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12) Figure 11 reflects the maXlnlUm Uansit <br />~1mC'mtleti that may be reciuired I>v (hc~ city. <br />Determination of specific rcyuirements will hc~ <br />made on a ease by case basis for each develop- <br />ment by ~ti'cighing the followint; factors: <br />a) Expected transit ridership gcnc~rated by ~~ <br />development. <br />b) Le~c~l c>(c~xislint; c,r pl,inn~~t1 ~c r~: i~ ~~ <br />,,clj,~cc~nt to ti~c~ cic~vc~!~,i,n,;~^'. !' ,,~•,:•~;~;, .. ,~, is ~ <br />is defined as service which will l>c~ estab- <br />lished within 5 years after the completion of <br />the development. <br />c) Location of existing transit facilities. <br />d) Proximity of other transit ridership generators. <br />e) ~ti-1ainlenance cost <br />t~ Site conslrainls <br />13) -The typical passen~~c~r shc~ltrr clc~:i~~n is <br />.i~~,.~. r~ it Figure 12 , <br />14) i~nxtnllles for developmc~n(> ~~hiri arc hc~ing <br />built in phases may he rec{aired al the I:,hasc~ of <br />completed development that v`~ill gencr<~te enough <br />pc.,ak hour traffic trip; to meet the reyuiremc~nts. <br />Bus Stop and Shelter Layout <br />15) While a 3 foot distance is desirable, bus stop <br />sign poles shall he located a minimum of 1 foot <br />(~ inches t t'-(,") from the curb face to assure both <br />visibility and clearance from passim vehicles. <br />16) Passenger shelters arc' ~;enc~rally plac cd in <br />bus stop locations where there are ?O or more <br />hoardings per day. Passenger shc~ltc~rs shall bc~ <br />designed in conformance wish standards dc~- - <br />picled in Figures 12,13,14, and l 7 on the <br />following page <br />14 <br />New transit shelter at 0akwav Center <br />