BC TRANSIT

MUNICIPAL SYSTEMS PROGRAM

DESIGN GUIDELINES
FOR
ACCESSIBLE BUS STOPS
FORWARD -- MINIMUM REQUIREMENTS FOR DESIGNATION OF ACCESSIBLE BUS STOPS

The guidelines for an accessible stop are:

In areas where a sidewalk is the pedestrian right-of-way:

The preferable roadside condition for a transit stop is a concrete barrier curb 150 mm
(6 in) high, without indentation for a catch basin.
The transit stop-waiting pad should be a clear minimum of 2.1 m (7 ft) x 1.98 m (6.5
ft). This is necessary in order to accommodate the wheelchair ramp deployment from
the bus and to allow for wheelchair movement after clearing the ramp.
Provide one or two paved connections from waiting pad to the sidewalk for a width of
1.5 m (5 ft).
If street furniture or other such objects are provided (i.e. newspaper box, overhead
signage), they must be located to provide a minimum clear width of 1.5 m (5 ft) and
clear headroom of 2.0 m (6.5 ft) for the pedestrian path. They must be kept clear of
the transit loading and unloading area.
If a bench for seating is installed within bus stop areas, it should not be placed on a
sidewalk after having a width of less than 2 m (6.5 ft), or within 6 m (20 ft) of any
fire hydrant.

In areas where no sidewalk exists, a concrete or asphalt pad on the shoulder of the road,
as illustrated in Figure 6, is recommended. As illustrated, the pad must be elevated above
road grade 150 mm. The curb cut between the pad and the road grade should follow the
design guidelines listed under the “Curb Cuts” section of this document. With the
exception of the curb cut and the location where the ramp is to be deployed onto the pad,
a “barrier” should also be built on the perimetre of the pad as a safety measure to prevent
wheelchair passengers from rolling off the pad, especially onto the roadway.
The absence of a sidewalk or pad does not mean that a passenger in a wheelchair or
scooter cannot access the bus. The 4:1 slope ratio of the ramp when the bus is “kneeling”
at street level is within acceptable guidelines. Caution is required, especially for
passengers in scooters. Where no sidewalk or pad exists:
• The driver should advise the passenger in the wheelchair or scooter that caution is
required in boarding the bus.
• The driver or attendant of the passenger should follow behind the passenger in the
wheelchair or scooter and assist the passenger boarding the bus.
• These conditions should be communicated in advance to drivers and passengers.

On routes where bi-directional service is provided (as opposed to a loop route), an

accessible inbound stop should correspond to nearby accessible outbound stop. A stop
should not be deemed fully accessible until this can be achieved.

The responsibility of bus stops, under the terms of the Master Operating Agreement, lies
with the municipality. BC Transit’s Marketing Department will provide signage,
including the international wheelchair symbol decals, to the municipality for the bus stop
 Page ii

designation. The municipality should also enlist the assistance of the operating company
(and the use of the accessible vehicle type(s) in question) to ensure that the requirements
for the vehicles meets on-street operational needs.

It is imperative that these guidelines not be used as hard and fast rules but serve as
general design guidelines to be interpreted and adapted to site specific situations in
each jurisdiction. In particular, readers should take note of the Master Municipal
Contract Documents and the specifications contained therein.
 Page iii

TABLE OF CONTENTS

FORWARD -- MINIMUM REQUIREMENTS FOR DESIGNATION OF ACCESSIBLE BUS

STOPS I

TABLE OF CONTENTS III

1 INTRODUCTION 1

2 GENERAL ACCESSIBILITY GUIDELINES 1

2.1 Mobility 2
2.2 Orientation 2
3 ELEMENTS OF THE ACCESSIBLE ENVIRONMENT 3

4 TRANSIT STOPS AND SHELTERS 3

4.1 Transit Stops and Shelters Design Considerations 3
4.2 Shelter Design Criteria 4
4.3 Shelters Evaluation Considerations 4
4.4 Access/Circulation Design Criteria 5
4.5 Access/Circulation Evaluation Consideration 5
4.6 Seating Design Criteria 5
4.7 Seating Evaluation Considerations 6
5 RURAL TRANSIT STOPS 6

