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Maude Street Bus Interchange Bus SheltersD e s i g n r e p o r t

D e c e m b e r 2 0 1 3

Liesl Malan Landscape Architects

PO Box 78 Harcourt Victoria 3453

p 03 5442 2253 m 0427 132 601

e [email protected] w www.lmalan.com.au

Table of Contents Page

Introduction........................................................................ 3

Report purpose

Project background

Why is a new bus shelter proposed?

Why is the bus shelter being updated

Influence from the Vaughan Street Redevelopment ............... 4

Process............................................................................... 5

The Bus Shelter Working Group

Traffi c and bus shelter environment

Draft drawings and images ...................................................................... 6

The Final Bus Shelter Design................................................ 7

Key design outcomes

Final Draft Sketch Design Drawings...................................... 8

Final Bus Shelter Design Concept Plans................................ 9

Further work required ....................................................... 10

Appendices..........................................................................11

Maude Street Bus Interchange - Bus Shelter Design Development Report - Liesl Malan Landscape Architects

IntroductionReport PurposeThis document has been prepared to provide a record of how the bus shelter design has been developedwith theBus Shelter Working Group. Their input guided the direction of the bus shelter design and was a collaborative process.

Project backgroundLMLA has been working on the concept to redevelop Maude Street since 2010. The project’s key outcomes include linking the new Vaughan Street redevelopment (now known as Vaughan Central) with the Maude Street Mall. This aims to create a walk-able inner CBD connecting the major commercial areas with a new bus interchange and the existing railway station.

Why is a new bus interchange proposed?The design of the new bus interchange is central to the success of the overall Maude Street redevelopment. The existing bus stop area in Maude Street provides for 5 buses at one time. Shepparton Transit (the major public bus provider in Shepparton and surrounds) has advised that this is becoming inadequate for the needs of the Greater Shepparton community. The need for buses to be able to wait in this area is causing congestion and time tabling restrictions. Greater Shepparton City Council (GSCC) has identifi ed the block between Vaughan Street and Ashenden Street as a suitable location for a bus interchange.

Why is the bus shelter being updated? Shepparton has a standard CBD bus shelter which has serviced the centre of Shepparton for some time. The need for a new design for Shepparton’s Maude Street Bus Shelters is an outcome of the following issues:• The Vaughan Street Redevelopment brief called for a new palette of materials and structure of the new streetscape to infl uence future works in Shepparton’s CBD. The Vaughan Central project has been constructed and completed in November 2013. The design needs to respond and fi t in with the new style developed in Vaughan Central.

•Public transport will play a large role in Shepparton’s future transport and traffi c requirements. The bus stop and shelters need to refl ect this reality creating an environment that supports increasing public transport usage. The new design response needs to include the modern systems found in capital cities such as audible / digital timetables which are linked to bus GPS systems to provide up to the minute information to transport users.

Maude Street Bus Shelter design report

3


Infl uence from the Vaughan Street RedevelopmentIn early 2010 LMLA began work on the Vaughan Street Redevelopment (now known as Vaughan Central). LMLA were the key designers on many aspects of the streetscape including the idea of restructuring the streetscape to provide a more welcoming pedestrian experience, the level crossings to address access issues and the detailed design features such as the custom seating and pyc sculptures.

The new design in Vaughan Street was to promote Shepparton as a city in a regional area. The cultural defi nition that ‘in the country people want to stop and talk in the street’ became the key driver behind the streetscape structure and the need to address walk-ability of Shepparton’s CBD. This new direction for Shepparton’s CBD aims to infl uence Shepparton’s dependance on cars.

Pattern and detail were developed as a way to celebrate Shepparton culture and also provided an alternative to urban minimalism which was generating negative feedback from the public.

Within the bus shelters and the bus interchange, these principles of inclusion, walk-ability, detail and pattern are continued.


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ProcessThe Bus Shelter Working GroupFrom the outset, the design of the bus shelters was to address issues of access and inclusion, including those faced by people with a disability and older people, as well as the general community’s needs. For this reason a Bus Shelter Working Group was established with representatives from GSCC including Carl Byrne (Development Offi cer - Projects Department at GSCC), Darren Buchanan (Team Leader Design Services at GSCC), Louise Dwyer (Access and Inclusion Offi cer at GSCC) and representatives from the Disability Advisory Committee (DAC) and Positive Ageing Advisory Committee (PAAC). The Working Group met for a series of workshops to develop the bus stops. Their input guided the direction of the bus shelter design and was a collaborative process.

The four workshops with the Bus Shelter Working Group addressed the following:

• The existing Shepparton CBD Standard Bus Shelters were reviewed and discussed.

• A precedent study of bus stops and public transport facilities was collated and discussed with the Working Group.

• A survey regarding bus stop user needs and thoughts on the current bus shelters was developed and distributed through the Working Group. Feedback was received and incorporated into the design.

• Crime Prevention Through Environmental Design (CPTED) principles were applied to each design and formed a major consideration in each revision.

• Louise Dwyer has been involved in providing comprehensive comments on both the streetscape and the bus shelter design at all stages. Her comments on both the shelters’ form and the streetscape environment have been valuable in addressing access and inclusion issues on multiple levels.

• The design form of the bus shelters was considered in the streetscape to ensure the shelter responded to site-based issues including response to the Shepparton climate.At each stage, the bus shelter form was refi ned and developed to meet the needs of the users.

Traffic and the bus shelter environmentAdditional expertise from within Council was drawn on to help address the bus shelters in the streetscape. Brendan Walsh (Senior Design and Traffi c Engineer at GSCC) has reviewed the turning circles and bus movement systems as well as providing information on Vic Road Bus Stop Standards.

• As part of Brendan Walsh’s review, the streetscape has undergone several realignment studies utilising turning circles. Each time the streetscape has been refi ned to meet the traffi c needs of different stakeholders including the CFA, traders and buses. The needs of vehicles have been balanced with the need to promote an excellent pedestrian experience. The bus shelters’ design have responded to the changing streetscape to meet standards.

• Public Transport Victoria’s website refers to Vic Roads to set the standard for bus shelters and stops. The Vic Roads standard for bus stops and shelters was reviewed and incorporated into the design.


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Current Shepparton CBD Standard Bus Shelter

LMLA draft sketch design LMLA draft sketch design amended to respond to

survey feedback

LMLA draft sketch design amended to respond to workshop feedback


Draft drawings and images


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The Final Bus Shelter DesignAs a result of the workshops and discussions with the Bus Shelter Working Group, the follow key design principles were developed:

Legible - easy to read cues, the information provided is clear and linked to the new GSCC wayfi nding strategy

Robust - withstand daily wear and tear, as well as destructive behaviour and not provide a target for vandalism.

Welcoming & comfortable - Pattern and texture, provide a welcoming space which imbues the user with a sense that they can be trusted with a beautiful facility, create a comfortable space which encourages people to use the service.

Ergonomic design principles - the materials and form should respond directly to the human forms of a diverse user group.

Modern and state of the art - utilise modern technology to improve the transport users’ experience.

Designed for Shepparton - respond to environmental conditions to ensure good shelter is provided, use Vaughan Central styling, design for local skills and materials.

These key principles are discussed in detail on the Maude Street Bus Shelter Conceptual Plans included in this report.

Key design outcomesKey features of the design are discussed in detail on the plans included in this report such as:

• Use of colour, super graphics and other cues to distinguish the bus shelters apart.• A guide for providing timetable and route information as well as regulatory and location signage has been outlined.• A robust materials palette of concrete, toughened glass and steel, balanced with timber slats on the seat, a plywood ceiling and feature detailing to ensure the space is welcoming and comfortable.• Sight lines to provide good visual surveillance.• The form of the bus shelter has been designed around the human form whether in a wheelchair or free standing. Space for luggage and additional items such as prams has been considered.• An audible timetable has been designed into the structure. Additional digital timetables have been suggested.• The roof form to responds to the environmental conditions and provides excellent shelter.


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LMLA fi nal draft sketch design amended to respond to workshop feedback


Final Draft Sketch Design Drawings


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THIS DOCUMENT IS COPYRIGHT AND MAY ONLY BE USED FOR THE PURPOSE FOR WHICH IT WAS COMMISSIONED. UNAUTHORISED USE PROHIBITED. ALL DIMENSIONS AND LEVELS TO BE CHECKED ON THE PROJECT BEFORE COMMENCING ANY WORKS OR SHOP DRAWINGS. DRAWINGS NOT TO BE SCALED.

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Scale

Maude Street Bus Interchange

Greater Shepparton City Council

Draft Bus Shelter Design Development

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CR LM November 2013CR 19.12.2013-

L i e s l M a l a n L a n d s c a p e A r c h i t e c t s

Double length bus shelter in plan1:20 at A1

Double length bus shelter in section - road side view1:20 at A1

Dashed line indicates extent of roof line above

Dashed line indicates minimum distance between shelter and kerb

Orange dashed line indicates pedestrian movement on footpath

Refer to Maude Street Streetscape Concept Plan

Feature bench modified from Vaughan Central.Refer to details on other page.

Open space within the shelter to provide for those using a mobility aid. It is likely it will also provide space for prams, shopping and other luggage items. This area should be coupled with regulatory signage to ensure it is made available when required.In a double shelter this space is large enough for 2 wheelchairs and is provided in the middle of the shelter to provide the maximum weather protection available. In a single shelter there is enough space for 1 wheelchair. Weather protection is provided by the side wall and roof.

Mixed clear and coloured glass windows to provide clear sight lines into and out of the bus stop.

Off white concrete wall to base of shelter. This is intended to provide a thermal barrier without drafts. The robust nature of concrete provides longevity to the structure with limited maintenance issues.

Colour in the Bus SheltersThe use of colour is an important element to ensure the bus shelters can be identified as different. It will however require review to ensure there is enough colour variation to meet the needs of visually impaired people. The colour palette shown here is intended as a guide to start this process.

It is intended that relationship between the colour of the shelter and the bus route be created. Bus route maps and other branding of the routes could be updated to match in with the colour of the shelters. Some shelters may service more than one bus route, multiple colours could be considered here.

