OmniTrans Bus Stop Safety Improvement Plan

Page 152

Bus Stop Safety Improvement Plan

5.4 Prioritized Bus Stop Access Project Types For both recommended programs and infrastructure projects, the decision criteria are similar. For example, Bus Stop Safety Pilot Projects were determined for the nine Census Tracts, with assistance from TAC input and data analysis. To prioritize those, one would use these criteria:

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Cost Benefits Benefit-Cost Ratio Feasibility Equity Considerations Collision Analysis ADA Compliance Community Support TAC Support Connectivity Accessibility Land-use/ Design Bus Stop Amenities

As an example, if the recommendation was to remove a travel lane and replace it with a bus-bike lane, it might rank relatively low on the feasibility scale if there was not sufficient public support and political will to implement the project. However, a bus shelter would rank higher as it likely would have more public support and would be built within the public right-of-way so additional right-of-way would not need to be acquired. For comparing cost and benefits, it would depend on measurements. For infrastructure, cost can be estimated and then use CRF to estimate how much the benefit would be in terms of reducing collisions. Figure 5-2 lists typical costs and CRFs for infrastructure that might be used near bus stops to increase safety.

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As seen in the table, both the costs and the CRFs of the measures can vary significantly. Sidewalks have a relatively high CRF, at 65 percent to 89 percent, but at $200,000 per block they can be expensive, which increases their cost to benefit ratio. Alternatively, pedestrian refuge islands cost significantly less, at only around $15,000 each, and with a 56 percent CRF they still have a relatively high CRF. Pedestrian refuge islands are considered the “cadillac” of traffic calming measures because of their high effectiveness and medium cost. A measure with an even lower cost is implementing Leading Pedestrian Intervals (LPIs) which are relatively inexpensive, since only signal timing needs to be changed, and they are quite effective in improving actual safety, feelings of safety, and levels of comfort. Both LPIs and pedestrian refuge islands are highly recommended projects for Omnitrans’ BSSIP. The most common priority recommendations for bus stop access in this Omnitrans’ Bus Stop Safety Improvement Plan are the following:

Infrastructure: 1. Sidewalks 2. High-vis/continental crosswalks 3. Mid-block crossings / pedestrian refuge islands 4. Bike lanes 5. Curb extensions 6. Curb ramps 7. Buffered bike lanes 8. Street lighting / signal timing 9. Maintenance 10. Bike Routes

Bus Stops: 1. 2. 3. 4. 5. 6.

Shelter Lighting Sidewalk widening / Protected Walking Lanes / providing footprint for shelter Transit Ambassador Programs Placemaking / space activation CAHOOTS Program


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Implementation

1min
pages 215-217

Table 5-32: Implementation Chart - Program Implementation Table 5-33: Implementation Chart - Infrastructure

3min
pages 213-214

Table 5-29: Census Tract 9 Bus Stop Improvements

2min
page 208

Table 5-30: Implementation Chart - Identify the Needs Table 5-31: Implementation Chart - Planning and