6 CURB CUTS 7
6.1 Design Considerations 7
6.2 Curb Cuts Design Criteria 7
6.3 Curb Cuts Evaluation Considerations 7
7 WALKWAYS 8
7.1 Walkways Design Criteria 8
7.2 Walkways Evaluation Considerations 9
8 RAMPS AND STAIRS 9
8.1 Ramps and Stairs Design Considerations 9
8.2 Ramps Design Criteria 10
8.3 Stairs Design Criteria 10
9 MISCELLANEOUS ITEMS – INBOUND AND OUTBOUND STOPS 10

10 INITIAL IMPLEMENTATION OF ACCESSIBLE BUS STOPS 11

10.1 Identification of What is Considered an Accessible Stop 11
10.2 The Identification of Stop Accessibility 12
10.3 Bus Stop Inventory/Plan 12
10.4 Communication Plan 13
1 Introduction

Since the early 1990’s, the Municipal Systems Program has embarked on a program to
make its conventional transit systems’ fleet increasingly accessible (as a percentage of the
total Municipal Systems conventional transit program). Within the program, system
accessibility is being achieved using either New Flyer 40-foot low floor conventional
buses, 30-foot Dennis-Plaxton Dart conventional buses and/or, shortly, 35-foot Dennis-
Plaxton Darts, a different mix of these vehicles employed in various communities. All
these low floor buses allow easier boarding for wheelchair users by employing a ramp
rather than a wheelchair lift. The low floor bus also facilitates quicker boarding for
ambulatory passengers by eliminating the need to climb stairs.

A major element in the accessibility program is the condition of the actual bus stop. For
example, does the stop have an adequate sidewalk or boarding area? Is there sufficient
clearance? Are there any obstructions? Will the bus block an intersection or driveway
during deployment of the ramp?

Under the terms of the Master Operating Agreement, the responsibility for improving bus
stops, including improvements to ensure accessibility, is with the local municipality. BC
Transit will provide each municipality and the operating company these guidelines which
will ensure consistency in the future design of accessible bus stops.

The first and foremost discussion deals with the bus stop itself, although a broader range
of other municipal infrastructure is required for accessibility between the bus stop and
one’s “front door” (e.g. curb cuts throughout the city, etc.), all of which are discussed in
this document. Although not covered in the terms of the Master Operating Agreement,
this more widespread issue should be considered by the municipality over the long term -
- especially in newly developing areas of the municipality where these accessible features
are built into the design -- to utilize the potential of these buses fully.

Because the bus stop itself is critical to the accessible bus program, the following bus
stop guidelines have been adopted as part of the program. **Minimum requirements
for a bus stop to be deemed accessible are highlighted bold in this document.**
These minimums will be reiterated at the end of the report under section 10.1 as well as
presented as the forward text.

Those stops that are deemed accessible will be marked with an international wheelchair
symbol. The bus stop signs and identification materials are to be provided by BC
Transit’s Marketing Department.

2 GENERAL ACCESSIBILITY GUIDELINES

Designing accessible and comfortable environments requires creativity and attention to

detail. All too often considerations for the persons with a disability are applied in an
isolated manner. To be successful, these considerations must be viewed in a holistic
setting taking into consideration user safety, comfort and accessibility.
 Page 2

The guidelines presented in this report were developed by a task force to investigate
methods to improve accessibility to conventional transit services for the Ontario Ministry
of Transportation. The task force conducted extensive examination of existing literature
and identified key issues and design considerations imperative to improve the
accessibility and usability of transit stops. The standards were modified in some instances
to accommodate the above mentioned vehicle types and reviewed by BC Transit’s
Accessibility Committee.

The primary aim of these guidelines is to address the needs of seniors and persons with a
disability and provide suggestions to create an improved, safe and accessible exterior
environment. It should be noted that the implementation of these items would benefit not
only people with various disabilities but also the larger able-bodied transit user group.