Elements to assist in identifying your bus stopDuring the working group meetings it was identified that significant change to bus stop locations and the increased number of stops may lead to confusion in some bus users. To help combat this issue each of the eight bus stops is to be distinguished by colour and by a super graphic able to be read at some distance. While colour can not be relied on alone to differentiate the stops, it is one of the layers of information provided to make the bus stops look different. Within the shelter itself the route(s) and timetables will be clearly displayed providing additional cues to bus users.

End wall. Refer to section for more details

Shade protection over the Maude Street footpath provides added amenity to the passing pedestrian as well as improving shade protection inside the bus shelter.

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2.525m 2.65m

Area at eye height and at a level that following text with a finger is possible. This space should be used for detailed information such as timetables. The height, method of display and font size should ensure the information can be read from the lower vantage point of a wheelchair. Audible timetables should be provided for the visually impaired and those with lower literacy levels.

Area above direct eye height to be used for large diagrammatic maps which are easy to read from a few steps away for most literacy levels.

Space for route names and PTV logo and other branding requirements.

LegibilityIt is essential that the bus stops and shelters provide easy to read cues that they are bus stops, the route serviced and that the information provided is clear. Refer to colour and super graphics notes for more information.

Information such as maps, route diagrams and timetables needs to conform to modern legibility expectations. In this concept , where possible, the information has been provided in multiple formats eg Bus system map (spatial reading) and a route diagram with all stops shown (diagrammatic reading), timetable with arrival times at each stop (list reading) and an audible timetable (listening). Multiple formats cater for a variety of needs and provide a rich information base to empower transport users.

This area may at times be obscured behind a person in a wheelchair and is therefore not a preferred space for detailed information. It is a good location for regulatory symbols (such as no smoking or drinking) and a sign noting that this space shall be vacated for someone using a mobility device.

RobustBus shelters by their nature will need to withstand daily wear and tear, as well as destructive behaviour and not providing a target for vandalism.It is the design intent to use robust materials such as steel, shatter proof glass and concrete to limit ongoing maintenance requirements. These materials are treated sensitively with detail to provide a sense of pride in the Shepparton Public Transport system. The details have been designed to fit in with existing maintenance programs. By providing care and detail CPTED issues are addressed by ensuring the space feels welcoming and comfortable.

Ergonomic design principles con’tThe spaces have been designed around human bodies whether in a wheel chair or free standing. Space for baggage has been thought through and included at the base of the seats and available within a large area within the shelter.

Designed for SheppartonThe design intends to respond to the Shepparton environment by providing sun, rain and wind protection from north and south. The design has been developed for Shepparton’s CBD. Vaughan Central styling has been worked with to ensure the new works fit with the recent style direction.When developing this conceptual design local skills and materials have been considered.

Ergonomic design principlesBus shelters can be designed simply to respond to traffic standards. However these spaces become an uncomfortable space spent waiting impatiently for a bus - the user just wants to leave as soon as possible. By considering the needs of human bodies, the design intends to respond to this issue. The space provided is to be comfortable, with multiple waiting spaces. The seating provided is of a generous length with back rest, arm rest and capacity for an easy transition from wheelchair. Materials have ben chosen not just for their robust nature, but also their thermal properties in the Shepparton environment eg, timber slats on the seats provide a warm / cool seat, the low concrete wall blocks drafts and heat. The roof shape responds to rain and direct sun exposure.

Welcoming and comfortableThe role of public transport in Shepparton is expected to increase. The bus shelter design needs to support this trend by providing a space that is comfortable and welcoming. It is intended that by including pattern and detail as well as design for the human body, people will feel supported in their choice to use public transport in Shepparton.

Modern and state of the artA new bus shelter design has the opportunity to utilise modern technology to improve the transport users’ experience. For this reason the concept includes digital and audible timetables. A direct link to bus GPS to give up to the minute information should be included. Timetable service apps are outside the scope of this project, however should be considered as part of a comprehensive response to the bus interchange.Provision of free limited Wifi would improve the users experience and provide a valuable service.

Window to provide light and sight lines in and out of the bus shelter. The window has been divided into smaller panes of glass to limit replacement costs and the vandalism appeal of a large sheet of glass.Mixed tints of the bus shelter colour palette provide interest and variation.

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Angled area of roof to provide a prominent display of individual bus route that arrives/ departs from this bus stop. Display to be lit

from behind to provide light at night to bus stop. Refer to example bus route diagram.

Example bus route diagram.

Bus stop side of roof structure.Metal sheeting to roof. Further resolution of structure, flashing and ridge capping required Ceiling to be clad in plywood to limit bird nesting and climbing opportunities. Colour to match timber on bench seats.

Footpath side of roof structure.Metal battens (colour to match shelter colour) to provide shade protection to pedestrians.

Audible bus route information button, to provide next bus arrival / departure information.

Precast concrete back to provide shelter from elements.

Feature bench with timber seat to include lighting, back and arm rest similar to the Vaughan Street Feature Benches.

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Maude Street Bus Interchange


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CR LM November 2013CR 19.12.2013-


Maude St Bus StopMaude St Bus Stop

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Single length bus shelter in plan1:20 at A1



Single length bus shelter in section - road side view1:20 at A1

Vaughan Central - a design style directionThe Vaughan Street redevelopment was completed in November 2013. The materials, form and style are to create a style direction for the Maude Street works. It is intended that there will be precincts within the area of Vaughan and Maude Street.

The bus interchange will form one of these precincts. The paving and logic behind the streetscape should remain. However to ensure the needs of bus users are met and the area is distinctly a bus interchange there will need to be some key differences such as a more diverse colour palette, as well as, additional street furniture associated with the bus stop.

Public Transport Victoria (PTV) requirementsThe Vic Roads standards for bus shelter design are endorsed by PTV. These standards have been reviewed and incorporated into the design as an integral element of the form of the bus shelter. During the consultation process it was noted that PTV will require their logos to be clearly displayed on the shelters. Suggested locations have been designed into the signage areas and are intended to be able to be updated should logos or authorities change.

Feature benches - adapted to meet bus shelter needsThe feature benches (first installed and designed for Vaughan Central) have been modified to be an integral part of the bus shelters. It is intended that the concrete base of the seats and the low concrete wall are integrated as one, or appear to be one element. The back rest has been extended to service the entire length of the bench. The arm rest and concrete end of the bench have been located to make transferring from a wheelchair to the bench easier.

Detail of end of feature bench 1:10 at A1. The end of the bench is clear of obstructions to provide for wheelchair to bench transfer.

Detail of end of feature bench 1:10 at A1. Arm rest provided to assist people with mobility requirements

Detail of bench and wall 1:10 at A1.

Concrete elements to be integrated.

Areas provided for super graphic.It is intended that high contrast letters and the bus stop colour be provided on both end walls. The scale and contrast of this graphic should be able to be read at a distance to assist with way finding.

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Galvanised steel wall to frame glass and provide protection from the elements.

Window to provide light and sight lines in and out of the bus shelter. Laser cut text / graphic to be applied to window to provide additional way finding information.Mixed tints of the bus shelter colour palette provide interest and variation.

Open space within the shelter to provide for those using a mobility aid. It is likely it will also provide space for prams, shopping and other luggage items. This area should be coupled with regulatory signage to ensure it is made available when required.In a double shelter this space is large enough for 2 wheelchairs and is provided in the middle of the shelter to provide the maximum weather protection available. In a single shelter there is enough space for 1 wheelchair. Weather protection is provided by the side wall and roof.

End wall. Refer to section for more details

Shade protection over the Maude Street footpath provides added amenity to the passing pedestrian as well as improving shade protection inside the bus shelter. Refer to section for more information.

Mixed clear and coloured glass windows to provide clear sight lines into and out of the bus stop.

Off white concrete wall to base of shelter. This is intended to provide a thermal barrier without drafts. The robust nature of concrete provides longevity to the structure with limited maintenance issues.

Orange dashed line indicates pedestrian movement on footpath

refer to Maude Street Streetscape Concept Plan

Refer to double length shelter for display details.

Feature bench modified from Vaughan Central. Refer to details.

Laser cut steel panel powdercoated to match bus shelter colour(s). Pattern with transport theme to be developed.

Window to provide light and sight lines in and out of the bus shelter. The window has been divided into smaller panes of glass to limit replacement costs and the vandalism appeal of a large sheet of glass.Mixed tints of the bus shelter colour palette provide interest and variation.

Dashed line indicates minimum distance between shelter and kerb

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Further work requiredThe bus shelter design has progressed to a fi nal concept. The project team has discussed that there are areas best resolved during detailed design and documentation. The following list outlines some items which will need to be resolved:

• Detailed drawings and specifi cations should be produced. It is intended that shop drawings will be produced by fabricators and approved prior to fabrication and installation of items.

• The conceptual design should be work shopped /reviewed with a Structural Engineer. The design should be revised as a result. Then the Structural Engineer should undertake computations of the documented design.

• The conceptual design should be work shopped /reviewed with fabricators to ensure the design is able to be fabricated effi cently, manufactured and maintained using local skills and easily sourced materials. The design should be revised as a result.

• The lighting design of the individual bus shelters and the streetscape will need to be co-ordinated / work shopped with a lighting expert / designer and lighting authorities.

• The detailed design and discussions with fabricators should be used to produce an Opinion of Probable Costs specifi c to the bus shelter.

• The audible/digital timetable system to be discussed and negotiated with PTV.

• PTV logos and signage to be co-ordinated with PTV to ensure requirements are met.

• Final review by PTV, DAC, PAAC and relevant Council team members to ensure that the design meets access requirements including fi ne details such as colour and contrast, display of information and spatial relationship requirements.

• Review with Council works team to ensure the maintenance requirements are within the team’s capacity, or acceptable capacity extension.

• It is strongly recommended that a physical model be made of the fi nal bus shelter design at an appropriate scale (eg 1:10). Much of the feedback on the bus shelter design discussed the need for multiple ways of communicating information to ensure it has been understood. Reading plans is not always a core skill for committee members, however their input is valuable and alternative methods of communication should be considered. A physical model would provide a tangible object to engage with.


