RIICWD508E

Prepare Detailed Design of Busways

 What are BUSWAYS?
• A busway, typically known as Bus lane or bus-only
lane or Running Way is a lane restricted to buses,
often on certain days and times, and generally used
to speed up public transport that would be
otherwise held up by traffic congestion.
• The related term busway describes a roadway
completely dedicated for use by buses. Bus lanes
are a key component of a high-quality bus rapid
transit (BRT) network, improving bus travel speeds
and reliability by reducing delay caused by other
traffic.
• A dedicated bus lane may occupy only part of a
roadway which also has lanes serving general
automotive traffic; in contrast to a transit mall
which is a pedestrianized roadway also served by
transit.
What are BUSWAYS?
What are BUSWAYS?
TYPES OF BUS WAYS / RUNNING WAYS
1. Separate (or segregated)
2. Freeway
3. Urban Street
1. Separate (or Segregated)
A separate running way is
the most developed form
of a busway and consists
of a road or guideway
dedicated to buses built
on its own alignment.
 2. Freeway
A freeway running way is built within the limits of the cross-section of a
freeway, either as part of new construction or by retrofitting an existing
facility.
The running way can have one of three forms:
• Median busway
• HOV lanes
• Shoulder
 i. Median busway
A dedicated bus facility in
the median area, usually
separated physically from
other forms of traffic and
with free-flow ramps to
and from other types of
BRT running ways.
 ii. HOV lanes
A running way shared with
high-occupancy vehicles
on either the median side
or the outer lanes of the
freeway and not
necessarily separated
physically from the
general traffic lanes.
 iii. Shoulder
Permitted use of the
outside shoulder of the
general traffic lanes by
BRT vehicles. Sometimes
limited to peak hour
periods or congested
conditions and usually
with various operating
constraints, such as
maximum operating
speed.
 3. Urban street
An urban street BRT running way is developed within the limits of the roadway
cross-section, either as part of new construction or by retrofitting an existing
facility. The running way geometry is controlled by the geometry of the
roadway. The running way can have one of three forms:

• Median busway
• Bus lanes
• Mixed-use lane:
 i. Median busway

A dedicated bus facility in the

median area sometimes shared
with other high occupancy vehicles
and sometimes physically separated
from other forms of traffic with
some form of transit priority at
locations where it intersects with
other traffic.
 ii. Bus Lanes
Similar to a median busway, but
typically located on the outside of the
arterial roadway and sometimes
shared with other high-occupancy
vehicles.
Typically, the bus lane is not physically
separated from the general traffic
lanes.
It is also known as a business access
and transit (BAT) lane.
 iii. Mixed-Use Lanes
Mixed use of a lane by both transit
and general traffic.
Intersection treatments such as
roadway widening and added
auxiliary lanes at intersections
provide buses with the ability to
“jump the queue” at such locations
and provide some level of improved
service times and reliability.
 Some Cases In CBD
These concepts are not ideal and should be used only when other
strategies are financially or politically prohibitive:

• bidirectional lane
• reversible lane
• peak hour only exclusive lanes
 BUS PLANNING AND INFRASTRUCTURE DESIGN
PRINCIPLES

1. Along high demand corridors, a high level of bus frequency should be provided
with an objective of increasing bus and overall public transport usage.

2. Bus feeder services to bus/ train interchanges should be coordinated to

minimize waiting times for buses and trains.

3. On streets where there are 12 buses or more per hour bus priority should
where possible be provided to bypass congestion and facilitate this high
frequency. Bus priority is particularly important at entrance / exits to bus
interchanges and along long bus routes through centers, to maintain timetables
and reliability
 BUS PLANNING AND INFRASTRUCTURE DESIGN
PRINCIPLES

4. Buses should have the facility to communicate with traffic signals to

detect approaching buses and be designed to minimize delays to buses
along major bus routes. The impact on other traffic must be considered
with adjustments to signals

5. In higher density inner city areas, high frequency bus routes should
generally operate no more than 1 kilometer apart.

6. Proximity of bus stops should be determined based on minimizing delay

to passengers on the bus and providing convenient access to stops by
boarding/ alighting passengers.
 BUS PLANNING AND INFRASTRUCTURE DESIGN
PRINCIPLES

7. Buses should be provided with appropriate traffic management devices

to enter or leave busy roads with safety (e.g., Traffic signals).

8. Traffic management devices installed on bus routes, with the purpose of

reducing vehicle speeds, should be mindful of the needs of the comfort of
bus passengers.

