Pittsburgh Regional Transit (PRT) serves the 775-square mile area within and immediately adjacent to Allegheny County in southwestern Pennsylvania. PRT provides public transit services via 93 fixed bus routes, three light rail lines, two inclined planes, and demand-response paratransit known as ACCESS. Altogether, these services provide over 36 million rides annually.

The bus stop is the first point of contact between the passenger and the bus service. The spacing, location, design, and operation of bus stops significantly influence transit system performance and customer satisfaction. The purpose of this document is to educate local planners, transportation agency staff, developers, property owners, and decision-makers about the needs of transit riders and transit operations and offer clear and uniform guidance to coordinate the design and placement of on-street bus stops and amenities. This document does not include guidance related to busway stations, which are owned and managed by PRT.

A consistent set of guidelines assists municipalities, developers, and other local partners in PRT’s service area in designing ideal transit stops. Many bus stops in Allegheny County do not necessarily meet these guidelines today. PRT recognizes that every location is unique, and that a given stop’s jurisdictional and physical context may offer opportunities to meet these guidelines in some ways but not in others. As a result, this should be viewed as a guiding document, offering templates for desirable facilities and amenities wherever it is possible to provide them.

These guidelines will encourage a more consistent, more accessible, and better-connected network of bus stops over time. By assembling the information into a single document, public agencies and developers will more easily be able to incorporate transit needs into the design and operations of streets, highways, and land development.

These guidelines are meant to create consistency for PRT and its partners in the placement and design of bus stops. Local partners, especially those that own the roads on which transit operates, are encouraged to follow these guidelines and work closely with PRT to provide safe, comfortable, and reliable transit service.

PRT intends for the design of its bus stops, and the streets and intersections that support them, to be universally accessible and welcoming for all riders. To accomplish this goal, the following bus stop and street design principles were established to guide the development of this document.

PRT’S BUS STOPS, AND THE STREETS AND INTERSECTIONS THAT SUPPORT THEM, AIM TO BE:

SAFE

• Rider feels safe and comfortable getting to and from their stop by walking, rolling, or biking.
• Rider feels personally safe and secure at the stop.

ACCESSIBLE

• Stop is in a convenient and comfortable location.
• Stop is in an easily identifiable place and can be found without difficulty by both riders and operators.
• Stop is accessible, or planned to be made more accessible, for people with mobility issues, with an accessible pedestrian path in at least one direction.
• Intersections, streets, and stops are equipped with detectable features for people with disabilities (i.e., tactile strips, audible cues, etc.).

WELCOMING

• Rider feels comfortable waiting at the stop thanks to some combination of shade, wind and rain protection, or seating.
• Stop has amenities that accommodate a wide range of body sizes and abilities.
• Stop is well-maintained in terms of trash collection, cleared debris, etc.

EASY TO USE

• Rider feels like operations at the stop are intuitive and straightforward.
• Stop has information, such as transit wayfinding signage, to reassure the rider they are at the right stop, going in the right direction.
• Stop has information for the rider regarding when the bus is coming.

This section introduces those who have a stake in transit service (even if they do not directly implement projects) and how each stakeholder can influence transit improvements.

TRANSIT AGENCY

PRT operates transit service on public streets typically owned by another agency. Serving stakeholders and destinations like those listed below, PRT plays a critical role in the economic and social lives of tens of thousands of people in Allegheny County every day.

Coordinating with regional stakeholders helps ensure PRT can operate efficiently and reliably to provide the greatest benefit to our region.

GOVERNMENT AGENCY

The authority with jurisdiction over the streets and sidewalks in the transit service area is usually a municipality or PennDOT, but other agencies are sometimes involved.

PRT encourages collaboration on local plans and policies regarding transit and other land use and mobility issues. It is especially critical that agencies coordinate in advance with PRT when planning construction near bus stops or proposing design or operational changes on streets that carry transit service.

DEVELOPER

Designing and building new real estate developments with transit in mind provides value to future tenants, residents, and visitors by making it safe and convenient to get to and from the building and neighborhood without a car.

At locations near bus stops, integrating transit-supportive features into building facades and streetscapes can encourage transit ridership and reduce parking demand, in addition to drawing more foot traffic and customers.

EMPLOYER

Transit provides an affordable and convenient commuting option, particularly for jobs in dense employment centers like Downtown Pittsburgh and Oakland. Transit is also critical in providing access to jobs for those who cannot afford a car, including low-wage service and retail workers in suburban, car-oriented environments.

When transit functions well, employers can draw from a larger pool of employees who are confident they can get to work, all while avoiding the stress and cost of driving and parking.

It is important that people have a safe route to access the nearest bus stop and a comfortable waiting environment.

COMMUNITY GROUP

Transit-accessible communities are shown to be more desirable.

Communities benefit from reduced parking demand and potentially lower housing costs when residents can travel affordably and without having to own a car. Neighborhood and community groups can work with their elected officials to create policies that improve bus stops, promote safer streets, and increase transit use among residents.

INSTITUTION

Universities, hospitals, school districts, and other large organizations are major investors in developments that serve populations likely to ride transit.

Collaborating with PRT in the creation of institutional master plans (IMPs), building projects, and other major investments can improve transit access and increase ridership while reducing parking demand. Particularly at hospitals and medical facilities, it is also critical to account for paratransit loading zones.

KEY DESTINATION

When quality transit connections are available, both the employees and the visitors of places that attract large numbers of people (i.e., business districts, shopping centers, sports stadiums, medical facilities, etc.) benefit from reduced traffic and parking demand.

Transit capacity can be especially useful at key destinations that generate significant activity, especially during peak traffic periods. Safe and comfortable bus stops that connect to quality service can encourage more people to use transit.

This section provides an overview of common PRT project partners and the types of projects they typically implement that can impact transit. Coordinating on projects like those listed below early in the planning and design process can add value to projects by providing transit improvements and avoiding disruptions to construction and transit service.

Entities implementing temporary street and bus stop closures should reference the Construction Mitigation and Coordination section of Chapter 5: Implementation Process.

Municipalities Performing Work along Bus Routes or at Bus Stops

• Project types can include (but are not limited to):
  • Street reconstruction
  • Sidewalk and streetscape improvements
  • Lane reconfigurations or other roadway operational changes
  • New signals
• PRT may be able to contribute funding to maximize additional improvements.
• Lack of coordination with PRT can cause service disruptions or costly future changes.
• New or modified infrastructure should meet Bus Stop & Street Design Guidelines.

Developers of Buildings or Sites Near Bus Stops

• Project types can include:
  • Streetscape improvements
  • Sidewalk additions and improvements
  • Construction of new streets
  • Developing property at or near bus stops
  • Integration of transit features into new development
• Lack of coordination with PRT can cause service disruptions or costly future changes.
• New or modified infrastructure should meet Bus Stop & Street Design Guidelines.
• Opportunity to integrate transit amenities (i.e., shelter, seating, real-time travel information) as part of development.

Pennsylvania Department of Transportation (PennDOT) Improvement Projects

• Project types can include:
  • Curb and curb ramp reconstruction
  • New signal installation
  • Mill and overlay pavement upgrades
  • Potential for lane reconfigurations or other operational changes
• PRT may be able to contribute funding from PennDOT Connects fund to maximize additional improvements.

Institutional Partner Projects

• Project types can include:
  • Streetscape improvements
  • Sidewalk additions and improvements
  • Construction of new streets
  • Developments at or near bus stops
  • Integration of transit features into new development
  • Institutional Master Plans (IMPs) and Transportation Demand Management (TDM) planning
• Lack of coordination with PRT can cause service disruptions or costly future changes.
• New or modified infrastructure should meet PRT’s Bus Stop & Street Design Guidelines.
• Opportunity to integrate transit as part of an IMP.

These resources are cited throughout this document and may be referred to for more detailed guidance and recommendations.

National Association of City Transportation Officials (NACTO) Design Guidance

Association of 100 major North American cities, including the City of Pittsb and transit agencies formed to exchange transportation ideas, insights, and practices and cooperatively approach national transportation issues.

Well-known resource for best practices and design guidance related to how streets, intersections, and transit can facilitate a safe, multimodal transportation network.

Link to NACTO publications page.

Americans with Disabilities Act (ADA) Accessibility Regulations

Federal civil rights law that prohibits discrimination against people with disabilities in several areas, including employment, transportation, public accommodations, communications, and access to state and local government programs and services.