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12

Appendices

• LMLA draft sketch design (1)

• LMLA draft sketch design (2)

• Concept for Maude Street redevelopment - Streetscape plans

• Shepparton CBD standard Bus Stop

• Vic Roads standard

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ber

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e V

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Section B

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ram

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Maude St South bound traffic

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w

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sti

ll pr

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port

unit

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larg

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Aft

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sun

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mit

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side

this

bus

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p by

th

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benc

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on th

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of t

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benc

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rint

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elte

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t nar

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fin

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f the

roa

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sed

on th

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indi

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may

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fluen

ce th

e ab

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t the

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bus

sh

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r in

.

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oure

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ass

pane

l to

prov

ide

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t lin

e in

to b

us s

top

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rou

te a

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met

able

in

form

atio

n to

be

clea

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Reg

ulat

ory

sign

age

incl

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g “t

his

spac

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res

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r w

heel

cha

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to e

nsur

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base

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eve

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wit

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cato

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lin

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to th

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r. T

he s

ize

and

num

ber

to r

espo

nd to

mor

ning

and

af

tern

oon

sun

cond

itio

ns.

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oure

d gl

ass

and

galv

anis

ed

met

al s

cree

n to

pro

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pro

tect

ion

from

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elem

ents

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d gl

ass

and

galv

anis

ed

met

al s

cree

n to

pro

vide

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tect

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elem

ents

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be

rese

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for

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elch

airs

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e of

feat

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benc

h to

be

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to

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ide

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n be

twee

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heel

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r an

d be

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ass

win

dow

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de

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helt

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loca

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ref

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tails

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de

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ter

from

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men

ts.

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to

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feat

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bac

k an

d ar

m r

est s

imila

r to

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feat

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benc

h.

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win

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t lin

es in

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espo

nd to

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loca

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ref

er to

de

tails

.

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oncr

ete

back

to p

rovi

de

shel

ter

from

ele

men

ts.

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e to

be

rese

rved

for

whe

elch

airs

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e to

be

rese

rved

for

whe

elch

airs

Plan

- B

us S

helt

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ype

2 - d

oubl

e in

str

aigh

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Plan

- B

us S

helt

er T

ype

2 - d

oubl

e on

an

angl

e

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ign

Rat

iona

le

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n de

velo

ping

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bus

shel

ter

desi

gn w

e co

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mul

tipl

e an

d co

mpe

ting

con

cern

s w

hile

list

enin

g to

the

feed

back

of t

he p

roje

ct r

evie

w te

am. S

helt

ers

have

the

func

tion

al r

equi

rem

ent o

f pro

tect

ing

from

the

elem

ents

whi

lst s

till

feel

ing

safe

and

mai

ntai

ning

cle

ar s

ight

line

s. I

nfor

mat

ion

is to

be

clea

rly

disp

laye

d an

d av

aila

ble

in d

iffer

ent f

orm

ats

to m

eet a

wid

e ra

nge

of u

sers

req

uire

men

ts.

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feed

back

on

exis

ting

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ppar

ton

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lter

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know

ledg

ed c

once

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over

lo

ngev

ity

and

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alis

m b

ut e

xpre

ssed

a d

esir

e fo

r a

mor

e w

elco

min

g an

d co

mfo

rtab

le b

us s

top.

The

se r

equi

rem

ents

bec

ame

the

driv

ing

fact

ors

in s

elec

ting

m

ater

ials

and

in d

esig

ning

the

form

of t

he s

helt

ers.

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e it

is in

tend

ed th

at to

ilets

, and

oth

er p

ublic

faci

litie

s as

wel

l as

bike

hoo

ps, d

rink

ing

foun

tain

s an

d bi

ns w

ill b

e pr

ovid

ed a

t an

appr

opri

ate

dist

ance

wit

hin

the

stre

etsc

ape

or th

e pl

aza.

Furt

her

Wor

kFu

rthe

r w

ork

will

be

requ

ired

to fi

nalis

e th

e bu

s sh

elte

r de

sign

. An

exis

ting

ser

vice

s re

port

is c

urre

ntly

bei

ng p

rodu

ced.

The

find

ings

in th

is r

epor

t will

not

onl

y af

fect

the

stre

etsc

ape

and

bus

stop

layo

ut b

ut w

ill a

lso

influ

ence

the

final

des

ign

form

of t

he s

helt

er.

All

sign

age,

bus

info

rmat

ion

and

the

exac

t col

ours

of t

he b

us s

helt

ers

requ

ire

a re

view

to e

nsur

e th

e in

form

atio

n m

eets

bes

t pra

ctic

e fo

r in

form

atio

n di

spla

y an

d to

ens

ure

legi

bilit

y fo

r al

l.

Thes

e de

sign

s ar

e in

tend

ed a

s a

prel

imin

ary

conc

epts

onl

y an

d fu

rthe

r de

sign

dev

elop

men

t will

be

base

d on

feed

back

rec

eive

d an

d St

ruct

ural

Eng

inee

ring

re

quir

emen

ts. F

urth

er r

esol

utio

n of

the

roof

str

uctu

re in

clud

ing

flash

ing

and

ridg

e ca

ppin

g w

ill b

e re

quir

ed.

The

desi

gn fo

r th

e gl

ass

win

dow

fixi

ngs

will

re

quir

e de

sign

dev

elop

men

t wit

h a

Stru

ctur

al E

ngin

eer

and

fabr

icat

ors.

The

audi

ble

tim

etab

le w

ill r

equi

re d

evel

opm

ent t

o en

sure

it m

eets

the

need

s of

bot

h tr

ansp

ort u

sers

and

pro

vide

rs.

A c

ompr

ehen

sive

ligh

ting

des

ign

will

nee

d to

be

unde

rtak

en fo

r al

l ele

men

ts o

f the

bus

she

lter

and

in th

e co

ntex

t of t

he s

tree

tsca

pe.

CProj

ect n

umbe

rSh

eet N

o.

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l Mal

an L

ands

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McDonalds

FormerLa Porchetta

Collins Book Sellers on Maude

GB Coffee

Public Realm 2

PR 1

PR 2

CFA

7.2m

x 2

.3m

(typ

.)

15m

in15

min

6.7m

x 2

.3m

(typ

.)

PR 3

PR 6

PR 7

PR 8

Public Realm 6

Central median planting

AA

BB

15m

in

15m

in

5.5

3 min

4.3

3 min

6

4.5

4.52.3 2.3

5

Baking Dough Bakery

JB Jewellers

Doyle’sElectrical

3

3.4

Proposed public realm area with custom seating, lighting, bins, understorey planting and additional tree planting.

Closed Circuit TV (CCTV)CCTV is to be provided throughout the streetscape and in the bus interchange. A comprehensive design by specialists will be required to ensure this is adequately provided for.

CFA and signalised intersectionsThe new intersection at Vaughan Street is to be able to be activated by the CFA to limit negative impact on response times. Consideration of similar facilities at the High Street intersection should be discussed with Vic Roads

New signalised intersections Vaughan Street GSCC intended that this intersection and the Maude Street precinct would be included in the Smart Roads program. However this option was not available at the time of conceptual design. Should it become available during documentation this process could be undertaken.

CFA traffic movementsThe CFA have been consulted with directly to ensure that their vehicles have been designed for in the streetscape. The road design has been created using a turning circle of a vehicle larger than the biggest in the current fleet to future proof the streetscape. The final road way width is a balance of pedestrian and vehicle requirements. It has been developed collaboratively with GSCC Engineers, Shepparton Transit and the CFA

Kerb radii5m radii have been used on the kerbs to provide for the street sweeper requirements. Note the central median does not require street sweeper access as it is the high point of the road.

Car parking restrictionsSome traders have expressed that 2hr carparks is too long for their business models. They have suggested 1hr car parks throughout the street. 15min carparks have been requested in front of several shops to suit the nature of their business.

Duration of constructionSome traders have raised concern about the impact of construction on their business. This issue should be considered during documentation and by GSCC to mitigate the impact where possible.

Public Facilities in the PlazaThe public facilities shown on this plan are a concept only and are subject to further investigation and design development. There is the potential to provide an integrated public facilities and toilet in this location. A Public Toilet Review (2013) has been produced by LMLA for the Greater Shepparton City Council. This report should be referred to for any design development. The report notes that public toilet facilities have been requested in this location. The report recommends that not only are 9 or more cubicles needed in this area, but additional facilities are also required, such as adult change facilities, a parents’ room, breast feeding room and child changing facilities. Please note - Bus service provider has requested bus staff toilets be included in the facilities. Facilities to consider provision of a mobility aid recharge point.

Proposed bus bay.

Entrance to Rowe Street carpark realigned to allow for minimal disturbance of High Street traffic. Refer to GSCC plans for details.

2 x 15 minute car spaces.

Proposed centre parallel parking with 400mm centre space.

Bus bay

Additional planted centre medians to provide extra shade, protection for parked cars and pedestrian refuge.

Proposed Rowe Street raised pedestrian crossing.

Proposed raised pedestrian crossing.

Upgrade and realignment ofexisting Maude Street pedestrian crossing to a raised crossing. Relocation to align to existing underground power easement and move pedestrians further away from CFA.

Proposed public realm area with custom seating, lighting, bins, understorey planting and additional tree planting.

Additional outdoor cafe space provided for GB customers.

Proposed centre parallel parking with 400mm centre space.

Raised pedestrian crossing

Proposed rain garden to collect storm water from road

Existing tree to be removed

Additional footpath space provided to reduce existing congestion.

2 x 15 minute car spaces either side of Doyle’s driveway.

Bus

bay

Central median area with raised profile kerb to protect understorey planting. Median shape has been designed to facilitate vehicular access to carparks. Proposed shape also maximises space for tree and understorey planting to assist in cooling the streetscape.

CFA crossover in plain concrete to CFA requirements.

Area for bike racks, relocated public phone and drinking fountain. Ensure fountain is able to be accessed by all abilities and a dog bowl for assistance animals is provided. Provision of facilities near the CFA should not encourage people to linger. Ensure no seating is provided to this side of the crossing.

Ensure corner of kerb at bus stop is able to be crossed by CFA vehicles without a lip.

Concrete island to limit vehicles overhanging in the CFA required space. Ensure kerb profile provides for CFA vehicles to mount this island.

Allowance in streetscape for additional cafe dining.

Planting buffer between seating and traffic.