It is imperative that these guidelines not be used as hard and fast rules but serve as
general design guidelines to be interpreted and adapted to site specific situations in
each jurisdiction. In particular, readers should take note of the Master Municipal
Contract Documents and the specifications contained therein.

2.1 Mobility

The basic principles of mobility are:

Avoid level changes wherever possible.
Provide non-slip finishes, good grip and sure footing to ensure surfaces are safe.
Provide opportunities for seating adjacent to routes.
Plan exterior elements to minimize obstacles and eliminate travel hazards such as
support cables for utility polices and low signage protruding into the travel path.
Newspaper boxes and other street furniture should be placed close to the edge of the
travel path but out of the main flow of pedestrian traffic.

2.2 Orientation

The basic principles of orientation are:

Provide consistency and uniformity of elements and layout.
Simplify orientation by using right angles in designated spaces and elements.
Provide visual and tactile cues and landmarks.
Make use of colour contrast, light and shade, texture, detail and signage.
Accentuate dangerous areas by use of contrasting texture, colour or physical guard.
Walkways, hazards and waiting areas should be illuminated for orientation and
security.
Place and design signs to enable people to get physically close to the message without
obstruction and incorporate raised or recessed lettering to enable reading by touch.
 Page 3

3 ELEMENTS OF THE ACCESSIBLE ENVIRONMENT

The exterior elements discussed below, transit stops, shelters, seating, curb cuts,
walkways, circulation and ramps have been selected for their importance in contributing
to the design quality of an accessible transit environment.

Each exterior element is discussed in three parts. The first section addresses design
considerations to examine for each element, followed by specific design criteria for that
element. The design criteria are intended to serve as a resource tool and should be
supplemented with more specific criteria when the project requirements warrant detailed
design. The last section, evaluation considerations, provides a brief discussion concerning
the justification and financial implications of each element.

4 TRANSIT STOPS AND SHELTERS

Transit stops and sheltered areas encompass of a number of individual elements that must
be planned in a holistic manner. There are a variety of road right-of-way conditions
throughout a municipality. The appropriate design solution will be that which best meets
the pedestrian’s needs within that particular width of boulevard and has regard to the
context of the neighbourhood. Figures 1 to 5 illustrate suggested transit stop and shelter
arrangements in a variety of urban and suburban locations. It must be stressed that
suggested guidelines are flexible and should be tailored to the boulevard conditions of the
right-of-way at a particular stop.

4.1 Transit Stops and Shelters Design Considerations

Lay out transit stops for maximum clarity using right angle solutions.
Provide a non-slip, solid, smooth, level and well-drained paved area around the
shelter and connect to adjacent walkways.
Locate street furniture and signage to keep pedestrian access/circulation free of
obstructions.
Avoid any level changes between the transit waiting area and the bus pick-up area.
Provide consistency in transit stops, materials and signage, thereby increasing
recognizability.
Locate transit stops as near as possible to entrances to public buildings; this provides
a sheltered waiting area.
Transit shelters should be designed with transparent sides for visibility and security.
Include transit route map and seating in shelters.
Provide consistency in design and location of doorways on bus shelters.
Doorways should be marked vertically with bold strips and oriented towards the
sidewalk.
Glass panels should be marked with a horizontal contrasting stripe.
Orient shelters and benches to allow view to oncoming transit vehicles, pedestrians
and adjacent development to provide for a high degree of informal surveillance.
 Page 4

Provide seating with armrests both inside and outside of shelters with adequate space
to move around.

Armrests provide leverage points to assist individuals in lowering and raising themselves;
therefore, they must be of sufficient strength to support a person’s weight.
Use trees and shrubs to help control sun, wind, snow and direct circulation. Caution
has to be applied in this application so that visibility restrictions and, hence, safety
concerns do not arise.
Adequately illuminate transit stops for orientation and security.
Signage must be accessible in terms of location and mounting height.

