PASCO COUNTY Transit Infrastructure Design Manual

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1 FINAL November 2016

2 PASCO COUNTY Transit Infrastructure Design Manual Final Report Pasco County Metropolitan Planning Organization 8731 Citizens Drive New Port Richey, FL Phone (727) Fax (727) N. Ashley Dr., Suite 400 Tampa, FL Phone (813) Fax (813) November 2016

3 Table of Contents Chapter 1: Introduction Design Manual Goals Purpose and Scope Chapter 2: PCPT Bus Stop Hierarchy and Thresholds Bus Stop Types Bus Stop Minimum Requirements PCPT Bus Stop Types Transit Infrastructure Recommendations by Development Type Chapter 3: Curb-Side Design Standards and Guidelines Curb-side Elements and ADA Compliance Bus Stop Signs Bus Shelters Bus Stop Benches Bicycle Storage Trash Receptacles Bus Stop Landscaping BRT Station Design and Placement Chapter 5: Park-and-Ride Facilities Overview Key Park-and-Ride Facility Elements Lot Size Estimation Accessibility Compliance Overview Chapter 6: Transit-Oriented Development Guidelines TOD Characteristics Location of Parking Building Location and Design Clustered Development and Dense Street Corners. 6-1 Land Use and TOD Pedestrians, Bicycling, and Transit Appendix A... A-1 Glossary... G-1 References... R-1 Chapter 4: Street-Side Design Elements Design and Accessibility Compliance Bus Route Planning Bus Bays Bus Bulbs Vehicle Dimensions Bus Turning Template Intersection Design for Bus Turns Bicycle Lanes Shared-Use Paths

4 Design Manual Goals Purpose and Scope

5 Design Manual Goals Pasco County Public Transportation (PCPT) has developed this Transit Infrastructure Design Manual to provide an overview of standards and best practices recommended for the development of bus stops and other transit-supportive infrastructure elements throughout its service area. The relationship between land use and public transit usage is used to identify and encourage the use of design elements that make commercial and residential developments in Pasco County more transit-friendly. Included herein are specifications and physical design criteria primarily in a graphic format. Some criteria are standard in nature and apply to specific bus stop types. Other design guidelines are more flexible and allow infrastructure elements to be adapted to the character and environment of the surrounding service area. In creating this manual, PCPT aspires to fulfill a number of goals related to the provision of its public transportation services throughout Pasco County. Among these goals are the following: Improve the level and quality of transit-supportive infrastructure throughout Pasco County. Improve operation of and access to multimodal transportation services. Promote safety and security on public transit vehicles and at bus stops. Increase the comfort and satisfaction of existing system patrons. Improve the overall attractiveness of transit as a transportation alternative. Promote local government and private sector partnerships. Coordinate land use with the provision of transportation services. With the continued improvement of the services it provides and facilities it serves, PCPT can ensure the satisfaction of its current riders and prepare the system for the growth and enhancements included in Pasco County s long- and short-term transit plans. Purpose and Scope The purpose of this manual is to identify design standards and best practices related to the planning and design of transit infrastructure in an effort by PCPT and the Pasco County Metropolitan Planning Organization (MPO) to promote an accessible and well-connected public transit network with transit facilities that are safe and compliant with all applicable laws. PASCO COUNTY Transit Infrastructure Design Manual 1-1

6 Design requirements are identified for both existing and proposed transit facilities in consideration of the interaction and needs of transit patrons and other road users. This manual is intended for a range of audiences and contains both general information about transit infrastructure planning and more detailed technical information for transit planners and engineers. As this manual may be updated from time to time, PCPT welcomes comments on ways to improve the content to better address practical applications. Please refer to PCPT s website ( for more information. Chapter One INTRODUCTION PASCO COUNTY Transit Infrastructure Design Manual 1-2

7 Bus Stop Types Bus Stop Minimum Requirements PCPT Bus Stop Types Summary of Transit Infrastructure by Bus Stop Type Transit Infrastructure Recommendations by Development Type

8 Bus Stop Types Bus stops can vary in terms of type, design size, and infrastructure elements, which are influenced by variables such as location, ridership levels, and adjacent land uses. A basic bus stop may consist of only a signpost and bench, whereas a more enhanced stop may include one or more shelters, bike storage areas, trash receptacles, and other infrastructure elements. A bus stop serving premium transit modes such as Bus Rapid Transit (BRT) may have more infrastructure than that found at an enhanced bus stop, and it also may include a themed look (logo, color scheme, etc.) to match the brand of service being provided. Bus Stop Minimum Requirements The minimum requirements for a bus stop are a sign and a boarding and alighting (B&A) area that provides a safe, welldrained, non-slippery surface with adequate space for passenger movement on and off buses. However, when additional amenities such as a shelter, bench, or bike rack are included, State and federal requirements addressing the Americans with Disabilities Act (ADA) must be addressed in the placement and design of these facilities. PCPT Bus Stop Types PCPT has identified a hierarchy of bus stop types that provides standards and guidelines for which infrastructure elements should be provided at a given bus stop, based on passenger activity or development/service requirements. The four types of bus stops within this hierarchy are: Basic Stop Standard Stop Enhanced Stop BRT Station The primary factor in assessing what type of bus stop should be implemented at a particular location is the amount of passenger volume activity that typically occurs there. The potential for bus passenger activity can be influenced by a number of variables, including the population density of the surrounding area, the intensity and types of nearby land uses or trip generators, the accessibility and design of the site, and the condition of adjacent traffic facilities. In addition, stop design requirements can be impacted by transit service design; for example, when a bus route structure necessitates the transfer of passengers between routes at a given bus stop, the infrastructure should accommodate these additional passengers. PASCO COUNTY Transit Infrastructure Design Manual 2-1

9 Transfer Centers and Intermodal Facilities PCPT now uses or plans to implement in the future transfer centers and intermodal facilities within its system structure. Since these larger and more complex facility types require increased transit infrastructure investments and will be less standardized in terms of layout and design, they will be specified and designed on an individual basis and, therefore, are not specifically addressed in this manual. Nevertheless, it is important to recognize that many of the infrastructure and design considerations included in this manual will apply to these enhanced transit facilities. Basic Stop Basic stops have the lowest passenger boarding/ alighting volumes. The highest percentage of PCPT s bus stops are Basic stops and provide for system access over a large geographic area. Placement Criteria To effectively serve a wide range of passengers with various accessibility concerns, Basic stops must be located using the following criteria: Existing stops with daily activity of fewer than 10 passengers per day Future stops serving only one route Determining stop orientation, design style, and minimum infrastructure requirements may vary due to adjacent land uses and passenger activity and must be coordinated with PCPT. Other considerations for locating a Basic stop include: Orientation to intersection (near-side, far-side, and mid-block stops are preferred) Right-of-way availability Pedestrian and bike access ADA accessibility Safety and security of patrons Bus route operational characteristics Stop spacing Land use trip generation Customer requests Bus operator recommendations Routing design and turning requirements Visibility/line of sight issues Required Components Minimum bus stop components for a Basic stop are a signpost and a well-drained, non-slippery surface with adequate space for passenger movement on and off buses. The signpost must display the route numbers that serve the stop. Also required are curb cuts and sidewalk connections to satisfy pedestrian and ADA accessibility requirements. Required components for a Basic stop for the PCPT bus system include: Signpost Boarding and alighting area concrete pad (PCPT may determine that a concrete pad is not necessary and allow/provide only a surface area that is welldrained, non-slippery, and adequate for passenger movement on and off buses) Map/schedule information display Pedestrian access (sidewalk connections) Optional Components The following infrastructure elements are optional for a Basic stop: Figure 2-1: Basic stop with a bench and a signpost. Bus shelter Standalone bench Bicycle storage Stop lighting (preferably solar lighting) Chapter Two PCPT BUS STOP HIERARCHY AND DEVELOPMENT THRESHOLDS PASCO COUNTY Transit Infrastructure Design Manual 2-2

10 In addition, other infrastructure components may be required or optional for a Basic stop due to adjacent development type/size or additional community needs as determined by PCPT/Pasco County. Standard Stop Standard stops are required where there are higher passenger volumes and typically are located at major activity centers or where multiple PCPT routes intersect. Placement Criteria To effectively serve a wide range of passengers with various accessibility concerns, Standard stops are located using the following criteria: Existing stops with daily activity of passengers per day Future stops serving two or more routes Near major activity centers (as identified by PCPT) Other considerations for locating a Standard stop include: Right-of-way availability Orientation to intersection (far-side stop recommended) Access to major activity center(s) Pedestrian access ADA accessibility Safety and security of patrons Bus route operational characteristics Stop spacing Land-use trip generation Customer requests Bus operator recommendations Routing design and turning requirements Visibility/line of sight issues Required Components The components required for a Standard stop include all requirements for a Basic stop plus additional components to accommodate the increased passenger activity. The required components for a Standard stop include: Signpost B&A area concrete pad Small or medium shelter with bench (size and number of shelters as determined by PCPT) Trash receptacle Figure 2-2: Example of PCPT Standard stop that includes a landing pad, shelter, and bench. Stop lighting (preferably solar) Map/schedule information display Pedestrian access (sidewalk connections) Bicycle storage for 2 4 bicycles Bus bay (on streets with posted speed of 45 mph or more) Additional infrastructure may be required if the stop is also served by express or premium transit services. Such requirements, if any, will be determined by PCPT. Optional Components The following infrastructure elements are optional for a Standard stop: Rear door landing pad (concrete boarding and alighting area pad) Information kiosk Bus bay (on streets with posted speed less than 45 mph) Bus stop landscaping Other infrastructure components may be required or optional for a Standard stop due to adjacent development type/size or additional community needs, as determined by PCPT/Pasco County. Chapter Two PCPT BUS STOP HIERARCHY AND DEVELOPMENT THRESHOLDS PASCO COUNTY Transit Infrastructure Design Manual 2-3

11 Enhanced Stop An Enhanced stop is a larger bus stop that serves as a connecting point for several PCPT routes. Among PCPT s bus stop types, this category experiences the highest passenger boarding/alighting volumes. Enhanced stops may be located next to regional activity centers and serve as major transit system origins/destinations or transfer points. Ideally, an Enhanced stop will reflect the character of the community or area it serves in addition to having additional infrastructure elements necessary to serve the higher passenger activity. Placement Criteria Enhanced stops should be provided at locations meeting at least one of the following criteria, or as required by PCPT: Existing stops with a high volume of daily activity (>50 passengers per day) Future stops with significant transfer activity between PCPT routes Near regional activity centers Other considerations for locating an Enhanced stop include: Off-line with a special zone on side of main roadway Orientation if at an intersection (far-side stop recommended) Park-and-ride access Right-of-way availability Placement /orientation to regional activity center Pedestrian and bike access ADA accessibility Safety and security of patrons Bus route operational characteristics Stop spacing Land use trip generation Customer requests Routing design and turning requirements Visibility/line of sight issues Required Components The required components for an Enhanced stop include all those for a Standard stop and additional components to accommodate the increased passenger activity. These components include: Figure 2-3: Large shelter with landing pad, bike storage, seating, and other amenities. Signpost Rear-door landing pad Medium to large shelter with bench (size and number as determined by PCPT) Trash receptacle Lighting Information kiosk Pedestrian access (sidewalk connections) Bicycle storage for more than 4 bicycles Park-and-ride access (where applicable) Bus bay (on streets with posted speed of 45 mph or more) Additional infrastructure may be required if the stop is served by express or premium transit services. Such requirements, if any, will be determined by PCPT. Optional Components The following infrastructure elements are optional for an Enhanced stop: Real time information display Additional seating area Bus stop landscaping BRT Stations PCPT s future BRT stations should clearly represent the identity of its BRT system through visual features and physical amenities. These stations should be an upgraded version of Enhanced stops and would serve BRT operated in both exclusive bus lanes and in mixed traffic (referred to as BRT-Lite service). (BRT stations, combined with transit preferential treatments, also are being planned where dedicated bus lanes or running ways are not feasible.) Chapter Two PCPT BUS STOP HIERARCHY AND DEVELOPMENT THRESHOLDS PASCO COUNTY Transit Infrastructure Design Manual 2-4

12 BRT is intended to operate at faster speeds, providing greater service reliability and increased customer convenience than traditional bus service. A combination of advanced technologies, infrastructure such as properly-designed/equipped stations, and operational investments allows BRT to provide significantly better service over traditional fixed-route buses. Placement Criteria The following criteria should be considered for the placement of BRT stations: Designated BRT stop locations along roadways where BRT-Lite or BRT in exclusive bus lanes are operating Stop spacing one every ½ mile (on average ) All other considerations applicable for locating Enhanced stops/transfer centers are also applicable for BRT stations. Required Components With BRT, the sophistication of station design correlates strongly with the level of running way segregation. BRT stations operating in exclusive bus lanes should typically have more sophistication and amenities than stations serving BRT-Lite service. As PCPT s BRT routes are planned to serve highdemand transportation corridors in Pasco County with a limited number of stops, more customers per station should be expected compared to a typical local bus route. Therefore, BRT stations should provide more comfort and amenities than other bus stop types to accommodate the additional passengers and complement the premium service being provided. The required components for BRT stations includes all the components required for an Enhanced stop in addition to the the following: Enhanced shelter with a distinctive look and feel (BRT branding) Level boarding* Off-board fare collection* Real-time passenger information Figure 2-4: Rapid Ride station in Seattle includes unique branding and shelter design, real-time passenger information, and advanced fare collection. Source: King County Metro. Optional Components Infrastructure elements optional for BRT stations may include public art/wayfinding, enhanced lighting, bike lockers, etc. However, as with other bus stop types, these elements must not conflict with essential elements or ADA regulations. Additional infrastructure components may be required or optional at these stops due to adjacent development size or additional community needs as determined by PCPT/Pasco County. Summary of Transit Infrastructure by Bus Stop Type The required and optional bus stop infrastructure for each of the four bus stop types are summarized in Table 2-1. Chapter Two PCPT BUS STOP HIERARCHY AND DEVELOPMENT THRESHOLDS * PCPT may determine that level boarding and/or off-board fare collection are not necessary at some BRT station locations due to the level of investment needed and/or ridership/schedule demands. PASCO COUNTY Transit Infrastructure Design Manual 2-5