Proposed tree

Proposed bench

Doyle’s driveway retained in existing location. Line marking to designate this as a driveway not a car park.

Proposed drop off bus bay to facilitate easy access to High Street and the Mall. 150mm high kerb in line with the bus doors is required to meet Vic Roads standards.

Proposed public realm area with seating, lighting, bins, understorey planting rain garden, pyc sculptures and additional tree planting.

Blank CFA wall. Potential to be used to commemorate the CFA service to Shepparton with art work or large historical photos.

Existing servicesA Services Investigation Report has been undertaken by CS and A. The service findings have been considered and adjustments made to the design to limit conflict with existing services. However, to ensure best outcomes, the exact location and depth of services should be surveyed and liaison with service authorities should be undertaken.

Future underground powerUnderground power requires a significant easement. Any future underground power should consider the locations’ impact on the street trees.Minor alterations to the alignment of the power will have a significant impact on the streetscape.

Design for all abilitiesThe design of individual feature elements and furniture is to ensure sufficient contrast with it’s environment to limit potential hazards for the visually impaired. Tactile Ground Surface Indicators (TGSIs) are to be provided in the streetscape at areas of potential pedestrian / vehicle hazards as well as intersections and crossings.Ensure space for mobility aids in public realm is provided for.

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Legend

Proposed pedestrian footpath

Proposed parking

Proposed public realm paving

Existing kerb

Proposed understorey planting

Proposed rain-garden

Proposed custom seating element

Proposed bench to GSCC standards

Existing trees to be removed

Proposed Street tree Geijera parvifolia Wilga

Proposed Street tree Zelkova serrata Zelkova

Proposed Plaza tree Eucalyptus pauciflora Little Snowman

Proposed shelter - refer to additional plans

ex

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s ed

Ma

ud

e S

t re

et

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s I n

t er c

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ng

e

Ma

ud

e S

t re

et

V a u g h a n S t r e e t

A s h e n d e n S t r e e t

Future development to existing Coles site - refer to plans by others

Streetscape Design RationaleThe streetscape design provides a stronger pedestrian link between the Mall, Vaughan Street and the proposed bus interchange. At the same time this design provides a quality retail streetscape experience.New tree planting provides greater shade for pedestrians, and for parked cars, while also assisting in cooling the streetscape. “Public realm spaces” provide areas for resting / socialising without a commercial imperative. These public realm areas are to be welcoming spaces with understorey planting to contribute to the overall streetscape amenity. They have been strategically placed to provide resting areas with shade, seating, lighting and bins.

Note:Please refer to Bus shelter concept for details

Car parking

North(High Street to Vaughan Street)Existing parking 43 x Standard bays 2 x 15 minute bays 5 x Bus BaysProposed Parking 40 x Standard bays 4 x 15 minute bays 2 x Accessible bays 1 x Bus drop off bay 1 x Bus stop in High streetSouth(Vaughan Street to Ashenden Street)Existing parking 33 x Standard baysProposed Parking 8 x Bus Bays

Existingcarpark - subject to further design

Chemist

8m x

3.8

m (t

yp.)

Acc

essi

ble

Acc

essi

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PR 4

PR 5

Public Realm 6BB

CC

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4.5 2.3 2.32.3

6.5

4.5

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3.2

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Proposed plaza design is conceptual only. This design has been shown for discussion purposes only. All elements are subject to change during consultation and design development.

This Concept Plan is based on a desktop study of existing services and infrastructure. Significant changes may occur to the Concept Plan during an impact assessment of existing services to this concept. It is intended that the design integrity and concept of the overall streetscape will be maintained after the existing services investigation.

C



DesignedDrawn


Revision

N

Rev -


Scale

Maude Street Streetscape Redevelopment


Streetscape Concept Plan

1050

1050_CPDD

C

1: 250 @ 594 x 1500mm

CR LM Nov 2013CR 16.12.2013- -


Raised pedestrian crossing

Proposed tree



Feature public realm pavement treatment

Existing tree to be removed

Proposed feature bench with lighting

Additional slip lane for vehicles turning into Vaughan Street

Existing roundabout to be replaced by a signalised intersection with dual lanes in all directions for through and turning traffic.

Vaughan Street Project.Refer to separate documentation package

Proposed carpark alignment by others. Refer to Vaughan Street Plans.

Proposed plaza, with sloped grassed areas for informal play inlaid with lighting.

Existing property boundary.

3 x Accessible parking bays

Existing pylon sign to be retained.

Potential play space to further design development.

Framed seating element, with lighting.

Tree planting to filter light, provide shade to informal seating and reduce plaza temperature.

Proposed bus shelters to each stop. Refer to details and bus shelter concept plans for more information

Ensure proposed street tree location does not obscure new signals at intersection

Central median with trees in tree cells and fence. Maintenance regime and the treatment of this median will require further liaison with Council works team. Note - ensure fence has no horizontal components

Low priority bus bay due to potential conflict with existing residence driveway

Proposed raised pedestrian crossing

Proposed public facilities. Concept only subject to further investigation and design development. Refer to notes.

Awning and building treatment to be considered. Refer to Architects plans

South Bus bay 2

South Bus bay 1

South Bus bay 4

South Bus bay 3

Nor

th B

us b

ay 2

Nor

th B

us b

ay 3

Nor

th B

us b

ay 4

Nor

th B

us b

ay 1

2 x Accessible parking bays provided with bollards between pedestrians and car parks. Ensure the distance between bollards provides room for a mobility aid on a ramp with carer assisting.

2m wide area adjacent to front door of bus to be clear of obstacles.

“Bus stop post and flag” to PTV requirements

4m wide area adjacent to rear doors of bus to be clear of obstacles.

1.2m min continuous path to front of bus shelter.

Kerb required to be 150mm high for entire length of bus to provide for accessible ramp access.

Bus shelter. Refer to detailed concept plans.

Ensure structures are at least 0.5m back from the kerb to provide for swing of bus

intersections and crossings.Ensure space for mobility aids in public realm is provided for.

C



DesignedDrawn


Revision

Rev -




Streetscape Concept Sections

1050

1050_CS

C

CR LM Nov 2013CR 19.12.2013- -


Adjoining business Foottpath Shaded public realm Public realm Coles buildingLevel pedestrian crossing Level pedestrian crossing Central median refuge

Section AARaised pedestrian crossing - Maude Street Rowe Street

Adjoining business Footpath Carpark Coles buildingPedestrian Shade tree and planting

Roadway Roadway Central median parking with raised planting and shade trees. Tree guards to protect trees. Section BB

Central median with raised planting

Adjoining carpark by others

Footpath Bus bay - Public realm behind

Bus bay PlazaPedestrian Bus stop with shelter

Roadway Roadway Central median planting with feature fence and trees

Section CCMaude Street Bus Interchange




October 2007

Greater Shepparton City Council Urban Design ManualA Catalogue of approved furniture, soft and hard landscape details for use in the Shepparton C.B.D.

Bus & Taxi Shelters - CBD use

DESIGN PHILOSOPHYThe Bus and Taxi Shelter is designed specifically for the Shepparton City. It draws on the theme of metallic furniture with blue colour trim of the Greater Shepparton furniture range. The signage on the end elevation metallic fins uses the Greater Shep-parton logo and identifies the shelter as a taxi rank or bus shelter.

The shelter has a laminated glass surround that is housed in a metal-lic coloured frame, providing shelter whilst maintaining visibility of oncom-ing buses or taxis. A double shelter can provided for major Bus Stops.

This double Bus shelter has a blue seat matching the blue trim of the roof whilst the standard Single Shelter for Taxi's and Bus's has the standard Bright Silver Satin coloured seat. The shelter roof extends over the frame providing maximum shade from summer sun for pedestrians. A light weight aluminium frame is designed to be attached to the glass walls to provide bus information from both sides of the shelter.

446

2125mm

1785mm

445mm

4˚ angle to top of fin

100mm25mm50mm

322mm

1240mm

405mm

5843

Profile of Front Nose of fin to match front bull-nosed fascia.Front Elevation bull nosed fascia to be Powdercoated DULUX Blaze Blue Gloss 19941Zinc plated gutter system to be 100mm in length from rear of column. To be powdercoated Dulux Blaze Blue gloss 19941. Centre line of logo.

-74˚ angle to rear of fin.

25mm radius to all corners.

Side Fasci Fin to be laser cut with profile and City of Shepparton logo as shown. Logo to be 58mm from base of fin, 25mm from gutter system and 48mm from top of fin as shown. Fin to be attached to roof structure. Fin to be powdercoated DULUX Bright Silver Satin 51491. Graphic to be sign written as shown on following page. Seat to powdercoated DULUX Blaze Blue Gloss for Double Bus Shelters and DULUX Bright Silver Satin 5149 for Standard Bus and Tazi Shelters.

RHS Frame 2270 min. height. Fabrication as nominated by manufacturer. Frame to be powdercoated DULUX Bright Silver Satin 51491.

Sheet 1 of 2 F 810 Bus & Taxi Shelters - CBD

A Catalogue of approved furniture, soft and hard landscape details for use in the Shepparton C.B.D.Greater Shepparton City Council Urban Design Manual

October 2007 F 810 Bus & Taxi Shelters - CBD

SUPPLIERBus & Taxi ShelterPolite Enterprises Pty Ltd.ph. 03 9436 9922fax. 03 9436 9944Aluminium Frame for Bus Information20mm Snap & Grip Foolscap sizeClear anodised aluminium frame.See Urban Design Manual F 820.DESIGN CONTACTUrban Initiativesph. 03 9329 6844SHELTER FINISHESSide Fins8mm thick Laser Cut ends.Powdercoat DULUX Bright Silver Stain 51491.Graphic Sigh to be written using:Green Colour - DULUX Thai Teal 53 GG 50/360.Gloss to match powdercoat colours.Blue Colour - DULUX Blaze Blue Gloss 19941.Blue Text - DULUX Space Blue Gloss 19990.Front Bull Nosed Fascia & Rear GutterBlue Colour - DULUX Blaze Blue Gloss 19941.Bus Shelter FramePowdercoat DULUX Bright Silver Stain 51491.Seat for Double Bus ShelterBlue Colour - DULUX Blaze Blue Gloss 19941.Seat for Standard Bus & Taxi ShelterSilver Colour - DULUX Bright Silver Stain 51491.RECOMMENDED USEIn Shepparton City Centre.MAINTENANCECleaning and maintenance as required.DOCUMENTATIONCross reference with site layout drawings.RESPONSIBLE COUNCIL OFFICERManager - Engineering Projects ph. 03 5832 9700

Sheet 2 of 2

Text to be 200mm high Arial Font, aligned horizontally. Centre on centre line of f i n a n d 4 3 5 m m f r o m bot tom rear corner of fin. Text to be adhesive vinyl as recommended by manufacturer. Colour to match DULUX Space Blue Gloss 19990 powdercoat colour.