4.2 Shelter Design Criteria

Transit shelters vary widely in materials and dimensions. The following dimensions
are typical shelters used widely across Canada. These dimensions can be used as a
guideline for designing transit stop areas:
1.28 m wide x 2.4 m to 3.525 m length (4.2 ft x 7.9 ft – 11.62 ft).
Transit shelter openings should be a minimum width of 800 mm (2.62 ft).
The safety striping applied to doorways and transparent surfaces should be a
minimum width of 75 mm (3 in) wide. Use contrasting colour schemes considering
that colour perception is at its maximum with orange, yellow and light green colours,
and decreases towards red and violet. The stripe should be at the mid-point of the
transparent shelter panel, approximately 140-160 cm (55-63 in) above ground level.

4.3 Shelters Evaluation Considerations

A variety of transit shelter types are readily available. As with any street-related
furniture, the selection of the appropriate shelter type will depend on specific site
situations and community character. Custom designed shelters may be a consideration in
special commercial areas and/or neighbourhoods if ridership and budget warrant. In tight
urban situations, shelters providing primarily overhead protection can be used to provide
a certain degree of climatic protection. Shelters need not be freestanding structures and
can be incorporated into buildings adjacent to a transit stop.

Many municipalities and transit systems have entered into agreements with advertising
companies to obtain shelters at no cost in return for the right to display advertising on the
shelters. In most instances observed, the use of shelters with advertising did not hinder
design and development of the transit stop area. Municipalities should specify in their
contracts with these companies the standards to be met so that good design and location
criteria are not precluded by this private sector involvement.

Additional considerations in the selection of an appropriate transit shelter are its

maintenance requirements and resistance to vandalism. Most production shelters have
been designed to minimize both of these concerns and servicing costs should therefore be
 Page 5

minimal. In addition easy access standards have been incorporated into many production
shelters.

4.4 Access/Circulation Design Criteria

The preferable roadside condition for a transit stop is a concrete barrier curb 150 mm
(6 in) high, without indentation for a catch basin.
The transit stop-waiting pad should be a clear minimum of 2.1 m (7 ft) x 1.98 m (6.5
ft). This is necessary in order to accommodate the wheelchair ramp deployment from
the bus and to allow for wheelchair movement after clearing the ramp.
Provide one or two paved connections from waiting pad to the sidewalk for a width of
1.5 m (5 ft).
Street furniture objects must be located to provide a minimum clear width of 1.5 m (5
ft) and clear headroom of 2.0 m (6.5 ft) for the pedestrian path. Keep clear of the
transit loading and unloading area.
Benches for seating installed within bus stop areas should not be placed on a sidewalk
after having a width of less than 2 m (6.5 ft), or within 6 m (20 ft) of any fire hydrant.

4.5 Access/Circulation Evaluation Consideration

A broom-finished concrete surface seems to be the most effective and most widely used
surface for most conditions in BC. Concrete provides a consistent, even surface and is
readily available, easy to install, maintenance-free and cost-effective.

The development of a fastening system for mailboxes, newspaper boxes and garbage
containers could help control random placement of the items and prevent them from
becoming circulation hazards.

This fastening system need only be a simple metal bar support or eyebolts set in concrete
to enable these elements to be fastened in place with chains to discourage movement and
theft.

The consideration of access and circulation is particularly vital in the early planning
stages of shelter installation. With early consideration, these criteria will not add financial
burden to the installation of a transit stop yet will greatly improve its accessibility.

4.6 Seating Design Criteria

Seating installed within transit stop areas should not be placed on a sidewalk having a
width of less than 2 m (6.5 ft) or within 6 m (20 ft) of any fire hydrant.
Ideally, seating should:
* be 450 mm – 550 mm (18-20 in) high from finished grade and at a uniform
height.
* have armrests 180 mm – 250 mm (7-10 in) above seat height.
* have a seat depth of 400 mm – 500 mm (15-20 in) range.
 Page 6

* have seats located a minimum of 600 mm (2 ft) from walkways so that legs do not
protrude into pedestrian traffic.

4.7 Seating Evaluation Considerations

The provision of seating at transit stops is a high priority item for elderly and ambulatory
persons with a disability. Standing for even a short period proves to be uncomfortable,
even painful and greatly impedes accessibility to conventional transit.