Link to ADA website.

Public Right of Way Accessibility Guidelines (PROWAG)

Officailly titled ″Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way", but better known as PROWAG, these guidelines were developed by the U.S. Access Board for the design, construction, and alteration of pedestrian facilities (i.e., sidewalks, crosswalks, intersections, etc.) located within the public right-of-way (ROW).

Link to PROWAG website.

Pennsylvania Department of Transportation (PennDOT) Policy & Design Guidance

Research and guidance published by PennDOT on all statewide transportation and roadways.

All state and US roads within Pennsylvania owned and maintained by PennDOT.

Link to PennDOT website.

Pennsylvania Public Transportation Association (PPTA) Policy & Design Guidance

Professional trade organization providing leadership, resources, support, and technical assistance as related to public transportation and mobility management in Pennsylvania.

Link to PPTA website.

As the first point of contact between the passenger and the transit service, the bus stop is a critical element in a transit system’s overall goal of providing timely, safe, and convenient transportation. This chapter contains guidance related to determining where a bus stop can be placed, with specifications pertaining to:

• Bus Stop Spacing
  • How far apart should bus stops be spaced from one another?
• Bus Stop Location
  • Where is the most appropriate location for placing a bus stop?
• Bus Stop Curbside Design
  • How should bus stops and platforms be categorized and designed in relation to the curb?

Background

• Bus stop placement has a major impact on transit vehicle and system performance, affecting travel time and, therefore, demand for transit. Many systems, including PRT’s, formerly operated under a historic system of electric street cars that stopped at most intersections, especially in dense, urban areas. When the bus took over, these former streetcar stops became bus stops.
• Today, PRT’s transit system has over 6,500 bus stops. Many of these stops were established by the 33 transit companies which were consolidated to form Port Authority Transit in 1964 and have been maintained at their original location. Since then, stops have been established, moved, or eliminated in response to updated guidelines or requests by PRT personnel, municipal officials, property owners, and the general public.
  • PRT buses only stop at authorized bus stop locations, except in emergencies and reasonable accommodation situations (i.e., snow blocking a bus stop, a vehicular crash, or other unplanned emergency affecting the designated stop area).
• Transit agencies can improve efficiency, travel time, and passenger comfort by increasing the space between bus stops, also known as bus stop consolidation. Research has helped set general guidelines for how far a person is willing to walk to access transit, including in the Pittsburgh region where steep slopes impact pedestrian activity:
  • According to the Federal Highway Administration (FHWA) Pedestrian Safety Guide for Transit Agencies, most people are willing to walk five to ten minutes, or roughly ¼- to ½-mile, to a transit stop, and would walk farther to access heavy rail.
  • NACTO guidance related to stops and stations indicates that local bus services with 8+ stops per mile are prime targets for stop consolidation.
• As of 2024, PRT has not yet undertaken a system-wide adjustment of the spacing between its stops, though some have been adjusted on a route-by-route basis. For more information, see PRT’s Bus Stop Consolidation webpage.

This section provides standards and considerations for how far apart to space bus stops from one another.

Spacing Standards

• Bus stop spacing guidelines are typically set based on coverage and service goals for each bus route type. Different classifications of bus routes will have different standard distances between stops. PRT’s bus stop spacing standards vary depending on the type of route being served and the population density of that area (see Figure 1):
  • Rapid routes intentionally serve fewer stops so buses can maintain higher trip speeds and reduce travel time for riders. Buses on these routes come more frequently, at least three times per hour, but serve a limited number of stops. Bus rapid transit services, such as PRTX, are an example.
  • Commuter routes serve stops that are closer together, meaning the bus stops more frequently along its route. Compared to a rapid route, a commuter route is slightly slower and likely less frequent. Routes that provide trips to and from downtown Pittsburgh and Oakland are an example.
  • Local and coverage routes are meant to serve the most stops so they can provide people with local access to nearby destinations and key corridors. Buses on these routes make frequent stops and, outside of peak travel times, likely come once every hour.
• Stop spacing may be adjusted based on factors such as:
  • Route type (i.e., rapid, express, or key corridor and local)
  • Service type (i.e., fixed route, on-demand, paratransit, etc.)
  • Service area type (i.e., low or high density of land uses and development)
• Spacing adjustments may be considered on a stop-by-stop basis:
  • Where streetscape work alters the bus stop.
  • If safety issues arise.
  • When signage is replaced.
  

Spacing Considerations

• Stop spacing impacts both the speed of operation and the convenience of patrons. In general, transit agencies must find balance and a trade-off between:
  • Close Stops: Every block or 1/8- to 1/4-mile
  • Short walking distance + More frequent stops = Longer bus trip
  • Farther Apart Stops: Every 1/2-mile
  • Longer walking distance + Fewer stops + Higher speeds = Shorter bus trip
• Bus stop pairing allows the transit service to be more intuitive and maximizes convenience for the greatest number of users.
  • Whenever possible, bus stops in each direction should be paired, so that customers board and alight on opposite sides of the street in the same vicinity when making a round trip
• Exceptions to these guidelines should only be made where the following conditions exist:
  • Transit access safety concerns that prevent standard stop spacing
  • Origins or destinations frequented by seniors or people with disabilities
  • Steep terrain
  • Location of important buildings
  • Restricted right-of-way
  • Crowding at bus stops

Stop Location Types

This section describes where bus stops are typically located in relation to the road network.

Stops at Intersections

Bus stops can be placed Far-Side (just after an intersection), Near-Side (just before an intersection), or Mid-Block (between intersections). Stops can either be In-Lane (bus serves the stop while remaining in the travel lane and pulled up against the curb) or Pull-Out (bus enters a pull-out space and is removed from traffic while serving the stop). For more information about in-lane versus pull-out stops, stop platform dimensions, and curbside design, see the next section on Bus Stop Curbside Design.

FAR-SIDE STOPS

Far-side stops are located just after an intersection and are usually the preferred stop choice in dedicated transit lanes or transitways.

Advantages

• Minimizes conflicts with right-turning vehicles at intersection.
• Minimizes sight line conflicts for drivers and pedestrians.
• Encourages pedestrians to cross more safely behind the bus.
• Creates a shorter deceleration zone for the stop area.
• Gap in traffic flow created by the signal allows the bus to pull back into the travel lane.
• Works well with transit priority queue jumps.

Disadvantages

• Bus may be caught in the intersection, resulting in “blocking the box.”
• Bus stopped near the intersection may block sight lines for pedestrians and vehicles crossing the intersection.
• Can cause the bus to double stop (once for the signal and once for passenger activity).
• Rear-end incidents may be more frequent if distracted drivers do not realize the bus is stopping beyond the intersection.
• For pull-out stops, buses may have difficulty re-entering traffic until the prior signal cycle is complete.

NEAR-SIDE STOPS

Near-side stops are located just prior to an intersection and are often used near popular destinations or at intersections where the bus must turn right.

Advantages

• Minimizes traffic interference because buses do not have to stop twice on both sides of an intersection and do not bunch in intersection during high traffic volume time periods.
• Passengers can board the bus closer to the crosswalk.
• Bus can use the intersection for acceleration space after serving the stop.
• Bus driver has the advantage of full view of intersection activity while serving the stop.
• Bus can make a right turn after the stop.

Disadvantages

• Conflicts between the bus and right-turning vehicles may arise.
• Bus can physically obscure general traffic and pedestrian sight lines at intersection.
• Multiple buses queuing during peak hours may obstruct traffic flow.
• Bus may miss multiple traffic signal cycles while passengers board the bus.
• More curb space is needed for the bus to pull into stop.

MID-BLOCK STOPS

Mid-block stops are located between two intersections. Generally, far-side and near-side stops are preferred over mid-block stops, but there are instances where mid-block stops are the most feasible and provide the safest boarding and alighting experience for riders.

Advantages

• Minimizes sight line obstructions for both driver and passengers.
• Minimizes conflicts with intersections.
• Opportunity for more spacious boarding area because stop is located away from intersection sidewalk congestion.
• For high volume pull-out stops, reduces delays in re-entering traffic when bus has an extended dwell time.
• Provides greater passenger convenience at key mid-block trip destinations.

