieces can make
waiting for the bus entertaining.
18
these kinds of community message boards should be
managed and maintained by a municipal representative Mixed use and density:
or a responsible community organization. Wherever possible, the area within walking
distance of a transit stop –an area of about a quarter
Advertising:
of a mile radius, or 15 minutes’ walk– should be devel-
When there is nothing to do but wait, advertising
oped with mixed uses, at a moderate to high density.
can be an entertaining diversion. Participants in the
Together, mixed use and density support both transit use
community survey were strongly in favor of generating
and personal safety. A mix of uses is important be-
advertising revenues to support transit stop improve-
cause it produces a variety of people coming and going
ments, with general caveats about propriety and good
around-the-clock, seven days a week, and the higher the
taste. Advertising contracts should be developed in
density, the greater the amount of activity. The presence
partnership with community stakeholders, with explicit Density and a mix of uses
of people is critical because they provide “eyes on the
agreements about the content and graphic quality of all
street” which deters crime and increases perceptions of
display materials.
security. Deserted or sparsely populated areas, on the
other hand, feel dangerous and intimidating.
Surrounding development Circulation patterns:
Transit systems are part of the public infrastruc- Transit stops should be connected by safe, at-
ture that makes up a community and bus stops both tractive pedestrian paths and bikeways to major activity
contribute to, and are supported by, the quality of the centers, such as concentrations of employment and
public realm. A transit rider’s journey begins and ends households, shopping areas, major public buildings
at home, work or elsewhere in the community, and his and institutions, and parks and common open spaces.
or her experience includes the environments around Sidewalks should be well lit and attractively landscaped.
the stops at either end of his ride and the routes to and Clearly marked crosswalks should be provided at all
from these stops. The quality of the context, therefore, intersections and mid-block crossings, preferably con- Well marked pedestrian paths and crosswalks
is just as important as the quality of the transit waiting structed with paving of a distinctive color and texture.
environment itself.
Building character:
RTA is willing to work with municipalities to locate Development should be designed to define and
transit stops to support community nodes and new de- shelter pedestrian paths, with buildings of a similar
velopment centers. The municipalities, however, should scale and massing maintaining a consistent setback from
also work to ensure quality pedestrian environments the street. Development should encourage informal
around transit stops, and to concentrate development surveillance of pedestrian paths and other public spaces
within walking distance of bus or train stops, through by maximizing sight lines between the public and private
transit-oriented planning and zoning regulations. realms. All buildings facing pedestrian routes should
Municipalities can improve the character of the context include active uses on the ground floor, with generous
by adhering to the following general guidelines for areas of glazing and clearly defined entries. Buildings
development around transit stops. should be compatible but not consistent in design and Active uses at ground level
19
detailing, and should be constructed of quality exterior Landscaping:
materials that offer a sense of durability and perma- Landscape elements such as trees, shrubs and
nence. ground covers, planters, hanging baskets, lighting, pub-
lic art and other street furniture should be coordinated
Parking:
to create an integrated streetscape which adds comfort
On-street parking should be provided wherever
and interest to pedestrian paths. Street trees should be
possible to reduce the apparent width of the street and
planted at an average of 25 feet on-center along both
to shelter pedestrians from passing vehicles. Off-street
sides of a street. The use of trees and other plantings
parking facilities should be designed to be as unobtru-
with special characteristics such as spring flowers and
sive as possible, with surface lots and garages located
strong fall color should be encouraged, particularly
to the side or rear of buildings. Curb cuts and driveways
along major pedestrian routes. The creative use of plant
crossing pedestrian paths should be minimal in number
materials such as climbing vines and trellises is en-
and width, and where possible, off-street parking areas
couraged, along with flowering beds, shrubs, hanging
should be accessed from rear alleys or side streets.
baskets and other decorative plantings. Planters that
All surface lots fronting a pedestrian path should be
On-street parking provides convenience, slows traffic, and double as seating should be used to enliven commercial
screened by a solid hedge or screen planting of at least
protects pedestrians from moving traffic. streets and major pedestrian paths.
