Public Transport Guidelines PDF

# Public Transport ## Public Transport Operations - The rule of thumb to enhance safety in the operations of public transport is to segregate them from private cars. - Yellow lanes on some major thoroughfares of Metro Manila are seen as good practice. - Proper planning should be conducted on locat...

# Public Transport ## Public Transport Operations - The rule of thumb to enhance safety in the operations of public transport is to segregate them from private cars. - Yellow lanes on some major thoroughfares of Metro Manila are seen as good practice. - Proper planning should be conducted on locating loading and unloading areas for passengers. - These loading/unloading areas should be located in vicinities that offer protection to commuters and pedestrians. ## Lay-bys, Bus Stops and Service Roads - Lay-bys and bus stops allow public transport vehicles to stop safely and with the minimum of adverse effects on other traffic. - This is best done with a segregated area joined to the main road pavement only at an entry point and exit point. - Vehicles can then stop off the main carriageway without interfering with other traffic and with less risk to passengers getting on or off. - Where primary roads are bordered by commercial or residential development, service roads are the safest way of allowing access to property with the minimum effect on other traffic. - Also, where a large commercial development is fronted by an informal parking area with controlled access to the carriageway, a significant risk of accidents will often exist. ### General Guidelines in Planning for Public Transport Facilities * Lay-bys should be positioned on straight, level sections of road and should be visible from a good distance in both directions. * On rural roads, it is cheaper to provide lay-bys at transitions from cut to fill. * Access to lay-bys should be convenient and safe for vehicles and also for pedestrians in the case of bus stops. * Advance warning signs could be erected to alert drivers of the approach to lay-bys, and to the possible presence of pedestrians ahead. * Adequate queuing and waiting areas should be available so that waiting passengers do not use the road or a dedicated bus lay-by. * Where space is limited, it may be possible to link premises using a service road, which runs behind the premises and turns to rejoin the main road only when a convenient and safe location is reached. * At this point, parking and other potential visual obstructions should be carefully controlled. * Where problems of merging from a lay-by occurs, it may be possible to postpone the merge by providing a short additional lane, which is the continuation of the lay-by. * Where spillage of diesel fuel is likely to occur, e.g. at bus stop, concrete construction is more suitable than a bituminous surfacing. * Buses will not use the stops of the road surface has deteriorated. * Bus stops should be located beyond pedestrian crossings and after intersections to avoid stopped vehicles masking pedestrian and other crossing activities. ## Turnouts (Loading and Unloading Bays) Along National Roads - On highly trafficked or arterial roads, it is desirable for public transport vehicles to stop off the main carriageway. - In urban areas, it can be advantageous to locate indented bus or jeepney stops on the downstream side of major signalized intersections. - This can improve the ability and safety of the vehicle to re-enter the traffic stream. - The guidelines in the design and location of turn-outs along national roads shall conform to D.O. No. 58 series of 2010. ### Design and Location of Turnouts - Turnouts shall be placed outside the carriageway of our national roads and should be sufficiently long to accommodate the maximum number of vehicles expected to occupy the space at one time. - The desirable minimum length including transition taper is 60.0 meters but not longer than 185.0 meters to avoid its use as a passing lane. - Turnouts shall have a minimum width of 3.60 meters to accommodate all types of vehicles. - Turnouts shall not be placed on or adjacent to horizontal and vertical curves that limit the sight distance in either direction. - The specific location of turnout shall be determined taking into consideration the following conditions: - Tumouts shall be placed at locations/poblacions where pedestrians are normally concentrated. - A tumout may be placed at least 50.0 meters after a road intersection. - Minimum distance between two consecutive turnouts in one direction shall not be less than 500.0 meters in cities/urban centers. - In other areas, the minimum distance shall not be less than 1.0 kilometer. - Turnouts shall not be placed opposite each other but shall be placed not less than 30.0 meters apart. - The pavement type of tumout shall be the same as the existing pavement of the carriageway. - The pavement thickness of turnout shall in no case be less than 100mm for asphalt and 230mm for concrete with supporting base layers. - Pedestrian sidewalk or platform (minimum width of 2.0 meters) shall be provided alongside the turnout and in no case shall be lower than the existing sidewalk. - In areas involving high embankment or excavation, coco fiber or geotextile net shall be used for the slope protection. - For adequate drainage of surface run-off, drainage facilities such as curb and gutter, inlets and storm sewer shall be provided within the tumout. - The cross slope of the turnout shall be 0.50% steeper than the cross slope of the adjacent lane of the existing carriageway. - The gutter alongside the turnout shall have the same slope as the existing carriageway. - On carriageway with existing storm sewer, the turnout shall be provided with inlets (spacing of 20.0 meters) and connecting pipes to the existing sewer. - On level carriageways with no existing storm sewer, the gutter alongside the turnout shall be sloped to 0.30%. - Adequate signages and pavement markings shall be installed to maximize usage and safe operation. # Vulnerable Road Users - Vulnerable road users include: - Pedestrians - People with disabilities - Non-motorized vehicles - Motorcycles ## Pedestrians - Motorized vehicles are