13 Table 2-1: Infrastructure and Amenity Summary by Bus Stop Type Feature Basic Stop Standard Stop Bus Stop Type Enhanced Stop/ Transfer Center BRT Station Signpost R R R R B&A Area Concrete Pad R* R R R Bus Stop Lighting (preferably solar) O R R R Sidewalk Connectivity R R R R Bench O R R R Bus Shelter O R (small-medium) R (medium-large) R (medium-large, enhanced with BRT branding) Map/Schedule Information Display R R R R Information Kiosk O R R Bus Bay** O/R R R Park-and-Ride Access R (if applicable) R (if applicable) Rear Door Landing Pad O R R Lighting (preferably solar) O R R R Bicycle Storage O (2 bicycle) R (2-4 bicycles) R (4+ bicycles) R (4+ bicycles) Bicycle Lockers O Trash Receptacle R R R Landscaping O O O Real Time Bus Information Display O R Off-Board Fare Collection R*** Level Boarding R*** Chapter Two PCPT BUS STOP HIERARCHY AND DEVELOPMENT THRESHOLDS Public Art O Enhanced Lighting O R = Required Element O = Optional Element = Not Applicable *PCPT may determine that a concrete pad is not necessary and allow/provide only a surface area that is well-drained, non-slippery, and adequate for passenger movement on and off buses. ** Only on streets with posted speed of 45 mph or more (unless otherwise stated). *** PCPT may determine that level boarding and/or off-board fare collection are not necessary at some BRT station locations due to the level of investment needed and/or ridership/schedule demands. PASCO COUNTY Transit Infrastructure Design Manual 2-6

14 Transit Infrastructure Recommendations by Development Type In recent years, Pasco County has been making considerable changes to its development regulations to ensure that appropriate multimodal facilities are considered when evaluating and approving proposed development projects. Amendments to the County s Comprehensive Plan and Land Development Code (LDC) have been made to support this policy direction. To be consistent with Pasco County s vision for growth and development in support of its countywide Strategic Plan, this manual not only addresses infrastructure and amenity standards for existing and planned bus stops, but also recommends transit infrastructure and amenities that should be implemented as part of a development project. Figure 2-5 outlines the process for identifying the appropriate transit infrastructure based on the specific development type and level of planned transit service. Table 2-2 summarizes the bus stop infrastructure elements recommended for implementation based on the proposed development type. Four categories of development types are defined, consistent with Pasco County s LDC, based upon the type and intensity of land use proposed. General Development Type by Density/ Intensity, with subcategories based on dwelling unit and square footage thresholds for residential, non-residential, and/or mixed-use uses not classified under the other three categories. Transit Oriented Development (TOD), with subcategories based on distance of the proposed development from the TOD center. Traditional Neighborhood Development (TND), with subcategories based on location within a Neighborhood Center or Town/Village Center. Mixed-Use Trip Reduction Measures (MUTRM) Area, with subcategories based on location in a non-compact development Area (Non-CDA) or CDA. Chapter Two PCPT BUS STOP HIERARCHY AND DEVELOPMENT THRESHOLDS PASCO COUNTY Transit Infrastructure Design Manual 2-7

15 Figure 2-5: Steps for Identifying Transit Infrastructure by Type of Development STEP 1 STEP 2 SELECT DEVELOPMENT TYPE Use PCPT Transit Infrastructure Recommendations Matrix (Table 2-2) to select the type of development based on total nonresidential square footage or number of dwelling units or a combination of both square footage and dwelling units for mixeduse developments for general development types, or applicability within a TOD, TND, or MUTRM. REVIEW TRANSIT PLANS Review/identify adopted transit improvements in the adopted Tranportation Improvement Program (TIP), Capital Improvements Plan (CIP), funded Transit Development Plan (TDP) or LRTP Cost Affordable Transit Plan. Build if service is funded within five years. Meet with PCPT to determine applicable infrastructure for services funded beyond five years. Chapter Two PCPT BUS STOP HIERARCHY AND DEVELOPMENT THRESHOLDS STEP 3 IDENTIFY INFRASTRUCTURE RECOMMENDATIONS Use PCPT s Transit Infrastructure Recommendations Matrix to identify the infrastructure for each planned transit service type in the TIP, CIP, TDP and/or LRTP (local/express/brt) and coordinate with PCPT/Pasco County Development Services staff to provide recommended infrastructure. PASCO COUNTY Transit Infrastructure Design Manual 2-8

16 Table 2-2: PCPT Transit Infrastructure by Type of Development General Development Type by Density/Intensity STEP 1 Select Development Type STEP 2 Review Transit Plans STEP 3 Identify Infrastructure Recommendations PCPT Transit Infrastructure by Type of Development Residential Development of DUs > 10K to < 30K SF of Non- Residential or Mixed Use Developments Residential Development of DUs 30K to < 50K SF of Non- Residential or Mixed Use Developments Residential Development of DUs 50K to < 200K SF of Non- Residential or Mixed Use Developments Residential Development of DUs 200K to 600K SF of Non- Residential or Mixed Use Developments 10-Year Funded TDP (Build if service is funded within 5 years. Meet with PCPT to determine applicable infrastructure for services funded for later than five years.) LRTP Cost Affordable Transit Plan (Build if service is funded within 5 years. Meet with PCPT to determine applicable infrastructure for services funded for later than 5 years.) Residential Development of > 1000 DUs AND/OR AND/OR AND/OR AND/OR AND/OR TIP or CIP (Build if service is funded within 5 years.) > 600K SF of Non- Residential or Mixed Use Developments Bus Bay/Pull Out Bulb-Outs Bus Shelter Placement Area Sidewalk Connectivity (Paved Walkway) Bike Lane Access Bus Stop Landscaping Park-and-Ride Connectivity (Paved Walkway) Bus Stop Sign & Pole B&A Area Concrete Pad Rear-Door Landing Area Bench Small Shelter (6' X 10') TBD Medium Shelter (6' X 18') TBD TBD TBD TBD Large Shelter (6' X 22') TBD Map/Schedule Display Chapter Two PCPT BUS STOP HIERARCHY AND DEVELOPMENT THRESHOLDS Lighting Real Time Information Display Bike Storage Trash Receptacle Off-Board Ticket Vending Machines BRT BRT BRT BRT Public Art Recommended Infrastructure TBD = Number of shelters to be determined. BRT = BRT service only Notes : 1. PCPT/Pasco County Development Services staff to make final determination on the number and type of shelter for each development type. 2. See Reference Notes for Table 2-2 on Page PASCO COUNTY Transit Infrastructure Design Manual 2-9

17 STEP 1 Select Development Type STEP 2 Review Transit Plans STEP 3 Identify Infrastructure Recommendations Table 2-2: PCPT Transit Infrastructure by Type of Development (cont d) PCPT Transit Infrastructure by Type of Development Transit Oriented Development (TOD) Transit Neighborhood ( mi from center of TOD) Transit Core ( 0.25 mi from center of TOD) Traditional Neighborhood Development (TND) Neighborhood Center Town/ Village Center Mixed Use Trip Reduction Measures (MUTRM) Area Non-Compact Development Area (Non-CDA) 10-Year Funded TDP (Build if service is funded within 5 years. Meet with PCPT to determine applicable infrastructure for services funded for later than 5 years.) Bus Bay/Pull Out Bulb-Outs Bus Shelter Placement Area Sidewalk Connectivity (Paved Walkway) Bike Lane Access Bus Stop Landscaping Park-and-Ride Connectivity (Paved Walkway) Bus Stop Sign & Pole B&A Area Concrete Pad Rear-Door Landing Area Bench Basic Shelter (6' X 10') Medium Shelter (6' X 18') Large Shelter (6' X 22') Map/Schedule Display Compact Development Area (CDA) TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD TBD Lighting Real Time Traveler information Display Bike Storage Trash Receptacle Off-Board Ticket Vending Machines TIP or CIP (Build if service is funded within 5 years.) LRTP Cost Affordable Transit Plan (Build if service is funded within 5 years. Meet with PCPT to determine applicable infrastructure for services funded for later than 5 years.) BRT BRT BRT BRT BRT BRT Chapter Two PCPT BUS STOP HIERARCHY AND DEVELOPMENT THRESHOLDS Public Art Recommended Infrastructure TBD = Number of shelters to be determined. BRT = BRT service only Notes : 1. PCPT/Pasco County Development Services staff to make final determination on the number and type of shelter for each development type. 2. See Reference Notes for Table 2-2 on Page PASCO COUNTY Transit Infrastructure Design Manual 2-10

18 Reference Notes for Table 2-2: 1. If bus transit services, including local, express, or BRT services in the adoptedcip, TIP, TDP or LRTP are funded within 5 years of the date of development approval, provide recommended infrastructure. 2. If bus transit services in the adopted CIP, TIP, TDP or LRTP are funded after 5 years from the date of development approval, meet with PCPT staff to determine applicable infrastructure that should be provided. These may include, but not limited to bus bays/pull outs, bulb-outs, bus shelter easements, B&A area concrete pads, sidewalk or/and park-and-ride connectivity (paved walkways). 3. These recommendations apply to developments meeting one or more of the following criteria: i. If at least 50% of the dwelling units or square footage of the development is within ¼ mile of existing or planned transit service shown in the funded CIP, TIP, TDP or LRTP. ii. Proposed development has future transit service identified in Transit Accommodation Plan (TAP) approved for the development. 4. Intermediate and large bus shelter sizes may vary based on right-of-way availability. 5. Use Table 2-3 as a guide to determining the recommended number of bus stops. Final determination of the number and location will be made by PCPT/Pasco County Development Services staff. 6. Facilities identified here must be constructed in accordance with the PCPT Transit Design Manual and ADA Standards. 7. Off-board ticket vending machines are for BRT only. 8. Transit infrastructure recommendations for transfer centers and intermodal facilities: Provide transit infrastructure in Transit Center Overlay Areas and any other areas as specified by Pasco County. Refer to the Pasco County Comprehensive Facility/Type Rural Suburban Urban TOD TND Plan for Transit Overlay locations, density/intensity, and station types. Since these higher-level types of facilities require increased transit infrastructure investments and will be less standardized in terms of layout and design, they will be specified and designed on an individual basis and, therefore, are not specifically addressed in this matrix. 9. Transit infrastructure recommendations for Park-and-Ride facilities : Provide transit infrastructure at applicable locations identified in the adopted LRTP or other related studies. Scale, timing, and site requirements should be based on discussions with PCPT/Development Services staff and the PCPT Transit Infrastructure Design Manual. 10. If adequate transit facilities are available within ¼ mile of the property boundary of the development and no transit service is already existing or planned internal to the proposed development, PCPT may approve the development without the provisions of any additional transit facilities. 11. Method to determine transit infrastructure recommendations for industrial uses : Divide square footage for the industrial use by 2 to derive the equivalent square footage in Non-Residential or Mixed Uses. For example, if an industrial use development is 300,000 SF, then the equivalent square footage for a Non- Residential or Mixed Use Developments is 150K SF (300/2). Therefore, refer to "50K to < 200K SF of Non-Residential or Mixed Use Developments" column for recommended transit infrastructure for the 300K SF industrial use development. 12. Bus bay/pull-out recommendation is applicable only for roadways with posted speed limit of 45 MPH or higher. 13. Recommendations for Sidewalk Connectivity (Paved Walkway), Bike Lane Access, and Park-and-Ride Connectivity (Paved Walkway) are applicable only to the extent not covered by Pasco County Land Development Code sections and General Development Type by Density/Intensity refers to total size/scale of the proposed development. MUTRM Area Local Bus Stop 3/4 1/2 3/4 1/4 1/4 1/4 1/8 1/4 1/8 1/4 1/8 Express Bus Stop BRT Station Table 2-3: Average Bus Stop Spacing by Mode (miles) Varies. See TDP/LRTP and Development Services/PCPT staff. Varies. See TDP/LRTP and Development Services/PCPT staff Activity Center* At or adjacent to major activity centers Chapter Two PCPT BUS STOP HIERARCHY AND DEVELOPMENT THRESHOLDS *As determined by Development Services/PCPT staff. Major activity centers may include regional malls, airports, hospitals, colleges, big box retailers, large recreational facilities, etc. PASCO COUNTY Transit Infrastructure Design Manual 2-11

19 Curb-side Elements and ADA Compliance Bus Stop Layout Bus Stop Signs Bus Shelters Bus Stop Benches Bicycle Storage Trash Receptacles BRT Station Design and Placement

20 Curb-side Elements and ADA Compliance One method for improving the attractiveness of transit to potential riders is to enhance the level of infrastructure available at PCPT bus stops. A stop with seating and shelter is considerably more inviting than a stop with only a signpost. These additional infrastructure elements also will improve the comfort and overall experience of current transit users. Depending upon the surrounding area, ridership volume, frequency, and type of bus stop, the infrastructure found at PCPT facilities may vary. Key infrastructure elements/components for PCPT bus stops that serve both local routes and premium services (such as BRT) are summarized in this section. This manual identifies key ADA accessibility requirements/ standards for a selected set of required and optional components at PCPT s bus stops, but it is not intended to provide a comprehensive list of all State and federal standards/ requirements for ADA accessibility. Beyond the standards and best practices identified herein, the users of this manual should also refer to FDOT s 2013 update of Accessing Transit: Design Handbook for Florida Bus Passenger Facilities to ensure that PCPT bus stop facilities are consistent with all current federal and State laws. In addition, coordination with PCPT and other relevant agencies in Pasco County will ensure consistency with local plans and policies applicable to transit facilities in Pasco County. Bus Stop Layout Design layouts at bus stops can vary due to a variety of conditions, including right-of-way availability, type of location (urban/rural), adjacent land uses, and passenger needs. These and other factors may lead to designing layouts on a stop-bystop basis, resulting in a wide variety of layouts that send an inconsistent message to PCPT riders and operators. PCPT s bus stop layouts should be designed to maintain consistency within the network and to link to other transportation modes, such as existing or planned sidewalks. Accommodating sidewalk connectivity at PCPT bus stops is critical to ensuring safe and accessible transit services at both the origin and the destination of the bus trip. Two examples of recommended bus stop layouts are shown in Figures 3-1 and 3-2. These are designed to respond to both existing and future conditions and incorporate only basic amenities. Figure 3-1 presents a schematic for a typical layout of a PCPT Standard bus stop in an urban/suburban setting, given that ideal available space conditions exist. PASCO COUNTY Transit Infrastructure Design Manual 3-2