3 feet, but no more than 3 feet 6 inches, in height.
This planting may be combined with a wrought iron,
or wrought iron and brick pier fence, rising to a maxi-
mum height of 6 feet. Trees should be used extensively
throughout parking areas to provide shade and break up
the expanse of paving.
Lighting:
Street lighting should be supplemented by pedes-
trian-scale lighting along all pedestrian routes and bike-
ways. Where possible, utilities should be underground,
or contained in rear alleys.
Signage:
Where space is limited, floral planters and hanging baskets
Signs visible from pedestrian paths should be
can soften streets and sidewalks.
of high quality design and materials, and scaled to
the pedestrian. Facade mounted signage is preferred For further information on transit-oriented devel-
and should complement the character of the building opment patterns, see www.ctod.org, www.cnu.edu, www.
to which it is attached. No pole signs, roof-mounted todadvocate.com, www.transitorienteddevelopment.
signs, signs with moving or flashing lights, or signs with org, www.rtd-denver.com, www.reconnectingamerica.
exposed electrical equipment should be approved. All in- org and similar web sites.
Artful signage adds interest and excitement to the street. ternally illuminated and neon signs must be maintained
in full working order at all times and no temporary
20 signage should be permitted.
DISTRIBUTION
Which bus stops deserve the most investment? crow flies. Pedsheds for all the RTA stops were mapped
And which stops should get a shelter, or a system map? using ESRI’s Network Analyst, a GIS (Geographic Infor-
Currently, RTA prioritizes its investment in bus stops mation System) program which calculates the actual
according to the volume of existing passengers, with 50 walking distance around each stop. The boundaries of
boardings a day qualifying a stop for a shelter. To make pedsheds were then overlaid on GIS maps of residential,
stop investments more proactive in encouraging new retail and employment density to determine a “context
users to select transit, the relative importance of stops rating” for each stop in the system. Residential infor-
should be measured by potential ridership as well as mation was derived from census block data of the 2000
current boardings. census. Retail data was retrieved from a study conducted
by the Cuyahoga County Planning Commission in 2000,
Heirarchy of stops and employment density was based on employment zone
Potential demand for service can be measured by census data requested from NOACA (Northeast Ohio
the proximity of stops to concentrations of residential Areawide Coordinating Agency).
and commercial development and key area destinations From this analysis, the 8,492 stops of the system
such as hospitals and major cultural and recreation were classified in a hierarchy of five stop types, ranging
venues. The theory adopted in this study is that stops in from Basic Stops (Type 1) with no particular ridership-
areas with high residential or employment density, and generating factors in their context, to Portal Stops (Type
stops near key community destinations, have the poten- 5) at high profile regional destinations such as Public
tial to attract a higher number of riders, and therefore Square in downtown Cleveland and the Metroparks Zoo.
warrant investment in the kinds of improvements that Criteria for the definition of each stop type are detailed
would encourage people to ride the bus more often. below, and a map of the distribution of stop types
Passengers can be expected to walk up to a throughout the RTA system is included on the following
quarter of a mile to a bus stop. A “pedshed” is the area page.
falling within a quarter-mile distance from a bus stop,
measured along the street network rather than as the Existing stop at Severance Town Center
in Cleveland Heights
21
Type 1: Basic stops
22
TYPE 1: Basic stops approximately 6% of the total, are assigned to this cat-
4,040 stops, approximately 48% of the total, make egory, based on proximity to destinations such as:
up this category which has little potential to generate • Parks
additional ridership. • Museums
• Libraries
TYPE 2: Stops with seating
• Town halls
These are stops which do not warrant a shelter, • Mixed use town centers
but deserve a level of increased amenity because they
are near moderate densities of development or schools. TYPE 5: Regional portals
2,231 stops, approximately 26% of the total, are as- These stops, which account for less than 1% of the
signed to this category based on proximity to: total, are located at high profile regional destinations,
• Residential density of 10-20 households/acre such as Public Square in downtown Cleveland, Gund
• Employment areas with 20-50 employees/acre Arena, University Circle, and the Metroparks Zoo. These
• Middle schools and high schools stops should be individually designed to create a unique
waiting environment that welcomes passengers from
Type 3: Stops with shelters around the region.
