Chapter

STREET-SIDE FACTORS
ORGANIZATION 3
Street-side factors include those factors associated with the roadway that influence bus operations.
This chapter begins with discussion of bus stop placement. Next is information on bus stop zone
design types. Following the detailed presentation of the different types of bus stops (e.g., bus bays,
nubs, etc.) is discussion of vehicle characteristics. This is followed by information on how roadway
and intersection design can accommodate the unique qualities of buses. The chapter ends with
information on safety and a checklist for evaluating street-side factors.

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3 PLACEMENT CONSIDERATIONS—Stop Spacing

Bus stop spacing has a major impact on transit vehicle and system performance. Stop spacing also
affects overall travel time, and therefore, demand for transit. In general, the trade-off is between:

Stops farther apart, longer

Close stops (every block or
walk distances, but more
1/8 to 1/4 mile), short walk
Versus infrequent stops, higher
distances, but more frequent
speeds, and therefore, shorter
stops and a longer bus trip.
bus trips.

The determination of bus stop spacing is primarily based on goals that are frequently subdivided by
development type, such as residential area, commercial, and/or a central business district (CBD).
Another generally accepted procedure is placing stops at major trip generators. The following are
typical bus stop spacings used. The values represent a composite of prevailing practices.

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PLACEMENT CONSIDERATIONS—General Considerations 3
After ridership potential has been established, the most critical factors in bus stop placements are
safety and avoidance of conflicts that would otherwise impede bus, car, or pedestrian flows.

In selecting a site for placement of a bus stop, the need for future passenger amenities is an important
consideration (see Chapter 4). If possible, the bus stop should be located in an area where typical
improvements, such as a bench or a passenger shelter, can be accommodated in the public right-of-
way. The final decision on bus stop location is dependent on several safety and operating elements
that require on-site evaluation. Elements to consider in bus stop placement include the following:

Safety:
• Passenger protection from passing traffic
• Access for people with disabilities
• All-weather surface to step from/to the bus
• Proximity to passenger crosswalks and curb ramps
• Proximity to major trip generators
• Convenient passenger transfers to routes with nearby stops
• Proximity of stop for the same route in the opposite direction
• Street lighting

Operating:
• Adequate curb space for the number of buses expected at the stop at one time
• Impact of the bus stop on adjacent properties
• On-street automobile parking and truck delivery zones
• Bus routing patterns (i.e., individual bus movements at an intersection)
• Directions (i.e., one-way) and widths of intersection streets
• Types of traffic signal controls (signal, stop, or yield)
• Volumes and turning movements of other traffic
• Width of sidewalks
• Pedestrian activity through intersections
• Proximity and traffic volumes of nearby driveways

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STREET-SIDE FACTORS
3 PLACEMENT OF BUS STOP—Far-Side, Near-Side, and Midblock Stops

Determining the proper location of bus stops involves choosing among far-side, near-side, and
midblock stops (see Figure 1). Table 1 presents a comparison of the advantages and disadvantages of
each bus stop type. The following factors should be considered when selecting the type of bus stop:

• Adjacent land use and activities • Passenger origins and destinations

• Bus route (for example, is bus turning at • Pedestrian access, including accessibility
the intersection) for handicap/wheelchair patrons
• Bus signal priority (e.g., extended green • Physical roadside constraints (trees, poles,
suggests far side placement driveways, etc.)
• Impact on intersection operations • Potential patronage
• Intersecting transit routes • Presence of bus bypass lane
• Intersection geometry • Traffic control devices
• Parking restrictions and requirements

Figure 1. Example of Far-Side, Near-Side, and Midblock Stops.

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PLACEMENT OF BUS STOP—Far-Side, Near-Side, and Midblock Stops 3
Table 1. Comparative Analysis of Bus Stop Locations.

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3 BUS STOP ZONE DESIGN TYPES—Types of Stops

Various configurations of a roadway are available to accommodate bus service at a stop. Figure 2
illustrates different street-side bus stop design while Table 2 presents their advantages and
disadvantages.

Figure 2. Street-Side Bus Stop Design.

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BUS STOP ZONE DESIGN TYPES—Types of Bus Stops 3
Table 2. Comparative Analysis of Types of Stops.

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3 BUS STOP ZONE DESIGN TYPES—Curb-Side Bus Stop Zone Dimensions

A bus stop zone is the portion of a roadway marked or signed for use by buses when loading or
unloading passengers. The lengths of bus stop zones vary among different transit agencies. In general,
bus stop zones for far-side and near-side stops are a minimum of 90 and 100 feet, respectively, and
midblock stops are a minimum of 150 feet. Far-side stops after a turn typically have a minimum 90-
foot zone, however, a longer zone will result in greater ease for a bus driver to position the bus. Bus
stop zones are increased by 20 feet for articulated buses. Representative dimensions for bus stop
zones are illustrated in Figure 3.