21 Figure 3-2 shows the layout of a Standard bus stop in a suburban/rural setting, including properly connected sidewalks and access to bus stop boarding areas. All PCPT bus stops may not have the amenities shown in these recommended layout diagrams. However, at a minimum, a bus stop sign must be provided. Figure 3-1: Standard bus stop in an urban/suburban area As shown in both diagrams, the standard placement of a PCPT bus stop sign is at a position that would correspond to the front of a bus when it is stopped to board passengers (near the front door of the bus). This will help passengers understand where they should stand to wait for a bus and also provides a visual cue for bus operators as to where they should position their vehicle at the stop. Chapter Three CURB-SIDE DESIGN ELEMENTS Figure 3-2: Standard bus stop in a suburban/rural area PASCO COUNTY Transit Infrastructure Design Manual 3-3

22 Passenger Waiting Areas Better accessibility to and within a bus stop waiting area ensures the comfortable and safe movement of passengers. At a minimum, PCPT bus stop waiting areas must have at least one 8-ft (perpendicular to roadway) by 5-ft (parallel to roadway) B&A area, preferably made of concrete, asphalt, or pavers to provide a well-drained, non-slippery surface with adequate space for passenger movement on and off buses (see Figure 3-3). In urban areas, and where right-of-way permits, the ideal is to provide a continuous 8-ft-wide concrete pad along the entire length of the bus stop adjacent to the curb and gutter. The length can be 40 ft to accommodate a standard bus and 60 ft for an articulated bus, a potential vehicle option for future BRT corridors in Pasco County. An additional 50 ft in length is recommended for each additional bus expected to stop at the bus stop at the same time. In suburban and rural areas, the B&A area on flush shoulder roadways must use a Type E curb (5-in. curb height) and be connected to the sidewalk along the roadway or to the roadway when no sidewalk is present. All PCPT bus stop waiting areas must complying with federal and State ADA standards. Curb Ramps at Bus Stops Figure 3-3: PCPT bus stop waiting area Chapter Three CURB-SIDE DESIGN ELEMENTS When a sidewalk and crosswalk are used to access a bus stop at or near an intersection, PCPT requires ADA-compliant curb ramps at both marked and unmarked crosswalks. However, these curb ramps should not interfere with free access to the bus stop and B&A areas at the bus stop locations. In addition, where a PCPT bus stop is accessed by sidewalks, a detectable warning is required at those sidewalks intersecting roads, streets, and railroad, consisting of a series of parallel truncated domes that warn visually-impaired pedestrians about the end of the ramp and the beginning of the roadway (see Figure 3-4). Roadside Clear Zone Requirements A roadside clear zone is an area that is traversable and unobstructed by fixed objects to allow vehicles that leave the roadway to recover safely. All amenities/elements at PCPT bus stops must meet clear zone requirements as put forth in FDOT Design Standards, Index 700. When locating bus stop amenities in passenger waiting areas, the most Figure 3-4: Standard Local Bus Stop in an urban area Figure 3-4: Curb ramp with detectable warning at PCPT bus stop recent version of the FDOT Design Standards should be referenced, in addition to FDOT s Accessing Transit Design Handbook for setback and minimum clear recovery zone requirements. PASCO COUNTY Transit Infrastructure Design Manual 3-4

23 Bus Stop Signs Bus stop signs are an important element in the provision of PCPT transit service because they help identify the location of stops for both patrons and bus operators, and they also help market PCPT to the general public. Design Bus stop signs should be easily identifiable and easy to read. Signs also should be reflective so they are visible at night and double-sided so they are visible in both directions. Figure 3-5 shows the recommended dimensions for a PCPT bus stop sign. Placement PCPT s standard for the placement of a bus stop sign is for the sign to be located where the front of a bus will stop to board passengers. Figures 3-6 and 3-7 illustrate the placement and dimension standards for locating bus stop sign posts in PCPT s urban and suburban/rural service areas. Figure 3-8 shows an example of a PCPT bus stop sign at a bus stop in a rural area. Where possible, it is important to take advantage of existing infrastructure for signpost-sharing opportunities. This will help limit potential accessible path obstructions and minimize clutter at the boarding area. If a sign is to be installed on its own post, a breakaway type of post should be used. It also is important to ensure that PCPT signs are not obstructed by trees, buildings, or other signs and do not block other surrounding signage. Figure 3-6: Placement and dimensions for a bus stop post in an urban area Figure 3-7: Placement and dimensions for a bus stop in a suburban/rural area with flush shoulder roadway Chapter Three CURB-SIDE DESIGN ELEMENTS Figure 3-5: Recommended dimensions for PCPT bus stop signs Figure 3-8: PCPT bus stop sign in a rural area in Pasco County PASCO COUNTY Transit Infrastructure Design Manual 3-5

24 Bus Shelters Bus shelters enhance the look and quality of the transit service by providing a more comfortable and pleasant waiting for transit patrons. The decision to place a PCPT bus shelter is based on two key factors: stop-level ridership activity and the density/intensity of adjacent areas. The three types of shelters used at PCPT bus stops are discussed further in this section. Design The design dimensions and capacity for the three types of PCPT shelters are discussed below. PCPT may modify these dimensions to accommodate right-of-way limitations, local conditions, or ridership demand. Basic Shelter Approximately 6-ft wide by 10-ft long, includes a solar panel and seating for 2 people (see Figures 3-10, 3-11, and 3-12). Intermediate Shelter Approximately 6-ft wide by 18-ft long, includes a solar panel and seating for 4 people (see Figures 3-13, 3-14, and 3-15). Large Shelter Approximately 6-ft wide by 22-ft long, includes a solar panel and seating for 6 people (see Figures 3-16, 3-17, and 3-18) /8 Solar Panels Barrel Vault Roof Bronze Tinted Polycarbonate Sheet Gazing 5 8 1/2 Solar Panels 8-0 3/8 Figure 3-11: Side elevation /measurements of Basic shelter Barrel Vault Roof 6 Fascia Bronze Tinted Polycarbonate Sheet Gazing Aluminum Bench with Backrest and Anti-Vagrant Armrest Chapter Three CURB-SIDE DESIGN ELEMENTS /4 Figure 3-12: Front Elevation /measurements of Basic shelter Figure 3-10: Basic PCPT shelter PASCO COUNTY Transit Infrastructure Design Manual 3-6

25 5-8 1/2 Barrel Vault Roof Solar Panels Figure 3-13: Intermediate PCPT shelter 8-0 3/8 Figure 3-14: Side elevation/measurements of an Intermediate shelter Chapter Three CURB-SIDE DESIGN ELEMENTS Solar Panels Barrel Vault Roof 6 Fascia 8-0 3/8 Bronze Tinted Polycarbonate Sheet Gazing /4 Aluminum Bench with Backrest and Anti-Vagrant Armrest Figure 3-15: Front elevation/measurements of an Intermediate shelter PASCO COUNTY Transit Infrastructure Design Manual 3-7

26 Figure 3-16: Large PCPT Shelter Solar Panels Barrel Vault Roof 5-8 1/2 Solar Panels 8-0 3/8 Figure 3-17: Side elevation/measurements of a Large shelter Barrel Vault Roof Chapter Three CURB-SIDE DESIGN ELEMENTS 6 Fascia 8-0 3/8 Bronze Tinted Polycarbonate Sheet Gazing Aluminum Bench with Backrest and Anti -Vagrant Armrest /4 Figure 3-18: Front elevation/measurements of a Large shelter PASCO COUNTY Transit Infrastructure Design Manual 3-8

27 These shelter schematics, including the recommended dimensions/components for each of the three bus shelter designs, are based on the facilities currently used by PCPT. These may be revised by PCPT and/or Pasco County at any time. They also may be revised if the shelter is to be used for a bus stop serving BRT to match BRT branding and to provide a more enhanced level of customer amenities needed for this type of premium transit service. However, all PCPT shelter must meet the height and clearance requirements shown in Figure PCPT s current preferred shelter style incorporates powder-coated aluminum frame and structural components and a barrel vault roof design. Powdercoated aluminum is used to increase the structure s wear and corrosion resistance. However, all materials used in the construction of the shelter must meet or exceed all Pasco County and State of Florida minimum requirements for construction, especially those related to hurricane code specifications. The preferred color of the shelter and roof is Hunter Green. All shelters implemented throughout the PCPT service area must include bench seating incorporated into the shelter structure. All shelters must have a minimum clear floor area that is 30-in. wide and 48-in. deep and entirely within the perimeter of the shelter. All shelter access entry and exit points must provide a minimum clear width of 4 ft to meet both federal and State ADA requirements (State requirements are more stringent, with a 4-ft clear width compared to the federal ADA requirement of a 3-ft clear width). Figure 3-19: Bus shelter height, clearance requirements New shelters also should have lighting incorporated into their design, with solar power panels as the preferred energy source for the lighting (see Figure 3-20). At all sheltered bus stop locations, consideration should be given to including a schedule holder. Shelters also must be securely attached to their foundations and must provide for a clear opening between the structure and the ground or foundation to facilitate cleaning, preclude the accumulation of debris, and increase security. Chapter Three CURB-SIDE DESIGN ELEMENTS The preferred material for shelter benches and any additional benches at PCPT bus stops is recycled plastic material. The bench materials must also meet or exceed all Pasco County and State minimum requirements for construction, especially those related to hurricane code specifications. If attached to a shelter, the preferred color of the bench is same as the shelter color (Hunter Green). For variations in color due to external/location-based needs, PCPT should be contacted for approval. Tempered impact glass panels that meet or exceed local and State code requirements should be used in the construction of a shelter. These panels also should be coated or covered with a tinted protective film that will help minimize shattering and offer shade to waiting patrons. Figure 3-20: PCPT bus shelter with solar lighting PASCO COUNTY Transit Infrastructure Design Manual 3-9

28 Shelter Placement Shelters are recommended for all current local bus stops at which 10 or more passengers board per day, with the size and number of shelters depending on various factors. For bus shelter recommendations for planned/future services, refer to Section 2 of this manual, in which the extent of bus shelter needs are identified by the location served. PCPT shelters should be located upstream (in the direction opposite to the flow) of passenger waiting areas so they do not interfere with passenger boarding and alighting and to maximize the visibility for approaching buses, passing traffic, and waiting passengers. Shelters should be located at least 5 ft from the front door of the bus along the direction of travel to provide adequate circulating space for persons in wheelchairs. To be ADA-compliant, the sidewalk adjacent or connected to a PCPT bus shelter must be designed with a width of at least 5 ft or, at every 200 ft, a space at least 5 ft by 5 ft must be provided so that two wheelchair users can pass traveling in opposite directions. PCPT bus shelters must not be located within 15 ft of a fire hydrant or a Disabled parking space. Bus Stop Benches Along with other amenities, properly designed and placed benches at PCPT bus stops provide comfort to waiting passengers when bus headways are longer than 15 minutes. Benches are recommended at all PCPT s sheltered bus stops and other locations, as identified in Section 2 of this manual. Design PCPT benches, either provided within a shelter or as a stand-alone bench (see Figure 3-23), must meet the following dimensions (also see Figure 3-24): Height maximum 44 in. Depth maximum 28 in. Width minimum 42 in., maximum 74 in. Seat depth minimum 20 in. to maximum 24 in. Seat height bench seat in. (17 in. preferred) above ground or floor Bench material should have resistance to weathering and vandalism. Chapter Three CURB-SIDE DESIGN ELEMENTS Prior to the installation of a shelter, the impacted utility companies must be notified to determine the location of utilities and prevent conflicts. Shelter Advertising While not used currently by PCPT, shelter advertising can be an important revenue source when providing bus stop shelters. However, there must be no more than one advertisement per side, including the roof, and it must be no greater than 6 ft by 5 ft in size. PCPT will notify the owner of an abutting property of any proposed shelter location if there will be advertising. State law also requires hiring a licensed company to engage in the business of outdoor advertising. Figure 3-21 shows dimensions of bus shelter advertising required at PCPT bus stops. Figure 3-21: Maximum dimensions for displaying advertising at PCPT bus shelters PASCO COUNTY Transit Infrastructure Design Manual 3-10

29 Placement Florida laws require that benches be placed only at bus stops authorized by the local transit agency, i.e. PCPT. If benches are installed within PCPT shelters, it also is required that the bench does not obstruct the 30 in. by 48 in. minimum accessible clear space within the shelter. In cases where the bus stop B&A area is within the shelter space, this space should be 60 in. wide, as shown in Figure Benches at PCPT bus stops should be placed in an accessible location, away from drainage ditches and appropriately connected to the bus stop waiting areas, including the bus B&A area. However, the location of benches may be coordinated with nearby trees for shade and protection from wind or rain. All PCPT benches must meet the setback and minimum clear recovery zone requirements as established in FDOT Design Standards, Index 700. Bus bench design and placement requirements are applicable to both public- and private-sector benches located at any PCPT bus stop location. As benches provide opportunities to generate advertising revenue for PCPT, commercial advertising is allowed on stand-alone PCPT benches on either the front or rear surface of the backrest area. Figure 3-23: A stand-alone bench (for additional seating) next to a PCPT bus shelter Figure 3-24: Required dimensions for a PCPT bus stop bench Chapter Three CURB-SIDE DESIGN ELEMENTS Figure 3-22: Placement of bench when bus stop B&A area is within PCPT bus shelter space PASCO COUNTY Transit Infrastructure Design Manual 3-11

30 Bicycle Storage The popularity of the bicycle as an access mode to transit has increased significantly, especially since the implementation of bicycle racks on PCPT buses and the increased availability of bike lanes and shared-use paths/trails in Pasco County. As a result, it is important to plan for and accommodate bicycle storage at every possible bus stop location on the PCPT bus system. Figure 3-25 shows the recommended bicycle storage design for suitable PCPT bus stops. When placing bike storage at bus stops, consideration should be given to the following. The bike storage area is visible at all times Figure 3-25: Dimensions for placing an inverted U bike storage and not covered by a bus shelter, landscaping, or other elements at the bus stop. Use of locations where either on-site lighting or nearby street lighting illuminates the bicycle storage area. PCPT s bike storage facilities should be confined to one area at a bus stop to reduce visual clutter and maintain required accessible path clearances. Trash Receptacles Trash receptacles are considered as a standard amenity for most of the PCPT bus stops. However, the availability of regular maintenance and frequent trash pickups should be considered prior to adding trash receptacles. Figure 3-26: Bike storage and trash receptacle at a PCPT bus stop Chapter Three CURB-SIDE DESIGN ELEMENTS Trash receptacles at PCPT bus stops should be accessible, yet placed appropriately so that they do not interfere with the accessibility of the site or with passage along any adjacent sidewalks. When placing bus stop trash receptacles, PCPT recommends coordinating with shelters/benches and other furniture at the bus stop with regard to material and finish color. Figures 3-26 and 3-27 show the recommended placement dimensions for a trash receptacle at a sheltered and placement at bus stops. Figure 3-27: Placement of a trash receptacle at a sheltered PCPT bus stop. PASCO COUNTY Transit Infrastructure Design Manual 3-12

