Transitway must be physically separated from travel lanes either by grade differences or vertical elements.
All intersections with pedestrian, bicycle, or motor vehicle traffic must be signalized. To avoid conflicts with transit vehicles, left- and right-turning traffic across the transitway must be either prohibited or accommodated using turn lanes with dedicated signal phases.
When headways are long enough to prevent turning vehicles from blocking the transitway, either a lateral offset between turning vehicles and the transitway, or a dedicated turn lane that crosses the transitway, can be used.
Place signs and design elements (like curbs with tight corner radii) to direct turning traffic from cross streets away from the transitway, and into the proper general traffic lanes.
If parking is located next to a transitway, 4 feet of clear width must be available adjacent to the parking lane to accommodate loading.
Passenger loading zones for accessible parking spaces may require 8 feet of clear width if a ramp is expected to be deployed.
“Ch. R3, Technical Requirements.” Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way. US Access Board, Washington, DC: 2011.
Intersection design should reflect the presence of the transitway to highlight its path and deter conflicting movements. Crossings may be raised to the transitway grade at intersections and driveways, where applicable.
Pavement should be colored to emphasize dedicated lanes and deter drivers from entering them. BUS ONLY (MUTCD 3D-01) or LRT ONLY pavement markings may also be appropriate. Color application may be limited to the intersection approach.
Transitways should be implemented alongside complementary treatments such as all-door boarding, transit signal priority, and level boarding.
Provisions should be made to alert other street users when transit vehicle traffic approaches from unexpected directions.