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From page 33... ... 33 Five Case Examples This chapter reviews the experiences of bus stop and pedestrian infrastructure improvement practices at transit agencies and regional transportation authorities. The study team conducted case example follow-ups with five agencies that responded to the project survey and reported strong improvement programs, unique practices in prioritization, or relationships and collaboration with regional partners. Read the entire page →
From page 34... ... 34 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access with the Planning, Public Works, SPLOST, and other departments to accomplish BSIP and sidewalk improvements. ACCTD's annually renewed agreement with UGA is separate from the BSIP (Unified Governments of Athens-Clarke County, Georgia, 2020) Read the entire page →
From page 35... ... Five Case Examples 35 Overview of the Bus Stop and Pedestrian Infrastructure Improvement Program The ACCTD BSIP includes shelters, benches and seating, landing pads, and lighting in the amenities directly listed in its prioritization scoring. Some bus stops are equipped with solar lighting, and a couple of stop locations are larger facilities with bus bays, such as the primary transfer location at UGA. Read the entire page →
From page 36... ... 36 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access The BSIP supports ACCTD decisions about installing amenities where they are most appropriate in the system. Improvements for individual transit stops are evaluated in light of specific needs based on ridership and current amenities at the bus stop location. Read the entire page →
From page 37... ... Five Case Examples 37 The Transportation and Public Works department within ACCGov handles sidewalk and curb cut improvements. ACCTD works with the Public Works department on the siting of bus stop amenities and sidewalks planned during a development. Read the entire page →
From page 38... ... 38 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access has no official bus stops in these areas, and no ACCGov funding is allocated for bus stop amenities outside the county. Prioritization, Program Design, Accessibility, and Equity ACCTD created its prioritization model based on bus stop design guidelines and ADA requirements. Read the entire page →
From page 39... ... Five Case Examples 39 its bus stops and holds responsibility for any required improvements to the stops themselves. ACCGov does make improvements to some infrastructure on corridors to the university, working along rights-of-way and usually proceeding without any coordination needed between the two entities. Read the entire page →
From page 40... ... 40 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access in a $3 million budget. The 2011 and 2018 SPLOST program funding provided a $1 million budget, which was matched with $2.6 million in state and federal support to install additional improvements and solar lighting amenities at bus stops. Read the entire page →
From page 41... ... Five Case Examples 41 Lessons Learned • Design standardization. Using set equipment standards for bus stop amenities (including the specific materials) Read the entire page →
From page 42... ... 42 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access agencies (Regional Transportation Authority, 2020b) Read the entire page →
From page 43... ... Five Case Examples 43 City Council comprises 50 aldermen elected to 4-year terms, each representing a specific ward in the city. No written legal requirement requires aldermen approval of bus stop changes, but in practice, their concurrence is needed to proceed. Read the entire page →
From page 44... ... 44 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access Pace Since beginning service in 1984, Pace has worked with existing bus stops that it inherited from the period when area townships ran their own bus services. Some of the previously installed bus stops are located in inconvenient places or are not connected to accessible pathways. Read the entire page →
From page 45... ... Five Case Examples 45 pathways in denser areas of the region. The program is also open to transit agencies in the region, including CTA and Pace. Read the entire page →
From page 46... ... 46 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access experiences issues in coordination with road construction projects in its service area, leading to missed opportunities for concurrent bus stop improvements. In other cases, Pace has taken advantage of landing pads installed during recent construction projects to reconfigure bus stops at more accessible locations along a route. Read the entire page →
From page 47... ... Five Case Examples 47 a new bike lane infrastructure. More coordination is required for changes to the bus infrastructure that will affect general traffic. Read the entire page →
From page 48... ... 48 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access traffic levels, grade of the sidewalk, and size and condition of the landing pad. In addition to meeting the requirements for ADA compliance at posted stop locations, Pace has integrated accessibility elements into the bus stop locations for its Pulse express service. Read the entire page →
From page 49... ... Five Case Examples 49 projects, a developer may notify CTA of an upcoming development near existing bus service. The CTA staff proactively stays abreast of progress in developments in their service area so that the agency can be involved in potential transit improvements that provide prospects for piggyback development. Read the entire page →
From page 50... ... 50 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access Chicago Transit Authority CTA uses federal, state, and local funding for capital improvements, including bus stop and pedestrian pathway improvements. In the past, CTA applied for funds from the Access to Transit program and received awards for some projects; in such instances, CTA must negotiate the details with CDOT to obtain their approval for the proposal application. Read the entire page →
From page 51... ... Five Case Examples 51 Pace Pace uses an Excel database to track bus stop inventory information, installation dates, condition information, and site photographs. The database is useful for cross-referencing data queries within the workbook and with other software. Read the entire page →
From page 52... ... 52 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access • Removal of barriers. Lowering or eliminating the barriers to project funding support is critical to addressing the needs of lower-income communities as much as possible. Read the entire page →