Disadvantages

• Can present safety concerns if a safe mid-block crossing is not provided; riders may be tempted to access stop without using a crosswalk.
• For pull-out stops, requires more physical space for the bus to accelerate and decelerate.
• Reduces space available for on-street parking because this stop type requires a longer bus zone.
• Per the PPTA Building Better Bus Stops Resource Guide, requires a special engineering analysis to determine feasibility and effectiveness of location.

Stops at Driveways

PRT prefers that bus stops are not placed near a driveway. However, if placement near a driveway is unavoidable, the guidelines below should be followed:

• Ensure that passengers have a safe area within which to wait when bus boarding must occur in or adjacent to a driveway.
• Ensure that bus stop infrastructure does not obstruct the view of vehicles entering and exiting the driveway.
• Place bus stop so driveways are behind the stopped bus. Locate bus stops to allow adequate visibility for vehicles leaving the property and to minimize vehicle and bus conflicts.
• Place bus stop so that, while a bus is serving it, at least one driveway is kept open for vehicles to exit and enter the property.
• Place bus stop so that the downstream (farthest behind the bus) driveway is blocked when two exist for the same parcel on a street. This forces vehicles to turn behind the bus to access the driveway (see Figure 5).
  • It is preferable to fully block rather than partially block a driveway to prevent vehicles from attempting to circumvent the bus in a situation with reduced sight distance.

Stops within a Site

• Bus stops help provide safe and direct access to important destinations, such as grocery stores, medical facilities, transit centers, and schools. The following considerations for placing a bus stop within a site should be heeded:
• Within sites, stops can be located directly at the key destination or on the periphery of the destination, as either option has advantages and disadvantages.
• Sites with signalized access are considered safest for bus routes and should be prioritized when routing transit through key destinations.
• Bus routes within a site typically retain the same loop pattern inbound and outbound and loops are often dependent on where signals exist at the site.
  • Fire lane access and other emergency vehicle access points must not be blocked by transit amenities.
• Constructing safe stop areas for both travel directions at a site may require obtaining and converting excess parking spaces to bus boarding.
  • Bus stops within sites have layover potential and can be designed as mini “hubs” where passengers have access to more amenities and a comfortable wait.

STOPS AT STOREFRONTS

Advantages

• Provide convenient pedestrian access to the building entrance for transit riders.
• Potentially minimize impacts to on-site parking.
• Waiting areas, including overhangs or shelters, can be integrated with the building.

Disadvantages

• Creates potential safety concerns, conflicts, and confusion due to navigating through high pedestrian and traffic activity areas near building entrances.
• Longer routing, which can increase bus travel times and delays for riders on board.
• Necessity for agreements with private property owners.

STOPS ON THE PERIPHERY

Advantages

• Reduces conflicts between pedestrians and vehicles associated with high activity areas near the building entrance.
• Minimizes impacts to bus travel times and operating expenses.
• Turning radii and travel lane widths may be more optimal for buses because the roads were designed for delivery vehicles.

Disadvantages

• Creates potential conflicts with vehicular access, circulation, and parking.
• Can impact or reduce on-site parking spaces.
• Less convenient and attractive for transit riders if bus stop is too far away from the building entrance or in a location that is not visible.

Standards

• Regardless of stop location type, buses should stop at least 10' from crosswalks to:

1. Allow space for riders accessing bike racks at the front of the bus.
2. Provide a safety buffer for nearby crossing areas.

• See the NACTO Urban Street Design Guide on Bus Stops for more information.
• See the NACTO Transit Street Design Guide Stop Placement & Intersection Configuration section for more information.

Considerations

Stops need to make the best use of available space and avoid sight distance issues. Buses stopped at intersections may block visibility for both pedestrians attempting to cross the street and vehicles attempting to enter the roadway. Placement of the stop should balance the need to be near the intersection for passenger access and the need to maintain safe visibility.

Factors that contribute to bus stop placement include but are not limited to:

• Adequate curb space for multiple buses arriving at once
• Impact of the bus stop on adjacent properties
• On-street vehicular parking and truck delivery zones
• Bus routing patterns, particularly turns
• Directions (i.e., one-ways) and widths of intersecting streets
• Types of traffic signal controls (i.e., signal, stop, or yield)
• Volumes and turning movements of other traffic
• Width of sidewalks
• Pedestrian activity through intersections
• Proximity and traffic volumes of nearby driveways

This section covers guidance related to “front of curb” needs, or how buses service curbside stops. Generally, buses either stop in the travel lane or pull-out of the travel lane to service a stop. Stops can either be In-Lane (bus serves the stop while remaining in the travel lane and pulled up against the curb) or Pull-Out (bus enters a pull-out space and is removed from traffic while serving the stop).

IN-LANE STOPS

In-lane stop configuration for far-side, near-side, and mid-block stops share similar advantages and disadvantages. In-lane stops provide the most benefit to transit operations.

Advantages

• Help avoid travel time delays for buses because they do not have to wait to re-enter traffic.
• Less curb space needed for stopping.
• Easier to service stops in dense areas.
• Leaves curbside space for multimodal amenities.

Disadvantages

May cause traffic conflicts if vehicular traffic stopped behind bus tries to get around.

PULL-OUT STOPS

Pull-out stops provide greater benefits to traffic flow since the bus removes itself from the travel lane when it stops. This design, however, can negatively impact bus operations and on-time performance.

Advantages

• Transit riders may have more time to board and alight buses.
• Flow of traffic maintained for other vehicles.

Disadvantages

• Difficult for buses to get back into the travel lane, which impacts on-time performance.
• More conflict points with other vehicles as buses re-enter traffic flow.
• Difficult to accommodate multiple buses at each stop.

This section describes more detailed configurations of in-lane and pull-out curbside stops, building on the above. For required lengths to design the various platform typologies listed below, see the Platform Length section.

Curbside In-Lane Stop

• Bus remains in a travel lane to serve the stop (see Figure 7).
• Allows for accessible boarding, when stop has ADA-compliant boarding area and is clear of parked vehicles.
• Usually designed on streets without parking, at least for the segment where the stop is located.
• When located in a curbside right-turn lane:
• If bus continues straight, provide sufficient space for bus to merge left into the through lane (typically at least 100' before an intersection).
• The transition from the right lane to the through lane may take place in or after the intersection where space and lane configuration permits, and traffic volumes safely allow.

Parking Lane Pull-Out Stop

• Bus uses a parking lane to pull to the curb within a No Parking Zone of sufficient length (see Figure 8).
• May require parking enforcement to keep clear of other vehicles.
• Bus may stop in-lane to serve the stop when blocked, requiring riders to maneuver around parked cars when boarding or alighting.
• Where frequently blocked by parked cars, stop may not be ADA accessible.
• If the wheelchair ramp is needed, though not desirable, it may be deployed onto the street near a curb ramp, where space permits.

Bus Bay Pull-Out Stop

• Bus pulls out of traffic into a dedicated bus bay to serve the stop (see Figure 9).
• Allows for accessible boarding, when stop has ADA-compliant boarding area and is clear of parked vehicles.
• May require parking enforcement to keep clear of other vehicles.

Boarding Bulb Stop

• Bus stops at a boarding bulb where a curb extension is used to allow the bus to stop in-lane.
• Curb extensions provide:
• A seamless route from sidewalk to bus
• Additional space for amenities in constrained conditions
• Allows for accessible boarding, when stop has ADA-compliant boarding area and is clear of parked vehicles.
• Usually designed on streets with parking where the bus cannot pull to the curb.
• For more information, see Boarding Bulb section.

Boarding Island Stop

• Bus stops in-lane at a boarding island, typically with vehicular or bicycle traffic routed behind it.
• Can be used in lieu of curb extensions where drainage presents challenges.
• Boarding island is separated from the sidewalk with a small gap for drainage.
• Allows bus to stop in-lane with near-level or level boarding.
• Allows for accessible boarding, when stop has ADA-compliant boarding area and is clear of parked vehicles.

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The bus stop is a rider’s first impression of their transit trip; its design, therefore, plays a critical role in ensuring a positive rider experience. It is vital that people know their stop is safe, accessible, and connects them to timely transit service. This chapter contains guidance related to bus stop design, with specifications pertaining to:

• Building Accessible Stops
  • What are the critical elements of an accessible bus stop?
• Categorizing Bus Stops
  • How are different types of stops determined and classified?
• Implementing Bus Stop Improvements
  • How can substandard bus stops be improved?
  • What other improvements can I implement at a bus stop?