These are stops that warrant a shelter and addi-
tional amenities because they are near hospitals and/or
Assignment of amenities
higher densities of development. 1,712 stops, approxi-
mately 20% of the total, are assigned to this category The suggested improvements appropriate to each
based on proximity to: type of stop are summarized in the table on the follow-
• Residential density of greater than 20 house- ing page. The physical conditions at any particular stop,
holds/acre however, may make the suggested improvements infea-
• Retail/service uses of greater than 150,000 sq. ft. sible, or funding commitments by the local community
may either expand or contract the treatments recom-
• Employment areas with more than 50 employees/
mended for a specific stop. The value of this assignment
acre
of amenities is as a general guide to the level of improve-
• Hospitals
ments warranted system-wide and for each municipality.
TYPE 4: Community Destinations The suggested treatments are cumulative, with
These stops are located at key community destina- each category of stops including the improvements
tions or near major historic or cultural attractions. They of the previous level, together with some additional
serve as gateways to towns and neighborhoods and pas- amenities. For example, the components of Type 1:
sengers should be able to access extensive information Basic Stops are provided at every stop of the system;
about transit services as well as information about the Type 2: Stops with Seating include all the improve-
local community and its various attractions. 503 stops, ments of Type 1, plus a bench, landscape enhancements
23
TYPE 1 TYPE 2 TYPE 3 TYPE 4 TYPE 5 and where appropriate, a bike rack; Type 3: Stops with
a shelter include all the components of Types 1 and 2,
Stops with a
destinations
destinations
Basic stops
High profile
Community
Stops with
plus a shelter, designated pole and information sleeve,
regional
seating
shelter
.....; and so on. Early items of Type 1 and 2 stops, includ-
ing the use of existing utility poles, route identification
TOTAL signs and basic service information, drop out of the
RTA Logo sign with phone number and web hierarchy as they are superceded by more sophisticated
4,040 2,231 1,712 503 6 8,492
address for detailed schedule information sign supports and information systems in Type 3 stops.
Existing utility pole or perforated metal post 4,040 2,231 6,271 Maps showing the distribution of each of the
Route identification sign 4,040 2,231 6,271 five types of stops are included on the following pages,
including an example of how a typical stop of each type
Basic service information, as possible 4,040 2,231 6,271 will change with implementation of the suggested im-
Lighting 4,040 2,231 1,712 503 6 8,492 provements. It is important to note, however, that each
stop will offer opportunities and constraints that may
Paved waiting pad 4,040 2,231 1,712 503 6 8,492 suggest a different package of improvements from the
Trash can 4,040 2,231 1,712 503 6 8,492 hierarchy presented here. This classification system is
only a way to begin to understand the magnitude of the
Bench 2,231 1,712 503 6 4,452 bus stop improvement task and to develop a preliminary
Landscape enhancements 2,231 1,712 503 6 4,452 outline of priority investments.
A table summarizing the types of stops in each
Bike rack, where appropriate 2,231 1,712 503 6 4,452
municipality is included on page 30. Again, this is only a
Bus shelter 1,712 503 6 2,221 preliminary inventory derived from the computer analy-
Designated RTA pole and information sleeve with
sis described above. Each municipality needs to review
1,712 503 6 2,221 the stops of its jurisdiction to confirm the designation
comprehensive schedule information
of types and develop a specific plan for implementing
Push-button heating in shelter 1,712 503 6 2,221
improvements.