9. Land acquisition may be required to facilitate bus planning and

consideration must be given to the potential need for land or any
requirements where land may be needed.
 BUS PLANNING ISSUES

• Frequency of bus services, including at peak periods, during the day, in the evenings
and at weekends.
• Bus network coverage (distance to nearest bus stop).
• Indirect travel routes, often due to lack of circumferential routes.
• Transfer penalty between services/ modes.
• Slow or unreliable services due to congestion and lack of bus priority on the network.
• Inconvenient, uncomfortable network or uncoordinated bus interchange, bus/rail
interchange facilities or bus stops.
• Uncomfortable bus travel due to inappropriate or excessive use of traffic management
devices along the bus route.
• DDA Accessibility – buses, stops, facilities.
• Bicycle parking at major bus stops and interchanges.
 Commonwealth Disability Discrimination Act 1992 (DDA)
In designing for bus priority, it is important for project managers, planners, designers
and other project and design staff to understand the requirements of the
Commonwealth Disability Discrimination Act 1992 (DDA) which is to:

• Enhance accessibility of transport infrastructure for people with disabilities.

• Achieve consistency in the planning, design and construction of access for
people with disabilities in transport infrastructure projects.
• Facilitate compliance with the State Government commitment, action plans
and policy statements aimed at enhancing access for people with disabilities.
• Provide a range of information and resources for more detailed requirements.
• Reduce the likelihood of a complaint lodged under the DDA.
 Design Considerations
Tasmania buses are large vehicles and need some specific design requirements
when considering road infrastructure.
Standard Bus (82 Passengers) Articulated Bus (120 Passengers)

Length: 12.3m Length: 18m

Width: 2.5m (excluding mirrors @230mm Width: 2.5m (excluding mirrors @230mm each)
each) thus the total width is close to 3 metres. thus, the total width is close to 3 metres.

Height: 3.14m Height: 3.3m

 Design Feature When to apply Design Provision Design Variation

Design Considerations
Traffic lane width Roads where bus routes areDesirable minimum lane width 3.2-3.5 metres may be appropriate
present 3.5 metres depending on site-specific
requirements, contingent on agreement
with the PTA

To assist in design Bus Shelters A minimum 1.9m horizontal clearance

from kerb face to bus shelter including

principles the roof overhang

A minimum 1.5m clear footpath width
either in front of or behind the shelter
following table has for pedestrians walking parallel to the
road

been provided which

highlights design Setback of signage, trees, streetAvoid contact between buses0.6 metres
furniture, pedestrian areas & cycle(i.e., wing mirrors), and objectsRefer to MRWA Standards for routes
features and desirable ways from kerb adjacent to busand people within the verge
route
under the care and control of MRWA

design provision for

specific features: Bus Turning Circles and
U Turns
All road designs Desirable minimum inner horizontalConsideration can be given to a
circle of 14.0m smaller turning radius where space is
limited, and usage and speeds are low

Vertical clearance Provision of clear height for3.7 metres for bus-only routes
transit vehicle movementAs per MRWA Standards for all other
beneath structures such asroutes
bridges

Roundabouts 7.5-meter radius to central island isSmaller arterial islands can be

preferred provided where bus right turns are not
required. An appropriate template
should be used for design
 Criteria Recommended value
Minimum design speed, mainline 40 mph (70 km/h)
Separate Minimum design speed, station and CBD areas
Minimum design speed, arterial ramps and access roads
35 mph (60 km/h)
25 mph (40 km/h)

Busway Design
Minimum stopping sight distance AASHTO/TAC standards
Minimum stopping sight distance at station areas (passenger comfort) 275 ft (85 m)

Guidelines Minimum passing sight distance (station areas only)

Minimum horizontal sight distance
Maximum superelevation, separate busway
AASHTO/TAC standards
AASHTO/TAC standards
3%
Maximum superelevation, arterial/expressway facility 6%
Maximum superelevation at stations 2% (fall toward platform)
Maximum superelevation runout, main busway 1:400
GEOMETRY Maximum superelevation runout, stations 1:200
Minimum horizontal curve radius, mainline Based on minimum design speed

Table 1 presents a summary of Minimum horizontal curve radius, stations and CBD areas 400 ft (120 m)
basic geometric design criteria Minimum horizontal curve radius, absolute minimum 265 ft (80 m)
and recommended values for Minimum horizontal curve radius, ramps and access 150 ft (45 m)
Spirals, all curves less than 2850 ft (870 m) radius (when potential AASHTO/TAC standards
separate busway facilities. convertibility to LRT)
Exceptions can be warranted on Minimum tangent at station ends (platform) 65 ft (20 m) (field or simulation model-
Ing test if lower value desired)
a case-by-case basis.
Maximum intersection skew angle 20°
Minimum turning radius at intersections Dependent on vehicle type, typically 40
ft (12 m) absolute minimum

Minimum grade, rural section 0%

Minimum grade, urban section 0.3%
Maximum grade, mainline 5%, up to 8% for short runs – 400-500 ft
(120-150 m)
Grade range, stations 0.5% to 2.0%
Maximum grade, access roads and ramps 6%
Minimum crest and sag curves AASHTO/TAC standards
Minimum crest and sag curves at stations (passenger comfort) K = 17
Separate
Busway Design
Guidelines
CROSS-SECTION