40mm wide band of adhesive vinyl as recommended by manufacturer. Colour to be DULUX Thai Teal Green 53GG 50/360 gloss to match powdercoat colour gloss.

Bands of Colour to be parallel to rear of fin beginning 75mm from end of fin.

165mm wide band of adhesive vinyl as recommended by manufacturer. Colour to be DULUX Blaze Blue Gloss 19941 powder coat.

435

43

58

405

1654075

Graphic to Shelter Fins Not to Scale

800

1330

23000min.

300

600

Bus

Bus

Doo

rway

500300 60

0

Bus and taxi Shelter to be aligned a minimum of 800mm from front of kerb to front of overhang on shelter roof. A minimum of 500mm from edge of tree pit, a minimum of back of wall of shelter to overhanging verandas. Allow a 2300mm minimum width of footpath between adjacent building and rear of shelter where possible. Make sure shelter is out of the alignment of adjacent doorways and entry to shops and buildings.

Typical Layout Plan Not to Scale

Provide Directional Tactile ground surface Indicators in Locations as shown. For paving types and detail refer to Urban Design Manual Notes H 040.Provide Hazard Tacti le ground surface Indicators in Locations as shown. For paving types and detail refer to Urban Design Manual Notes H 040.

Ensure 1330mm minimum clear distance to allow for wheelchair turning circles.

October 2007

Greater Shepparton City Council Urban Design ManualA Catalogue of approved furniture, soft and hard landscape details for use in the Shepparton C.B.D.

Typical Layout Plan

F 820 Bus Timetable Frame

Aluminium Frame for Bus Timetable

Sheet 1 of 2

20mm Foo l scap S i ze Clear Anodised Aluminium Snap & Grip Frame with Bus Timetable Information. Visible from both inside and outside of Bus Shelter. Frame to be mounted in the interior of Bus Shelter. Locate frame on the corner where the seat does not join the Shelter end. Neatly butt frame nest to corner column. Where two frames might be required one frame to be mounted on end elevation the other to the back wall of the Shelter as shown in the Timetable Frame Section/ Elevation Drawing Sheet 2 of 2 of this Urban Design Manual Notes. Base to be 1300mm from ground for easy reading. Frame supplied an mounted by Polite Enterprises ph. 9436 9922

DESIGN PHILOSOPHYThe 20mm snap and grip clear anodised aluminium frame used to house bus timetable information has been selected for its ability to be mounted on a glass wall so that bus timetable information can be seen from both the interior and exterior of the shelter. Its form is unobtrusive and its finish has been selected to compliment the bus shelter metallic finish.

The snap and grip unit provides a frame that is fixed in appearance but its sides and tops flip out allow-ing timetable information to be eas-ily placed by Shepparton Transit. When Council orders bus shelters two frames per shelter should also be ordered and installed when bus shelters are placed in Shepparton City Centre.

End Elevation Not to Scale

1300mm

Bus Shelter

A Catalogue of approved furniture, soft and hard landscape details for use in the Shepparton C.B.D.Greater Shepparton City Council Urban Design Manual

October 2007 F 820 Bus Timetable Frame

SUPPLIERPolite Enterprises Pty Ltd.ph. 03 9436 9922

DESIGN CONTACTPolite Enterprises Pty Ltd.ph. 03 9436 9922

MATERIALS & FINISHES20mm Snap & Grip Foolscap sizeClear anodised aluminium frame.Frame to be mounted to glass as shown in drawing by supplier.Clear acrylic sheet to be glare free.

RECOMMENDED USEIn Shepparton City Centre Bus Shelters.

MAINTENANCECleaning and maintenance as re-quired.

DOCUMENTATIONCross reference with site layout drawings.

RESPONSIBLE COUNCIL OFFICERManager - Engineering Projects ph. 03 5832 9700

Sheet 2 of 2

Bus Timetable Information and Frame Detail Not to Scale

20mm wide Clear Anodised Aluminium Snap and Grip Frame Supplied and instead by Polite Enterprises ph. 03 9436 9922. Whilst looking permanently fixed, frame sides and top can bend back to place timetable information. Timetable updates can easi ly be replaced.

Bus Timetable information to be firstly laminated with approximately 2mm overhang around edge of foolscap page.s

Timetable information to be placed on either side of central acrylic sheet so the same information can be viewed from outside the shelter as well as inside. Ensure acrylic sheet is glare free.

Double-sided Clear adhesive tape fixing frame to glass by Polite Enterprises ph. 03 9436 9922.

T i m e t a b l e Fr a m e S e c t i o n /Not to Scale

Bus Shelter Rear Corner Column.

Bus End Elevation Thickened Glass Wall.

20mm Aluminium Snap & Grip Frame Section with Bus Timetable information mounted to Bus Shelter End to but join Shelter Rear Column furthermost from seat. Frame base to be 1300mm from ground.

Seat

Second 20mm Aluminium Snap & Grip Frame mounted on back Wall of Shelter.

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eal

ed

sm

oo

th

surf

ace p

rovi

des

a co

nn

ect

ion

betw

een

th

e b

us

do

ors

and

th

e n

ear

by f

oo

tpat

h, p

arti

cula

rly f

or

wh

eelc

hai

r

use

rs. It

als

o d

efi

nes

the w

aiti

ng

an

d c

ircu

lati

ng

sp

ace

aro

un

d t

he b

us

sto

p p

asse

ng

er

faci

liti

es.

Th

e e

xte

nt

of

the h

ard

stan

d a

rea

may

var

y d

ep

en

din

g u

po

n t

he

bu

s st

op

en

viro

nm

en

t. I

t sh

ou

ld c

on

sist

of

on

e o

f th

e

foll

ow

ing

:

T

he b

oar

din

g/

alig

hti

ng

cle

ar a

rea

adja

cen

t to

the d

oo

r w

ith

wh

eelc

hai

r ac

cess

(su

itab

le i

f al

l

bu

ses

usi

ng

th

e s

top

dep

loy r

amp

s fr

om

th

e

sam

e d

oo

r)

T

he b

oar

din

g/

alig

hti

ng

cle

ar a

reas

ad

jace

nt

to

bo

th d

oo

rs

T

he b

oar

din

g/

alig

hti

ng

cle

ar a

reas

plu

s th

e

spac

e b

etw

een

th

em

, o

r

T

he o

pti

on

s d

esc

rib

ed

ab

ove

, b

ut

wit

h a

con

nect

ion

to

th

e f

oo

tpat

h.

Ad

dit

ion

al h

ard

stan

d a

rea

may

be r

eq

uir

ed

on

th

e

oth

er

sid

e o

f th

e p

ost

if

tim

eta

ble

cas

es

face

th

e

op

po

site

dir

ect

ion

, an

d c

an’t

be s

pu

n a

rou

nd

.

Tact

ile g

roun

d su

rfac

e in

dica

tors

Tac

tile

gro

un

d s

urf

ace i

nd

icat

ors

(T

GS

Is)

assi

st

peo

ple

wit

h v

isio

n i

mp

airm

en

t to

acc

ess

th

e b

us

fro

m

the a

djo

inin

g f

oo

tpat

h. T

acti

le d

irect

ion

al i

nd

icat

ors

dir

ect

peo

ple

fro

m t

he f

oo

tpat

h t

o t

he k

erb

wh

ere

th

e

bu

s fr

on

t d

oo

r w

ill

be, an

d f

rom

th

e b

us

bac

k t

o t

he

foo

tpat

h. T

acti

le w

arn

ing

in

dic

ato

rs w

arn

peo

ple

of

the k

erb

an

d p

ote

nti

al h

azar

d b

eyo

nd

it.

Th

e l

ayo

ut

and

sp

eci

fica

tio

n o

f T

GS

Is s

ho

uld

gen

era

lly b

e i

n

acco

rdan

ce w

ith

th

e A

ust

rali

an S

tan

dar

d A

S1428

Desi

gn

fo

r A

ccess

an

d M

ob

ilit

y P

art

4, T

acti

le

Ind

icat

ors

.

Th

e T

GS

I la

yo

ut

sho

wn

in

fig

ure

1 p

rovi

des

go

od

gu

idan

ce f

or

peo

ple

wh

o a

re v

isio

n i

mp

aire

d b

y

dir

ect

ing

th

em

to

wh

ere

th

e f

ron

t d

oo

r o

f th

e b

us

wil

l b

e. It

als

o m

inim

ises

the i

mp

act

of

the t

iles

on

wh

eelc

hai

r u

sers

if

they a

re b

oar

din

g o

r al

igh

tin

g

fro

m t

he f

ron

t d

oo

r. T

his

is

ach

ieve

d b

y l

oca

tin

g

the d

irect

ion

al t

iles

cen

tral

to

th

e f

ron

t d

oo

rs s

o t

he

wh

eelc

hai

r ca

n s

trad

dle

th

em

. In

ad

dit

ion

to

th

is,

it s

ho

uld

be n

ote

d t

hat

mo

st o

f th

e t

acti

le w

arn

ing

ind

icat

ors

wil

l b

e c

ove

red

by t

he r

amp

wh

en

it

is

dep

loyed

fro

m t

he b

us.