31 Bus Stop Landscaping Landscaping at bus stops makes both the stop and PCPT s services more attractive to current and potential riders. Figure 3-28 shows the required heights, placement, and use of various types of landscaping elements at a bus stop with a bus bay (bus bay not shown). Whereas placing new landscaping is not always necessary or financially feasible, coordinating stop locations with existing shade trees helps to provide protection from the sun and other elements is always encouraged by PCPT. However, landscaping should be placed where it will not interfere with the safety and personal security of passengers. In addition, when placing landscaping in the passenger waiting areas of PCPT bus stops, careful consideration should be given to ensure it does not interfere with the bus operator s visibility of waiting passengers or the visibility of waiting passengers to see the incoming bus. PCPT Figure 3-28: Placement and use of landscaping at a PCPT bus stop BRT Station Design and Placement Design BRT stations should be an upgraded version of PCPT s Enhanced stop type with BRT branding and BRT-specific components, such as off-board fare collection equipment, level boarding platforms, extra weather protection, and enhanced lighting. These stations should be custom-designed to match the branding for PCPT s future BRT system planned for implementation within the next 20 years and so are included in this manual. Future BRT station structures potentially could be fabricated off site to allow for identical and modular designs for multiple locations. Although BRT-specific elements such as branding make bus stops serving BRT appear different from other bus stops serving local/express PCPT services, BRT stations also must meet the federal and State mandated accessibility and design requirements applicable to ADA-compliant stops. The shelter design/look of a BRT station may vary, but there are many common elements such as level boarding platforms (see Figures 3-29, 3-30, and 3-31 for examples of other systems). Although they can increase the cost of a BRT station considerably, level boarding platforms can provide quicker and safer boarding and alighting of BRT passengers and a comfortable wait for the bus. The design of these optional platforms varies depending on the type of investment desired and local preferences. When implementing future BRT stations, PCPT may choose to use a combination of concrete boarding areas similar to a typical bus stop and level boarding on its BRT corridors and may limit level boarding feature only to heavy ridership stops. Placement Placement of BRT stations located on streets along PCPT s BRT service route would depend primarily on the type of the roadway configuration used, including curb-side and median. Table 3-1 summarizes advantages and disadvantages by type of on-street BRT stations. Future BRT corridors in Pasco County may use one or both configurations based on the level of investment and right-of-way availability at that time. Chapter Three CURB-SIDE DESIGN ELEMENTS PASCO COUNTY Transit Infrastructure Design Manual 3-13

32 However, when locating stops, PCPT recommends placing BRT stops on the far side of an intersection. Generally, far-side stops are preferred for all PCPT bus stops but especially for BRT, since locating stops far-side would improve travel time in conjunction with Transit Signal Priority (TSP), which is expected to be a key component of PCPT s BRT corridors. Figure 3-30: Median BRT station for Healthline BRT system in Cleveland, Ohio. Chapter Three CURB-SIDE DESIGN ELEMENTS Figure 3-29: Metro Rapid BRT (Los Angeles, California) concept drawing (top) and actual BRT station (bottom) on curb-side. Figure 3-31: Curb-side BRT station for Hillsborough Area Regional Transit in Tampa, Florida PASCO COUNTY Transit Infrastructure Design Manual 3-14

33 Table 3-1: Locating BRT Stations Curb-side Vs. Median Station Advantages Disadvantages Curb-Side Station Space likely to be available; possible to avoid taking street space by using existing sidewalk area. Possible to use standard bus stop and share facility with traditional bus service. Eliminates need for some pedestrian street crossings. Can serve both directions simultaneously and feels more rail-like. Such stops maximize speed by minimizing car conflicts and make TSP easier because of unique signals and signal phasing. Can take advantage of unused medians and may enable curb-side parking. Makes it easier to create a distinct station to identify and enhance system visibility. Does not create a visual obstruction for businesses and avoids passengers waiting in front of nearby storefronts, which can be a concern for local businesses. Median Station Buses must use curb lane to serve stop, potentially creating conflicts with right-turning vehicles, parked cars, bicycles, etc. (Use of a curb extension will help mitigate this issue.) Generally requires two platforms (one in each direction) and may conflict with other uses of sidewalk. In commercial areas, may be difficult to distinguish station stop signs from other signage. In cases where level boarding is desired, there may be grade issues because the typical platform height (14 ) is higher than the standard curb height (6 ). May require taking of more street space than curb -side options; may conflict with other uses of road, such as left turn lanes (far-side vs. nearside), and may require unique signal timing specifications. Requires all passengers to cross some street traffic at every stop and increases travel time for pedestrians if crosswalk is lengthened. Median space may be limited, and station may be more difficult to maintain. Chapter Three CURB-SIDE DESIGN ELEMENTS PASCO COUNTY Transit Infrastructure Design Manual 3-15

34 Design and Accessibility Compliance Bus Route Planning Bus Bays Bus Bulbs Vehicle Dimensions Bus Turning Template Intersection Design for Bus Turns Bicycle Lanes Shared-Use Path

35 Design and Accessibility Compliance This chapter presents the key street-side design elements associated with PCPT bus stops. As previously noted with curbside design elements, this manual identifies the key ADA accessibility requirements and standards for these components, but it does not provide a comprehensive list of all State and federal standards/requirements for ADA accessibility. For the required standards and suggested best practices beyond this manual, FDOT s Accessing Transit Design Handbook should be referenced to ensure that PCPT transit facilities are consistent with all current state and federal laws. Bus Route Planning The spacing and location of transit routes and stops are critical factors in designing for convenient access to public transportation, as the willingness of people to use public transportation instead of their automobiles directly depends on the convenience with which they can access the system. Bus Stop Spacing Figure 4-1: Bus stop on US 19 in Pasco County Bus stop spacing is an important consideration in the placement of stops. It has a significant influence on a person s decision to use transit and can impact transit vehicle operation and the overall performance of a transit system. Bus stops should be close enough to reduce walking distance and encourage transit ridership, but this must be balanced with the increase in the travel time required to serve additional stops. Available right-ofway, density of the surrounding area, existing and potential ridership in the area, traffic conditions, and route operations and efficiency should be considered in the spacing of stops. A common rule-of-thumb is that potential riders are willing to walk up to ¼ mile to reach a bus stop, so bus stops should be spaced no farther than ½ mile apart to provide the greatest area of coverage. Well-connected, grid-patterned streets will provide better access to transit routes than curvilinear streets with few route options (see Figures 4-2 and 4-3). Figure 4-2: Shorter walking distances In high-density urban areas, bus stops ideally should be spaced at ¼-mile intervals. For areas in which transit use is highly encouraged and automobile travel is designed to be a secondary mode of travel, such as with TOD, TND, and MUTRM land uses, stops should be spaced closer together. In less-dense suburban areas, bus stops ideally should be spaced at intervals between ¾ mile and ¼ mile. For rural areas, bus stops should ideally be spaced at intervals between ¾ mile and ½ mile. Table 4-1 provides the average bus stop spacing for PCPT s fixed route local bus services. Bus stop spacing for express/commuter bus services and for BRT services can vary and will determined by PCPT. Figure 4-3: Longer walking distances PASCO COUNTY Transit Infrastructure Design Manual 4-2

36 Table 4-1: Recommended Average Bus Stop Spacing by Mode for Fixed-Route Local Bus Service Land Use Category Bus Stop Spacing (mi) Rural Suburban Urban TOD TND MUTRM Area Activity Center* This information is intended to serve as a guide in determining the recommended number of bus stops. Although these spacing standards are the general rule, exceptions may be made in special circumstances. For example, an exception may be needed to accommodate passengers with disabilities who might otherwise need to use PCPT demandresponse service because they cannot access the nearest fixed-route bus stops. Final determination of the number and location of the stops will be made by PCPT/Pasco County Development Services staff. Bus Stop Location ¾ ½ ¾ ¼ The physical location of bus stops also greatly influences the convenience of transit access, which can, in turn, impact ridership. For example, when a large bus cannot efficiently maneuver through a shopping center parking lot, the bus stop serving the shopping center must be located on the street rather than at the building entrance. This results in a negative impact on bus patrons trying to access the shopping center, as they must walk further to reach the shopping center. In these cases, when it is not possible (or preferable) to design the parking lot to accommodate bus access, the site plan should then accommodate the safe travel of transit passengers as they walk between roadside bus stops and building entrances. ¼ ¼ ⅛ ¼ ⅛ ¼ ⅛ At or adjacent to major activity centers *As determined by Development Services/PCPT staff. Major activity centers may include regional malls, airports, hospitals, colleges, big box retailers, large recreational facilities, etc. In instances in which a specific use, such as a shopping center, is not being served by transit, roadway intersections are often the best locations for transit stops because they: Naturally attract development Typically are equipped with pedestrian crosswalks if signalized Are more likely to serve as a transfer point between two or more PCPT routes If block lengths are too long to provide convenient walking distances to mid-block land uses, mid-block transit stop locations can be used to provide more direct transit linkage to these areas. Curb-side bus stops should be provided where: Design speed is less than or equal to 45 mph Adequate space exists in the right-of-way for improvement of shelters and benches Access can be provided for passengers with disabilities Major trip generators are nearby Connections exist to pedestrian facilities Nearby major intersections are signalized Street lighting exists for nighttime routes Adequate curb length is present to accommodate the bus stop zone Rural stops should be placed at the least sloped points that comply with ADA guidelines. Other criteria for bus stop locations that should be considered include the following: Bus stops in exclusive right-turn lanes should be located at least 100 ft in advance of the intersection. If a bus bay/pullout is provided near a railroad crossing, it should be located a minimum of 50 ft from the stop bar. Refer to the Florida Greenbook and FDOT s Planning Preparations Manual (PPM) for more guidance on drainage issues. Bus stops near railroad crossings should be at least 25 ft in advance of the crossing pavement markings. If a bus stop must be located on the far side of a crossing, it should be located at least 450 ft beyond the crossing. Roadway pavement at bus stop locations must be able to withstand the axle loads that PCPT buses apply on a regular and repetitive basis. Areas of Chapter Four STREETSIDE DESIGN ELEMENTS PASCO COUNTY Transit Infrastructure Design Manual 4-3

37 particular concern are those that accommodate bus starts, stops, and turns because of the increased loads associated with these movements. Therefore, the pavement composition of the streets and roadways that are regularly used by buses is an important design consideration. It is important to recognize that exact pavement design will need to be based on particular site-specific characteristics, such as average daily traffic volume and the condition and resistance of the soil at that location. Locating PCPT Bus Stops at/near Intersections PCPT recommends far-side stops at signalized intersections at which the right lane is a turn-only lane. However, if the right lane is a through lane, a near-side stop should be used. A mid-block stop should be used only in instances where there is a significant distance between intersections. Figure 4-4 shows recommended locations for farside, near-side, and mid-block bus stops. When placing PCPT bus stops at an unsignalized intersection, a minimum distance of 12 ft from the intersection point of curve/tangent or edge of crosswalk, whichever is farther back from the intersection, should be maintained. If the intersection is signalized, the minimum distance should be 5 ft from the intersection point of curve/ tangent or edge of crosswalk, whichever is farther back from the intersection. For bus stops at or near intersections, there are both advantages and disadvantages to locating them at far-side, near-side, or mid-block locations, which are summarized in Table 4-2. These should be considered along with the land use mix of the area to be served by a transit stop to ensure a location that will give the most transit riders the most convenient transit access while minimizing traffic congestion and safety concerns. Regardless of its location in relation to a roadway intersection, driveway, bridge, rail crossing, etc., all key elements related to accessibility at PCPT bus stops must be addressed. Table 4-3 provides a bus stop placement checklist that presents the key elements of bus stop accessibility that should be used to ensure that PCPT bus stops are located to effectively serve a wide range of passengers with various accessibility concerns. Chapter Four STREETSIDE DESIGN ELEMENTS Figure 4-4: Bus stop location dimensions at/near an intersection PASCO COUNTY Transit Infrastructure Design Manual 4-4

38 Table 4-2 Summary of Advantages and Disadvantages for Bus Stop Placement Options Far Side Stop Advantages Disadvantages Minimizes conflicts between right-turning vehicles and buses. Provides additional right-turn capacity by making curb lane available for traffic. Minimizes sight distance problems on approaches to intersection. Encourages pedestrians to cross behind the bus. Creates shorter deceleration distances for buses since the bus can use the intersection to decelerate. Results in bus operators being able to take advantage of the gaps in traffic flow that are created at signalized intersections. Near-Side Stop Minimizes interferences when traffic is heavy on far side of intersection. Allows passengers to access buses closest to crosswalk. Results in width of intersection being available for driver to pull away from curb. Eliminates potential of double stopping. Allows passengers to board and alight while bus is stopped at red light. Provides driver with opportunity to look for oncoming traffic, including other buses with potential passengers. Mid-Block Stop May result in intersections being blocked during peak periods by stopping buses. May obscure sight distance for crossing vehicle. May increase sight distance problems for crossing pedestrians. Can cause a bus to stop far-side after stopping for a red light, interfering with both bus operations and all other traffic. May increase number of rear-end accidents since drivers do not expect buses to stop again after stopping at a red light. Could result in traffic queued into an intersection when a bus is stopped in travel lane. Increases conflicts with right-turning vehicles. May result in stopped buses obscuring curbside traffic control devices and crossing pedestrians. May cause sight distance to be obscured for cross vehicles stopped to right of bus. May block through lane during peak period with queuing buses. Increases sight distance problems for crossing pedestrians. Chapter Four STREETSIDE DESIGN ELEMENTS Minimizes sight distance problems for vehicles and pedestrians. May result in passenger waiting areas experiencing less pedestrian congestion. Requires additional distance for no-parking restrictions. Encourages patrons to cross street at mid-block (jaywalking). Increases walking distance for patrons crossing at intersections. PASCO COUNTY Transit Infrastructure Design Manual 4-5