Casual seating outside shelter 1,712 503 6 2,221
AFTER
AFTER
Euclid Avenue
BEFORE
AFTER
Kinsman Avenue
BEFORE
AFTER
AFTER
29
Type 1 Type 2 Type 3 Type 4 Type 5 Total
Unclassified 130 31 312 9 482 Lyndhurst 46 22 3 2 73
Avon 1 1 Maple Heights 113 38 14 1 166
Avon Lake 50 50 Mayfield 11 19 33 8 71
Bainbridge 4 4 Middleburg 45 18 20 5 88
Bay Village 117 7 4 5 133 Moreland 8 8
Beachwood 50 12 11 4 77 Newburgh 15 6 1 22
Bedford 67 8 15 3 93 North Olmstead 135 68 19 5 227
Bedford Heights 57 13 6 1 77 North Randall 5 1 9 3 18
Berea 41 27 68 North Royalton 58 1 1 60
Bratenahl 28 28 Oakwood Village 20 2 2 1 25
Brecksville 64 8 72 Olmsted Falls 43 43
Broadview 48 7 5 1 61 Olmsted Township 46 46
Brookpark 53 16 4 73 Orange Village 2 1 3
Brooklyn 50 15 23 5 93 Parma 228 109 44 14 395
Brunswick 17 17 Parma Hts 23 32 14 7 76
Chagrin Falls 3 1 4 Pepper Pike 5 5
Cleveland 1,271 1,109 789 305 6 3,480 Richmond 31 22 8 1 62
Cleveland Heights 111 99 50 25 285 Rocky River 66 71 20 1 158
Columbia 8 8 Seven Hills 26 4 2 1 33
Cuyahoga 13 13 Shaker Hts 78 26 48 10 162
East Cleveland 46 46 21 12 125 Solon 33 3 1 37
Euclid 130 48 45 18 241 South Euclid 50 25 16 7 98
Fairview Heights 57 25 24 10 116 Strongsville 58 30 10 98
Garfield 117 44 5 3 169 University Heights 21 6 3 30
Gates Mills 1 1 Valley View 18 18
Glenwillow 3 3 Walton Hills 1 1
Highland Hills 40 3 5 2 50 Warrensville 99 8 5 2 114
Independence 42 19 3 64 Westlake 120 53 34 1 208
Lakewood 24 108 78 25 235 Willowick 11 11
Linndale 3 2 5 Woodmere 4 3 1 8
TOTAL 4,040 2,231 1,712 503 6 8,492
30
IMPLEMENTATION
This final chapter offers approaches to implement- waiting environments a generally accepted component
ing the ideas contained in previous sections. It is divided of community development.
into two parts: first, four procedural suggestions that
will help to focus attention on the design of bus stops 2. Coordination with streetscape improvement
as part of the community development process; and projects:
then five potential funding sources to offset the costs Many important streetscape improvement projects
of acquisition, installation and maintenance of bus stop are underway and being planned throughout the county,
amenities. typically without specific reference to the characteris-
tics of bus stops and their immediate surroundings. The
Procedural suggestions sponsors and implementation agencies responsible for
1. Dissemination of this ideabook to stimulate these projects –planning agencies, community develop-
community interest in investing in their bus ment corporations, review authorities, engineers and
stops: streetscape design consultants– need to be aware of the
Copies of the completed document will be dis- opportunities to build transit waiting improvements into
tributed to municipalities and Community Development these project, often at no additional cost when they are
Corporations throughout the county, and the contents integrated into the overall streetscape concept from the
will be available in downloadable form on the RTA and outset.
EcoCity Cleveland web sites.