More than one bus may be at a stop at a given time. The number of bus-loading positions required at
a given location depends on 1) the rate of bus arrivals and 2) passenger service time at the stop. Table
3 presents suggested bus stop capacity requirements based on a range of bus flow rates and passenger
service times. For example, if the service time at a stop is 30 seconds and there are 60 buses expected
in the peak hour, two bus loading positions are needed. The arrival rate is based on a Poisson
(random) arrival rate and a 5 percent chance the bus zone capacity will be exceeded.

Table 3. Recommended Bus Stop Bay Requirements.

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BUS STOP ZONE DESIGN TYPES—Curb-Side Bus Stop Zone Dimensions 3

Figure 3. Typical Dimensions for On-Street Bus Stops.

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STREET-SIDE FACTORS
3 BUS STOP ZONE DESIGN TYPES—Bus Bay

A bus bay (or turnout) is a specially constructed area separated from the travel lanes and off the
normal section of a roadway that provides for the pick up and discharge of passengers (see Figure 4).
This design allows through traffic to flow freely without the obstruction of stopped buses. Bus bays
are provided primarily on high-volume or high-speed roadways, such as suburban arterial roads.
Additionally, bus bays are frequently constructed in heavily congested downtown and shopping areas
where large numbers of passengers may board and alight.

Figure 4. Example of a Bus Bay.

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BUS STOP ZONE DESIGN TYPES—Use of Bus Bays 3
Bus bays should be considered at a location when the following factors are present:

• Traffic in the curb lane exceeds 250 vehicles during the peak hour,

• Traffic speed is greater than 40 mph,

• Bus volumes are 10 or more per peak hour on the roadway,

• Passenger volumes exceed 20 to 40 boardings an hour,

• Average peak-period dwell time exceeds 30 seconds per bus,

• Buses are expected to layover at the end of a trip,

• Potential for auto/bus conflicts warrants separation of transit and passenger vehicles,

• History of repeated traffic and/or pedestrian accidents at stop location,

• Right-of-way width is adequate to construct the bay without adversely affecting sidewalk
pedestrian movement,

• Sight distances (i.e., hills, curves) prevent traffic from stopping safely behind a stopped bus,

• A right-turn lane is used by buses as a queue jumper lane,

• Appropriate bus signal priority treatment exists at an intersection,

• Bus parking in the curb lane is prohibited, and

• Improvements, such as widening, are planned for a major roadway. (This provides the opportunity
to include the bus bay as part of the reconstruction, resulting in a better-designed and less-costly
bus bay.)

Evidence shows that bus drivers will not use a bus bay when traffic volumes exceed 1000 vehicles
per hour per lane. Drivers explain that the heavy volumes make it extremely difficult to maneuver a
bus out of a midblock or near-side bay, and that the bus must wait an unacceptable period of time to
re-enter the travel lane. Consideration should be given to these concerns when contemplating the
design of a bay on a high-volume road. Using acceleration lanes, signal priority, or far-side (versus
near-side or midblock) placements are potential solutions.

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STREET-SIDE FACTORS
3 BUS STOP ZONE DESIGN TYPES—Bus Bay Dimensions

The total length of the bus bay should allow room for an entrance taper, a deceleration lane, a
stopping area, an acceleration lane, and an exit taper (see Figure 5). However, the common practice is
to accept deceleration and acceleration in the through lanes and only build the tapers and the stopping
area. Providing separate deceleration and acceleration lanes is desirable on suburban arterial roads
and should be incorporated in the design wherever feasible.

An acceleration lane in a bay design allows a bus to obtain a speed that is within an acceptable range
of the through traffic speed and more comfortably merge with the through traffic. The presence of a
deceleration lane enables buses to decelerate without inhibiting through traffic. Typical bus bay
dimensions (minimum and recommended) are shown in Figure 5. Where bike lanes are provided, a
bus bay should include a marked through lane to guide bicyclists along the outside of the bus bay.

Following are some guidelines on where to locate bus bays (e.g., far side or near side):

• Far-side intersection placement is desirable (may vary with site conditions). Bus bays should be
placed at signal-controlled intersections so that the signal can create gaps in traffic.

• Near-side bays should be avoided because of conflicts with right-turning vehicles, delays to transit
service as buses attempt to re-enter the travel lane, and obstruction of traffic control devices and
pedestrian activity.