Several types of seating options should be considered when planning transit stops.
Seating both within the transit shelter and directly adjacent to the shelter provides two
important seating options. Within the shelter small benches provide a resting place and
protection from the elements. In this situation, it is important to keep the seating small
and located out of the main circulation flow, minimizing the impact on total sheltered
standing space (see Figures 9, 10 and 12).

Seating opportunities exterior to the transit shelter can be larger and provide longer term
comfort with backs and armrests. Exterior seating allows people to sit outside and enjoy
the weather while not taking up valuable room within the shelter.

All seating associated with transit stops should be of a durable material and fixed in
place.

5 RURAL TRANSIT STOPS

In rural and deep suburban areas, it is not uncommon to have paved roads with open
ditches along the sides to channel storm water. Some of these areas have sidewalks but
most do not and pedestrians are required to walk on the shoulder of the road, the shoulder
often with a steep slope and of loose material such as gravel and dirt.

Municipalities typically have capital works programs to replace the open ditches with
storm sewers. At the same time roadways are upgraded to include curbs and sidewalks.
Given the capital cost of such an upgrading, the elimination of ditches and the provision
of sidewalks will be a long term objective in many instances. Transit riders in the interim
have to board buses without the benefit of a curb to lift them closer to the first step of the
bus. As well, transit passengers have to get on and off a bus on a gravel or dirt surface.

This boarding and unloading situation is very difficult for the elderly and, especially for
those in wheelchairs, and should be addressed by municipalities in those areas where the
replacement of ditches will be a long term project. Figure 6 illustrates a concrete or
asphalt pad on the shoulder of the road, as a possible solution to this problem. As
illustrated, the pad must be elevated above road grade 150 mm for both safety and
accessibility purposes. The curb cut between the pad and the road grade should
follow the design guidelines listed under the “Curb Cuts” below. With the exception
of the curb cut and the location where the ramp is to be deployed onto the pad, a
“barrier” should also be built on the perimetre of the pad as a safety measure to
prevent wheelchair passengers from rolling off the pad, especially onto the roadway.
 Page 7

Although the elevated pad contravenes the principle of grade changes, it is a preferred
scenario to differentiate between vehicle and pedestrian rights-of-way, increasing
pedestrian safety.
6 CURB CUTS

Level changes are difficult for the elderly and persons with a disability to negotiate and
the development of uniform curb cuts helps to ameliorate this condition. Figure 7
illustrates the principles discussed below.

6.1 Design Considerations

The placement of curb cuts should be consistent in location.

Consistent design criteria for the curb cuts should be adopted throughout the
municipality.
Curb cuts incorporated into intersections should always cross at right angles to the
street and wraparound cuts should be avoided.
Curb cuts must be flush at the top and bottom of slope.
The surface of curb cuts should be joint-free, slip-resistant and free draining in all
weather conditions.
Curb cuts should contrast in colour and or texture to the surrounding walk surfaces.

6.2 Curb Cuts Design Criteria

Maximum slope of 8% (1:12).

Do not cross slope.
Maximum 12.5% (1:8) slope on flared sides.
Minimum width of the curb cut should be 800 mm (2.62 ft).

6.3 Curb Cuts Evaluation Considerations

This one item is singularly the most important aspect of accessibility throughout the
streetscape. Curb cuts provide a continuous barrier-free path that eases the trip of anyone
with difficulties negotiating grade changes.

The financial costs of including curb cuts in new road construction would only be
marginal; however, retrofitting existing situations could prove to be a time-consuming
and costly project. A phased retrofitting program possibly combined with a sidewalk
rehabilitation project could ease the capital cost. Once in place, the curb cuts would have
a long operational life with maintenance requirements no different than a typical
sidewalk.
 Page 8

7 WALKWAYS

Walkways are found throughout the region and their proper design is paramount to
promoting ease of access for all persons. Figures 7 to 11 illustrate the principles
discussed below.

Design for maximum clarity using right angle solutions.