3. Incorporation of stop improvements in new
In addition to distributing the document, RTA and
development and revitalization projects:
the UDC will look for opportunities to present the ideas
to influential groups, such as the Mayors and Managers Similarly, recognition of the impact of adjacent
Association and the members and staff of key planning, private development on the quality of transit waiting
implementation and regulatory agencies, such as NOACA, environments needs to be integrated into the plan-
the First Suburbs Consortium and the City of Cleveland’s ning and design of new construction and rehabilitation
Streetscape Advisory and Design Review committees. The projects. Developers and private property owners should
objective is to make the design of comfortable transit be encouraged to consider appropriate design responses
31
to a nearby bus stop, such as articulation of the building 800 stops throughout the area served by the Tri-Met
facade or attachment of an awning to provide a sheltered Transit Authority. The initial volunteer commitment is
place to wait, or the placement of trash cans, bike racks for one year and is automatically renewed as long as the
or landscaping to serve transit riders as well as adjacent volunteer maintains the stop. Responsibilities include
uses. emptying the trash can, picking up litter, and report-
ing problems such as broken shelter glass and excessive
4. Streamlining the approvals process for stop graffiti, in return for which the volunteer receives a lim-
enhancements: ited number of free transit tickets. Tri-Met reports that
At present, implementing even simple, well- this has made the program particularly valuable to youth
defined changes to the transit waiting environment volunteers whose support of transit has been strength-
involves a burdensome process. Securing permission ened by their active involvement in stop maintenance.
from local authorities to install a single shelter or sign Additional incentives, such as name plates,
post often takes several months and requires many recognition programs, special event tickets and property
hours of staff time. One approach to streamlining the tax deductions, could be offered for more significant
often cumbersome approvals process would be to secure commitments including the purchase and installation of
a Memorandum of Understanding between RTA and the amenities. Adopt-a-stop programs should be individually
municipalities in the service area that conceptually designed by interested communities, with input from
approves all transit waiting environment improvements residents and businesses on the levels of responsibility
that fall within defined guidelines. and types of incentives likely to attract volunteers.
The goal is to expedite formal review processes for
implementation of improvements at individual sites with 2. Developer contributions:
pre-negotiated agreements on the style, dimension, Municipalities may require developers to install
installation requirements and maintenance schedule of and maintain bus stop improvements in all projects
various bus stop components, from information signage on transit routes, designed to complement building
to public art amenities. The guidelines developed for the characteristics and other streetscape components.
MOU could also be adopted as part of the municipality’s Alternatively, developers may be required to contribute
zoning code, as elements of a Pedestrian Overlay Dis- to a general transit waiting environments improvement
trict, for example, or as recommended components of fund, calculated as a percentage of the investment in any
more general streetscape and development guidelines. project, similar to “percent-for-art” programs. The key to
acceptance of these kinds of approaches is to convince
Potential funding sources developers that attractive transit options strengthen the
1. Adopt-a-stop programs: market for commercial and residential development.
33
34
APPENDIX
35
Bus Stop
Quality Survey
Please help your community improve the appearance and quality of its bus stops by completing this survey. Thank you!
4. How important are the following types of information at bus stops? Not Somewhat Very
Important Important Important
a. General frequency of service (for example, “bus runs every 20 minutes”) 1 2 3 4 5
b. First and last bus arrival times (for example, “operates from 6:00am to 11:00pm) 1 2 3 4 5
c. Complete schedule showing when all buses arrive at this stop 1 2 3 4 5
d. Phone number to call for real-time information on when the next bus will arrive, 1 2 3 4 5
based on satellite tracking of each bus
e. Map(s) showing the route(s) of buses stopping at this particular stop 1 2 3 4 5
f. Map of the RTA system highlighting the route(s) stopping at this stop and 1 2 3 4 5
showing transfer points.