Fig

ure

1:

Pre

ferr

ed B

us

Sto

p L

ayo

ut

- R

oadsi

de

Wid

th >

3.2

m (

wit

h 3

m l

ong

shel

ter)

or >

4.0

m (

wit

h l

arg

er s

hel

ter

as

show

n)

Min

imu

m b

oard

ing

an

d a

ligh

tin

g cl

ear

are

as

at

a l

ow-u

sage

sto

p

Wit

h m

ore

faci

liti

es,

this

sto

p s

till

pro

vides

requ

ired

cle

ar

are

as

Bu

s St

op

Gu

idelin

es

3

Bus

pass

enge

r sh

elte

rB

us

pas

sen

ger

shelt

ers

pro

vid

e a

n i

mp

ort

ant

servi

ce

to w

aiti

ng

pas

sen

gers

. T

he d

esi

gn

an

d l

ayo

ut

of

shelt

ers

sh

ou

ld m

eet

a n

um

ber

of

req

uir

em

en

ts

incl

ud

ing

:

P

rovi

din

g s

helt

er

fro

m t

he s

un

, w

ind

, an

d r

ain

A

llo

win

g p

asse

ng

ers

to

see t

he a

pp

roac

hin

g b

us

and

fo

r th

e b

us

dri

ver

to s

ee t

he p

asse

ng

ers

B

ein

g a

ccess

ible

wit

h t

he n

ece

ssar

y c

lear

ance

and

cir

cula

tio

n s

pac

es,

par

ticu

larl

y f

or

peo

ple

wit

h p

hysi

cal

or

visi

on

im

pai

rmen

ts, an

d

P

rovi

din

g a

saf

e s

helt

er

for

pas

sen

gers

wh

ile n

ot

po

sin

g u

nn

ece

ssar

y d

ang

ers

to

th

e o

ccu

pan

ts o

r

rid

ers

of

pas

sin

g v

eh

icle

s.

Bu

s sh

elt

ers

sh

ou

ld b

e p

osi

tio

ned

so

th

at s

igh

t

dis

tan

ce r

eq

uir

em

en

ts f

or

road

use

rs a

re n

ot

sig

nif

ican

tly i

mp

acte

d. W

here

th

ere

is

amp

le w

idth

,

bu

s sh

elt

ers

sh

ou

ld b

e l

oca

ted

ou

tsid

e t

he C

lear

Zo

ne

(as

defi

ned

in

Vic

Ro

ads

Ro

ad D

esi

gn

Gu

ideli

nes,

2002).

Ho

weve

r, i

n m

ost

cas

es

this

wil

l n

ot

be

po

ssib

le, so

sh

elt

ers

sh

ou

ld b

e m

ade o

f m

ateri

als

to

min

imis

e i

nju

ry t

o e

rran

t ro

ad u

sers

.

In a

co

nst

rain

ed

en

viro

nm

en

t th

e p

refe

rred

lo

cati

on

for

a b

us

pas

sen

ger

shelt

er

is a

s sh

ow

n i

n f

igu

re 1

. A

min

imu

m w

idth

1200 m

m i

s sh

ow

n o

n e

ach

sid

e o

f

the s

helt

er

to p

rovi

de a

co

nti

nu

ou

s ac

cess

ible

pat

h

of

trav

el.

If

the s

helt

er

has

an

ad

vert

isin

g p

anel

that

is 1

500 m

m w

ide, a

min

imu

m r

oad

sid

e w

idth

of

3.9

metr

es

wo

uld

be r

eq

uir

ed

. If

th

ere

were

800 m

m

en

d p

anels

, th

e m

inim

um

ro

adsi

de w

idth

wo

uld

be

red

uce

d t

o 3

.2 m

etr

es.

Wh

en

th

e r

oad

sid

e w

idth

is

less

th

an 3

.2 m

etr

es,

it

can

be d

iffi

cult

to

lo

cate

a b

us

pas

sen

ger

shelt

er

and

mai

nta

in t

he a

pp

rop

riat

e c

lear

ance

s.

Th

e m

inim

um

req

uir

em

en

ts t

o b

e m

ain

tain

ed

are

as

foll

ow

s:

A

co

nti

nu

ou

s ac

cess

ible

pat

h o

f tr

avel

of

1200

mm

is

to b

e m

ain

tain

ed

th

rou

gh

ou

t th

e b

us

sto

p

P

eo

ple

wai

tin

g (

seat

ed

or

stan

din

g)

occ

up

y a

n

800 m

m w

idth

, an

d i

f m

ore

th

an t

his

sp

ace i

s

occ

up

ied

(fo

r ex

amp

le b

y a

wh

eelc

hai

r u

ser)

then

th

is a

dd

itio

nal

sp

ace c

ou

ld b

e s

har

ed

wit

h

the c

on

tin

uo

us

acce

ssib

le p

ath

of

trav

el

T

he a

rea

to 5

00 m

m f

rom

th

e b

ack

of

the k

erb

is

to b

e f

ree o

f fi

xed

ob

stac

les

to a

llo

w f

or

ove

rhan

g

of

the b

us

and

its

mir

rors

on

en

try a

nd

ex

it, an

d

T

he b

oar

din

g a

nd

ali

gh

tin

g c

lear

are

as s

ho

wn

in

fig

ure

1 a

re t

o b

e f

ree f

rom

fix

ed

ob

stac

les.

Usi

ng

th

e a

bo

ve c

rite

ria,

th

e f

oll

ow

ing

fo

ur

op

tio

ns

hav

e b

een

id

en

tifi

ed

fo

r ro

adsi

des

nar

row

er

than

3.2

metr

es.

Eac

h o

pti

on

has

ad

van

tag

es

and

dis

adva

nta

ges

that

wil

l n

eed

to

be c

on

sid

ere

d p

rio

r

to d

ete

rmin

ing

th

e m

ost

ap

pro

pri

ate s

olu

tio

n f

or

a

par

ticu

lar

site

.

Shel

ter

Opt

ion

A i

s se

t b

ack

beh

ind

th

e f

oo

tpat

h a

s

sho

wn

in

fig

ure

2. T

his

usu

ally

req

uir

es

neg

oti

atio

ns

wit

h t

he a

djo

inin

g l

and

ow

ner.

Ho

weve

r, t

his

op

tio

n

pro

vid

es

a so

luti

on

fo

r ro

adsi

de w

idth

s as

nar

row

as 2

.0 m

etr

es.

An

ad

vert

isin

g e

nd

pan

el

cou

ld b

e

pro

vid

ed

on

th

e s

helt

er.

Ad

eq

uat

e c

lear

ance

s an

d

sig

ht

lin

es

sho

uld

be p

rovi

ded

aro

un

d t

he s

helt

er

for

mai

nte

nan

ce, p

asse

ng

er

secu

rity

an

d v

isib

ilit

y

betw

een

wai

tin

g p

asse

ng

ers

an

d b

us

dri

vers

.

Sit

es

wit

h f

en

ces,

veg

eta

tio

n o

r o

ther

ob

stru

ctio

ns

adja

cen

t to

th

e p

rop

ose

d s

et

bac

k s

helt

er

may

no

t b

e

suit

able

fo

r S

helt

er

Op

tio

n A

.

STO

PP

ED

BU

S

AP

PR

OA

CH

ING

BU

S

DE

SIR

AB

LE S

IGH

T L

INE

S

FO

R B

US

DR

IVE

R

Fig

ure

2:

Bu

s P

ass

enge

r S

hel

ter

Loc

ati

on O

pti

on A

- R

oadsi

de

wid

th >

2.0

m

Bu

s St

op

Gu

idelin

es

4

Shel

ter

Opt

ion

B p

rovi

des

a b

us

pas

sen

ger

shelt

er

wit

ho

ut

seat

s o

r en

d p

anels

an

d i

s lo

cate

d a

gai

nst

the p

rop

ert

y l

ine a

s sh

ow

n i

n f

igu

re 3

. It

co

uld

be

fitt

ed

wit

h a

lean

ing

rest

to

pro

vid

e s

om

e s

up

po

rt f

or

wai

tin

g p

asse

ng

ers

, b

ut

wo

uld

need

to

be o

f m

inim

um

wid

th a

nd

hav

e t

apere

d e

nd

s to

min

imis

e i

ts i

mp

act

on

peo

ple

wit

h v

isio

n i

mp

airm

en

t.

Shel

ter

Opt

ions

C a

nd D

po

siti

on

a b

us

pas

sen

ger

shelt

er

wit

h i

ts b

ack

to

th

e k

erb

as

sho

wn

in

fig

ure

4.

Th

e p

rox

imit

y o

f th

e s

helt

er

to t

he k

erb

in

creas

es

the

risk

of

it b

ein

g h

it b

y a

n e

rran

t ve

hic

le. W

hil

st t

here

is

a lo

w i

nci

den

ce o

f th

is t

yp

e o

f cr

ash

, it

is

neve

rth

ele

ss

an i

ssu

e f

or

con

sid

era

tio

n. F

igu

re 4

is

con

sid

ere

d t

o

be a

pp

rop

riat

e o

nly

in

lo

w-s

peed

en

viro

nm

en

ts o

r

wh

ere

near

by p

ark

ing

cre

ates

a b

uff

er,

as

sho

wn

in

fig

ure

7.

Vis

ibil

ity b

etw

een

wai

tin

g p

asse

ng

ers

an

d d

rive

rs

can

be c

om

pro

mis

ed

wit

h s

helt

ers

fac

ing

aw

ay f

rom

the r

oad

. G

oo

d s

igh

t li

nes

sho

uld

be m

ain

tain

ed

wit

h t

hese

op

tio

ns,

wh

ich

may

be p

refe

rred

on

th

e

bas

is o

f p

rovi

din

g b

ett

er

weat

her

pro

tect

ion

in

so

me

circ

um

stan

ces.

Ad

vert

isin

g e

nd

pan

els

may

no

t b

e p

oss

ible

if

the

min

imu

m c

lear

ance

s an

d a

deq

uat

e s

igh

t li

nes

are t

o

be m

ain

tain

ed

.

Op

tio

n C

is

sho

wn

do

wn

stre

am o

f th

e b

us

sto

p p

ost

and

fla

g. T

his

lo

cati

on

may

im

pac

t o

n s

igh

t li

nes

for

veh

icle

s ex

itin

g n

ear

by d

rive

way

s. O

pti

on

D

is b

etw

een

th

e b

oar

din

g a

nd

ali

gh

tin

g c

lear

are

a.