Figure 6, for a completely

separated busway facility and
where the busway is developed
alongside one side of a roadway
corridor.
Separate Busway Design
Guidelines

OTHER FACTORS TO BE CONSIDERED

1. Access
2. Restriction of Non-Bus Traffic
3. Drainage
4. Landscaping
5. Lighting
6. Communication Ducts
7. Signage, pavement markings and traffic control
8. Rail Corridor Interface
 Signage, pavement markings
and traffic control
Busway signage and traffic control should comply with Manual of Uniform Traffic Control Devices (MUTCD) guidelines
and local practices:

For busway users / operators: For passengers and other users:

• maximum operating speeds • pedestrian prohibitions and at-grade crossings
• cautionary operating speeds • busway entry prohibitions
• upcoming intersections • bicycle and private vehicle prohibitions
• changes in roadway geometry
• upcoming merges
• stop and yield conditions
 Freeway Design Guidelines
Median busway
Within freeways and expressways, there are often opportunities to construct busways between the median barrier and
the general-purpose traffic lanes.

1. Geometry : should meet current AASHTO or TAC geometric design guidelines.

2. Cross-Section :
• Paved Shy distance of atleast 2-foot (0.6 meter) between the edge of the median barrier and the edge of
the bus lane.
• Bus lane should be at least 10.5 feet (3.2 meters) wide, with a preferred width of 12 feet (3.6 meters).
• vertical clearance over the busway should desirably be a minimum of 16.5 feet (5.0 meters).

3. Signage, pavement markings and traffic control:

• Pavement markings should be in accordance with the guidance of the MUTCD.
 Freeway Design Guidelines
Median busway
Within freeways and expressways, there are often opportunities to construct busways between the median barrier and
the general-purpose traffic lanes.

1. Geometry : should meet current AASHTO or TAC geometric design guidelines.

2. Cross-Section :
• Paved Shy distance of atleast 2-foot (0.6 meter) between the edge of the median barrier and the edge of
the bus lane.
• Bus lane should be at least 10.5 feet (3.2 meters) wide, with a preferred width of 12 feet (3.6 meters).
• vertical clearance over the busway should desirably be a minimum of 16.5 feet (5.0 meters).

3. Signage, pavement markings and traffic control:

• Pavement markings should be in accordance with the guidance of the MUTCD.
 Freeway Design Guidelines
Bus Use of Shoulder
This configuration is often referred to as a reserved bus lane (RBL) or bus on shoulders (BOS).

It is desired that an RBL have :

1. An 11-foot (3.35 meter) wide travel lane.
2. An additional 2-foot (0.6 meter) wide paved shy distance between the edge of the running way and any
obstructions, piers, sign supports, walls, ditch edges or guiderails.
3. A 2-foot (0.6 meter) buffer between the RBL and the adjacent general-purpose lanes.

However,
1. In retrofit situations, the dimensions are typically limited by existing adjacent obstructions.
2. Widening of the existing shoulder width to the desired 15-foot (4.5 meter) section is not always attainable.
 ARTERIAL DESIGN GUIDELINES
Median Busway

1. Cross-Section : The recommended cross-section of a median busway is similar to a two-lane road.

• 12-foot (3.65 meter) wide lane in each direction divided by a pavement marking.
• If space allows, the width of the bus travel lanes could be expanded to 13 to 15 feet (3.9 to 4.5 meters)
• In constrained urban areas, the recommended minimum width of the travel lanes is 11 feet (3.35
meters).
 ARTERIAL DESIGN GUIDELINES
Median Busway
1. Cross-Section : The recommended cross-section of a median busway is similar to a two-lane road.

Figures 8-11 illustrate typical cross-sections for both two-lane/two-way and one-lane reversible median
busway designs, given different surrounding roadway widths and station configurations.

- The cross-sections are presented for both midblock and intersection configurations.

- These are shown for both an ideal cross- section (where available right-of-way is not an issue) and a
constrained cross-section (where the available right-of-way is limited).

- Although each median busway will need to be carefully designed to the specific context where it is being
installed, these typical cross-sections provide a good starting point for detailed design, as well as a good
visual tool for explaining this configuration to decision makers, community residents and other
stakeholders.
ARTERIAL DESIGN GUIDELINES
Median Busway
ARTERIAL DESIGN GUIDELINES
Median Busway
ARTERIAL DESIGN GUIDELINES
Median Busway
ARTERIAL DESIGN GUIDELINES
Median Busway
 ARTERIAL DESIGN GUIDELINES
Curb bus lanes
1. Cross-Section : The cross-section of a curb bus lane is typically only a redesignation of the curb or an interior lane
as a bus lane.
- The recommended minimum width for a bus lane is 12 feet (3.65 meters) to allow for unimpeded bus
operations.
- although a reduction to 10 to 10.5 feet (3 meters) may be necessary in particularly constrained locations
- If additional width is available to provide a 13- to 15-foot (3.9 to 4.5 meter) curb lane, this is desirable.