From page 53... ... Five Case Examples 53 Overview of the Bus Stop and Pedestrian Infrastructure Improvement Program The SFMTA amenity programs focus on shelters at key ridership locations, corridor improvement projects, and equity of improvements in high-need neighborhoods. SFMTA has a shelter improvement program that subsequently includes other amenities (such as landing pads, benches, and lighting) Read the entire page →
From page 54... ... 54 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access community requests for amenities and access. The SFMTA Finance and Information Technology division manages the shelter program, with key support from the Transit division in charge of fixed-route operations, the Sustainable Streets division, and the Public Outreach and Engagement Team Strategy (POETS) Read the entire page →
From page 55... ... Five Case Examples 55 as part of shelter site improvements. The contractor is only required to spend a reasonable sum to bring power to a site. Read the entire page →
From page 56... ... 56 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access Workbook (San Francisco Municipal Transportation Agency, 2015) sets a framework for bus service categories and solutions for improved service and then outlines transit priority features for several categories, including improvements for pedestrians such as new transit bulbs, new ped bulbs and islands, boarding islands, wider sidewalks, extended bulbs, new crosswalks, and extended boarding islands. Read the entire page →
From page 57... ... Five Case Examples 57 make the system more efficient, but sometimes this effort produced negative feedback from individuals who feel strongly about their particular stops. SFMTA balances that feedback against overall system needs to decide whether alternatives should be considered. Read the entire page →
From page 58... ... 58 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access 18-month pilot, SFMTA launched the Commuter Shuttle program in April 2016 for a 1-year period, targeting improved shuttle operator behavior while minimizing impacts on the existing transportation network (San Francisco Municipal Transportation Agency, 2020b) Read the entire page →
From page 59... ... Five Case Examples 59 vehicles. Subsequent applications for street improvement permits are submitted to the city and then reviewed by the appropriate agencies. Read the entire page →
From page 60... ... 60 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access Funding SFMTA uses a combination of sales taxes, general local and specified contributions from municipality and county, and specialized sources (e.g., rentals and advertisements) to fund improvements to bus stop accessibility. Read the entire page →
From page 61... ... Five Case Examples 61 Notable Practices • Corridor prioritization. SFMTA implements most bus stop improvements as part of larger corridor projects. Read the entire page →
From page 62... ... 62 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access Express) (Utah Transit Authority, 2020) Read the entire page →
From page 63... ... Five Case Examples 63 to discuss whether right-of-way must be acquired. The UTA capital improvements staff then oversees the construction of the bus stops. Read the entire page →
From page 64... ... 64 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access UTA has an ADA transition plan and an ADA compliance officer who oversees a committee of citizens called the Committee on Accessible Transportation (CAT) Read the entire page →
From page 65... ... Five Case Examples 65 master agreement calls for more detailed agreements to establish responsibilities and processes for specific projects and initiatives. Developing the overarching master agreement posed challenges because it represented new ground for both parties, with no existing template. Read the entire page →
From page 66... ... 66 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access Funding UTA uses local sales tax revenues to fund bus stop improvements. UTA also relies on local government contributions and developer-constructed bus stop infrastructure. Read the entire page →
From page 67... ... Five Case Examples 67 improvements. The expectation is that the Salt Lake City MOU will serve as a model for similar agreements. Read the entire page →
From page 68... ... 68 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access commitment to an enhanced transit infrastructure has resulted in improvements to more than 1,000 bus stops in less than 5 years. Overview of the Bus Stop Improvement Program The VIA bus stop program includes transit infrastructure at the stop (e.g., shelters, seating, signs, and concrete pads) Read the entire page →
From page 69... ... Five Case Examples 69 bus stop inventory that tracked stop-level ridership, customer inquiries and complaints about access, and amenities. Governance, Oversight, and Coordination VIA has provided input on, and coordination of, bus stop improvements (including shelter foundations where ridership warrants shelter placement) Read the entire page →
From page 70... ... 70 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access problems with new owners if private property is sold. VIA may add amenities at a bus stop location that does not meet the minimum LSDS necessary if the amenity will serve a future or planned destination or will contribute as an area gateway indicator. Read the entire page →
From page 71... ... Five Case Examples 71 VIA does not currently have a formal agreement with the city of San Antonio regarding bus stop infrastructure. VIA and the city work jointly on bus stop improvements, recognizing that comfortable and accessible bus stops are important to the streetscape and the pedestrian environment, and are committed to working together to improve both. Read the entire page →
From page 72... ... 72 Transit Agency Relationships and Initiatives to Improve Bus Stops and Pedestrian Access Notable Practices • Local partnership. The MyLink partnership between TxDOT and other public entities in the region assembled significant funding, successfully implemented bus stop and pedestrian infrastructure improvement projects, and raised awareness of transit on area roadways. Read the entire page →

From page 33...

... 33 Five Case Examples This chapter reviews the experiences of bus stop and pedestrian infrastructure improvement practices at transit agencies and regional transportation authorities. The study team conducted case example follow-ups with five agencies that responded to the project survey and reported strong improvement programs, unique practices in prioritization, or relationships and collaboration with regional partners.