• Midblock bus bay locations are not desirable unless associated with key pedestrian access to major
transit-oriented activity centers.

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BUS STOP ZONE DESIGN TYPES—Bus Bay Dimensions 3

Figure 5. Typical Bus Bay Dimensions.

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STREET-SIDE FACTORS
3 BUS STOP ZONE DESIGN TYPES—Open Bus Bay

The open bus bay design is a variation of the bus bay design. In an open bus bay design, the bay is
open to the upstream intersection (see Figure 6 for an example). The bus driver has the pavement
width of the upstream cross street available to decelerate and to move the bus from the travel lane into
the bay. Advantages of this design include allowing the bus to move efficiently into the bay as well as
allowing the bus to stop out of the flow of traffic. Re-entry difficulties are not eliminated; however,
they are no more difficult than with the typical bus bay design. A disadvantage for pedestrians is that
the pedestrian crossing distance at an intersection increases with an open bus bay design because the
intersection width has been increased by the width of the bay.

Figure 6. Bus Approaching an Open Bus Bay.

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BUS STOP ZONE DESIGN TYPES—Partial Open Bus Bay 3
Another alternative to the bus bay design is a partial open bus bay (or a partial sidewalk extension).
This alternative allows buses to use the intersection approach in entering the bay and provides a
partial sidewalk extension to reduce pedestrian street-crossing distance. It also prevents right-turning
vehicles from using the bus bay for acceleration movements. Figure 7 illustrates the design for a
partial open bus bay.

Figure 7. Partial Open Bus Bay.

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3 BUS STOP ZONE DESIGN TYPES—Queue Jumper Bus Bay

Queue jumper bus bays provide priority treatment for buses along arterial streets by allowing buses to
bypass traffic queued at congested intersections. These bus stops consist of a near-side, right-turn lane
and a far-side open bus bay. Buses are allowed to use the right-turn lane to bypass traffic congestion
and proceed through the intersection. The right-turn lane could be signed "Right Turns Only—Buses
Excepted." Queue jumpers provide the double benefit of removing stopped buses from the traffic
stream (to benefit general traffic operations) and guiding moving buses through congested
intersections (to benefit bus operations). Figure 8 is a photograph of a queue jumper bus bay while
Figure 9 illustrates the layout for a queue jumper bus bay.

Figure 8. Example of a Queue Jumper Bus Bay.

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BUS STOP ZONE DESIGN TYPES—Queue Jumper Bus Bay 3
According to the transit agencies that use queue jumper bus bays, these bays should be considered at
arterial street intersections when the following factors are present:

• High-frequency bus routes have an average headway of 15 minutes or less;

• Traffic volumes exceed 250 vehicles per hour in the curb lane during the peak hour;
• The intersection operates at a level of service "D" or worse (see the Transportation Research
Board's Highway Capacity Manual for techniques on evaluating the operations at an intersection);
and
• Land acquisitions are feasible and costs are affordable.

An exclusive bus lane, in addition to the right-turn lane, should be considered when right-turn
volumes exceed 400 vehicles per hour during the peak hour.

Notes for Comments 1, 2, 3, and 4 are on page 29.

Figure 9. Queue Jumper Bus Bay Layout.

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3 BUS STOP ZONE DESIGN TYPES—Nub

Nubs are a section of sidewalk that extend from the curb of a parking lane to the edge of the through
lane (see Figure 10). Nubs have been used as traffic-calming techniques and as bus stops. When used
as a bus stop, the buses stop in the traffic lane instead of weaving into the bus stop that is located in
the parking lane—therefore, they operate similarly to curb-side bus stops. Nubs offer additional area
for patrons to walk and wait for a bus and provide space for bus patron amenities, such as shelters and
benches. Other names used for nubs include "curb extensions" and "bus bulbs."

Nubs reduce pedestrian crossing distances, create additional parking (compared with typical bus
zones), and mitigate traffic conflicts between autos and buses merging back into the traffic stream.
Nubs should be designed to allow for an adequate turning radius for right-turn vehicles. Figure 11 is a
schematic of a typical bus stop nub design.

Nubs should be considered at sites with the following characteristics:

• High pedestrian activity,

• Crowded sidewalks,
• Reduced pedestrian crossing distances, and
• Bus stops in travel lanes.

Figure 10. Example of a Nub.

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BUS STOP ZONE DESIGN TYPES—Nub 3
Nubs have particular application along streets with lower traffic speeds and/or low traffic volumes
where it would be acceptable to stop buses in the travel lane. Collector streets in neighborhoods and
designated pedestrian districts are good candidates for this type of bus stop. Nubs should be designed
to accommodate vehicle turning movements to and from side streets.