39 Design Element Presence, Design, and Placement Table 4-3 Bus Stop Placement Checklist Checklist of Considerations Are bus stops sited properly? Are safe pedestrian crossings nearby for transit passenger use? Is sight distance to the bus stop adequate? Are shelters appropriately designed and placed for pedestrian safety and convenience? Quality, Conditions, and Obstructions Continuity and Connectivity Lighting Visibility Traffic Characteristics Signs and Pavement Markings Bus Bays Is the seating area at a safe and comfortable distance from vehicle and bicycle lanes? Do seats (or persons sitting on them) obstruct the sidewalk or reduce its usable width? Is a sufficient area provided to accommodate waiting passengers, boarding/alighting passengers, and through/bypassing pedestrian traffic at peak times? Is the B&A area a firm, stable, slip-resistant surface and free of problems such as uneven surfaces, standing water, or steep slopes? Is the sidewalk free of temporary/permanent obstructions that constrict its width or block access to the bus stop? Is the nearest crossing opportunity free of potential hazards for pedestrians? Are transit stops part of a continuous network of pedestrian facilities? Are transit stops maintained during periods of inclement weather? Are access ways to transit facilities well lit to accommodate early morning, late afternoon, and evening travel? Are open sight lines maintained between approaching buses and passenger waiting and loading areas? Do pedestrians entering and leaving buses conflict with cars, bicycles, or other pedestrians? Are appropriate signs and pavement markings provided for transit stops? Bus bays enable safe passenger loading and unloading without causing traffic delays. Bus bays are recommended for far-side PCPT bus stops that are located on roads with a posted speed of 45 mph or higher. In addition, bus bays are preferred for bus stops that are adjacent to a major activity center that generates high ridership (20 40 boardings per hour per direction), which results in longer dwell times. Bus bays also are preferred with for the following conditions: The curb lane (the traffic lane next to the curb) is (or will be) used by moving traffic. Traffic in the curb lane is between vehicles during the peak hour. Potential exists for vehicle/bus conflicts that warrant separation of transit and passenger vehicles. There is a history of repeated traffic and/or pedestrian accidents at the stop location (particularly rear-end collisions with stopped buses). Sight distances (hills, curves) prevent traffic from stopping safely behind a stopped bus. A right-turn lane is used by buses as a queue jump lane. Appropriate transit signal priority (TSP) treatment exists at the intersection. Bus volumes are between each way in the peak hour on the roadway. Average peak-period dwell time exceeds seconds per bus, or the bus stop location is a layover at the end of the bus trip. Bus parking in the curb lane is prohibited or can be prohibited. The bus has extended layover times to accommodate transferring passengers. Roadway profile low points can be avoided. A 2% cross-slope can be achieved on the roadway. Chapter Four STREETSIDE DESIGN ELEMENTS PASCO COUNTY Transit Infrastructure Design Manual 4-6

40 Figures 4-5 and 4-6 illustrate examples of existing bus bays at PCPT stops. Figure 4-7 details the design specifications for a PCPT bus bay, and Table 4-4 summarizes the preferred bus bay dimensions based on roadway speed. With the planned BRT services in Pasco County, bus bays should be considered together with TSP for implementation at all major intersections where the BRT buses would operate in mixed-traffic. Figure 4-5: Marked bus bay Figure 4-6: Unmarked bus bay Chapter Four STREETSIDE DESIGN ELEMENTS Figure 4-7: Bus bay design dimensions Through Speed (mph) Enter Speed (mph) Table 4-4: Bus Bay Dimensions Based on Roadway Speed Entrance Taper (ft) Deceleration Lane (ft) Element Length Stopping Area (ft) Acceleration Lane (feet) Exit Taper (ft) <30 <20 5:1 min None 50 None 3:1 max 130 min , , , , , , ,225 Total (ft) PASCO COUNTY Transit Infrastructure Design Manual 4-7

41 Bus Bulbs A bus bulb, also called a nub or curb extension, is a section of sidewalk that extends from the curb of a parking lane to the edge of the through lane and is used as a bus stop. This protruding section of sidewalk enables a bus to stop in the traffic lane rather than weave into the parking lane to serve a curbside stop. Bus bulbs not only provide more space for waiting passengers and passing pedestrians, they also provide room for additional bus stop infrastructure, such as shelters and seating. Figure 4-8 illustrates the design dimensions for a PCPT bus bulb at an intersection. In general, the following characteristics should be used to help identify potential locations for bus bulb implementation: High pedestrian activity Crowded sidewalks Streets with lower traffic speeds and/or volumes On-street parking Pedestrian crossing issues Bus stops in travel lanes PCPT recommends locating bus stops at bus bulbs in core/high density areas of TODs, NTDs, and MUTRM areas, where pedestrian activity is high, street parking is common, and posted speeds are lower. Chapter Four STREETSIDE DESIGN ELEMENTS Vehicle Dimensions It is important to incorporate the dimensions of PCPT s buses in the design of its transit facilities, giving consideration to both vehicles currently used and those planned for future service improvements. Table 4-5 shows the typical dimensions of buses, ranging from a 40-ft standard motorbus used to provide local service to a 80-ft articulated bus (ideal for BRT service on very high-density corridors). The 40-ft buses represent the standard and most frequentlyused type for PCPT s existing routes and most planned future local routes. However, although meeting the design requirements Figure 4-8: Bus bulb design dimensions Length (ft) for a vehicle of this size will ensure that the fleet will be accommodated at most locations, a corridor that may include future BRT and other premium transit services may need facilities designed for larger vehicles. Table 4-5 Typical BRT Vehicle Dimensions and Capacities Width (in.) # Door Channels # Seats (incl. seats in wheelchair tie-down areas) Maximum Capacity* (seated + standing) *Capacity includes seated riders plus standees computed at a density of 3 standing persons per sf. Source: 2013 Accessing Transit, FDOT. PASCO COUNTY Transit Infrastructure Design Manual 4-8

42 Bus Turning Template A significant design consideration for transit vehicle movement is the turning radius of PCPT buses today and in the future. This especially is the case in the design of internal parking lot roads. Figures 4-9 and 4-10 show the design template for the minimum turning paths of a 40-ft bus and a 60-ft bus, respectively. Figure 4-9: Bus turning template for 40-ft bus Chapter Four STREETSIDE DESIGN ELEMENTS Figure 4-10: Bus turning template for 60-ft bus PASCO COUNTY Transit Infrastructure Design Manual 4-9

43 Intersection Design for Bus Turns When a bus makes a right turn at an intersection, the curb radius of the corner can have an impact on the operation of that vehicle. Smaller curb radii tend to slow buses down significantly, reducing travel time capabilities. They also may require buses to encroach on an adjacent lane of traffic as they negotiate the turn, creating a potentially hazardous situation. On the other hand, larger turn radii can increase operating speeds, minimize encroachment, and improve the overall level of ride comfort and safety of passengers. The Pasco County standard for minimum required curb radii is 30 ft in all cases. Use of this specification ensures that there will be no bus encroachment on adjacent lanes. It should be noted, however, that the trade-off for larger curb radii at intersections is an increase in pedestrian crossing distance, which could pose an additional safety concern if not accounted for in overall intersection design (e.g., signal timing, pedestrian signals, median treatments). Bicycle Lanes Bicycle lanes have become a key part of Pasco County s multimodal transportation network and typically are located on the right side of the street, connecting transit users to bus stops. Figure 4-11 shows the minimum width for a bicycle lane as required by FDOT. FDOT now allows green pavement color in a bicycle lanes on the State Highway System in traffic conflict areas or keyholes, areas in which bicycle lanes exist between through lanes and right-turn lanes, bus bays, or parking lanes. Prior to installing bike lanes, refer to the most recent FDOT PPM for more detail on permitted conditions and requirements for green color bicycle lanes. Shared-Use Paths Shared-use paths include paved pathways that are physically separated from regular vehicle traffic by an open space or barrier and either within the highway right-of-way or an independent right-ofway (see Figure 4-12). Typically used by bicyclists, pedestrians, skaters, and runners, shared-use paths may be used to access a bus stop and board a bus. Where shareduse paths are provided, bus stops must be connected so that they are located in a manner that provides accessible shared-use path access points to the roadway. Refer to the most recent FDOT PPM for more details on designing shared-use paths. Chapter Four STREETSIDE DESIGN ELEMENTS Figure 4-12: Shared-use path in New York (Source: FHWA) 84 minimum width Figure 4-11: Bike Lane width requirements PASCO COUNTY Transit Infrastructure Design Manual 4-10

44 Overview Key Park-and-Ride Facility Elements Lot Size Estimation Accessibility Compliance Overview

45 Overview* This chapter provides information pertaining to federal and State guidelines and standards necessary to achieve accessibility compliance for park-and-ride facilities. Additionally, the revised FDOT State Park-and-Ride Guide (June 1, 2012) provides ample information necessary to plan, implement, and manage parkand-ride facilities. This FDOT document, located at pdf, provides guidance on the following elements: Park-and-Ride Planning Process Site Selection Demand and Facility Size Estimation Impact Assessments Economic Analysis and Project Justification Conceptual Design Considerations Project Selection, Funding, and Allocation Methods Maintenance and Management Promotion Marketing Inventorying, Evaluating, and Reporting on Existing Facilities Program Performance Evaluations Private Participation Use of this chapter in concert with the FDOT Park-and-Ride Guide will provide sufficient information to plan and design a compliant park-and-ride facilities required to support the PCPT system. Existing Park-and-Ride Facilities in Pasco County There are currently two park-and-ride lots available in Pasco County, both of which are located in the south central portion of the county. One is located at the Crossroads Community Methodist Church on Old Pasco Road and the other is located at the Victorious Life Church just north of the Hillsborough-Pasco county line. Picture from Asela *To effectively locate, plan, and design park-and-ride facilities in Pasco County, this chapter should be used in concert with the Pasco County MPO Conceptual Vision for Park-and-Ride Facilities (December 2012), prepared and available separately. PASCO COUNTY Transit Infrastructure Design Manual 5-1

46 Key Park-and-Ride Facility Elements Types of park-and-ride lots include urban corridor, urban fringe, peripheral, and remote. Urban lots are usually served by express routes that collect transit passengers near their homes in the suburbs and are likely to be used for long-haul trips or car/ vanpooling. Peripheral lots generally are located at the edges of an activity center. (For the purpose of this chapter, activity centers are described as major trip generator/attractors such commercial hubs, downtowns, collages/universities, office/retail centers, etc.) Urban and remote lots sometimes can be joint-use lots near developments such as libraries, meeting halls, sports facilities, and theaters and near commercial land uses along major corridors that generally are not used during the work day. Refer to the Pasco County MPO Conceptual Vision for Park-and-Ride Facilities for a detailed review of urban corridor, urban fringe, peripheral, and remote park-and-ride facilities. Park-and-ride facilities that exclusively serve local areas (transit routes) are generally smaller due to relatively low demand and often require fewer amenities. Facilities that serve commuter or express routes often are larger and require shelters, bus idling areas, and passenger drop-off areas. Automobiles should be able to access a park-andride lot from collector or access roads intersecting arterials, and bus turning movements should be in the direction opposite incoming traffic. Lots should be connected to multiple streets and ensure minimum conflict with other traffic. Locating facilities on the passenger side of larger traffic streams can avoid conflicts with buses flowing in the opposite direction when they attempt to enter the facility. Area traffic patterns should be taken into consideration, and adequate queuing space for motorists to wait in cars before parking and transferring to transit should be provided. Lots should be located and designed such that passenger safety, accessibility, and convenience are maximized. Park-and-ride lots require all-day parking for commuters and should be located within 300 ft of bus loading zones. The number of parking spaces is determined on the basis of current and future ridership; approximately spaces per acre are reasonable for such facilities. Designated spaces for accessible parking must be located nearest to the bus boarding and alighting areas and must include accessible connections between the accessible parking spaces and the bus loading areas and to amenities throughout the facility. Key considerations for the installation of park- andride facilities include the following: Adjacent Land Use Within existing developments, ease of access to transit should be provided in a car-friendly manner, developed by state or local governments or on private properties such as churches, schools, and recreation and community centers. This simply means to build connections, both pedestrian and vehicular, as appropriate, between adjacent developed facilities to facilitate use of the parkand-ride facility. Approximate Site Area The site area connected by multiple streets should ensure minimal conflict with other traffic, with consideration of traffic patterns and commute patterns. Enough space for motorists to park cars based on the demand needed for transferring to transit or van/carpooling should be provided. Passenger comfort, safety, and accessibility should be maximized and should reduce conflicts with congestion and traffic. Street Characteristics This should be a major arterial that serves a commuting corridor. Bus-side Elements These include a bus idling area, an off-line bus stop/storage area, a bus bay, a half-sawtooth bay, and vehicle access points. Curbside Elements These include a sheltered stop with benches, a bus boarding and alighting area (ADA component), bike parking/ securement, trash receptacles, signage, and route information. Park-and-Ride Connections Access for all-day vehicle parking should be provided, as well as access to bicycle and pedestrian pathways and transit boarding and alighting areas. Chapter Five PARK-AND-RIDE FACILITIES PASCO COUNTY Transit Infrastructure Design Manual 5-2

47 Locating Park-and-Ride Facilities Layout Design The Pasco County MPO has developed a Conceptual Vision for Pasco Park-and-Ride Facilities, which identifies potential locations for park-and-ride areas in Pasco County for the next 23 years. The areas are categorized into the four park-and-ride facility types: remote/rural, urban fringe, peripheral, and urban corridor. This document provides Pasco County with initial guidance for the effective planning and successful integration of park-and-ride facilities into the county s growing multimodal transportation network. Therefore, prior to identifying potential sites for developing park-and-ride facilities, the Conceptual Vision should be reviewed in consultation with the MPO. Retention Swale 270 Park-and-ride design layouts vary based on the type of mode served and location of the site. Typical design layouts for rural and urban park-and-ride lots are shown in Figures 5-2 and 5-3. The parking layout of a park-and-ride should consider the following types of parking areas in the site layout: Carpool/Vanpool Information Accessible parking Kiss-and-ride (passenger drop-off and pick-up areas) Short-term parking Standard park-and-ride parking When measured by square feet per space, 90-degree parking provides the most efficient layout. Aisles must be designed for two-way traffic for 90-degree 160 Accessible Parking* * 4 spaces required. Figure 5-2: Conceptual design for rural park-and-ride lot Source: FDOT State Park-and-Ride Guide Chapter Five PARK-AND-RIDE FACILITIES 340 Retention Swale Figure 5-3: Conceptual design for urban park-and-ride lot Source: FDOT State Park-and-Ride Guide 360 Accessible Parking** *7 spaces required. Kiss & Ride Bus Shelter and Information PASCO COUNTY Transit Infrastructure Design Manual 5-3