Background

• It is important for public agencies, like PRT, to heed federal and industry-accepted guidelines for how to make design choices that are universally accessible to all people.
• PRT has ensured that these Bus Stop & Street Design Guidelines comply with or exceed the minimum standards detailed in the Americans with Disabilities Act (ADA) accessibility regulations and the Public Right-of-Way Accessibility Guidelines (PROWAG), created by the U.S. Access Board.
  • All new, newly renovated, or temporary facilities must be designed to meet current Americans with Disabilities Act (ADA) accessibility standards.
• These guidelines are also consistent with the 2023 PRT Transit Service Guidelines as well as the 2020 PPTA Building Better Bus Stops Resource Guide.
• Available roadway right-of-way affects the type of improvements that are possible. For example, some roads, especially older ones that predate vehicles, may be too narrow to have enough right-of-way to include a sidewalk on both sides of the street.
• Keep in mind that PRT does not own any publicly accessible roads, so changes within the right-of-way must be coordinated with and approved by the roadway owner: the City of Pittsburgh, Allegheny County, or PennDOT.

Considerations

The following key issues must be considered when designing a bus stop:

• Comfort and Safety
  • Well-being at a bus stop (i.e., lighting, visibility, etc.)
  • Stop access (i.e., safe crossings, sidewalk network connection)
  • Weather protection
  • Crime concerns, call boxes, security cameras
  • Adjacent traffic flow (i.e., speed, volume, noise, pollution)
• Service
  • Routing patterns
  • Route types (i.e., rapid, commuter, local, coverage)
  • Service types (i.e., fixed route, on-demand, paratransit, etc.)
  • Service area types (i.e., downtown, urban mixed use, urban neighborhood, transit neighborhood, suburban neighborhood, suburban employment)
  • Frequency of buses servicing stop
  • Ridership
• Policy
  • Stop amenity guidelines, based on stop-level ridership (see Stop Amenities and Ridership section)
  • Parking enforcement at highly urban stops
  • Interactions with adjacent properties (i.e., conflicts with businesses or homes near stops, needing stops near certain land uses)

This section provides guidance on what universal design is and how it applies to building stops that are accessible for all.

Universal Design

• Universal design is the concept that anything people design, build, and use, especially within public places and spaces, should be easy to use and accessible for all.
• All transportation-related facilities, including bus stops, should be designed so that they can be easily accessed and used by those with disabilities as well as those who may be temporarily encumbered, such as someone carrying a large load of groceries, a parent with a stroller, or someone temporarily using crutches.
  • Applies to signage at bus stops, which should:
  • Be simple and intuitive.
  • Maximize legibility.
  • Be compatible with devices used by people with sensory limitation.
  • Accommodate people with ranging levels of literacy and language ability.
  • Provide clear lines of site to any sitting or standing user.
• Special considerations should be given to ensure accessible design at stops that serve groups of people who stand to benefit most from the improvement, such as people with disabilities, seniors, and/or riders with groceries or children.
• All bus stops should meet the minimum features of accessible stops (see the following section).
  • Where right of way or terrain is constrained, upgrading a stop to be an accessible stop may require relocating the stop.

Minimum Features of Accessible Stops

The minimum features required for an ADA-accessible bus stop include:

1. Boarding Area 5' wide by 8' deep that is firm, stable, and slip-resistant.
   • Located at or before a stop bar, or at least 6' before a crosswalk, where present.
   • Has a 2% (maximum) cross slope perpendicular to the bus (see Figure 13).
   • For more information, see Boarding Area section.
2. Bus Stop Signage that is easy to understand and offers clear lines of sight for sitting or standing users.
   • For more information, see Bus Stop Sign section.
3. Clear Path connected to pedestrian network (i.e., sidewalk, curb ramps, crosswalks, etc.)
   • Sidewalk connection with a minimum sidewalk width and clear space of 36".
   • For more information, see Pedestrian Path section.

This section provides more detailed information on critical elements of bus stops, including the bus stop sign, boarding area, pedestrian path, and curbside stop frontage.

Bus Stop Sign

• Bus stop signs are sometimes referred to as bus stop “flags.”
• Bus stop signs should include the unique bus stop ID number, routes served at the stop, and a QR code to access real-time arrival information by smartphone. Additional signage with information showing the bus schedule, rider information, and identification numbers (referred to as “At Stop Panels”) are often attached to the signpost.
  • Some older signs lack Stop ID numbers.
  • PRT adopted a new branding style in 2022 with updated sign guidelines. Many older-style bus stop signs still exist and are in the process of being replaced (see images).
• Bus stop signs should be:
  1. Approximately 7' above the ground from the bottom of the bus stop sign.
     • Braille Stop ID plaques should be 48" above the ground.
  2. Placed at least 2' clear from the edge of the curb.
  3. Located adjacent to the front-loading pad to clearly indicate the stop.

Boarding Area

• Bus stops should include a 5' by 8' boarding area on a firm and stable surface adjacent to the bus stop sign (§810).
  • Where existing sidewalk space is limited, sidewalk should be widened, or a bulb-out used, to expand sidewalk depth to at least 8' to provide space for an ADA boarding area.
  • Note: Where right-of-way or topographic constraints restrict available sidewalk depth, a minimum 48" wide by 48" deep area may be acceptable—coordinate with PRT directly.
• Boarding areas at bus stops should typically be located at or before a stop bar, or at least 6' before a crosswalk, where present.
• High ridership stops may want to exceed the minimum recommended boarding area dimensions to provide ample waiting area.
• For more information on boarding areas, see Boarding Bulb section.

Pedestrian Path

• Bus stops should connect to a pedestrian network of sidewalks via a continuous path with
• ADA-compliant curb ramps and safe crossings at intersections.
• Pedestrian paths should be:
  1. A firm, stable, and slip resistant surface connected to the boarding area.
     • A minimum width of 4' or more, as called for by local sidewalk standards.
     • A path may be reduced to 32" wide for short distances no more than 24" long.
  2. A wider path is desirable to provide space for passing.
  3. Free of all obstructions up to 80" (6'-8") high.
• Medians and pedestrian refuge islands shall have a minimum width of 5'.
• Protrusions into the pedestrian path that are greater than 27" but less than 80" should not protrude more than 4' into the pedestrian path. Exception is handrails (§R307).
• Must have a passing space at least 60" wide, every 200' (§R403.5).

Curbside Stop Frontage

• Curbside stop frontage should:
  1. Maintain a desired length of 30' along the curb that is kept free from obstructions to provide free access to the bus’s front and rear doors at the stop.
     • In constrained conditions, a shorter curb length of 14' is acceptable to serve the front door only (10' for front door clearance and 4' for front of bus bike rack clearance).
  2. Maintain a clear zone along the length of a stop that is 11' high and 2' (or 24") from the curb’s edge, so bus mirrors do not hit any objects when pulling to the curb.

Bus stops are classified not only by the type of route serving them but also according to the number of riders they serve and the amenities available to those riders. Stop-level ridership, or the number of people who get on and off the bus, plays a significant role in whether a stop has certain amenities.

Stop Types

Stops are categorized from most to least basic in terms of the amenities they support and the number of daily riders they serve (see Figure 16). Basic stop types serve fewer riders and have fewer amenities, while stops serving hundreds of riders tend to have the most amenities. See the following section on Stop Amenities and Ridership for more details.

Basic Stop

• May only have a Bus Stop sign attached to a pre-existing pole without other amenities.
• Older basic stops may be non-compliant with ADA standards (i.e., no ADA-compliant boarding area, no sidewalk or crosswalk nearby, no or outdated curb ramps, etc.).
• Generally utilized in areas with lower population density and lower ridership.

Seating Stop

• Basic transit stops with the addition of seating and often a trash receptacle for waiting passengers.
• In some cases, additional amenities such as lighting or bicycle racks may be warranted.
• Best suited for areas with low to medium density and ridership.
• Where warranted, such as at stops with high senior citizen ridership, include more seating for riders.

Seating Considerations:

• Seating at bus stops must maintain ADA requirements for clear space.
• Seating can be next to or behind the clear space with 18” provided from the front edge of the seat and 18” from the front edge of the seat to the clear space (R309.2.2).
• Seating should be made of a durable material, with or without a back, and placed in such a way to:
  • Avoid obstruction of the primary pedestrian path.
  • Maintain required clear paths and clearance around seating.