Ho

weve

r w

ith

on

ly 3

000 m

m b

etw

een

th

e a

reas

, a

smal

ler

shelt

er

wo

uld

be r

eq

uir

ed

.

Tim

etab

le in

form

atio

nT

imeta

ble

in

form

atio

n s

ho

uld

be p

rovi

ded

on

th

e b

us

sto

p p

ole

. A

t h

igh

use

sto

ps,

it

is d

esi

rab

le t

o d

isp

lay

tim

eta

ble

in

form

atio

n m

ore

pro

min

en

tly,

su

ch a

s o

n

the b

us

pas

sen

ger

shelt

er.

Ho

weve

r it

sh

ou

ld b

e n

ote

d

that

th

e c

urr

en

t co

ntr

act

(Ju

ne 2

003)

betw

een

th

e b

us

op

era

tors

an

d t

he G

ove

rnm

en

t o

f V

icto

ria

req

uir

es

the o

pera

tor

to “

dis

pla

y a

cle

arly

leg

ible

tim

eta

ble

in

dis

pla

y c

ase f

or

at l

eas

t 30%

of

all

bu

s st

op

s”.

FRO

NT

DO

OR

BU

S S

TOP

PO

ST

AN

D F

LAG

SH

ELT

ER

OP

TIO

N C

S

HE

LTE

R O

PTI

ON

Dmin.

RE

AR

DO

OR

11.0

m -

14.5

m

3.0

m

2.5m

1.2 m 0.8 m 0.5m

2.0

m m

in

Fig

ure

3:

Bu

s P

ass

enge

r S

hel

ter

Loc

ati

on O

pti

on B

- R

oadsi

de

wid

th >

2.0

m

Fig

ure

4:

Bu

s P

ass

enge

r S

hel

ter

Loc

ati

on O

pti

ons

C a

nd D

- R

oadsi

de

wid

th >

2.5

m

Bu

s St

op

Gu

idelin

es

5

Oth

er s

tree

t fu

rnitu

reO

ther

stre

et

furn

itu

re s

uch

as

rub

bis

h b

ins,

seat

s in

lieu

of

bu

s p

asse

ng

er

shelt

ers

, re

al-t

ime i

nfo

rmat

ion

sig

ns,

an

d b

us

servi

ce i

nfo

rmat

ion

to

tem

s m

ay a

lso

be p

rovi

ded

. T

hese

sh

ou

ld b

e l

oca

ted

su

ch t

hat

th

e

bo

ard

ing

an

d a

lig

hti

ng

cle

ar a

reas

are

mai

nta

ined

,

and

th

e 1

200 m

m c

on

tin

uo

us

acce

ssib

le p

ath

of

trav

el

is p

rovi

ded

th

rou

gh

ou

t th

e b

us

sto

p a

rea.

All

str

eet

furn

itu

re s

ho

uld

be s

et

bac

k f

rom

th

e k

erb

by 5

00 m

m

to a

llo

w f

or

bu

s o

verh

ang

s.

Ligh

ting

Lig

hti

ng

at

bu

s st

op

s se

rve

s a

nu

mb

er

of

pu

rpo

ses.

It

pro

vid

es

illu

min

atio

n f

or

acce

ssin

g t

he s

top

, w

aiti

ng

,

bo

ard

ing

, an

d a

lig

hti

ng

. It

als

o p

rovi

des

an i

ncr

eas

ed

leve

l o

f p

erc

eiv

ed

saf

ety

an

d s

ecu

rity

. T

he m

inim

um

lig

hti

ng

sta

nd

ard

is

to m

eet

the r

eq

uir

em

en

ts o

f

the P

ub

lic

Lig

hti

ng

Co

de A

S/

NZ

S 1

158 - 1

997.

Lig

hti

ng

leve

ls a

bo

ve t

he C

od

e s

ho

uld

be c

on

sid

ere

d

at l

oca

tio

ns

wh

ere

th

ere

is

a h

igh

dem

and

fo

r th

e

servi

ce.

Bus

stop

ker

bing

Wh

ere

a k

erb

is

pro

vid

ed

at

a b

us

sto

p, it

sh

ou

ld b

e

150 m

m h

igh

bar

rier

kerb

as

per

Vic

Ro

ads

Sta

nd

ard

Desi

gn

Dra

win

g S

D 2

001. T

his

typ

e o

f k

erb

pro

vid

es

go

od

gu

idan

ce f

or

the b

us

dri

ver,

pro

vid

es

som

e

pro

tect

ion

to

th

e w

aiti

ng

bu

s p

asse

ng

ers

, an

d m

eets

the r

amp

heig

ht

req

uir

em

en

ts o

f th

e D

isab

ilit

y

Sta

nd

ard

s fo

r A

ccess

ible

Pu

bli

c T

ran

spo

rt (

2002).

If

kerb

is

no

t p

rovi

ded

, co

nsi

dera

tio

n m

ust

be g

iven

to

oth

erw

ise a

chie

vin

g t

he m

inim

um

req

uir

ed

gra

die

nt

for

ram

ps

dep

loyed

fro

m t

he b

us.

Bu

s st

op

pin

g a

rea

Def

inin

g a

bus

stop

ping

are

aA

bu

s st

op

is

desi

gn

ated

by a

bu

s st

op

fla

g o

r si

gn

.

Sto

pp

ing

at

or

near

a b

us

sto

p i

s d

efi

ned

in

th

e R

oad

Ru

les.

Ru

le 1

95 s

tate

s th

at “

A d

rive

r (e

xce

pt

the d

rive

r

of

a p

ub

lic

bu

s) m

ust

no

t st

op

at

a b

us

sto

p, o

r o

n t

he

road

, w

ith

in 2

0 m

etr

es

befo

re a

sig

n, an

d w

ith

in 1

0

metr

es

afte

r th

e s

ign

, u

nle

ss t

he d

rive

r st

op

s at

a p

lace

on

a l

en

gth

of

road

, o

r in

an

are

a, t

o w

hic

h a

par

kin

g

con

tro

l si

gn

ap

pli

es

and

th

e d

rive

r is

perm

itte

d t

o s

top

at t

hat

pla

ce u

nd

er

the R

oad

Ru

les”

.

If t

he b

us

sto

p a

rea

is o

ther

than

30 m

etr

es

in l

en

gth

,

or

add

itio

nal

par

kin

g c

on

tro

l is

need

ed

, p

ark

ing

con

tro

l si

gn

s an

d/

or

Bu

s Z

on

e s

ign

s as

sh

ow

n i

n

fig

ure

5 a

re r

eq

uir

ed

.

Pav

em

en

t m

ark

ing

s as

sh

ow

n i

n f

igu

re 5

, m

ay b

e

inst

alle

d t

o s

up

po

rt t

he B

us

Zo

ne s

ign

s. H

ow

eve

r,

the p

avem

en

t m

ark

ing

s d

o n

ot

hav

e r

eg

ula

tory

sig

nif

ican

ce.

Bu

s zo

ne s

ign

s an

d p

avem

en

t m

ark

ing

s m

ay a

lso

be

use

d:

at

bu

s st

op

s ab

utt

ing

par

kin

g a

reas

w

here

pro

ble

ms

ex

ist

wit

h i

lleg

al p

ark

ing

at

bu

s

sto

ps,

or

w

here

it

is d

esi

rab

le t

o i

mp

rove

th

e c

on

spic

uit

y

of

a b

us

sto

p f

or

inte

nd

ing

pas

sen

gers

, o

r fo

r

traf

fic

op

era

tio

nal

reas

on

s.

It i

s n

ot

app

rop

riat

e t

o u

se b

us

zon

e p

avem

en

t

mar

kin

gs

at i

nd

en

ted

bu

s b

ays.

Fig

ure

5:

Bu

s Z

one

Sig

n A

nd B

us

Zon

e P

ave

men

t M

ark

ings

Bu

s St

op

Gu

idelin

es

6

Bus

stop

bay

sB

us

sto

ps

may

be i

nd

en

ted

in

to t

he a

dja

cen

t ro

ad s

ide

area

so t

hat

th

e b

us

is o

ut

of

the t

raff

ic s

tream

wh

ile

it i

s se

ttin

g d

ow

n o

r ta

kin

g u

p p

asse

ng

ers

. F

igu

re 6

sho

ws

the l

ayo

ut

of

a ty

pic

al b

us

sto

p b

ay. R

oad

Ru

le

77 r

eq

uir

es

dri

vers

to

giv

e w

ay t

o b

use

s d

isp

layin

g

a “G

ive W

ay t

o B

use

s” s

ign

, h

ow

eve

r b

us

op

era

tors

ex

peri

en

ce d

iffi

cult

y e

xit

ing

fro

m b

us

bay

s d

ue t

o

oth

er

traf

fic

bein

g r

elu

ctan

t to

all

ow

th

e b

us

to r

e-

en

ter

the t

raff

ic s

tream

.

Vic

Ro

ads

has

ad

op

ted

a p

oli

cy t

o l

imit

th

e u

se o

f b

us

sto

p b

ays,

wh

ich

co

nsi

ders

th

e v

iew

s an

d e

xp

eri

en

ces

of

bu

s o

pera

tors

, an

d a

lso

op

era

tio

nal

ch

arac

teri

stic

s

of

a ro

ad. A

s a

resu

lt o

f th

e p

oli

cy, th

e f

oll

ow

ing

gu

ideli

nes

hav

e b

een

est

abli

shed

wh

en

co

nsi

deri

ng

bu

s st

op

bay

s:

B

us

bay

s sh

ou

ld n

ot

be c

on

stru

cted

in

60 k

m/

h

zon

es

un

less

th

ere

is

ph

ysi

call

y n

o w

ay a

no

ther

veh

icle

co

uld

ove

rtak

e t

he s

top

ped

bu

s, o

r

the s

top

is

very c

lose

to

th

e d

ep

artu

re s

ide o

f

a si

gn

alis

ed

in

ters

ect

ion

in

a w

ay t

hat

wo

uld

seve

rely

im

pac

t in

ters

ect

ion

op

era

tio

n

B

us

bay

s sh

ou

ld n

ot

be c

on

stru

cted

in

70 k

m/

h

zon

es

un

less

th

ere

is

on

ly o

ne l

ane i

n t

he b

us

dir

ect

ion

, o

r th

e s

top

is

clo

se t

o t

he d

ep

artu

re

sid

e o

f a

sig

nal

ised

in

ters

ect

ion

B

us

bay

s sh

ou

ld n

ot

be c

on

stru

cted

in

80 k

m/

h

zon

es

un

less

th

ere

are

on

ly o

ne o

r tw

o l

anes

in t

he b

us

dir

ect

ion

, o

r th

e s

top

is

clo

se t

o t

he

dep

artu

re s

ide o

f a

sig

nal

ised

in

ters

ect

ion

, an

d

B

us

bay

s m

ay b

e c

on

stru

cted

in

90 k

m/

h a

nd

100 k

m/

h z

on

es.