Provide non-slip surfaces that are solid, smooth, level and well drained in all weather
conditions.
Provide a direct as possible route between transit stops and pedestrian destinations.
Minimize grade changes.
Ensure path junctions are well defined and clear of obstructions.
If obstacles do exist, distinguish them with tactile warning strips of safety rails.
Define the edge of walkways clearly, especially adjacent to vehicular routes to aid
visually impaired persons in following the walkway. Options include curbs, low
railings, tactile strips, etc.
Avoid service elements such as manholes and gratings on walkways. If necessary,
orient gratings perpendicular and flush with path direction and surface.
Ensure adequate widths and overhead clearance to enable unobstructed travel.
Illuminate for orientation and security.

7.1 Walkways Design Criteria

Walkway slope must be a gradient of less than 5%. Any gradient exceeding this must
be considered a ramp.
Maximum cross slope of 2%.
Minimum clear width 1.1 m (3.6ft) for secondary paths; Minimum clear width 1.8 m
(6.0 ft) for primary paths.
Minimum clear width at transit stops 3.0 m (9.8 ft).
Minimum overhead clearance from grade 2.0 m (6.5 ft).
Maximum width of expansion joints 15 mm (0.6 in).
Slip-resistant concrete surfaces should be brushed finish or have an integral abrasive
grain.
Maximum clear opening of 13 mm (0.5 in) for flush gratings.
Avoid level changes under 10 mm (0.4 in).
Tactile warning strips should be provided at all new transit stop areas and along major
pedestrian routes adjacent to roadways where there is no separation such as a grassed
border and between the walkway and road.
Tactile warning strips should be recessed rather than raised and have a minimum
width of 600 mm (2.0 ft). For major hazards, such as vehicular situations, a minimum
 Page 9

width of 1 m (3.2 ft) is required. The tactile warning strip should be placed a
minimum of 1 m (3.2 ft) before the hazard, if possible.
Use minimum 75 mm (3 in) high warning curb when path elevation exceeds 75 mm
(3 in) above adjacent grade.

7.2 Walkways Evaluation Considerations

Walkways provide that essential link between the origin of the trip and the transit stop.
The inclusion of walkways through a subdivision or associated with a commercial area
must be considered in the early planning stages of the development. These walkway
connections should be encouraged and monitored through the development review
process to ensure compatibility with the location of transit stops. The costs associated
with these walkway linkages could then be borne by the developer through the
subdivision and site plan process and pose little financial burden on the municipality.

Tactile warning strips are relatively inexpensive to create in new construction. The
municipality can inexpensively design and build a template, which can be used to make
imprints in the setting concrete as new walkways and stops are created. Retrofitting
existing stops and walkways is more costly as they will require multiple saw cuts along
the edge to create the warning strip. Due to the cost of sawcutting, retrofitting will likely
be limited to high traffic pedestrian areas.

8 RAMPS AND STAIRS

There are occasions where grade changes at a transit stop or adjacent development will
necessitate the use of ramps or stairs to provide appropriate pedestrian accessibility.
Figure 12 illustrates the principles discussed below.

8.1 Ramps and Stairs Design Considerations

Give ample warning and clearly define changes in level.

Tactile warning strips should be placed at the top and bottom of each ramp.
Grooved warning strips are preferred over studs or ridges.
The approach should be clear and level.
Avoid isolated steps.
Handrails should be provided, preferably on both sides and be smooth and
continuous.
Handrails should be a distinctive colour or contrast with the background.
Return handrail to wall or provide distinctive end.
Adequate illumination should be provided over all steps and the entire ramp.
Provide a consistent slip-resistant surface such as brushed or ribbed concrete.
Do not use open risers.
Standardize all step and ramp dimensions on-site.
 Page 10

Tactile warning should be two-way: on the floor, and on the handrail.

Locate vertical access, as much as possible, in one area.
Design to eliminate all grade changes less than three steps.
Provide stairs as an addition and not as alternatives to ramps.