Shelter Stop

• Shelter stops are generally located in areas with higher ridership and medium to high density.
• Should include an ADA-compliant concrete boarding area, bench, and trash receptacle.
• Additional amenities like lighting and bicycle racks are highly encouraged.

Super Stop

• Super stops are appropriate for denser areas with a high number of boardings, where additional or more robust amenities are installed to accommodate a higher number of waiting passengers.
• Will include larger or multiple shelters as well as ample seating to accommodate high numbers of waiting passengers.
• Additional amenities like real-time arrival information, fare vending, lighting, and bicycle racks are highly encouraged.

Figure 16 below ties bus stop classification to required and recommended amenities as well as daily ridership, which is a critical factor for determining whether a stop merits certain amenities. In some cases, different types of stops and amenities may be warranted depending on additional factors related to land use, zoning, potential ridership, and/or access to transit service for certain groups of people, including but not limited to:

• Density: Population and/or employment per square mile
• Land Use and Development: Employment center, mixed use development, or other major activity center within 1/4-mile distance of stop
• Population Considerations: Percent seniors, people with disabilities, youths, and/or low-income population within 1/4- to 1/8-mile of stop
• Transit Connections: Whether transfers to other PRT routes, rail, paratransit, regional transit provider or feeder service available at stop
• Zoning: Within Specially Planned Districts (SPD)

Note that amenities at bus stops must be placed in such a way that they do not block any clear zone or other amenities, in accordance with ADA and PROWAG guidelines. Key amenities are expanded upon below, alongside a visual depiction and any important design characteristics.

Seating

• Whether to place seating at stops, and what kind, depends on availability of space, ridership, and cost.
• There are three main seating variations PRT uses
  • Standalone Bench: A bench that has two or three seats with handrails for seniors and those with disabilities.
  • Compact Seat: A single or double seat freestanding or attached to the pole holding the bus stop sign, generally used at lower ridership stops. Recommended minimum for stops frequently used by elderly or disabled people.
  • Lean Bar or Rail: Provides a place for riders to lean while they wait at stops with little to no seating and where stop width is limited.

Trash Can

• Trash cans are recommended at high-ridership stops, transfer locations, and other places of high activity where trash may accumulate.
• PRT coordinates with local communities and jurisdictions to place and maintain trash cans. PRT does not install or maintain trash cans except on PRT property.
• Maintenance and trash pickup are critical considerations whenever trash receptacles are provided. A local maintenance partner should be identified prior to installation.
• Trash receptacles should be secured to the pavement to prevent accidental tripping or unauthorized movement.

Shelter

• A bus shelter is a covered passenger waiting area often semi-enclosed with a bench that provides protection from the sun, wind, and rain.
• The size and design of shelters will vary depending on space, availability, and the number of passengers to be accommodated.
• Shelters typically include integrated seating.
• See Standard Shelter Types in the Appendix for shelter details.

Lighting

• Pedestrian-oriented lighting should be provided at bus stops to increase security and allow a transit vehicle operator to clearly see a bus stop and waiting passengers.
  • Light fixtures should be at such a height to allow visibility of riders’ faces but not in a way that causes obstruction.
  • Natural lighting should be utilized to the best extent possible for enclosed areas and supplemented if inadequate.
• Where possible, bus stops and streetlights should be co-located.
  • PRT does not install or maintain lighting except on PRT property.

Bike Rack

• Bike racks can be provided near bus stops to encourage bicycle connections to and from transit. To discourage people from locking bikes to bus stop sign poles, bike racks are recommended on neighborhood main streets and other popular destinations.
• Bike racks should be located at the periphery of the bus stop area, away from where passengers will board and alight the bus and away from surrounding structures and the curb to ensure easy circulation and access.
• Weather protection and security from theft and vandalism should be considered when selecting the type of rack and proposed location.
  • Bike racks should be in well-lit areas with high visibility.
• PRT recommends inverted-U style bike racks.
  • Refer to APBP’s Essentials of Bike Parking or the Pittsburgh Bicycle Parking Guidelines for more details about bike rack design and installation, including dimensions and clearances.
• Consider coordinating with Bike Share Pittsburgh, Inc. to locate POGOH bikeshare stations at busy bus stops.

Wayfinding Signage

• Wayfinding signage is encouraged at busy locations like transfer stops to direct riders to other PRT services and nearby destinations.
  • Wayfinding should be designed on the human scale and can include icons as well as multimodal travel times (i.e., five-minute walk or two-minute bike ride to the stadium).

Real-Time Rider Information

• At high usage transit stops, PRT can implement Intelligent Transportation Systems (ITS) like real-time “next vehicle” displays.
  • Allows for better trip planning and connections since passengers can track the bus’s actual arrival time while waiting at the stop.
• PRT’s open data resources make real-time bus arrival information publicly available, meaning that partners like adjacent property owners can display real-time arrival information on any screen connected to the internet.
  • To access data to display arrival times in a customizable manner, visit PRT’s Web Developer Resources webpage.
  • A simple real-time arrival platform is available on PRT’s TrueTime Stop Times webpage.

Landscaping

• Landscaping is encouraged near passenger boarding areas to improve the bus stop environment and maximize passenger comfort.
• Planted areas should be manageable and far enough back from the curb face as not to interfere with visibility, bus operations, or pedestrian safety.
• Ensure tree pits and other landscaping are placed away from door locations at bus stops.

Improving Substandard Bus Stops

This section provides guidance on how to improve accessibility for substandard bus stops. Where improvements cannot be made to attain minimum safety standards, PRT may consider stop consolidation or relocation. To determine the appropriate categorization of and amenities for an improved bus stop, collaborate directly with PRT.

Minimum Standards

• See Minimum Features of Accessible Stops.

How to Meet Minimum Standards

NO SIDEWALK CONNECTION

• Add sidewalk connection to the bus stop from the curb cut/existing sidewalk network.
• Potentially improve substandard, non-ADA compliant sidewalk surfaces.
• Clear vegetation that may be blocking sidewalk access to the stop.

NON-COMPLIANT BOARDING AREA

• Determine if the boarding area can be widened into an adjacent property.
  • Coordinate with the property owner, City of Pittsburgh, or PennDOT.
  • If topography and/or property owner will not allow for sidewalk expansion, consider a Boarding Bulb.
• Determine if the current road can accommodate a boarding bulb for ADA boarding area.
  • Coordinate with the City of Pittsburgh, Allegheny County, or PennDOT.
• If neither option is possible, ensure the sidewalk area is a firm, stable and impervious surface at least 36” wide.

TOO CLOSE TO CROSSWALK

• If the bus boarding area is within 6’ of a crosswalk, consider relocation of the bus stop so that it is at least 6’ away from the crosswalk.

SIGNAGE DIFFICULT TO SEE

• Clear any debris or vegetation that may make signage hard to identify from a distance.

Adding Accessible Curb to Stops

Planting Strip In-Fill Slab

• Areas with planting strips between the sidewalk and curb should be filled with concrete for a minimum length of 5’ (60”) to provide a continuous connection between the curb and ADA boarding area (see diagram).
• A planting strip in-fill slab provides a new slab to allow for a continuous firm and stable connection from sidewalk to curb.
• Minimum 5’ clear width to accommodate ADA boarding area.
• In-fill slab may be wider to accommodate a bus flag or other items in this area.
• Existing sidewalk width plus planting strip in-fill must be 8’ to provide an adequate ADA accessible boarding area.

Sidewalk Connections for Existing Curb Ramps

• Used in locations where curb ramps have been constructed, but no sidewalk has been provided to connect to the bus stop.
• Sidewalks should extend at least 5' past the stop bar or bus flag.
• Sidewalks should provide a minimum of 36" continuous clear space, but may be reduced to 32" for runs of no greater than 24" (§403.5).
• A minimum sidewalk width of 48" is desirable, especially where next to fast-moving traffic.
• Where a constricted right-of-way does not permit the addition of a 5' by 8' ADA-compliant boarding area, a minimum 4' x 4' waiting area is acceptable (see diagrams).