48 parking and should be aligned to facilitate convenient pedestrian movement toward the transit loading zone. Aisle lengths should not exceed 400 ft, if possible. Table 5-1: Parking Layout Dimensions for Lots with 90 and 45 Angle Parking Dimension (feet) On Diagram Space width, parallel to aisle A Space length of line B Space depth of wall C Aisle width between parking space lines D Space depth, interlock E Module, wall to interlock F Module, interlocking G Module, interlock to curb face H Bumper overhang (typical) I Offset J Setback K 11 0 Cross aisle, one-way L Cross aisle, two-way Figure 5-4: Comparison of 90 and 45 angle parking layouts. Source: FDOT State Park-and-Ride Guide Chapter Five PARK-AND-RIDE FACILITIES Source: FDOT State Park-and-Ride Guide Figure 5-5: Parking Layout with 45 angles for small lot. Source: FDOT State Park-and-Ride Guide Figure 5-1: Hidden River Regional Park-and-Ride serving Metro Rapid BRT service in Hillsborough County, Florida. PASCO COUNTY Transit Infrastructure Design Manual 5-4

49 Lot Size Estimation The lot sizes for park-and-ride facilities in Pasco County should be determined using one of the following two estimation methods: Lot size classification table Forecast/model data Each of the two lot size estimation methods for remote and urban park-and-ride lots, including urban corridor, urban fringe, and peripheral facilities, is discussed in detail below. Lot Size Estimation Using Lot Classification Table Table 5-2, Park-and-Ride Lot Size Classification, was developed for Pasco County to help determine appropriate remote and urban park-and-ride lot sizes. The table provides ranges of lot sizes for both rural and urban lots and the suggested number of parking spaces for each. It should be noted that for determining more accurate lot sizes for park-andride facilities, the methodology using the demandbased approach (see Lot Size Estimation Using Forecast/Model Data) should be used. The table is intended to provide more general and preliminary information on lot size and space ranges. Lot size and space estimates may vary from the suggested ranges identified in the table due to forecast demand, right-of-way availability, applicable county/municipal code requirements, and/or construction costs. The final determination on lot size and space requirements is subject to revisions/approval from Pasco County and where necessary, FDOT. Lot Size Estimation Using Forecast/Model Data Lot size estimation for remote and urban lots, including data needs and estimation methodologies, are discussed below. The information provided is from the FDOT State Park-and-Ride Guide, which includes more details on lot size estimation. Remote Lot Size Estimation The data needed include: Observations of actual informal parking Population data at the trip origin Employment data at the destination end The methodology for estimating lot size for a remote facility includes counting existing informal parking and adjusting for growth and expected error. The methodology and an example calculation are provided below. The example assumes design in five years. Urban Lot Size Estimation This lot size estimation methodology can be used for urban corridor, urban fringe, and peripheral facilities. Chapter Five PARK-AND-RIDE FACILITIES Table 5-2: Park-and-Ride Lot Size Classification for Pasco County Lot Type Lot Size (acres) 1 Infrastructure/Amenities Allocation per Lot (acres) 2 Number of Parking Spaces (300 sf per space) 3 Remote spaces Urban spaces 1 Ranges for lot size and number of spaces are for surface park-and-ride lots. Ranges are based on information from FDOT State Parkand-Ride Guide (2012), Transit Cooperative Research Program (TCRP) Report 95: Park-and-Ride/Pool (2007), Washington State DOT Design Manual (2009), and professional judgment. Currently, no specific standards can be found in published literature on urban or remote park-and-ride lot sizes for Florida or elsewhere. A review of industry data also have not yielded tested scientific data, as size is generally a function of demand and estimated through various formulas. For more accurate lot size determinations, refer to the lot size estimation techniques using forecast/model data (see Lot Size Estimation Using Forecast/Model Data). 2 Infrastructure/amenities allocation of 40% assumed based on review of industry data. Typically allows for borders, landscaping, passenger amenities, bus facilities for larger lots, and future expansion. 3 Allocation of 300 sf for a surface parking lot assumed based on review of industry standards. Includes sufficient area for parking, circulation, and access. If parking structure/garage planned, 325 sf per parking stall recommended. 4 Urban park-and-ride lots sizes/space ranges are applicable to all urban lot types, including corridor, urban fringe, and peripheral parkand-ride facilities. PASCO COUNTY Transit Infrastructure Design Manual 5-5

50 The data needed include the following: Activity center employment (from ZDATA file) Home-based work mode share data (such as from urban model mode split step) Home-based work trip vehicle occupancy data (such as from urban model mode split step) Activity center parking inventory from local data source or field data collection exercise Estimation of lot size for urban facilities requires more data and involves more detailed calculations. The Traffic Analysis Zone (TAZ) map, design year employment, and design year population can be obtained from the urban area data sets maintained by the local MPO and/or the FDOT District Planning Office. Interpolation may be necessary if the base or planning years of these data are not consistent with those of the sizing analysis. Traffic counts for state roadways are available from FDOT District Offices. Counts for County and City facilities are available from the respective local government. In some communities, the MPO or other local agency compiles and publishes traffic counts from all jurisdictions with scheduled traffic count programs. An inventory of available parking spaces may need to be conducted. Such inventories already may exist and can be obtained by contacting the local parking authority, City, County, and/or MPO. The inventory should concentrate on spaces in public and private surface lots and structures and should include curbside parking spaces. The methodology is described in Appendix A. An example calculation also is provided. The example assumes design in five years. (Note: Peripheral facilities are designed to supplement parking deficiencies in highly-congested or access-restrained activity centers. Therefore, per FDOT, the size requirements for peripheral facilities also can be determined from estimates of the parking deficiencies, with considerations for transit usage and the distribution of existing parking supply. If transit service is not provided, the peripheral parking facility will need to be located within comfortable walking distance of high activity centers.) Accessibility Compliance Overview Passengers generally reach bus boarding and alighting areas from park-and-ride lots after parking their automobiles. As the placement of park-andride lots may vary from site to site due to various property or financial limitations and physical conditions unique to the site, accessibility for passengers from such lots to the transit vehicle must be designed on a case-by-case basis. In every such case, however, basic minimum ADA standards must be followed in every aspect of providing park-andride facilities to ensure proper compliance with existing federal and State regulations. Federal accessibility requirements are provided by the Americans with Disabilities Accessibility Guidelines (ADAAG) as revised in 2004 and adopted and enforced by the U.S. Department of Transportation (DOT) on November 29, Additionally, the U.S. Department of Justice (DOJ) adopted the 2010 ADA Standards for Accessible Design, with full enforcement as of March 15, State accessibility requirements can be found in Chapter 11 of the Florida Building Code, titled the Florida Accessibility Code (FAC). On March 15, 2012, the State of Florida enacted a revised set of accessibility standards, the 2012 Florida FAC, as an adjunct to the 2010 Florida Building Code, which are are, in part, more stringent than the DOT and DOJ standards, particularly when applied to parking requirements. The State frequently updates its building code standards and generally issues published updates to the codes every two years. The 2012 FAC rulemaking is a major update to the accessibility code due to the federal adoption of the 2010 ADA Standards for Accessible Design. The previous FAC received certification by the DOJ of conformance to the ADAAG requirements, but with the revision, recertification is necessary. The 2012 FAC and, most recently, the 2014 FAC, have been developed in conformance with the 2010 ADA Standards for Accessible Design and is expected to receive recertification by DOJ. Another revision of ADAAG standards is considerably distant in time, so a major update of the FAC is not expected. This chapter includes the accessibility requirements currently enforced and covers parkand-ride facilities; earlier chapters are based on earlier code requirements. Chapter Five PARK-AND-RIDE FACILITIES PASCO COUNTY Transit Infrastructure Design Manual 5-6

51 Accessibility Code Requirements Bus B&A areas must meet the minimum requirements of the ADAAG (mirrored by FAC requirements). These requirements cover the following potential elements of park-and-ride facilities: Pedestrian pathways and access Bus boarding and alighting Passenger amenities Information/communication features Operational features Parking facilities These broad categories include the following detailed accessibility parameters as applied to parkand-ride facilities. Accessible Routes Must be minimum 36-in.-wide continuous unobstructed path (FDOT standards specify walkways must be minimum 48 in. wide). Must have a 32-in. minimum width at doorways. Must have in. passing spaces at 200-ft intervals. Running slope (direction of travel) must be equal to or less than 5% (>5% = ramp). The cross slope (perpendicular to direction of travel) must be equal to or less than 2%. Surfaces and Sidewalks Surface must be firm, stable, and slip-resistant (wet or dry). Changes in level between ¼ and ½ in. must be beveled at 1:2 slope. Changes in level greater than ½ inch are not allowed or must be ramped. Gaps in gratings must be no greater than ½-in. wide, and openings must be aligned perpendicular to travel. Protruding Objects Objects at in. above grade must not be more than a 4-in. protrusion. Post-mounted objects must not be more than a 12-in. protrusion. Overhead clearance must be equal to or greater than 80 in. above the surface. Ramps and Curb Ramps Maximum ramp segment slope permitted is 1:12 (8.3%). Maximum cross slope permitted is 1:48 (2.08%). Level landings must be provided at each 30 ft (1:12) or 40 ft (1:16) horizontal projection. Landings must be no less than 60 in. long and run the full width of the ramp segment. Handrails must be provided on both sides of the ramp (handrails not required on curb ramps). Edge protection must be provided on ramp drop-offs. Change in direction on ramps must be equal to or greater than in. Curb ramps must have detectable warning material the full width of the ramp and 24 in. from back edge of curb. Curb ramps must have a 36-in.-long level landing at top of slope. Curb ramps must have detectable warning in truncated domes with pattern and characteristics defined by regulations, including contrasting color. A detectable warning is required at landings and flush transitions at street crossings. Parking Facilities Accessible parking must be provided at public access park-and-ride facilities. The quantity of accessible parking spaces must be provided according to Table 5-1. The FAC requires that each accessible parking space be no less than 12 ft wide (ADAAG specifies an 8-ft-wide parking space). Each accessible parking space must have an adjacent 60-in.-wide access aisle (2 accessible spaces can share an access aisle). The access aisle must be striped diagonally to designate it as a No Parking Zone. Accessible parking spaces and their access aisles must be connected to the accessible route (44 in. wide per FAC) closest to the facility s accessible entrance and configured in a manner so that users will not be compelled to travel behind parked vehicles. On-street parallel parking spaces must be located either at the beginning or end of a block or adjacent to alley entrances. Curb ramps must be located outside of the disabled parking spaces and access aisles. Chapter Five PARK-AND-RIDE FACILITIES PASCO COUNTY Transit Infrastructure Design Manual 5-7

52 Parked vehicle overhangs must not reduce the clear width of an accessible route. Parking spaces and access aisles must be level, with surface slopes not exceeding 1:48 (2.08%) in all directions. Per the FAC, each accessible parking space must be prominently outlined with blue paint and must be repainted as necessary so as to be clearly distinguishable as a parking space designated for persons with disabilities and must be posted with a permanent above-grade sign bearing the international symbol for accessibility, meeting the requirements of color and design approved by FDOT, Section , and the caption Parking by Disabled Permit Only. Such sign erected after October 1, 1996, must indicate the penalty for illegal use of the space. Van-accessible parking spaces located within a parking structure must have an additional sign reading Van Accessible mounted below the symbol of accessibility. Such signs must be located so they cannot be obscured by a vehicle parked in the space. A minimum of 1 in every 6 accessible spaces, or fraction thereof, must be identified as van accessible. Van-accessible spaces must provide a minimum vertical clearance of 114 in. at accessible passenger loading zones and along at least 1 vehicle access route to such areas from site entrance(s) and exit(s). Non-van-accessible spaces must provide a minimum vertical clearance of 98 in. at the space and along at least one vehicle access route to the site entrance. Surfaces of parking spaces and access aisles must be stable, firm, slip-resistant, and located on the same level (elevation). Bus Boarding and Alighting Areas Must be on or connect to an accessible route. Must have an accessible approach to boarding and alighting area and all provided amenities. The clear area of the boarding and alighting area must be equal to or no less than 60 in. parallel and 96 in. perpendicular to the curb or street/ roadway edge and connected to the accessible route. The cross slope of the boarding and alighting area (perpendicular to curb) must be equal to or less than 2%. Table 5-3: Required Minimum Accessible Parking Spaces Total Parking in Area/ Lot or Structure The running slope (parallel to curb) of the boarding and alighting area should match the slope of the roadway. The boarding and alighting area must provide a firm, stable, slip-resistant surface. The bus stop site must be chosen to provide the greatest degree of accessibility practicable. Bus stop amenities must be connected to an accessible route and allow accessible maneuvering space and be within a 48-in. maximum and 15-in. minimum from the ground reach range of all operating controls. If a shelter is provided, it must connect to the accessible route and allow a minimum space of in. fully within the shelter. If a bench is included within a shelter, it must allow minimum space of in. resting/ transfer space at one end of the bench. Park-and-Ride Signs Required Minimum Number of Accessible Spaces % of total 1001 and over for each 100 over 1000 Source: FDOT State Park-and-Ride Guide Park-and-ride signs may be used to direct road users to park-and-ride facilities, and they also promote the use of the facility. They should be placed on all routes providing access to a park-and-ride lot and should be placed to intercept users on their normal paths and guide them directly to the facility. Chapter Five PARK-AND-RIDE FACILITIES PASCO COUNTY Transit Infrastructure Design Manual 5-8