8.2 Ramps Design Criteria

Ramp width to be 870 mm (2.85 ft) minimum with 920 mm (3.0 ft) recommended.
Have a maximum gradient of 8% (1:12).
Have a level area of at least 1.5 m x 1.5 m (4.9 ft x 4.9 ft) at the top and bottom.
Have a level area at least 1.5 m (4.9 ft) long and at least the same width as at:
* Intervals of not more than 9 m (29.5 ft) along its length, and
* Where there is an abrupt change in the direction of the ramp
Provide a minimum 50 mm (2 in) high curb on any side of ramp without a solid
enclosure or guard.
Provide railings on both sides of ramp at height of 800 mm – 920 mm (2.6 ft – 3 ft).
Extend handrails a minimum of 300 mm (1.0 ft) beyond top and bottom of ramp and
return into wall.
Railing diameter should be 45-50 mm (1.7 in – 1.9 in) with a minimum clearance
between rail and wall of 40 mm (1.5in).

8.3 Stairs Design Criteria

A minimum width for two-way traffic is 1.52 m (60 in).

Minimum tread depth of 275 mm (10.75 in).
Riser height range between 170-190 mm (6.75-7.5 in).
Stair nosings to be a maximum of 20 mm (.75 in).
Stairs should have a landing at every 3.6 m (11.8 ft) minimum with 2.0 m (6.5 ft)
preferred, measured vertically.
Texture warning surface at top and bottom of stairs to be 1 m (3.2 ft) in width.
Provide handrail on both sides of stairs at height of 800 – 920 mm (2.6 ft – 3.0 ft).
Extend handrails a minimum of 300 mm (1.0 ft) beyond top and bottom of staircase
and return into wall.

9 MISCELLANEOUS ITEMS – INBOUND AND OUTBOUND STOPS

Beyond the specific discussions of stops and their design, an important basic element of
the accessible transit environment is access both on inbound and outbound trips. Thus on
routes where bi-directional service is provided (as opposed to a loop route), an
accessible inbound stop should correspond to a nearby accessible outbound stop. A
stop should not be deemed fully accessible until this can be achieved.
 Page 11

10 INITIAL IMPLEMENTATION OF ACCESSIBLE BUS STOPS

The above list of criterion is the guideline for which the system should ultimately strive.
However achieving this in many communities is a long term proposition. In the
meantime, the buses are on the road and thus to use the accessibility features, some level
of accessible infrastructure must be identified/put in place and communicated specifically
to those people that require its use to access the bus, but also to the public as general
information.

The following provides the minimum municipal infrastructure standards required before
accessible service can be implemented. This section also details supporting items that
need to be accomplished to implement this service as well as identifies responsibilities.

10.1 Identification of What is Considered an Accessible Stop

The necessary requirements for an accessible stop are:

In areas where a sidewalk is the pedestrian right-of-way:

The preferable roadside condition for a transit stop is a concrete barrier curb 150 mm
(6 in) high, without indentation for a catch basin.
The transit stop-waiting pad should be a clear minimum of 2.1 m (7 ft) x 1.98 m (6.5
ft). This is necessary in order to accommodate the wheelchair ramp deployment from
the bus and to allow for wheelchair movement after clearing the ramp.
Provide one or two paved connections from waiting pad to the sidewalk for a width of
1.5 m (5 ft).
If street furniture or other such objects are provided (i.e. newspaper box, overhead
signage), they must be located to provide a minimum clear width of 1.5 m (5 ft) and
clear headroom of 2.0 m (6.5 ft) for the pedestrian path. They must be kept clear of
the transit loading and unloading area.
If a bench for seating is installed within bus stop areas, it should not be placed on a
sidewalk after having a width of less than 2 m (6.5 ft), or within 6 m (20 ft) of any
fire hydrant.

In areas where no sidewalk exists, a concrete or asphalt pad on the shoulder of the road,
as illustrated in Figure 6, is recommended. The curb cut between the pad and the road
grade should follow the design guidelines listed under the “Curb Cuts” section of this
document. With the exception of the curb cut and the location where the ramp is to be
deployed onto the pad, a “barrier” should also be built on the perimetre of the pad as a
safety measure to prevent wheelchair passengers from rolling off the pad, especially onto
the roadway.