Adding Accessible Boarding to Stops

Boarding Bulb

• Boarding bulbs are curb extensions that allow buses to serve a stop and board passengers in-lane (see diagrams below and on next page).
• A boarding bulb will improve accessibility at stops where:
  • A sidewalk is not wide enough for a
  • 5' by 8' ADA-compliant boarding area.
    • For more information, see Boarding Area section.
  • More space is desired for waiting passengers and amenities.
  • Vehicles frequently block bus stops.
  • There is insufficient length of No Parking Zone pavement markings for bus to pull to curbside stop.
• Dimensions account for door locations across the PRT bus fleet and include buffers to account for variance in stopping location (see Bus Dimensions in the Appendix).
  • Where a boarding bulb is located in a parking lane, width of the boarding bulb should be approximately 12" less than the parking lane, typically 6' to 7'.
  • Any boarding bulb should increase the width of sidewalk at a bus stop to at least 8' to provide sufficient space for an ADA boarding area.
  • Boarding bulb should be long enough to serve front door of bus by providing a minimum of 9' of straight curb length.
• See Boarding Bulb Dimensions in the Appendix for more information on recommended dimensions.

Adding Shelters to Stops

• PRT has a limited stock of shelters available in different sizes, which are installed at PRT’s discretion.
• Customers can put in a service request to PRT for a shelter.
• Project partners wanting a shelter should contact PRT (see PRT Contact Information).
• The City of Pittsburgh, other municipalities, and private property owners may also maintain separate contracts for the installation of shelters and other amenities, often through advertising agencies. In these instances, shelter requests are referred directly to these parties for consideration prior to a specific site being evaluated by PRT.

Shelter Placement Criteria

• Ridership is the major factor in determining where shelters are installed (see Figure 16).
• At stops that meet ridership criteria (over 30 boardings per day), shelters are highly recommended, particularly at inbound transit stops in the outer system, and at outbound transit stops in central business districts.
• At lower ridership bus stops, other factors may indicate the need for a shelter, such as:
  • Transfer Points: Locations where patrons must stand to transfer from one transit vehicle to another.
  • Older Adults and People with Disabilities: Locations where there are heavy concentrations of senior citizens or people with disabilities.
  • Adjacent Traffic: Stops in constrained spaces and/or close to the road which can subject riders to flying dirt, debris, and water from passing traffic.
  • Weather: Stops in exposed locations where riders are subject to high winds and inclement weather.

Shelter Slab and Placement Specifications

• Shelters require a minimum slab area to accommodate the shelter structure, in addition to clear areas for travel paths. This area may include existing sidewalk where sidewalk clearance allows or may be on an entirely separate slab.
  • Where existing sidewalk is not wide enough for a shelter, additional width can be provided with a new concrete slab. Dimensions of the required slab will vary based on width of existing sidewalk and size of the shelter.
• A larger setback from the curb is desirable where possible, especially next to fast-moving traffic.
• Shelter slabs should:
  • Accommodate the shelter structure, minimum 30" by 48", in addition to a 5' by 8' clear zone for an ADA compliant boarding area (§305.3).
  • Have dimensions that account for shelter anchor holes, which must be a minimum of 6" from control joints and slab edges.
  • Be 6” thick reinforced concrete.
  • Have a slope perpendicular to the roadway of 2.1% maximum (§309.1.1.2).
• See Standard Shelter Type in the Appendix for details on shelter dimensions.

Shelters on Sidewalks

• On sidewalks with sufficient width, shelters may be placed without additional work required (see diagram).
  • Sidewalks must be at least 8' wide to provide ADA-compliant boarding area.
• On narrower sidewalks, a new slab may be required to provide space for a shelter and required clear space (see diagram).
  • Slab dimensions will vary based on width of existing sidewalk and size of shelter.

• Sidewalks should provide a minimum of 36” continuous clear space, for travel paths, which may be reduced to 32” for runs of no greater than 24” (§403.5).
• A minimum sidewalk width of 48” is desirable, especially where next to fast-moving traffic.

Considerations

• Due to a variety of reasons including coordination, funding, and historical decision-making, many existing bus stops are substandard.
• PRT is required by law to ensure that bus stops on PRT property are accessible according to ADA and PROWAG standards.
  • PRT cannot improve a bus stop that is not on PRT property without coordination with the property owner and the establishment of maintenance and other agreements.
• Newly-constructed stops must meet or exceed the minimum requirements for ADA compliance in their design.

The conditions of the street and intersection leading up to a bus stop is just as important as the stop itself. People walking and biking deserve safe, accessible pathways access transit services. The guidelines in this chapter would be most useful for municipal partners working on street design projects as well as consultants, PennDOT, and PRT staff. This chapter provides guidance related to street and roadway design for transit, including:

• Street and Roadway Design
  • What are important design considerations when making changes to streets and roadways that support transit?
• Intersection Design
  • What are important design considerations when making changes to intersections that support transit?
• Multimodal Design
  • What are important design considerations for bus and bike interactions and shared facilities?

PRT does not own the roads or sidewalks which support its bus stops, only the infrastructure at the stop. Therefore, PRT relies on its project partners (including but not limited to the City of Pittsburgh, Allegheny County, PennDOT, and private developers) to ensure transit-supportive design choices are made when street and roadway changes occur. See the Project Partners section to learn more about who PRT works with to improve transit stops and operations.

This section discusses the design of streets that support transit. Recommended dimensions and other useful guidance pertaining to travel lanes, pedestrian crossings, road surfaces, overhead clearances for buses, and bus layovers are provided.

Travel Lanes

• PRT recommends 11' travel lanes. In constrained conditions, buses can accommodate narrower travel lanes, typically down to 10', depending on traffic speed, volume, and other conditions. At higher speeds, or where more maneuverability is desired, 12' lanes may be acceptable.
• Curbside lanes should account for the added width of bus mirrors, which may overhang the sidewalk in narrow conditions.
• Contact PRT to review project plans for new streets with transit routes, or where existing lane widths will be altered.
• Refer toVehicle Widths & Buffers from NACTO’s Transit Street Design Guide.

Pedestrian Crossings

• Ensure a safe and accessible path is provided to and from each stop in a stop pair. Because stops in a pair are often located across the street from each other, including a safe crossing is critical.
• Controlled intersections (signal or stop) generally provide safer crossings.
• Signalized intersections should include pedestrian signals. Crosswalks should be indicated with high-visibility markings.
• Refuge island or other elements are recommended to shorten crossings and slow vehicles, especially on streets with 3-4 travel lanes.
• Uncontrolled crossings should include features like high-visibility crosswalks, pedestrian beacons, refuge islands, curb extensions, or other elements to improve crossing safety. Uncontrolled crossings of streets wider than three (3) travel lanes are discouraged without robust safety improvements to slow traffic speed and improve visibility.
• Refer to the NACTO Urban Street Design Guide’s Crosswalks and Crossings.

Road Surfaces

• Road pavement should be of sufficient strength to accommodate repetitive bus axle loads of up to 25,000 lbs.
  • Concrete is preferred to avoid failure problems that are experienced with asphalt, especially where buses start, stop or turn.
  • Concrete aids in the retention of roadway surface shape, drainage capabilities and skid resistance.
• Pavement design at the bus stops should match the adjacent roadway material. Differing adjacent materials cause significant issues at the interface joint between the two. Standalone concrete bus pads next to asphalt roadways are not recommended.

Bus Overhead Clearance

• The bus profile area should be kept free of overhead obstructions such as trees, signs, bridges, and utility wiring. Overhead obstructions must remain at least 11.5’ above the surface of the street for the bus to clear without collision.
• A clear space of 2’ should be maintained from the edge of the street to avoid collision with bus mirrors.

Bus Layovers

• After completing a trip, buses may stop for an extended period to layover, providing the operator with a break while awaiting the next scheduled departure.
• Layover areas should be located as close to a route terminus as possible, to reduce non-revenue travel time (i.e., deadheading).
• Layover areas should typically be located within easy access of a restroom or relief area. Access to restrooms may be coordinated with an adjacent private business or institution. Where a restroom is not available, PRT may provide a port-a-potty.

On-Street Layovers

• On-street layovers zones should be in pull-out areas located outside travel lanes.
• Coordinate with municipal partner to prohibit parking in the layover zone.
• Where multiple buses or routes layover in the same area, requiring independent access in and out of the layover zone, ensure the zone is of sufficient length to provide transition areas between buses.

Off-Street Layovers

• Layover locations on PRT property are preferred when available.
• Off-street layovers are often located in shopping centers or other large sites, requiring coordination with property owner.
• Identify a terminal bus stop location that can be easily access before and after a layover without requiring excessive circuitous routing.

This section discusses the design of intersections that support transit and is most useful for municipal partners implementing street design projects.