53 The signs should conform with the applicable Manual on Uniform Traffic Control Devices (MUTCD) and FDOT Design Standards. The following standards and guidelines are included in the most recent MUTCD: The signs must contain the word message Park Ride and direction information (arrow or word message). However, they also may contain the local transit pictograph and/or carpool symbol. If used, the local transit pictograph and/or carpool symbol must be located in the top part of the sign above the Park Ride message. In no case should the vertical dimension of the local transit pictograph and/or carpool symbol exceed 18 in. (If the function of the parking facility is to provide parking for Figure 5-6: Example of park-and-ride sign directing persons to facility. persons using public transportation, the local transit pictograph should be used on the guide sign. If the function of the parking facility is to serve carpool riders, the carpool symbol should be used on the guide sign. If the parking facility serves both functions, both the local transit pictograph and carpool symbol should be used.) These signs must have a retroreflective white legend and border on a rectangular green background. The color of the local transit pictograph must be selected by the local transit authority. (To increase the target value and contrast of the local transit pictograph, and to allow the local transit pictograph to retain its distinctive color and shape, the pictograph may be included within a white border or placed on a white background.) FDOT s Traffic Engineering and Operations Office should be contacted to ensure appropriate placement distances for guide signs. Signs should be considered at interstate or major arterial highways to direct users to nearby facilities. When feasible and applicable, using Variable Message Signs (VMS) may promote the lot and provide real-time information on the number of parking spaces available and time until the next transit vehicle leaves. However, VMS use requires approval by the Federal Highway Administration (FHWA) and/or FDOT Traffic Engineering and Operations. Bus Stop Signs Proper signs at bus stops are an important element of good transit service, as they serve as a source of information to patrons and operators regarding the location of the bus stop and are excellent marketing tools to promote transit use. Letter styles, sign appearance, and color choice should be unique to the transit system so that passengers can readily identify bus stops: Double-sided signs that provide for visibility from both directions and reflectorized signs for night-time visibility are preferred. Bus stop signs should be placed at the location where people board the front door of the bus. The bus stop sign should show the area where passengers should stand while waiting for the bus and serve as a guide for the bus operator in positioning the vehicle at the stop. The bottom of the sign should be at least 7 ft above ground level and should not be located closer than 2 ft from the curb face. Other Signage Signs providing route designations, bus numbers, destinations, and access information must be designed for use by transit riders with vision impairments. In some cases, two sets of signs may be needed to ensure visibility for most users and to assist users with sight limitations. Route maps or timetables are not required at the stop, although such information would be valuable to all passengers. Specific guidelines are given for these signs in Section 703 of the ADAAG and must be followed to ensure compliance. Signage should follow the MUTCD, FDOT, and local guidelines. Other Parameters Transit route information can be displayed on shelters, in building lobbies, along developed walkways, and in other appropriate areas to provide accurate route and schedule information to the public. PCPT bus stop installations at park-and-ride facilities could Chapter Five PARK-AND-RIDE FACILITIES PASCO COUNTY Transit Infrastructure Design Manual 5-9

54 include a route schedule sign display mounted to the bus stop sign post or on the shelter wall when provided. Landscape features can be used at transit waiting areas to increase passenger comfort and to develop an attractive transit waiting area. Earth berming, trees, and other plantings can be used to provide shade, act as windbreaks, and offer an aesthetically-appealing environment to transit users. However, passenger security and the corner sight-distance triangle, must be considered when designing these features. Doors Doors at entrance, exits, and within facilities must provide a minimum clear width opening of 32 in. Maneuvering clearances in compliance with ADAAG Section 404 must be provided at doors to provide sufficient space for the maneuverability of a wheelchair to gain egress. If thresholds are provided at doorways, the vertical change in level must be no greater than ½ in. If doors are in series (as in a vestibule), the space between two hinged or pivoted doors or gates must provide a minimum of 48 in. plus the width of the doors or gates that swing into the space. Handles, pulls, latches, locks, and other operable parts on doors and gates must be located at 34 in. minimum and 48 in. maximum above the finished floor or ground surface; they must not require tight grasping, pinching, or twisting of the wrist to operate; and they must not require more than 5 pounds of force to operate (interior doors only). When a door is equipped with a closer and is open to the 90 position and allowed to swing shut to 12 from the latch, the time required to close the door cannot exceed 5 seconds. When a door is equipped with spring hinges and is open to the 70 position and allowed to swing shut to the latch, the time required to close the door cannot exceed 1.5 seconds. The force required to push or pull a door or gate open can be no greater than 5 pounds (interior doors only). Swinging door surfaces that are within 10 in. above the finish floor or ground must be provided with a smooth surface on the push side of the door and cover the full width of the door. Glazed panels within doors or adjacent to doors that permit viewing through the panels must have the bottom edge of at least 1 glazed panel located no higher than 43 in. above the finished floor. Where automatic or power-assisted doors are provided as a means of egress without standby power, a clear break-out opening must be provided that is at least 32 in. wide for emergency use. Amenities Shelters, benches, leaning rails, trash receptacles, bicycle racks, system information signage, or other elements placed at park-and-ride facilities must be placed in a manner to be fully accessible to people with disabilities, as follows: The amenity must be connected to an accessible path that provides a direct connection to the boarding and alighting area and to other amenities provided at the site. A clear in. space must be provided at each amenity to allow for wheelchair access. A clear unobstructed pathway width of 36 in. minimum must be provided. A maximum vertical reach range of 48 in. must be provided for activation of any controls on use of objects such as pedestrian crossing signal buttons, brochures in information racks, switches, on other control features that require patron activation for use. Note that FDOT requires a 42-in. reach range limit for pedestrian signal control buttons. Chapter Five PARK-AND-RIDE FACILITIES PASCO COUNTY Transit Infrastructure Design Manual 5-10

55 TOD Characteristics Location of Parking Building Location and Design Clustered Development and Dense Street Corners Land Use and TOD Pedestrian, Bicycling, and Transit

56 TOD Characteristics Improving the design of public transportation facilities not only means improving bus service, bus stops, and rail stations, it also means orienting development patterns to be more conducive to transit use. Transit-oriented development (TOD) encompasses this pattern. Generally, TOD is characterized by more compact and denser activity centers and developments that are served and connected by high quality public transportation services. More efficient service creates "transit-friendly" nodes and corridors, resulting in increased transit use, walking, and bicycling. Automobile use is still accommodated in TOD, but it is not treated as the sole mode of transportation. Some significant site-related development characteristics that should be considered in TOD include the location of automobile parking, building location/orientation, and design. Table 6-1 summarizes the essential, desirable, and incidental characteristics of TOD. Location of Parking The easiest way to locate buildings close to the street is to move automobile parking away from the street. Vehicle parking does not have to be in the front of a building to be convenient for patrons. When all or part of a parking lot is located behind a building, the building can be closer to the street and the development can be designed to be more pedestrian- and transit-friendly. This design shortens walking distances between transit vehicles and building entrances and between adjacent buildings. Building Location and Design Buildings should be located as close as possible to streets to make them more accessible to those choosing alternative transportation modes. Most of PCPT s bus stops are located on the street to maintain bus operating schedules. Entering parking lots can be cumbersome and time-consuming for large buses. Accessing PCPT buses also is easier when buildings are located near the street. Upon exiting a bus, passengers likely will have to walk a shorter distance to reach their destination when at least part of the land use fronts the street. Locating at least part of a development on a street also improves aesthetics by relocating automobile parking out of immediate site. Clustered Development and Dense Street Corners To enhance transit-friendliness, other building design and location features should be incorporated into new development PASCO COUNTY Transit Infrastructure Design Manual 6-1

57 Table 6-1: Characteristics of TOD Development Essential Desirable Incidental Medium- to high-density development Mixed-use development Short- to medium-block lengths Transit routes every ½ mile Supportive commercial uses Grid-like street networks Traffic calming along access routes Closely-spaced shade trees along access routes Streetwalls Functional street furniture Coherent, small-scale signage Special pavement 2- or 4-lane streets Wide, continuous sidewalks Safe street crossings Appropriate traffic buffering Street-oriented buildings Minimal dead space or visible auto parking Nearby parks and public spaces Small-scale buildings Aesthetically-pleasing transit facilities Public art and loveable objects Source: Ewing, Pedestrian and Transit-Friendly Design, and redevelopment projects. These include clustering multiple buildings together and developing and filling in street corners first. Clustered Development When more than one building makes up the site, they should be located close together to minimize walking distances. Existing or new PCPT bus stops should be located in a central location to the buildings. Dense Street Corners PCPT bus stops are often located at or near street corners, which typically serve as natural focal points. Corners should be developed with transit supportive commercial uses, such as convenience stores, fast food restaurants, and services, such as banks and dry cleaners. Such development patterns make it easier for transit users to conduct many of their daily business activities without getting into an automobile. Land Use and TOD Certain land uses are better suited for a TOD than others. Those land uses that are typically of a higher density and do not have to rely strongly on automobile access for their patronage should be sited in a TOD or other area identified for increased transit, bicycle, and walking access. Land uses that cater to the motorist should not be located in an area being developed as a TOD. Table 6-2 serves as a guide to the general transit supportiveness of various land uses. Chapter Six TRANSIT-ORIENTED DEVELOPMENT GUIDELINES Figure 6-1: Wiregrass Mall in Wesley Chapel, a key area in Pasco County targeted for transit-friendly design PASCO COUNTY Transit Infrastructure Design Manual 6-2

58 Table 6-2: Relationship Between Land Use and Degree of Transit-Supportiveness Transit Supportiveness of Selected Land Uses LAND USE DEGREE OF TRANSIT SUPPORTIVENESS High Medium Low Residential Uses Single-family residential 1 Lots greater than 5,000 sf Lots 5,000 sf or less Multi-family residential Elderly residential Public and Semipublic Cemeteries Clubs and lodges Convalescent facilities Cultural institutions Day care, general Government Offices Hospital, medical offices Park and recreation facilities 2 Public safety facilities Residential care Schools and colleges Industrial Uses Truck stops, manufactured home sales, cold storage plants, junk yards, solid waster transfer stations, etc. Light Industrial/employment Commercial Uses Ambulance services Animal sales and services Animal boarding Banks and savings and loans Drive-up services Building materials and services Commercial recreation and entertainment 3 Eating and drinking establishments Fast food or take-out With drive-through services Chapter Six TRANSIT-ORIENTED DEVELOPMENT GUIDELINES 1 = Small lots or attached single family housing are transit-supportive. 2 = Small parks are transit-supportive; large facilities such as golf courses or multiple playing fields are not transit-supportive. 3 = Indoor uses, such as cinemas and theaters, are transit-supportive. PASCO COUNTY Transit Infrastructure Design Manual 6-3

59 Table 6-2: Relationship Between Land Use and Degree of Transit-Supportiveness (cont d) Transit Supportiveness of Selected Land Uses LAND USE DEGREE OF TRANSIT SUPPORTIVENESS High Medium Low Commercial Uses (cont d) Bar and tavern Food and beverage sales Funeral and internment services Laboratories 4 Maintenance and repair services 5 Nurseries, commercial Offices, business and professional Personal improvement services Personal Services Research and development services Retail services Volume discount retail Travel services Vehicle equipment sales and services 6 Automobile rentals Automobile washing Commercial parking garage 7 Commercial surface parking Service stations With convenience retail Vehicle equipment repair Vehicle equipment sales/rental Vehicle storage Visitor accommodations Hotels Bed and breakfast inns Motels 4 = Small-scale facilities, such as medical labs, are transit-supportive. 5 = Neighborhood-oriented businesses are transit-supportive. 6 = Vehicle sales and service can be transit-supportive if on-site storage of vehicles is limited. 7 = Garages can be transit-supportive if active. Non parking uses are located at street level. Chapter Six TRANSIT-ORIENTED DEVELOPMENT GUIDELINES PASCO COUNTY Transit Infrastructure Design Manual 6-4

60 Pedestrians, Bicycling, and Transit Pedestrian-Friendly Features Pedestrian-friendly design features are inherently also transit-friendly, since most transit trips include a walking segment. Pedestrian-friendly features should be incorporated throughout areas serviced by PCPT. Pedestrian-friendly design factors related to building design and location include the following: Interesting and varied facades Shaded, wide, continuous sidewalks and/or plazas linking all probable pedestrian movements Comfortable and functional street furniture that is shaded and protected from rainfall Buffering from vehicular traffic Traffic calming in areas where vehicles and pedestrians interact Minimized views of parking areas and other blank spaces Pedestrian-scale signage Textured, colored pavement and other features to delineate pedestrian areas from automobile areas Street For example, consider the concept of interesting and varied facades. Building facades in transit areas should be designed to appeal to the pedestrian, rather than the motorist. The buildings should be small or articulated with facades that make them appear small. Facades should be varied and interesting to focus people on their surroundings, rather than their walk. Figures 6-2 and 6-3 show examples of less and more appealing walking environments. Bicycle-Friendly Features Successfully integrating bicycle transportation with public transportation means more than just equipping PCPT buses with bicycle racks. Other design improvements can be made to create a convenient intermodal transfer. These include improved bicycle travel facilities between residential areas and bus stops and improved storage facilities at the stops. Examples of bicycle facility improvements that can enhance the integration of bicycle travel with PCPT services include the following: Bicycle-compatible roadways or bicycle lanes along transit station access roads Bicycle paths into and through park-and-ride lots Priority siting of bicycle parking/storage facilities near the transit vehicle loading zone Street Chapter Six TRANSIT-ORIENTED DEVELOPMENT GUIDELINES Figure 6-2: Poor proximity longer walks from the bus to the land use tend to discourage transit use Figure 6-3: Excellent proximity the entire development is flush with the street, providing the best access for both transit users and pedestrians. PASCO COUNTY Transit Infrastructure Design Manual 6-5

61 Bicycle paths from neighboring communities that are shorter in length than roadways Clearly-visible signs using the bicycle symbol for bicycle routes, parking/storage facilities, and bus stops serving bicyclists Transfer center design and siting accommodating to bicycles (e.g., curb cuts at parking locations, locating parking/storage facilities in convenient locations that do not require bicycles to be carried up or down stairs or through crowds of people, and locating parking/ storage facilities in clear view of the general public or station attendants) Lighting Protection from weather conditions at parking/ storage sites Figure 6-4: Varied facades of provide visual stimulation for pedestrians and can make walking distance and time seem shorter. Chapter Six TRANSIT-ORIENTED DEVELOPMENT GUIDELINES PASCO COUNTY Transit Infrastructure Design Manual 6-6