not the only means of transport using the road system. - Other road users such as pedestrians and cyclists need to be catered for adequately so that they can use the road space safely. - The safest way to cater for these groups is to provide separate areas for them to use. ## Cyclists - It is desirable that separate lanes be provided for cyclists, especially on heavily trafficked routes. - Cyclists are unprotected and when mixed with faster moving vehicles can produce a hazardous situation. # Parking - The effective control of parking and appropriate provision of parking facilities is required to maximize safety and to limit impacts on traffic flow. ## Parking Restrictions on Different Road Types - **Expressways:** Generally, parking is not appropriate along expressways and these roads need to have signs that inform drivers of the parking restriction. - **National Roads:** Parking should not be permitted along national roads. - **Local Roads:** Parking bans are generally not appropriate, however, the times and duration of parking may need to be indicated on signs. ### Parking Near Intersections - Vehicles parked near intersections can obstruct the flow of turning traffic. - Thus, parking should be prohibited within the following minimum distances from the boundaries of intersecting roads: - Parallel parking - 6m on both approach and exit sides - Angle parking - 12m on approach side, 9m on exit side - It is desirable that on the approach side of a signalized intersection, parking be prohibited for a distance large enough to store as many vehicles as can cross the stop line in one phase from the curb lane. ### Angle Parking - All forms of angle parking present a greater hazard than parallel parking. - Therefore the function of the road needs to be considered relating to proposals for angle parking on or adjacent to roads. - **Expressways:** No provision except for off-road roadside stopping areas. - **National Road:** Parking and maneuvering associated with angle parking to be executed completely clear of through traffic lanes. - A physical separation in the form of an outer separator should be made between the parking-maneuvering area and the through traffic lanes. - **Provincial Roads:** Angle parking on these roads may be appropriate. - However, it is preferable that the marked parking bays and maneuvering area are physically protected with a curb extension. ### Parking Adjacent to Barrier Lines - When considering parking adjacent to barrier lines the following factors should be considered: - If parking maneuvers can be made clear of through lanes. Generally, at least 3 meters needs to be available for moving traffic between the parked vehicle and the barrier line for a single lane of traffic. - The loss of capacity during parking maneuvers if the maneuvers are not completely clear of through lanes. - The safety and potential of vehicles crossing the barrier line to pass a vehicle in a parking or unparking maneuver even though this is an unlawful maneuver. # Lighting - The introduction of adequate street lighting can help reduce nighttime accidents and is an established accident prevention measure in urban areas. - It is particularly important where there are high proportions of pedestrians, cyclists or other poorly lit road users, including animals. - Lighting has benefits other than accident prevention and can often be justified as a general amenity with an associated reduction in nighttime crime and an improvement in personal security. ## Improving Street Lighting - **Evenness and type of illumination is important.** - Good design and regular maintenance are required. - A routine maintenance program should be initiated and all installations inspected on a regular basis. - **Light poles should be sited in positions where they will not be a danger to a vehicle leaving the road or designed as frangible poles.** - These poles slip away or collapse on impact. In other situations, a safety barrier may need to be provided to protect occupants of an errant vehicle. - **Signs and road markings should be visible at night.** - Where lighting is not feasible, use of reflective material is a useful, cheaper alternative. - **Lighting is most important at key locations such as at sub-standard design sections, at sites where the layout may be unclear, at intersections, and where pedestrians cross.** - Consideration should be given to the use of high pressure sodium or metal halide lighting, particularly at key points, as it is much more efficient than mercury or tungsten lighting. ## Intersection Lighting - It is important that intersections are adequately lit as it is in this area where vehicles of different speeds can interact. - Vehicles are slowing down in this area to make a turn or enter an intersecting road. - At intersections it is important to ensure that elements such as raised islands are adequately lit as these provide the motorist with early indication of the intersection. ## Route Lighting - For route lighting on duplicated roads, frangible lighting poles should generally be located centrally in the median with lights on cantilevered brackets over the roadways. - On undivided roads lighting poles would be located alternately each side of the roadway. - The spacing of lighting poles along the route is subject to the wattage and mounting height of the lights chosen. ## Maintenance - A uniformly lit surface should be provided and therefore maintenance is important. - Inconsistent lighting can itself be a hazard. - Lighting is especially important where large numbers of pedestrians or cyclists are expected. # Design Considerations - **Location and spacing of lighting poles:** **S = (W * E) / (Ø * Cu * mf)** - Where; - **S** = Spacing of lamp post - **W** = width of the road - **E** = Illumination in Lux - **Ø** = lamp lumen - **Cu** = coefficient of utilization - **mf** = maintenance factor - **T-Intersection:** - **1/3S** = spacing of light posts - **1/2S** = spacing of lamp posts, approx. - **Cross Road Intersection:** - **1/3S** = spacing of lamp posts - **2/3S** = spacing of lamp posts, Not greater than - **Roundabout Intersection:** - There should be a light post in the center of the roundabout.