Co

nsi

dera

tio

n s

ho

uld

be g

iven

,

wh

ere

th

e b

us

bay

is

in a

sh

ou

lder,

to

pro

vid

ing

a

lon

ger

acce

lera

tio

n z

on

e t

o a

ssis

t re

-en

teri

ng

th

e

traf

fic

stre

am.

In p

lace

s w

here

th

e b

us

is s

top

pin

g i

n t

raff

ic,

con

sid

era

tio

n o

f m

ark

ing

s an

d s

ign

age t

o i

ncr

eas

e t

he

con

spic

uit

y o

f st

op

s is

req

uir

ed

(re

fer

to f

igu

re 5

).

Bu

s b

ays

may

, h

ow

eve

r, b

e c

on

stru

cted

wh

ere

th

e

sto

p:

Is

use

d a

s a

tim

ing

po

int,

wh

ere

bu

ses

may

need

to w

ait

for

seve

ral

min

ute

s if

ru

nn

ing

ear

ly

Is

use

d a

s a

bu

s d

rive

r ch

ang

e-o

ver

po

int,

req

uir

ing

th

e b

us

to s

top

fo

r lo

ng

er

peri

od

s, o

r

Is

a p

arti

cula

rly h

igh

lo

adin

g b

us

sto

p, w

here

th

e

tim

e t

aken

to

lo

ad p

asse

ng

ers

can

reg

ula

rly t

ake

min

ute

s.

In p

lace

s w

here

a b

us

bay

is

con

sid

ere

d a

s n

ece

ssar

y,

it i

s al

so i

mp

ort

ant

to o

bta

in w

ritt

en

ag

reem

en

t fr

om

the o

pera

tor

and

to

co

nsi

der

mean

s o

f as

sist

ing

th

e

bu

s ex

itin

g t

he b

ay t

hro

ug

h m

eas

ure

s su

ch a

s:

L

inem

ark

ing

, p

avem

en

t m

ark

ing

s o

r st

atic

road

sid

e s

ign

s to

ad

vise

mo

tori

sts

of

the b

us

bay

and

th

e n

eed

to

giv

e w

ay t

o e

xit

ing

bu

ses,

an

d

A

ssis

tin

g b

us

ex

it m

ano

eu

vre t

hro

ug

h t

he u

se

of

near

by s

ign

als

to c

reat

e a

gap

in

th

e t

raff

ic

stre

am.

Gu

idan

ce o

n s

peci

al c

ircu

mst

ance

s ca

n b

e p

rovi

ded

by V

icR

oad

s’ R

oad

Bas

ed

Pu

bli

c T

ran

spo

rt s

ect

ion

.

Bus

stop

s an

d ro

ad s

houl

ders

Wh

ere

bu

s st

op

s ar

e s

itu

ated

on

ro

ad s

ho

uld

ers

, th

e

wid

th o

f th

e s

ho

uld

er

and

th

e n

atu

re a

nd

co

nd

itio

n

of

the s

urf

ace s

ho

uld

be c

arefu

lly c

on

sid

ere

d, ta

kin

g

acco

un

t o

f ve

hic

le v

olu

mes

and

sig

ht

dis

tan

ce.

Sit

es

and

tre

atm

en

ts s

ho

uld

pro

vid

e s

afe a

nd

con

ven

ien

t co

nd

itio

ns

for:

p

asse

ng

er

acce

ss a

nd

wai

tin

g

b

use

s st

op

pin

g a

nd

re-e

nte

rin

g t

he t

raff

ic f

low

ve

hic

les

to p

ass

or

ove

rtak

e a

sto

pp

ed

bu

s.

The

use

of bu

s ba

ys i

s to

be

lim

ited

to

pa

rtic

ula

r

situ

ati

ons

No

bus

bay

is r

equ

ired

in

a 6

-la

ne

roa

d w

ith a

n

80

km

/h s

pee

d z

one

Bu

s St

op

Gu

idelin

es

7

Ker

bsid

e bu

s st

ops

It i

s n

ece

ssar

y t

o h

ave s

uff

icie

nt

clear

kerb

sid

e s

pac

e

to a

llo

w a

bu

s to

en

ter

the b

us

sto

p, st

raig

hte

n u

p, an

d

sto

p a

t th

e b

us

sto

p f

lag

wit

h i

ts f

ron

t an

d r

ear

do

ors

clo

se t

o t

he k

erb

. T

he b

us

mu

st t

hen

be a

ble

to

ex

it

the b

us

sto

p w

ith

ou

t en

cro

ach

ing

in

to t

he n

ex

t tr

affi

c

lan

e.

Co

mp

ute

r m

od

ell

ing

usi

ng

“A

uto

TU

RN

” an

d f

ield

test

s h

ave b

een

use

d t

o d

ete

rmin

e t

he m

inim

um

cle

ar

kerb

sid

e l

en

gth

need

ed

fo

r th

e r

ear

do

ors

of

the b

us

to b

e n

ot

mo

re t

han

300 m

m f

rom

th

e k

erb

. F

or

a

12.5

metr

e l

on

g b

us,

an

ap

pro

ach

len

gth

of

26 m

etr

es

and

an

ex

it l

en

gth

of

10 m

etr

es

are r

eq

uir

ed

. F

or

a

14.5

metr

e l

on

g b

us,

an

ap

pro

ach

len

gth

of

30 m

etr

es

and

an

ex

it l

en

gth

of

10 m

etr

es

are n

eed

ed

. T

hese

reco

mm

en

ded

min

imu

m d

imen

sio

ns

are i

llu

stra

ted

in

fig

ure

7.

Usi

ng o

ther

roa

d sp

ace

Pro

hib

itin

g 3

6 o

r 40 m

etr

es

of

kerb

sid

e p

ark

ing

may

be d

iffi

cult

at

som

e s

ites.

Lo

cati

ng

th

e b

us

sto

p s

o

that

th

e b

us

mak

es

use

of

oth

er

road

sp

ace o

n t

he

app

roac

h o

r ex

it t

o t

he s

top

can

red

uce

th

e a

mo

un

t

of

clear

kerb

sid

e s

pac

e r

eq

uir

ed

. F

or

ex

amp

le, fi

gu

re

8 s

ho

ws

a b

us

zon

e o

n t

he d

ow

nst

ream

sid

e o

f a

mid

blo

ck p

ed

est

rian

cro

ssin

g w

ith

th

e b

us

mak

ing

use

of

the s

pac

e f

rom

th

e p

ed

est

rian

sig

nal

s.

In s

om

e l

oca

tio

ns

wh

ere

par

kin

g i

s at

a p

rem

ium

, it

may

be a

ccep

tab

le t

o p

rovi

de a

kerb

ou

tsta

nd

an

d

hav

e t

he b

us

sto

p i

n t

he t

raff

ic s

tream

as

sho

wn

in

fig

ure

9. W

hil

st t

his

has

a m

om

en

tary i

mp

act

on

the g

en

era

l tr

affi

c fl

ow

, it

sig

nif

ican

tly r

ed

uce

s th

e

amo

un

t o

f p

ark

ing

th

at n

eed

s to

be r

em

ove

d a

nd

rem

ove

s th

e d

ela

ys

to t

he b

us

asso

ciat

ed

wit

h e

xit

ing

a co

nve

nti

on

al b

us

sto

p. C

arefu

l co

nsi

dera

tio

n t

o

bic

ycl

e m

ove

men

ts s

ho

uld

be m

ade, p

arti

cula

rly o

n

road

s w

ith

bic

ycl

e l

anes.

Fig

ure

6:

Typ

ica

l B

us

Ba

y L

ayo

ut

Fig

ure

7:

Ker

bsid

e S

top w

ith P

ark

ing

On

Appro

ach

an

d E

xit

Bu

s St

op

Gu

idelin

es

8w

ww

.vic

road

s.vi

c.g

ov.

auV

RP

IN 0

1326/

1

TR2005251

Furt

her

read

ing

AU

STR

OA

DS

(19

94

) G

uid

e t

o T

raff

ic E

ng

ineeri

ng

Par

t 11 –

Par

kin

g, S

ect

ion

7.2

.3 B

us

Sto

ps.

CO

MM

ON

WE

ALT

H O

F A

UST

RA

LIA

(2

00

2)

Dis

abil

ity S

tan

dar

ds

for

Acc

ess

ible

Pu

bli

c T

ran

spo

rt.

DE

PA

RTM

EN

T O

F IN

FRA

STR

UC

TUR

E (

20

05

) R

eq

uir

em

en

ts f

or

Bu

s S

top

Co

mp

lian

ce.

VIC

RO

AD

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DesignedDrawn


Revision

Rev -




Streetscape Concept Sections

1050

1050_CS

C

CR LM Nov 2013CR 19.12.2013- -


Adjoining business Foottpath Shaded public realm Public realm Coles buildingLevel pedestrian crossing Level pedestrian crossing Central median refuge

Section AARaised pedestrian crossing - Maude Street Rowe Street

Adjoining business Footpath Carpark Coles buildingPedestrian Shade tree and planting

Roadway Roadway Central median parking with raised planting and shade trees. Tree guards to protect trees. Section BB

Central median with raised planting

Adjoining carpark by others

Footpath Bus bay - Public realm behind

Bus bay PlazaPedestrian Bus stop with shelter

Roadway Roadway Central median planting with feature fence and trees

Section CCMaude Street Bus Interchange




maude street bus interchange bus sheltersgreatershepparton.com.au/assets/files/documents/...maude...

Documents