Turn Management

Making turns can be challenging for buses on Pittsburgh’s narrow streets; however, due to routing constraints, tight turns cannot always be avoided.

Actual and Effective Corner Radii

• Facilitating bus turns typically requires an effective corner radius of at least 35’. This is often a concern for right turns which tend to have smaller effective corner radii (see Figure 17).
• Actual corner radii reflect the radius of the built curb.
• An effective turning radius accounts for all the space a vehicle can use to make a turn, including parking or bike lanes.
• Making right turns from curbside lanes reduces the effective radius and may require significant stop bar setbacks to accommodate the turn.
• Offsetting the travel lane away from the curb, such as by locating parking or bike lanes between the curb and travel lane used for the right turn, can increase the effective corner radius, permitting easier turning movements.

Parking Near Intersections

• Parking should be prevented at intersection approaches to improve visibility and provide additional space for bus turn sweep.
• Parking near controlled intersections and crosswalks is legally restricted by PA Vehicle Code (Title 75 §3353) and may not occur within 20’ of crosswalks or 30’ from stop signs and signals.
• Curb extensions prevent parking near intersections. Interim elements like flex posts or planters may be used where a curb extension is not possible.

Recessed Stop Bars

• Where buses make turns at constricted intersections, stop bars adjacent to the receiving lane may need recessed (shifted away from the intersection) to ensure buses can make a turn without being blocked by stopped vehicles.
• Placing recessed stop bars more than 50’ from a crosswalk is not recommended due to poor compliance.
• Include “Stop Here on Red” signs and stop bar (marking preferably in thermoplastic); consider use of additional “STOP HERE” or “KEEP CLEAR” text legend.

Transit Priority Lanes

Curbside Transit Lane

• Lane adjacent to curb is dedicated to transit vehicles.
• On streets with in-lane sidewalk stops.
• On streets with no curbside parking, or where removal of curbside parking is acceptable.
• Lane can have differing, flexible uses throughout the day.
• See NACTO Curbside Transit Lane guidance for more information.

Floating or Parking-Adjacent Offset Transit Lane

• Right-most moving lane is dedicated to transit vehicles, offset from curb by parking, curb extensions, or raised cycle tracks.
• Where use of curbside parking lanes for transit is precluded by existing bulb-outs or other roadway geometry considerations.
• Raise visibility of high-quality, especially rapid, transit service.
• See NACTO Offset Transit Lane guidance for more information.

Peak-Only Bus Lane

• Dedicated bus lane for transit at peak traffic hours when it most benefits bus operations.
• Off-peak, lane is typically a general travel lane, a lane for parking, or curbside access.
• Ideal for streets with predictable bus delay due to peak period commuting traffic.
• See NACTO Peak-Only Bus Lane guidance for more information.

Shared Transit/Right-Turn Lane

• Right-side dedicated transit lane can allow other vehicles to use it for a right turn at an approaching intersection.
• Can improve safety in areas where prohibiting right turns for other vehicles can result in poor driver compliance and potential traffic conflicts.
• Streets with a right-turn lane but no transit lane can permit buses, and no other vehicles, to use the right-turn lane for through-movements.
• Appropriate street signage required.
• See NACTO Shared Transit/Right-Turn Lane guidance for more information.

Shared Bus-Bike Lane

• On streets in networks with constrained space, bikes can be permitted to use bus lanes.
• Not appropriate for very high bus volumes and not the most comfortable bike facility for cyclists.
• Buses are discouraged from passing cyclists and cyclists may do so only at stops.
• See NACTO Shared Bus-Bike Lane guidance and Bus and Bicycle Interactions section for more information.

Queue Jumps and Bypass Lanes

• Queue jumps and Bypass Lanes are short bus lanes that can provide buses with a bypass at critical pinchpoints.
• Typically used in conjunction with transit priority signals, allowing buses to get an advance green before other traffic.
• See NACTO Queue Jump Lanes guidance for more information.

This section is most useful for municipal partners implementing street design projects. Conflicts between buses and other modes like bicycles and scooters can be mitigated through thoughtful design. Bus stops are often a conflict point between buses and bicycles, as buses must often pull into or over bike lanes to serve a stop.

Bus & Bicycle Interactions

On streets with bike facilities, the interaction between buses and bikes can be mitigated through various design options:

Bus Stops in Bike Lane

• Stop is served by bus stopping in curbside bike lane.
• Used on constrained streets without room to separate the bike and bus spaces.
• Markings should clarify the shared nature of the bus stop/bike lane area, utilizing markings such as BIKE / BUS legends, dashed green, or others.
• This configuration may require enforcement to prevent other vehicles from blocking the bus stop and bike lane.

Shared Bike Lane and Boarding Area

• Used on constrained streets without room to separate the bike and bus spaces.
• The bike lane rises to sidewalk level and becomes a shared boarding area, passing between the curb and passenger waiting area.
• People boarding and alighting the bus cross the shared bike area.
• Use signage and crosswalk/yield markings to indicate area is shared with pedestrians, and cyclists are required to yield to people boarding and alighting the bus.
• Use green to highlight the bike lane adjacent to the shared boarding area.
• Place Detectable Warning Surface (DWS) along the length of the stop where pedestrians would cross into the shared bike lane and boarding area.
• Boarding platform should end at least 10’ from the crosswalk to allow bicyclists to queue.
• See NACTO Shared Cycle Track Stop guidance for more information.

Bike Lane Routed Behind Bus Stop

• The bike lane bends behind the bus stop to allow buses to serve the stop without bike conflicts.
• Typically used in areas with wide sidewalks which provide space to accommodate a bus stop, bike lane, and pedestrian through path.
• Use signage and crosswalk markings at pedestrian access points, indicating cyclists are required to yield to pedestrians.
• Bike lane may rise to sidewalk level; or remain at street level with pedestrian ramps to cross.

Bus Crosses over Bike Lane for Pull-Out Stop

• Buses cross the bike lane to pull into a dedicated bus bay.
• Requires No Parking Zone for length of stop and transition areas.
• Dash bike lane striping and/or green paint in transition zone.

Shared Bus-Bike Lane

• Allows cyclists to use bus lanes where dedicated bike facilities are not available.
• Bus lanes should have operating speeds under 20 mph and serve stops with at least four minutes between buses.
• Include BIKE / BUS ONLY pavement markings and signage (see image below for example).
• Preferred width of under 12’ discourages bikes from passing stopped buses.
• Where possible, create a short bike channel that wraps behind the transit stop to minimized bicycle and bus interaction as well as bicycle and pedestrian interactions.
• See NACTO Shared Bus-Bike Lane guidance for more information.

Considerations

• Use pavement markings and signage to indicate where buses and bicycles share a portion of a travel lane, or where buses transition over a bike lane.
• Use yield markings and signage to indicate that cyclists must yield to pedestrians.
• Areas with high volumes of bus, bike, or pedestrian traffic should separate modes as much as possible to reduce conflicts.

Bus stops are catalogued and georeferenced by PRT for traveler wayfinding and real-time arrival information, analysis, and monitoring. This geographic information system (GIS) data can be viewed in table format on PRT’s ArcGIS Hub website or downloaded for personal use, which requires GIS-compatible software. Georeferenced stop locations and ridership data is updated regularly and made publicly available on PRT’s ArcGIS Hub and a full system map is also available on their website.

Modifying existing bus stops or adding a new stop can be a complex process involving careful analysis and coordination with stakeholders on equity, accessibility, safety, and operational efficiency considerations. When considering bus stop modifications, several end-user groups may be impacted and, often, trade-offs will need to be made. Prioritizing the needs of pedestrians and transit riders traveling to and from their bus stop over the wants of adjacent property owners may be necessary.

PRT’s top priority is rider and operator safety; to ensure it, sometimes bus stops need to be removed. Typically, bus stop modifications are initiated in two ways:

1. A PRT analysis of location conditions is completed using the Bus Stop and Street Design Guidelines.
2. A new bus stop or modification is requested from elected officials, community-based-organizations, transit riders, or property owners.

When requesting the modification of existing or new bus stops, applicants should allow PRT, at a minimum, two weeks before receiving a response. This will vary on a case-by-case basis.

Who Owns Our Infrastructure?

The vast majority of PRT bus stops and shelters are not located on PRT property but instead, are located on right-of-way owned by the City of Pittsburgh or other municipalities, Allegheny County, and/or PennDOT.