36
g. Fare information, including transfer rules 1 2 3 4 5
h. Information on how to take a bike on the bus 1 2 3 4 5
i. Information on provisions for passengers with disabilities 1 2 3 4 5
j. Electronic display showing when the next bus will arrive, based on satellite 1 2 3 4 5
tracking of each bus
k. Map of the local area with information on nearby attractions and services 1 2 3 4 5
l. Other
6. Imagine you are waiting at a bus shelter on a busy street. How important
are the following? Not Very
Not Very Important Important
Comfort Important Important m. Public restroom 1 2 3 4 5
a. Additional bench outside shelter 1 2 3 4 5 n. Wireless internet connection 1 2 3 4 5
b. A long, low wall to sit on 1 2 3 4 5 Beautification
c. Something to lean against 1 2 3 4 5 o. Trees 1 2 3 4 5
d. Something to rest packages on 1 2 3 4 5 p. Attractive landscaping around 1 2 3 4 5
e. On-demand shelter heating 1 2 3 4 5 stop
f. Special lighting of stop and 1 2 3 4 5 q. Artwork/public art elements 1 2 3 4 5
surroundings Information
Convenience r. Map of local area with 1 2 3 4 5
g. Trash can 1 2 3 4 5 information on attractions
and services
h. Newspaper boxes 1 2 3 4 5
s. Community notice board 1 2 3 4 5
i. Public pay phone 1 2 3 4 5
t. Electronic display telling when 1 2 3 4 5
j. Bicycle rack 1 2 3 4 5 next bus will arrive, based on
k. Drinking fountain 1 2 3 4 5 satellite tracking of each bus
l. Clock 1 2 3 4 5 u. Other
37
8. Imagine you are waiting at a bus stop without a shelter on a quiet street. How important are the following?
Not Very Not Very
Comfort Important Important Beautification Important Important
a. Paved surface to stand on while 1 2 3 4 5 g. Tree(s) 1 2 3 4 5
you’re waiting h. Attractive landscaping around 1 2 3 4 5
b. Bench to sit on 1 2 3 4 5 stop
c. Some form of shelter from sun, 1 2 3 4 5 i. An attractive pole just for the 1 2 3 4 5
rain and wind RTA sign
d. Special lighting of stop and 1 2 3 4 5 j. Decoration of the existing pole 1 2 3 4 5
surroundings that holds the RTA sign (for
Convenience example, by adding banners or by painting or
e. Trash can 1 2 3 4 5 wrapping the pole to make it stand out)
f. Bicycle rack 1 2 3 4 5
10. How would you feel about advertising at bus stops if the revenue were used to provide improvements to them?
12. Would you be interested in talking more about bus stops in a focus group of:
Greater Cleveland Transit Authority: Revised Service University of Minnesota, Center for Transportation Stud-
Policy, May 2003. ies: Personal Safety and Transit: Paths, Environ-
ments, Stops and Stations, April, 2002
Federal Transit Administration Reference Guides: Bus
Stops, Spacing, Location and Design. http://www. Pace Development Guidelines: Bus stop spacing,
fta.dot.gov/2340_7262_ENG_HTML.htm Location, Passenger Waiting Area, Pace, Chicago.
http://www.pacebus.com
Federal Transit Administration: ADA Regulations.
http://www.fta.dot.gov/14534_5608_ENG_HTML.htm BC Transit Municipal Systems Program: Transit and
Land Use Planning. http://www.bctransit.com/corpo-
ADA Board: Accessibility Guidelines for Buildings
rate/resources/pdf/res-urban-20
and Facilities, September 2002. http://www.access-
board.gov/adaag/htm BC Transit Municipal Systems Program: Design Guide-
lines for Accessible Bus Stops. http://www.bctransit.
TCRP (Transit Cooperative Research Program) Report 45:
com/corporate/resources/pdf/res-urban-21
Passenger Information Services: A Guidebook for
Transit Systems, 1999. BC Transit Municipal Systems Program: Transit Stop
Installation Checklist. http://www.bctransit.com/cor-
TCRP B-10 (Part 2): The Transit Design Game Workbook:
porate/resources/pdf/res-urban-22
The Role of Transit Amenities and Vehicle Charac-
teristics in Building Transit Ridership, 1998. New York Metropolitan Transportation Council: Bus
Service Guidelines, Westchester County Department of
Congress for the New Urbanism: Transportation Tech
Transportation, November 2003. http://www.westches-
Sheet: Bus Stops. http://www.cnu.org
ter.gov
Tri-Met: Bus Stop Guidelines 2002, Portland, Oregon
PPK Environment and Infrastructure: Bus Stop Style
http://www. trimet.org
Guide, 1999. http://www.sta.nsw.gov.au
San Luis Obispo Council of Governments: Bus Stop
Improvement Plan, January, 2001
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