Transit Street Design Guide Download.zip

Transit Street Design Guide Download.zip

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The Transit Street Design Guide, published by the National Association of City Transportation Officials (NACTO), is a blueprint for the future of mobility in cities. At a time when cities across the continent are experiencing rapid growth, transit is the key to unlocking street space and moving people to where they want, and need, to be.

While cities have been introducing high-quality transit to their streets at an accelerating pace, there was no comprehensive guide to incorporating safe, transit-first urban street design in the North American context. Developed by officials and practitioners from the 45 NACTO member cities, along with 18 participating transit agencies, the Transit Street Design Guide fills the gap, providing the tools to actively prioritize transit on the street. In developing the Guide, NACTO worked with TransitCenter, the American Public Transportation Association (APTA) and the Institute of Transportation Engineers (ITE), identifying projects and techniques worth replicating.

Transit is returning to its central place in the life of cities. With more people using buses, streetcars, and light rail than ever before, our street design paradigm is shifting to give transit the space it deserves. People are choosing to live, work, and play in walkable neighborhoods, and cities are prioritizing highly productive modes like transit as the key to efficient, sustainable mobility for growing urban populations. Transit agencies and street departments are working together to create streets that not only keep buses and streetcars moving, but are great places to be. Cities are extending light rail systems, investing in streetcar lines, and creating new rapid bus lines at a stunning pace, with ridership growing even faster in city centers. Transit agencies are rethinking their networks to serve neighborhoods at a high level all day, not just at commute times, while bike share and active transportation networks make it even easier to not only reduce driving, but to avoid the expense of owning a car.

Cities around the country and around the world are finding new ways to create these places. To codify and advance best practices in transit design, the National Association of City Transportation Officials has brought together practitioners and leaders from the transit and street sectors to develop theTransit Street Design Guide. This new framework for designing transit corridors as public spaces will help cities and their residents work together to create the streets that are the foundation of a vibrant urban future.

Accomplishing all of this requires that cities set priorities and make investments, both in transit service itself and in the streets on which transit operates. Much of the transit street design challenge lies in aligning the priorities and demands of city departments with those of transit operators, and in demonstrating the value of investments and dedicated street space to city residents and leaders. Balancing multiple modes in a limited right-of-way calls for a considered approach, with short-term successes building to long-term gains.

Transit streets are designed to move people, and should be evaluated in part by their ability to do so. Whether in dense urban cores, on conventional arterials, or along neighborhood spines, transit is the most spatially efficient mode.

Traditional volume measures fail to account for the entirety of functions taking place on urban streets, as well as the social, cultural, and economic activities served by transit, walking, and bicycling. Shifting trips to more efficient travel modes is essential to upgrading the performance of limited street space.

Transit has the highest capacity for moving people in a constrained space. Where a single travel lane of private vehicle traffic on an urban street might move 600 to 1,600 people per hour (assuming one to two passengers per vehicle and 600 to 800 vehicles per hour), a dedicated bus lane can carry up to 8,000 passengers per hour. A transitway lane can serve up to 25,000 people per hour per travel direction.

Unlocking the enormous potential of transit requires active measures to make trips take less time. To achieve this, the Transit Street Design Guide details street design strategies to improve transit reliability and reduce overall travel times.

For urban transit, getting to a destination faster means removing sources of delay rather than raising top travel speeds. The most significant sources of transit delay are related to both street design and transit operations, calling for coordinated action by transit and street authorities.

In mixed traffic, transit is limited by prevailing traffic conditions, and will be delayed by all the factors that delay the cars it shares space with. Time spent waiting for signals or slowing for stop signs, known as intersection delay or traffic control delay, increases as traffic volume nears the capacity of the street, and as cross streets are more frequent or reach their own capacity. Providing transit lanes (see page 110) and using signal strategies (see page 149) can help cut travel times by half, with the greatest benefits made available by using transitways (see page 126). While these levels of priority stop short of grade-separated facilities, they can be the foundation of every city's transit design toolbox, and are inherently adaptable to a variety of street conditions.

Unreliable travel times are a major issue for transit operations because short delays can quickly snowball as more passengers try to board a late-arriving vehicle. Missing one green signal can cause a bus or streetcar to fall behind enough to delay the transit vehicle behind it.

Designing for the type and frequency of transit service on a street means providing transit with priority treatments and the space necessary to perform at a high level. Whether a route uses bus, light rail, or streetcar, service decisions in an urban transit network are made based on a complex combination of capacity, reliability, comfort, and the need to accommodate passengers in a network. Some projects involve a simultaneous change in transit service on a street along with transit prioritization or streetscape investments, but all street design projects have a service context.

This section provides designers and planners with a basis of discussion of the needs of transit, by linking specific design elements and comprehensive street designs, found later in the Guide, with concepts of transit service frequency and the type of transit route supported by a street.

Different streets, neighborhoods, and cities have different transportation needs, and a wide range of service types are available to meet them. Likewise, service can be complemented by a range of design elements depending on service needs and street context.

Robust evidence-based service planning using realistic data can identify new service and growth opportunities, especially opportunities to add rapid routes. These can be supported by street design to create broader transit benefits.