Project partners are responsible for initiating coordination efforts and working with PRT to ensure bus stops on their property are accessible and comply with Americans with Disabilities Act (ADA) standards.

PRT is only responsible for incorporating ADA-compliant bus stops on property owned by the transit agency.

Since PRT does not have authority over or own most of the street network it operates on, additional permitting and approval steps will be required by the relevant road owner, including the City of Pittsburgh or another municipality, Allegheny County, PennDOT, or private owner.

For partners interested in learning more about road ownership, Allegheny County previously developed a tool to seamlessly and quickly geo-locate this information.

Includes adding, removing, moving, or changing amenities such as seating, lighting, or a bus shelter, at a bus stop that already exists.

WHEN MIGHT THIS HAPPEN?

• Community-based organizations or a developer may request a modification to amenities at an existing bus stop. Any member of the public can make such a request.
• PRT determines that modifying amenities at existing bus stops is desired.
• PennDOT or a local municipality or county requests a modification to amenities at an existing bus stop based on state or local planning efforts, or as part of a street project.

STEPS

1. Send a request to PRT Transit Amenities for modifications to amenities at an existing bus stop or segment of stops. The request can come from a community organization or group, PRT staff, a developer, or other public agencies, including a municipality, county, or PennDOT.
2. Review the prioritization criteria for improvements (i.e., thresholds based on boarding numbers for seats, shelters, etc.) and identify criteria being followed and any anticipated deficiencies.
3. If the modification request is approved, PRT staff will manage implementation, including a review of site plans to be submitted at the municipal level. In the event a new shelter and/or concrete pad is being added, PRT or another entity may be responsible for managing the implementation.

• Generally, bus stops are located near key intersections, major activity generators, and areas that accommodate people with disabilities. Therefore, not all major destinations within the transit network will be able to have a bus stop directly in front of it.
• However, there are instances where PRT may consider the addition of a new stop to a bus route, particularly around large commercial or mixed-use development sites that generate a significant number of daily trips.

WHEN MIGHT THIS HAPPEN?

• A developer or community-based organization requests the addition of a new bus stop at or in a development, such as a strip mall, apartment complex, larger development site (i.e., Hazelwood Green, Southside Works, etc.).

STEPS

1. Send a request for a bus stop addition. The request can come from a community organization or group, PRT staff, a developer, or other public agencies, including a municipality, county, or PennDOT.
2. Evaluate a potential location for a new stop based on bus stop placement factors, including access, safety, and operational efficiency factors.
3. If the request is approved, then PRT staff will manage the implementation of the new stop.

• While many PRT stops are located within the public right-of-way on public property, a significant portion of the system’s bus stops are located on property owned by either private property owners or another local public agency, such as a municipality or Allegheny County. The relocation of a bus stop involves a variety of safety and operational considerations.

WHEN MIGHT THIS HAPPEN?

• PRT determines that there is a need or opportunity to improve the safety, accessibility, and/or operational efficiency of a bus stop or route by relocating an existing stop.
• PennDOT or a local agency requests the relocation of a bus stop based on state or local planning efforts or as part of a bigger street or corridor-level project.
• A developer requests the relocation of an existing bus stop to provide more convenient access to residents, visitors, and employees.

STEPS

1. For partners who are pursuing projects within the city limits, DOMI has a set of Guidelines for the Temporary Relocation or Removal of Bus Stops for Construction Activities which should be referenced and completed alongside PRT’s temporary relocation process.
2. Send a request for relocating an existing bus stop or segment of stops. The request can come from a community organization or group, PRT staff, a developer, or other public agencies, including a municipality, county, or PennDOT.
3. PRT will coordinate and complete relocation of the stop(s) if the request is approved. The former stop and notice of the change may remain posted for up to 30 days after approval.

• Includes when a single bus stop or several bus stops on a street segment or route are removed, usually through a process known as bus stop consolidation.

WHEN MIGHT THIS HAPPEN?

• PRT determines through a planning effort or a public agency’s adjacent planning effort that there is an opportunity to improve the safety, accessibility, or operational efficiency of a bus stop or route.
• PRT permanently discontinues a bus service due to the location being dangerous for pedestrians and transit riders to access.

STEPS

1. PRT will analyze the stop(s) for safety, accessibility, transfer points, trip generators, ridership, and bus stop spacing guidelines. Work with municipal partner to determine if safety and/or accessibility upgrades are possible.
2. PRT will post rider announcement online and at relevant bus stops to notify transit users and the general public about the proposed stop removal at least 30 days before stop is removed. In case of an immediate safety concern, stop removal can happen sooner or without advance notice.
3. PRT staff will remove the bus stop sign. The former stop and notice of the change may remain posted for up to 30 days after stop removal. Note that this process is for permanent changes to stops, not temporary construction.

• Anyone performing work must first coordinate with the proper municipal entity to ensure that all required permitting approvals are secured and the Construction Management Plan is approved. Following this, PRT should be contacted if work affects a bus stop or access to that bus stop (sidewalk or pedestrian network that might prohibit a safe crossing, etc.).
• Some projects that impact transit may require a temporary route or bus stop change.
• Anyone performing work that will impact PRT bus stops and/or routes or require a bus detour should contact PRT to coordinate as soon as possible. At a minimum, three-week notice should be provided; see PRT Is Here to Help for PRT’s contact information.
• To review development plans with PRT staff and receive feedback on the proposed project plans, PRT requests the following items for review, including:
  • Name of entity requesting a review and contact information of appropriate contact person
  • Project name and location, such as project address, GPS coordinates, or a description of the specific geographic area(s).
  • List of bus routes and bus stops (including ID number of known) anticipated to be impacted
  • Any drawings showing the above and any additional relevant project details
  • Requested date for PRT responses
• For relevant projects that fall within city limits, the City of Pittsburgh’s Department of City Planning Construction Management Plans (CMP) webpage includes details so applicants understand when during the permitting process a CMP should be initiated. For other municipalities outside of the city limits, contact their Public Works Department to determine how to proceed.

Temporary Changes

• The U.S. Access Board's 2023 Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way, also known as the Public Right-of-Way Accessibility Guidelines or PROWAG, provides requirements for maintaining accessilibity during temporary changes or closures.
• Where a pedestrian circulation path or transit stop is temporarily closed by construction, maintenance operations, or similar conditions, an alternate pedestrian access route or transit stop shall be provided that meets standard PROWAG design requirements.

Alternate Pedestrian Access Routes & Transit Stops

• PROWAG Section R204 establishes requirements for temporary changes near transit stops in order to ensure construction in the public right-of-way does not prevent pedestrians with disabilities from reaching their destinations.
  • An entity closing a pedestrian access route must provide a temporary alternate access route with accessible features.
  • Where accessible transit stops are temporarily not accessible, alternate transit stops shall be provided.

STEPS TO TAKE

• For projects within the City of Pittsburgh, the Department of City Planning and Department of Mobility & Infrastructure are the two departments that participate in the review and approval process. For some projects, DOMI is the reviewer for the site plan submitted to Zoning. For other developments, additional material and studies are needed for DOMI to evaluate the proposed project’s impact fully.
• Similar to securing construction permits and establishing a CMP, the Site Plan Review is an external process and a primary component of most Zoning Development Review applications that must be completed by the City of Pittsburgh or other relevant municipality.
• For applicants with projects that fall in the city limits, details on the Site Plan Review process can be found here. Depending on the scope of work and location, any of the additional Planning Reviews, Public Notices, and Public Hearings may apply, including Design Review, Historic Commission Review, and Environmental Reviews.

DRAWING DETAILS

PRT and local municipal engineers must review and approve professionally stamped construction drawings before construction begins on a project that impacts the existing public transit network and/or transit infrastructure owned by PRT. As PRT is evaluating proposed project plans, the following drawing detail elements will be most useful for PRT to 1) determine if a design is compliant, 2) help decide where amenities are best placed, and 3) ensure accessible boarding is provided:

• Bus stop location(s) and bus loading zone(s)
• Sidewalk and bus stop area depths
• Curb ramp and crosswalk locations
• Pavement markings
• Pole and channel locations
• Lighting
• Tree pits and landscaping
• Public right-of-way
• Storm drains
• General utility locations
• Management and Protection of
• Traffic (MPT) Plans, as needed

Click below to access a PDF of the Guide where you can see the process flow chart in full-size