The absence of a sidewalk or pad does not mean that a passenger in a wheelchair or
scooter cannot access the bus. The 4:1 slope ratio of the ramp when the bus is “kneeling”
at street level is within acceptable guidelines. Caution is required, especially for
passengers in scooters. Where no sidewalk or pad exists:
 Page 12

• The driver should advise the passenger in the wheelchair or scooter that caution is
required in boarding the bus.
• The driver or attendant of the passenger should follow behind the passenger in the
wheelchair or scooter and assist the passenger boarding the bus.
• These conditions should be communicated in advance to drivers and passengers.

On routes where bi-directional service is provided (as opposed to a loop route), an

accessible inbound stop should correspond to nearby accessible outbound stop. A stop
should not be deemed fully accessible until this can be achieved.

The responsibility of bus stops, under the terms of the Master Operating Agreement, lies
with the municipality.

10.2 The Identification of Stop Accessibility

Stops should be identified as falling into one of three categories: fully accessible,
accessible with caution, or non-accessible. Fully accessible stops meet all the criteria
listed in bold in this document. Non-accessible stops are those that breech major
components of the accessibility criteria, especially with regard to the roadside condition
or the waiting pad. Accessible with caution stops are those that have minor breech(es) to
the criteria. Usual examples of reasons why stops are deemed accessible with caution are
when:
there is not enough maneuvering room for the mobility device if the bus comes too
close to the curb and deploys the ramp and thus the driver must “bridge” the stop.
an elevated pad has no curb cut to grade level.
there is no barrier around an elevated pad.
there is no corresponding “accessible” stop in the opposite direction along bi-
directional routes.
There are no hard and fast rules to what is considered a major or minor breech and thus
the stop classification is somewhat of a subjective process.

At the stops themselves, those deemed accessible will be identified by the international
wheelchair symbol. Fully accessible stops are colour coded “blue”, while accessible stops
with caution are colour coded “yellow”. BC Transit’s Marketing Department will provide
the colour-coded decals for the international wheelchair symbol. Stops with no
international wheelchair symbol markings are non-accessible.

Although the responsibility for the actual determination, identification and on street
labeling of the accessible stops belongs with the municipality, municipal staff should
seek assistance from the conventional operating company staff, especially with the use of
the vehicles in question, to ensure that operational concerns are taken into consideration.

10.3 Bus Stop Inventory/Plan

In conjunction with the identification of stops, the municipality should have a formalized
inventory of existing bus stops within the system. This allows a stop to be identified and
 Page 13

marked as to its accessibility status and allows municipal decision-makers to plan transit
accessibility in a more comprehensive manner.

In communities without a fully accessible fleet, the plan will identify deficiencies in bus
stop accessibility along what will be considered accessible routes. The stops along these
routes may be deemed first priorities for upgrading to accessible standards. In general,
the priorities for routes and thus accessible stops should be where the disability
population travels. Choosing routes that are priorities for accessibility (where applicable)
and priority stops along these routes should be chosen with the input of this specific user
group. Community outreach programs with this group can be planned with the assistance
of the local handyDART operator (where applicable).

The stop inventory, as a minimum, should have the location of the stop, routes using the
stop and its accessibility status. For ease of communication, it is also a good idea to
number stops, both within the inventory as well as on street, so that there can be greater
ease in communication between keepers of the data and the public in general (see
Communication Plan). For municipalities currently without an inventory, this would also
be a good opportunity to record other information dependent upon the specific needs of
the municipality, operating company or BC Transit. Such information can include stop
maintenance issues, site conditions and GPS location for automatic passenger counters
(where applicable).

An up to date bus stop inventory is to be provided by the municipality to the operating

company for communication to transit passengers. It should also be provided to BC
Transit to incorporate into marketing/communication materials produced by BC Transit.

10.4 Communication Plan

Beyond the on-street identification of stops with the international wheelchair symbol, the
location and identification of accessible bus stops needs to be communicated to the public
in general, with specific emphasis to the local disability market who will be using
transit’s accessibility features.
Page 14
Page 15
Page 16
Page 17
Page 18
Page 19
Page 20
Page 21
Page 22
Page 23
Page 24
Page 25