Transit Streets, often running along commercial corridors, prioritize the street for pedestrians and transit. Motorists are prohibited beyond limited deliveries and occasional permitted access. In some cases, transit such as buses, light rail, or streetcars have dedicated spaces between sidewalks. Other times, an even surface is designed for pedestrians, allowing transit to move slowly through the shared space.

The Global Street Design Guide is supporting practitioners to redefine the role of streets in cities around the world. Created with the input of experts from 72 cities in 42 countries, the Guide offers technical details to inform street design that prioritizes pedestrians, cyclists, and transit riders.

The Maryland Department of Transportation Maryland Transit Administration (MDOT MTA) Bus Stop Design Guide provides guidance for the design of bus stops. The guide is intended to serve as an internal resource for MDOT MTA, provide guidance to local governments and developers for best integrating MDOT MTA bus stops into their plans, and educate passengers, elected officials, and the public about the planning and design of bus stops.

Read Or Download Transit Street Design Guide By National Association of City Transportation Officials Full Pages.Get Free Here => =1610917472Transit and cities grow together. As cities work to become more compact, sustainable, and healthy, their work is paying dividends: in 2014, Americans took 10.8 billion trips on public transit, the highest since the dawn of the highway era. But most of these trips are on streets that were designed to move private cars, with transit as an afterthought. The NACTO?Transit Street Design Guide?places transit where it belongs, at the heart of street design. The guide?shows how streets of every size can be redesigned to create great transit streets, supporting great neighborhoods and downtowns. ? The Transit Street Design Guide is a well-illustrated, detailed introduction to designing streets for high-quality transit, from local buses to BRT, from streetcars to light rail. Drawing on the expertise of a peer network and case studies from across North America, the guide provides a much-needed link between transit planning, transportation engineering, and street design. The Transit Street

The presentation will involve an overview of the 3rd Edition of the Transit Capacity and Quality of Service Manual (TCQSM). This document over the past 20 years has been the authoritative reference related to transit capacity and level of service concepts and evaluation procedures, for both bus and rail modes, developed through the U.S. Transit Cooperative Research Program (TCRP). The structure of the overall document will be reviewed in the webinar, followed by some examples on how agencies have applied the document in addressing transit planning and design issues. Download Manual

Model Design Manual for Living Streets FAQWhy is the document called a manual?This manual provides principles of good design, as well as a significant number of concept drawings. In many instances, it provides the design concepts that can be used to create construction documents from. In some areas it provides more detail than many existing manuals. For example, it spells out significant detail about sidewalk cross sections along different types of streets in different neighborhoods. It stays away from the rigid standards that often only apply to abstract situations. Other street manuals have more detailed engineering guidance and are endorsed by a federal or state agency. However, this manual has some specific designs but moreso what is important is that this manual address what to build when thining about creating living streets.How does this manual comply/address fire code concerns?The California Fire Code can impede street design in limited circumstances. The state legislature has adopted the National Fire Code. The National Fire Code is written by a private agency and has no official legal standing unless states or municipalities adopt it, as has been done in California. The primary barrier caused by this adoption is the requirement for a minimum of 20 feet of an unobstructed clear path on streets. To comply with this, streets with on-street parking on both sides must be at least 34 feet wide. This prevents municipalities from designing skinny and yield streets to slow cars and to make the streets safer, less land consumptive and more hospitable to pedestrians and bicyclists are ways around this requirement. If the local jurisdiction takes measures such as installing sprinklers and adding extra fire hydrants, or the adjacent buildings are built with fire retardant materials, it may be able to get the local fire department to agree to the exception. Additionally, the California state Fire Code does exist in conflict with properly researched guidelines and standards documented by the Institute of Transportation Engineers and AASHTO. Regardless, the authors understand that as part of the process of re-thinking street design, it is important that planners and engineers work with their local fire department early in the process of updating their standards.What is the legal standing of this document?To clarify, cities are authorized to adopt or modify their own practices, standards, and guidelines that may reflect differences from the Green Book and the HDM. If these changes generally fall within the range of acceptable practice allowed by nationally recognized design standards, the adopting agencies are protected from liability to the same extent they would be if they applied the Green Book or the HDM. Most changes to streets discussed in this manual fall within the range of the guidelines or recommended practices of nationally recognized organizations such as AASHTO, ITE, Urban Land Institute (ULI), and Congress for the New Urbanism (CNU).Unless otherwise noted, everything in this manual can readily be adopted and incorporated without fear of increased liability. In addition, this manual carries the credibility of the many top-level experts who produced it. In some cases, AASHTO design guidelines may not provide information on innovative or experimental treatments that have shown great promise in early experiments and applications. Since AASHTO is a design guide, agencies have some flexibility to use designs that fall outside the boundaries of the AASHTO guide. Deviation from the range of designs provided in the AASHTO guide requires agencies to use greater care and diligence to document their justification, precautions, and determination to deviate from the guidelines. In California, the precautions to establish design immunity should be followed. These include consideration/analysis and approval by a registered engineer qualified to sign the plans, and certification by the city council or reviewing body clearly indicating the intent of the agency. This process documents the engineering judgment that went into the design. Additionally, it is important to note that not all the treatments in this manual fall within the category of traffic control devices. For example, traffic calming treatments are not traffic control devices and as such the state exercises no jurisdiction over them. 2b1af7f3a8