Figures 12-15 illustrate several typical cross-sections for both concurrent and contraflow curb bus lanes in
midblock areas and at intersections, given different surrounding roadway widths.
These are shown for both an ideal cross-section, where available right-of-way is not an issue, and a
constrained cross-section, where the available right-of-way is limited.
Although every bus lane will need to be carefully designed to the specific context where it is being installed,
these typical cross-sections provide a good starting point for that detailed design, as well as a good visual
tool for explaining this configuration to decision makers, community residents, and other stakeholders.
ARTERIAL DESIGN GUIDELINES
Curb bus lanes
ARTERIAL DESIGN GUIDELINES
Curb bus lanes
ARTERIAL DESIGN GUIDELINES
Curb bus lanes
ARTERIAL DESIGN GUIDELINES
Curb bus lanes
 ARTERIAL DESIGN GUIDELINES
Intersection treatments
1. Bus bypass lanes and queue jumps :
ARTERIAL DESIGN GUIDELINES
Intersection treatments

Bus bypass lanes

and queue jumps :
ARTERIAL DESIGN GUIDELINES
Intersection treatments

There are a number of specific issues to consider in developing a bus bypass lane:

• Length of lane

• Signal aspect

• Turning vehicles
ARTERIAL DESIGN GUIDELINES
Intersection treatments

Transit signal priority

Transit signal priority (TSP) uses communication between the transit system and the signal system in order to
dynamically adjust signal timing to prioritize the movement of buses.
 BUS PRIORITY MEASURES

The principle of bus priority improvement and of bus travel time can be expressed where bus travel times achieve one,
or all, of the following:

• Increase in bus schedule reliability

• Reduction in total bus journey time
• More efficient use of buses, drivers, etc. result in improved operating costs.
 BUS PRIORITY MEASURES
How can the Priority be increased? By introducing the following.

• Busways
• Bus lanes
• Bus Only Streets
• Bus Queue Jumps
• Bus Pre-Signals
• Traffic Signal Priority – B Light
• Traffic Signals – Right Turn for Buses Only
• Shared use lanes
• No-Stopping Restrictions on Priority Bus Routes
• Bus Stop Clearways
 BUS PRIORITY MEASURES

Levels of Bus Priority

There are four levels of Bus Priority ranging from Level 1, where buses deserve high priority to Level 4 where
frequency is quite low. These are defined in Table 2 – Guide to selection of level of priority for road sections
carrying bus services.
BUS PRIORITY MEASURES
BUS PRIORITY MEASURES
 TYPICAL TREATMENTS OF ROADS
• All pavement markings to be white.

• BUS LANE and BL to be located centrally in Bus Lane when used. BUS LANE AHEAD to be located
centrally in kerbside lane.

• BL to be repeated at regular intervals when used. It is usual to repeat them after each side street, or
at about 200 m spacing in the absence of a side street. Replace each BL with BUS LANE each 1 km.

• On freeways and other high-speed road, markings are placed after each major intersection or entry
ramp, and repeated at spacings up to 1 km.

• Tapered continuity line is 150 mm wide.

TYPICAL TREATMENTS OF ROADS
Type of Bus Lane

Continuous bus lane - continue from one

intersection to the next and often through many
signalized intersections. Continuous bus lanes are
often used on important strategic routes where a high
level of bus priority is required..
TYPICAL TREATMENTS OF ROADS
Type of Bus Lane

Set back bus lane - end at a set distance from a

signalized intersection to provide additional
intersection capacity. Buses will generally clear
the intersection in a single traffic signal cycle to
minimize the impact on intersection capacity.
TYPICAL
TREATMENTS OF
ROADS
Type of Bus Lane

Queue jump bus lane - a short bus lane

at the approach to an intersection that
allows buses to reach the head of the
queue and be given signal priority with a
‘B-lantern’.
COLORED SURFACE TREATMENTS OF
BUS LANES

Colored surface treatment is used on bus lanes to improve delineation and increase motorists’ awareness of the
bus lanes. Colored surface treatment does not by itself define a bus lane under the Road Rules.

The current practice in Victoria is to use red colored surface treatment on all part-time and full-time bus lanes.

Red bus lanes are typically provided in two ways:

1. Surface treatments placed on road pavement using specialized binders and colored aggregates which have
high skid resistance characteristics, or
2. Colored asphalt used as the surface layer of road pavement
COLORED SURFACE TREATMENTS OF
BUS LANES