1min
page 211

5.6 Implementation Framework

2min
page 210

Assessment

1min
page 212

Table 5-28: Census Tract 9 Bicycle Improvements

1min
page 206

Figure 5-26: Census Tract 9 Pedestrian Recommendations

1min
page 205

Table 5-27: Census Tract 9 Pedestrian Improvements

1min
page 204

Figure 5-25: Census Tract 8 Bus Stop Recommendations

1min
page 203

Table 5-24: Census Tract 8 Pedestrian Improvements

1min
page 198

Table 5-26: Census Tract 8 Bus Stop Improvements

2min
page 202

Table 5-23: Census Tract 7 Bus Stop Improvements

2min
page 196

Table 5-25: Census Tract 8 Bicycle Improvements

1min
page 200

Figure 5-20: Census Tract 7 Pedestrian Recommendations

1min
page 193

Table 5-22: Census Tract 7 Bicycle Improvements

1min
page 194

Table 5-21: Census Tract 7 Pedestrian Improvements

1min
page 192

Table 5-20: Census Tract 6 Bus Stop Improvements

2min
page 190

Table 5-19: Census Tract 6 Bicycle Improvements

1min
page 188

Figure 5-17: Census Tract 6 Pedestrian Recommendations

1min
page 187

Table 5-18: Census Tract 6 Pedestrian Improvements

1min
page 186

Figure 5-16: Census Tract 5 Bus Stop Recommendations

1min
page 185

Figure 5-15: Census Tract 5 Bicycle Recommendations

1min
page 183

Table 5-17: Census Tract 5 Bus Stop Improvements

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page 184

Table 5-16: Census Tract 5 Bicycle Improvements

1min
page 182

Figure 5-14: Census Tract 5 Pedestrian Recommendations

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page 181

Table 5-15: Census Tract 5 Pedestrian Improvements

2min
page 180

Table 5-13: Census Tract 4 Bicycle Improvements

1min
page 176

Table 5-14: Census Tract 4 Bus Stop Improvements

2min
page 178

Figure 5-11: Census Tract 4 Pedestrian Recommendations

1min
page 175

Table 5-11: Census Tract 3 Bus Stop Improvements

1min
page 172

Table 5-12: Census Tract 4 Pedestrian Improvements

1min
page 174

Figure 5-8: Census Tract 3 Pedestrian Recommendations

1min
page 169

Table 5-9: Census Tract 3 Pedestrian Improvements

1min
page 168

Figure 5-7: Census Tract 2 Bus Stop Recommendations

1min
page 167

Table 5-8: Census Tract 2 Bus Stop Improvements

1min
page 166

Figure 5-4: Census Tract 1 Bus Stop Recommendations

1min
page 161

Figure 5-5: Census Tract 2 Pedestrian Recommendations

1min
page 163

Table 5-7: Census Tract 2 Bicycle Improvements

1min
page 164

Table 5-6: Census Tract 2 Pedestrian Improvements

1min
page 162

Table 5-5: Census Tract 1 Bus Stop Improvements

1min
page 160

4.6 Personal Safety Best Practices

33min
pages 127-143

Table 5-4: Census Tract 1 Bicycle Improvements

1min
page 158

5.3 Prioritization Analysis

8min
pages 149-151

Table 5-3: Census Tract 1 Pedestrian Improvements

1min
page 156

Guidelines

2min
page 144

5.4 Prioritized Bus Stop Access Project Types

2min
page 152

Figure 5-2: Census Tract 1 Pedestrian Recommendations

1min
page 157

Figure 4-6: Fatalities per Billion Passenger Miles Traveled 21

3min
pages 125-126

Figure 4-5: Median Treatment to Discourage Unsafe Pedestrian Midblock Crossing21

4min
pages 123-124

4.5 Best Practices Research

4min
pages 118-119

Figure 4-4: Strategy to Reduce Crime and Reduce Fear that Reduces Transit Ridership15

6min
pages 120-122

4.4 Traffic Calming

2min
pages 116-117

Crime 6

15min
pages 106-113

4.2 Bicycle and Pedestrian Solutions

5min
pages 104-105

4.1 Barriers and Solutions Overview

3min
pages 102-103

Figure 3-3: Virtual Audit Interactive Map

1min
page 92

3.9 Results from Outreach Events

7min
pages 96-101

2.7 Policy and Planning Context

19min
pages 76-87

3.4 Stakeholder Interviews and Outreach Events

4min
page 90

Figure 3-2: Omnitrans Virtual Audit Bus Stops Tour

1min
page 91

Figure 2-29: Census Tracts 6-9 Existing Bicycle Facilities

2min
pages 73-74

Figure 2-26: Census Tract 5 Existing Bicycle Facilities

2min
pages 67-68

Figure 2-27: Census Tract 5 Existing Pedestrian Facilities

1min
pages 69-70

Figure 2-23: Census Tract 4 Existing Bicycle Facilities

2min
pages 61-62

Figure 2-20: Census Tract 3 Existing Bicycle Facilities

2min
pages 55-56

Figure 2-24: Census Tract 4 Existing Pedestrian Facilities

1min
pages 63-64

Figure 2-21: Census Tract 3 Existing Pedestrian Facilities

1min
pages 57-58

Figure 2-18: Census Tract 2 Existing Pedestrian Facilities

1min
pages 51-52

Figure 2-17: Census Tract 2 Existing Bicycle Facilities

1min
pages 49-50

Figure 2-15: Census Tract 1 Existing Pedestrian Facilities

1min
pages 45-46

1.3 Omnitrans’ Ridership Characteristics

1min
pages 15-16

2.4 Bicycle Facilities

1min
page 36

Figure 2-16: Census Tract 2 Land Uses

1min
pages 47-48

Figure 2-1: Omnitrans’ Service Area

2min
pages 19-20

Figure 2-14: Census Tract 1 Existing Bicycle Facilities

2min
pages 43-44

Table 2-4: Collision Analysis per Census Tract16 Table 4-1: How Transit Improvements Can Reduce Urban

1min
page 25

2.3 Land Use

1min
page 32
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