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BOSTON COMPLETE STREETS GUIDELINESBOSTON TRANSPORTATION DEPARTMENT DRAFT - AUGUST 2011
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PrinciplesSidewalk ZonesSidewalk Width ChartSidewalks by Boston’s Street TypesFeatures to Activate SidewalksSidewalk MaterialsGreenscapeStreet TreesVegetated Stormwater ManagementStreet FurnitureTransit StopsStreet Lights
82 BOSTON TRANSPORTATION DEPARTMENTBOSTON COMPLETE STREETS GUIDELINES
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DRAFT - JULY 2011
83BOSTON COMPLETE STREETS GUIDELINESBOSTON TRANSPORTATION DEPARTMENT
Transit Stops
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DRAFT - JULY 2011
Bus Stops
Bus Shelters
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Sidewalks provide access to transit and, in most cases, a
location for transit stops. Transit stops should extend from
the Pedestrian Zone to the curb and provide ample room for
persons waiting without crowding the pedestrian clear path.
Where space permits, shelters should be added to bus stops
to make them more comfortable and transit more convenient.
Transit stops may also be provided on curb extensions and
floating islands.
Information for travelers should also be provided at bus
stops. This should include at minimum schedule information
and real-time arrival information where possible. Bus stops
can also be locations for local area maps and wayfinding
information. All transit stops should be fully ADA accessible
for passengers.
Of the MBTA’s 350,000 average weekday bus passen-
gers, a majority board at stops and shelters located on
Boston’s streets. The MBTA’s busiest bus routes ply through
Dorchester, Roxbury, Mattapan, JP, Allston, Brighton, and the
South End. While many stops are demarcated only by “tomb-
stone” signs on either end, several hundred bus shelters
have also been installed through Boston’s Coordinated Street
Furniture program.
The MBTA’s Bus Stop Planning and Design Guidelines serve
as the primary reference for the design, spacing, and loca-
tion of transit stops in Boston. Light rail stops are typically
provided in the median and should be custom designed in
coordination with BTD and the MBTA. As the preferred loca-
tion of transit stops is adjacent to intersections rather than
mid-block, their siting and spacing is covered in Chapter 3.
84 BOSTON TRANSPORTATION DEPARTMENTBOSTON COMPLETE STREETS GUIDELINES
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Overview
Bus stops are the most basic transit stop and should be
comfortable, safe, and accessible. They must accommodate the
standard 40’-0” bus, or articulated 60’-0” bus for busy routes.
Bus stop amenities improve operations, ridership and the value
of transit to the community. Amenities can include benches,
trash, recycling receptacles, shelters, lighting, bicycle racks,
bus schedules, maps, real time/next bus arrival information,
newspaper boxes, and public art. Personalizing bus stops give
the community a sense of ownership and pride.
Stops should be visible, providing a clear sightline between
bus operators and users of the system. Simple stops without
shelters are appropriate for lower volume routes and on
Neighborhood Residential and Industrial Street Types.
Installation of amenities should be done in consultation with
the MBTA and the City of Boston, as most amenities will
require maintenance agreements.
Use
> The length of the stop depends on vehicle type as well
as the placement of the stop, (i.e., near-side, far-side, or
midblock) and should be done in consultation with the
MBTA. In general, bus stops should be a minimum of
60’-0” in length (80’-0” long if mid-block). Routes serving
articulated buses should be a minimum of 80’-0”
(120’-0” if mid-block). (See detailed chart in Chapter 3:
Intersections).
> The Pedestrian Zone of the sidewalk should extend to the
curb at stops so that passengers may access the sidewalk
directly from the bus doors. The area on the sidewalk
where passengers load and unload at bus doors is called
the landing pad. The landing pad at the front of the bus
stop must be a clear zone 5’-0” long (parallel to the
curb) and 8’-0” deep at minimum.
Considerations
Curb extensions can provide additional pedestrian space
and improve bus travel time by reducing the time needed
for loading and unloading. The width of the curb extension
is determined by the width of the adjacent parking lane, and
the length should be long enough to allow passengers to
board and exit at all doors of the bus. Because they can delay
through traffic, they should be utilized where traffic volumes
are relatively low and bus service is frequent.
> Extensions are generally utilized at near-side bus stops.
See Chapter 4, Intersections, for further information. They
are not compatible, however, with intersections that have
high right-hand turn volumes.
> Curb extensions should be approximately the width of the
parking lane (if one exists) with consideration for bicycle
lane placement. A bollard can be placed at the beginning
of the section to protect the pedestrian space.
> Extensions are a good location for amenities such as
bicycle parking and trash or recycling receptacles, so long
as the requirements for waiting area, clear path, and the
landing pad are met.
Min. 5’-0”
Min.