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63 Remote Lot Size Estimation Methodology Step 1 Identify parking activity surrounding the candidate site in Pasco County and count Actual Informal Parking (AIP). AIP counts the parking occurring at informal locations serving a candidate site, including on available right-of-way (ROW) or unused parking spaces at nearby private parking lots, etc. This should be performed by an individual or study team familiar with the area, its commuting patterns, and employment and activity centers attracting commuters. Identifying the area in which to perform the counts may be somewhat challenging due to the highly variable roadway configurations, location of commuter routes, and population. Step 2 Select a design year and compute an appropriate growth factor. Compute the growth factor based on projections of population within the service area of the lot (origin) and employment in the urban area(s) the lot serves (destination). A 2.5-mile buffer around the facility can be used as lot service area. (Research has shown that 50% of a park-and-ride facility s demand is typically generated within a 2.5-mile buffer area around the facility.) However, the service area may need to be expanded and adjusted based on size and location of the population densities. Suggested sources of population and employment forecast data include Pasco County MPO s LRTP or the University of Florida s Florida Statistical Abstract. Step 3 Compute the design year parking demand. Multiply the existing number of parked vehicles from Step 1 by the growth factor computed in Step 2. This estimate of future design year parking demand may need to be adjusted downward based on the experience that size estimates for remote lots tend to be overstated. As construction of a remote lot does not ensure its use by those observed to be parking at informal locations nearby, the computed estimate of demand should account for this. This downward adjustment should be based on local knowledge of public travel behavior and perceptions, potential effectiveness of increased parking enforcement, and amount of citizen requests and complaints associated with facility provision. Step 4 Convert total parking space needs to an area needed. A factor of 300 sf per space should be used for lot size calculations. This factor includes sufficient area for parking, circulation, and access; however, ROW availability often constrains or dictates the size of remote facilities. In situations where ROW is being provided at an existing facility, the estimate must also account for parking needs generated by that facility during coinciding hours of use. APPENDIX PASCO COUNTY Transit Infrastructure Design Manual A - 2

64 Remote Lot Size Estimation Sample Calculator Step 1: Count actual informal parking and collect population data at the origin and employment data at the destination for both current and design years. APPENDIX Step 2: Compute an appropriate growth factor. Popc = Population at origin in current year Popd = Population at origin in design year Empc = Employment at destination in current year Empd = Employment at destination in design year Fpop = Population growth factor Femp = Employment growth factor Step 3: Compute design year parking demand (number of vehicles) AIP = Count of actual informal parking (number of vehicles) Step 4: Convert parking space needs to an area measure (lot size). PASCO COUNTY Transit Infrastructure Design Manual A - 3

65 Urban Lot Size Estimation Methodology Step 1: Estimate total parking demand for the activity center. Identify the TAZs contained in the activity center. The Total Employment variable contained in FSUTMS ZDATA files is then accumulated for these zones. The resulting value represents work trips for the activity center. Total parking demand for work trips on a person-trip basis is computed by subtracting transit usage from the total activity center employment. The mode split distributions from the Tampa Bay Regional Planning Model (TBRPM) can be used to factor out transit usage. If data are not available, use 4% for a large/medium urban area or 1% for a small urban area (Source: FDOT State Park-and-Ride Guide). APPENDIX Parking demand is then computed by dividing the number of work-purpose person trips by vehicle occupancy. Local occupancy values should be used and can be found in the urban area model documentation and mode split model setups. If data are not available, use (Source: 1996 Tampa Bay Area Household Survey, AM Peak) or (Source: FDOT State Park-and-Ride Guide), or other locallyrecommended sources. Total parking demand is computed by dividing the work trip parking demand by the ratio of work trips to total parking in the activity center. Emp = Total activity center employment at destination T share = Proportion of work trips using transit O cc = Average vehicle occupancy for activity center work trips R w = Proportion of parking spaces used for work trip parking The table below presents distributions of activity center parking by trip purpose that can be used to obtain values for R w (Source: FDOT State Park-and-Ride Guide). The work trip factor is selected based on the population of the entire urban area in which the study is being conducted. For Pasco County, 23 percent can be used for R w. Distribution of Trip Purpose (R w ) PASCO COUNTY Transit Infrastructure Design Manual A - 4

66 Step 2: Determine parking supply deficiency. The following formula is used to determine the parking supply deficiency: Supply in the above equation is existing parking supply obtained from parking inventory at the destination. The equation defines a parking deficiency if a positive value is produced. However, a negative value does not necessarily indicate that there is sufficient parking throughout the entire activity center; subareas within the activity center may be under-supplied. APPENDIX Step 3: Compute the maximum number of parking vehicles the facility can capture. This is based on the orientation of the parking facility to important access routes. Identify the roads that provide access to the area in which the parking facility is to be located. Then, calculate the maximum number of parked vehicles that could use the facility: V adj = Traffic volume on adjacent roadways from which parkers are expected to access facility V all = Total traffic volume on commuting arterials and highways accessing activity center Step 4: Determine park-and-ride parking demand. Compare the supply of existing parking in the vicinity of the potential new facility with the maximum number of potential parkers computed in Step 3. Not all of the parking capture computed in Step 3 will use the new park-and-ride facility; some will use other available parking in the area. Therefore, an adjustment needs to be made to compute the actual parking demand for a new facility. The location and quantity of existing parking available in the activity centers in relation to the final destinations and traffic circulation patterns must be considered. Step 5: Determine the facility size needs. The actual parking demand computed in Step 4 is used to determine the facility size needs. Both surface lots and parking garages are possible options, depending on the size of parcel, cost of land, surrounding land use, and density. Parking spaces, circulation, access, and transit loading areas should be considered. Compute the size needs for surface and structural facilities as follows: S = Number of parking spaces (actual parking demand from Step 4) B = Number of bus bays F = Number of floors of parking structure/garage 240 = Sq. ft. per bus bay 300 = Sq. ft. per parking space for surface facilities 325 = Sq. ft. per parking space for structure facilities (i.e., parking garage) 43,560 = Conversion factor from sq. ft. to acres PASCO COUNTY Transit Infrastructure Design Manual A - 5

67 Urban Lot Size Estimation Sample Calculation Step 1: Compute total parking demand. APPENDIX Emp = Total activity center employment at destination T share = Proportion of work trips using transit O cc = Average vehicle occupancy for activity center work trips R w = Proportion of parking spaces used for work trip parking Step 2: Compute parking deficiency. Step 3: Compute maximum parking capture. V adj = Traffic volume on adjacent roadways from which parkers are expected to access facility V all = Total traffic volume on commuting arterials and highways accessing activity center Step 4: Determine actual park-and-ride parking demand (number of vehicles). This step involves a subjective assessment of the actual parking demand by considering the supply of existing parking in the vicinity of the new facility with the maximum number of potential parkers computed in Step 3. For the example, assume a supply of 300 spaces in the vicinity of the new facility. This results in an actual parking demand of 493 ( ) spaces for the new park-and-ride facility. Step 5: Determine facility size. PASCO COUNTY Transit Infrastructure Design Manual A - 6

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69 Glossary A Accessibility - Accessibility 1) a measure of the ability or ease of all people to travel among various origins and destinations; 2) in transportation modeling and planning, the sum of the travel times from one zone to all other zones in a region, weighted by the relative attractiveness of the destination zones involved; 3) In traffic assignment, a measure of the relative access of an area or zone to population, employment opportunities, community services, and utilities. Activity Center An area with high population and concentrated activities that generate a large number of trips, such as a Central Business District, shopping center, business or industrial park, or recreational facility. Also known as a Trip Generator. Alight To get off a transit vehicle. Plural: "alightings." Americans with Disabilities Act of 1990 (ADA) The law passed by Congress that makes it illegal to discriminate against people with disabilities in employment, services provided by state and local governments, public and private transportation, public accommodations, and telecommunications. The ADA requires that fixed-route transit be accessible and that complementary paratransit service be provided in the same geographic areas on the same days and hours as fixed-route service. Approach Angle A vehicle's front clearance angle, which is formed by the base of the front vehicle tire, the front ground clearance height, and the roadway. Arterial Street A roadway that is designed to move large traffic volumes between various points within a region. Typically, these roadways have limited access and connect with smaller collector streets. PASCO COUNTY Transit Infrastructure Design Manual 7-2

70 B Board To go onto or into a transit vehicle. Plural: "boardings." Boarding and alighting area (B&A area) a firm, stable, and slip-resistant surface that is 5 x 8 in measurement with no greater than a 2% cross slope; should maintain vertical clearance and be connected to existing infrastructure via an accessible route. Bus bay 1) a branch from or widening of a road that permits buses to stop, without obstructing traffic, while laying over or while passengers board and alight; also known as a blister, bus duckout, turnout, pullout, pull-off or lay-by; as reentry of the bus into the traffic stream can be difficult, many agencies discourage their construction; 2) a speciallydesigned or designated location at a transit stop, station, terminal, or transfer center at which a bus stops to allow passengers to board and alight; also known as a bus dock or bus berth; 3) a lane for parking or storing buses in a garage facility, often for maintenance purposes. Bus Shelter A building or other structure constructed at or near a bus stop that provides seating and protection from the weather for the comfort and convenience of waiting passengers. Bus Stop A point along a transit route at which passengers can board or alight from a bus. A bus stop is usually identified by a sign. Bus Stop Infrastructure The various elements that can be provided at a transit stop or station to help make transit more comfortable and convenient to patrons, including benches, shelters, lighting, vending machines, garbage receptacles, telephones, etc. These elements also are commonly referred to as "amenities." Bus Stop Spacing The distance between consecutive transit stops. Bus Turning Radii The dimensions needed to accommodate bus turning movements. Bus Turnout Same as Bus Bay. GLOSSARY Bus bulb (curb bulb) An extension of the sidewalk into the roadway for passenger loading without the bus pulling into the curb; gives priority to buses and eases reentry into traffic; often landscaped and fitted with bus shelter and other passenger amenities. Also called bus bulge, curb bulge, and curb extension. Bus Rapid Transit An inexact term describing a bus operation providing service similar to rail transit, but at a lower cost; characterized by several of the following components: exclusive transitways, enhanced stations, easily identified vehicles, high-frequency all -day service, simple route structures, simplified fare collection, and ITS technologies; integrating these components is intended to improve bus speed, reliability, and identity. C Central Business District (CBD) The downtown retail trade and commercial area of a city or an area of very high land valuation, traffic flow, and concentration of retail business offices, theaters, hotels, and services. Clear Space The minimum unobstructed floor or ground space required to accommodate a single, stationary wheelchair and occupant (i.e., 30 inches in width by 48 inches in depth). Collector Street A roadway that serves internal traffic movements in an area by connecting several local streets with an arterial roadway. PASCO COUNTY Transit Infrastructure Design Manual 7-3

71 Curb-side stop A bus stop in the travel lane immediately adjacent to the curb. Curb Ramp A combined ramp and landing to accomplish a change of level at a curb in order to provide access to pedestrians using wheelchairs. G Grid Street Pattern A network of parallel and perpendicular streets intersecting at 90-degree angles, forming rectangular blocks of land that are typically equal in size and have perimeters measuring between 800 and 1600 feet. GLOSSARY D Discontinuous Sidewalk A sidewalk that is constructed to connect a bus stop with the nearest intersection. The sidewalk does not extend beyond the bus stop. F Far-Side Stop A bus stop that is located immediately across an intersection. Fixed-Route Transit service provided on a repetitive, fixedschedule basis along a specific route, with vehicles stopping to pick up passengers at and deliver passengers to specific locations. Floor to Area Ratio (FAR) Land use analysis quotient determined by dividing the gross floor area of all buildings on a given lot by the total area of the lot. Frequency The scheduled time interval between consecutive buses operating in the same direction on a given route. Also known as Headway. H Headway See definition for Frequency. I Intermodal Facility A higher-level type of transit facility that is designed specifically to accommodate the meeting of two or more transit modes of travel. Typically includes expanded passenger infrastructure. K Kiosk A freestanding, often cylindrical, device that displays transit maps and schedules and other passenger information. Kiosks typically are located at higher passenger volume stops. L Local Street A roadway that provides direct access to the adjacent land and typically accommodates a low volume of traffic. PASCO COUNTY Transit Infrastructure Design Manual 7-4

72 M Mid-Block Stop A bus stop that is located in between intersections. Persons with Disabilities People who, by reason of illness, injury, age, congenital malfunction, or other disability, are unable to use local transit facilities and services, without adequate facilities, as effectively as people who are not so affected. GLOSSARY Mixed-Use In land use and transit planning, generally refers to different compatible land uses located within a single structure or in close proximity to each other. N Near-Side Stop A bus stop that is located immediately before an intersection. O Overhang The portion of the bus vehicle body that extends beyond the front or rear axle. P Passenger Activity The number of passenger boardings ("ons") and alightings ("offs") that occur at a transit stop during any particular time period. Paratransit Comparable transportation service required by the Americans with Disabilities Act of 1990 for individuals with disabilities who are unable, because of their disability, to use traditional fixed-route transportation systems. Park-and-Ride A higher-level type of bus facility that incorporates a parking lot at a transit facility to accommodate the automobile as an access mode to transit. Park-andride facilities also can be used to facilitate bicycle access to transit, as well as auto and bike access to vanpool/carpool services. S Shuttle A public or private vehicle that travels back and forth over a particular route, especially a short route or one that provides connections between transportation systems, employment centers, etc. Shuttle service may also provide connectivity between remote parking locations and large special events. T Tapers The portion of lane provided at each end of a bus pull-out bay to accommodate bus speed changes when entering and exiting traffic. Transfer Center A fixed location where passengers interchange from one route or vehicle to another. Transit Hub A higher-level type of transit facility that includes an expanded bus staging area and considerable passenger infrastructure. Transit-Oriented Development (TOD) In general, TOD encompasses the specific tailoring of development patterns to be more conducive to transit use. Typically involves a mixed-use community or neighborhood surrounding a transit station, stop, or route that is designed to encourage transit use and pedestrian activity. Transit Signal Priority (TSP) A system of traffic controls in which buses are given special treatment over general vehicular traffic (e.g., bus priority lanes, preemption of traffic signals, bus on shoulder, or adjustment of green times for buses). PASCO COUNTY Transit Infrastructure Design Manual 7-5

73 Transit system The facilities, equipment, personnel, and procedures needed to provide and maintain public transit service. Turning Radius The turning path of a vehicle established by the outer front overhang and the inner rear wheel. GLOSSARY W Waiting Area A paved area that is provided for bus patrons and may contain a bench, shelter, and/or other infrastructure. Also known as an Accessory Pad. Wheelchair A mobility aid belonging to any class of three- or four -wheeled devices, usable indoors, designed for and used by people with mobility impairments, whether operated manually or powered. Wheelchair Lift A device used to raise and lower a platform in a transit vehicle for accessibility by patrons that require the use of a wheelchair or similar mobility aid. PASCO COUNTY Transit Infrastructure Design Manual 7-6

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75 References Florida Department of Transportation, Accessing Transit, Version III. Pasco County Public Transportation, 2005, Transit Infrastructure Guidelines Manual. U.S. Department of Transportation, 2009, Manual on Uniform Traffic Control Devices. Florida Department of Transportation, 2012, FDOT State Park -and-ride Guide. PASCO COUNTY Transit Infrastructure Design Manual 8-2

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