1’-6”
Min. 8’-0” 1
Bus StopsTRANSIT STOPS
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FRONTAGE ZONEPEDESTRIAN ZONEGREENSCAPE/FURNISHING ZONECURB ZONE
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> Newly constructed sidewalks must have a minimum
8’ x 8’, ideally 10’-0” x 8’-0” landing pad to provide an
accessible space for loading and unloading.
> The width of the Pedestrian Zone at the stop should be
10’-0” at minimum. If the sidewalk is not wide enough
to support a 10’-0” landing pad, a curb extension must be
built to accommodate the minimum width.
> Landing pads should be provided at all doors of the bus.
For articulated buses, the distance between the front and
rear landing pads is 18’-0”.
Notes:
1 For newly constructed sidewalks, minimum 10’-0”
2 Length of stop depends on bus length and stop location,
see Chapter 3: Intersections.
Bus bays are a pro-
tected bus stop area with curb extensions at
the beginning and end of the bus stop. Bus bays are generally
not favored because they tend to procure further delay when
re-entering into traffic, and are better suited for slower speed
environments. On higher speed roadways, bus bays do provide
more separation for pedestrians boarding and exiting the bus,
but will require more space for deceleration and acceleration.
> Trees should not be planted within 15’-0” of bus stops.
> Bus stops should be setback a minimum of 5’-0”
from crosswalks. Where feasible, a 10’-0” setback is
preferred.
> Where possible, trash and recycling receptacles should
be placed to the front of the bus stop, left of the landing
pad (minimum 18” clear zone), minimum 3’-0”
away from benches, and in the shade. They should also
be anchored to the pavement to deter theft.
Min. 8’-0” 1
60’
-0”
- 10
0’-0
” 1
Min.15’-0”
86 BOSTON TRANSPORTATION DEPARTMENTBOSTON COMPLETE STREETS GUIDELINES
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PMin. 1’-0”
Min. 3’-0”Min. 1’-6”
Min. 3’-0”, Max 25’-0”
18’-0” 2Min. 5’-0”
Min. 8’-0” 1
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Overview
Well-designed transit stops can help make transit use more
comfortable and convenient. Transit shelters in Boston are
currently part of the Decaux contract. Transit shelters should be
provided on all Key Bus Routes if sidewalk space allows and
offer amenities including seating, shelter, and route and system
information. When providing a bus shelter, the bus stop must be
ADA compliant with a 5’-0” long (parallel to the curb) x
8’-0” deep landing pad and a 4’-0” minimum clear path.
Shelter placement must allow for unobstructed loading and
unloading. Shelters must provide at a minimum the stop
ID, bus route served, the name of the shelter’s owner, a
telephone number for maintenance, and provide protection
from the weather, seating or leaning bars, and route informa-
tion where possible. Bus shelters should have a name that
incorporates a local landmark displayed prominently on a
panel facing the street.
> Shelters are a good location to
incorporate art displays or historic information
> Designs may also consider solar power to support lighting and
heating elements to increase the comfort of waiting passengers
Use
The City of Boston’s contract with Decaux provides for three
types of shelters: three sided, two-sided with a column on
the third side and a thinner one with just a back wall with
attached seating. The thinner version should be located only
where there is insufficient space to provide the three-sided
shelter. This may be true on neighborhood residential streets,
narrow neighborhood main streets and industrial streets.
The siting of shelters is determined on a site-by-site basis.
The MBTA’s Bus Stop Planning and Design Guidelines
provide criteria to help determine which stops are eligible for
shelters. Factors include the amount of weekday daily board-
ings, Key Bus Route designation, senior, disabled, medical or
social service, key municipal facility close to the stop, com-
munity recommendations, bus route transfer point, infrequent
service, poor side conditions, or if the shelter promotes
adjacent development/increased ridership. After eligibility is
determined, a site suitability test must be conducted.
Considerations
Shelters can provide more than just protection from inclement
weather and a place to rest.
> Smart shelters can provide real-time travel information or
other news
Bus SheltersTRANSIT STOPS
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Min. 4’-0”
Min. 4’-0”
Min
. 6’-
0”
Min. 6’-0”
FRONTAGE ZONEPEDESTRIAN ZONEGREENSCAPE/FURNISHING ZONECURB ZONE
Notes:
1 For newly constructed sidewalks,
minimum 10’-0”
2 Distance between landing pads de-
pends on bus length and articulation,
see MBTA guidelines.
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The following minimum clear widths for shelter place-
ment must be maintained:
> 6’-0” from the ad panel door
> 1’-0” from the building face
> 4’-0” from the back of curb
> 15’-0” from crosswalks at nearside bus stops for visibility
> 1’-0” from any ground obstruction (i.e., manhole, tree pit, sign)
> 10’-0” from fire hydrants
> 3’-0” to the right of the landing pad (maximum 25’ to
the right of the landing pad)
The following requirements must be met before a shelter can
be considered:
> Property ownership
> Abutter approval
> Compliance with ADA
> Adequate physical space and clear widths
> Close proximity to an existing bus stop
> Approval and maintenance agreements by the City of Boston