Figure 11. Typical Dimensions for a Nub.

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3 VEHICLE CHARACTERISTICS—Vehicle Types and Dimensions

In the design of facilities for buses, it is important to define a design vehicle that represents a
compilation of critical dimensions from those vehicles currently in operation. These dimensions are
used when designing roadway features. For example, the weight of the expected vehicle is important
to pavement design. The following two basic bus types are commonly used by transit service
providers: 1) 40-foot "standard" bus; and 2) 60-foot articulated bus.

Figure 12. Typical Dimensions for 40-Foot Bus.

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VEHICLE CHARACTERISTICS—Vehicle Types and Dimensions 3
The standard 40-foot bus and the 60-foot articulated bus are generally the largest buses in a transit
fleet and represent the most common designs. (Currently, manufacturers are also producing 30- and
35-foot buses.) Key roadway design features, such as lane and shoulder widths, lateral and vertical
clearances, vehicle storage dimensions, and minimum turning radii are typically based on the
standard 40-foot bus. The articulated bus, while longer, has a "hinge" near the center of the vehicle
that allows maneuverability comparable to the 40-foot bus. Figures 12 and 13 show the dimensions
for a 40-foot and 60-foot bus, respectively.

Figure 13. Typical Dimensions for 60-Foot Articulated Bus.

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3 VEHICLE CHARACTERISTICS—Turning Radium Template

Design templates for minimum turning paths for single-unit (40-foot) and articulated (60-foot) buses
are shown in Figures 14 and 15, respectively. The templates are usable for either left turn or right turn
designs depending on how the template is oriented (i.e., either face-up for right turn design or face-
down for left turn design).

Figure 14. Design Template for Single-Unit (40 foot) Bus.

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VEHICLE CHARACTERISTICS—Turning Radium Template 3

Figure 15. Design Template for Articulated (60-foot) Bus.

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3 VEHICLE CHARACTERISTICS—Wheelchair Lift

Presently, the most common lifts used on

buses are conventional wheelchair lifts. Figure
16 illustrates the use of a wheelchair lift. Since
the wheelchair lift may be at the front or rear
door, bus stop designs need to allow for either
possibility. Figure 17 shows the critical
dimensions for a wheelchair lift.

Low floor buses can be adjusted so the floor

height is approximately 10 inches above the
street level. Bus passengers in wheelchairs are
then able to reach the sidewalk by using a
ramp deployed from the floor of the bus. The
length of the ramp typically extends 2 to 3 feet
from the edge of the bus for a standard height
curb.

Figure 16. Wheelchair Lift in Operation.

Figure 17. Wheelchair Lift Dimensions.

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VEHICLE CHARACTERISTICS—Bikes on Buses 3
Several transit agencies now have on-vehicle bus storage programs. In some cases, passengers are
allowed to bring their bicycles into the interior of the bus. In others, a bicycle rack is attached to the
front of the bus (see Figure 18). These racks generally hold two bicycles. Busturning radius design
needs to allow for the additional length of a bus with a bicycle rack attached (generally 3 feet).

Figure 18. Front-Mounted Bike Rack in Use.

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3 ROADWAY AND INTERSECTION DESIGN—Roadway Design

Roadways and intersections with bus traffic and bus stops should be designed to accommodate the
size, weight, and turning requirements of buses. The safety and operation of a roadway improve when
these elements are incorporated into the design.

Because of their need to make frequent stops, buses generally travel in the traffic lane closest to the
curb. Therefore, consideration of the following bus clearance requirements in roadway design is
important.

• Overhead obstructions should be a minimum of 12 feet above the street surface;

• Obstructions should not be located within 2 feet of the edge of the street to avoid
being struck by a bus mirror;
• A traffic lane used by buses should be no narrower than 12 feet in width because the
maximum bus width (including mirrors) is about 10.5 feet; and.
• Desirable curb lane width (including the gutter) is 14 feet.

Selection of the roadway grade is related to topography and cut and fill material considerations.
Typically, the maximum grade for 40-foot buses is between 6 and 8 percent. The recommended grade
change between a street and a driveway is less than 6 percent.

An appropriate curb height for efficient passenger-service operation is between 6 and 9 inches. If
curbs are too high, the bus will be prevented from moving close to it and the operations of a
wheelchair lift could be negatively affected. If curbs are too low or not present, elderly persons and
passengers with mobility impairments may have difficulty boarding and alighting. The effective use
of low floor buses is also influenced by the height of the curb.

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ROADWAY AND INTERSECTION DESIGN—Pavement 3
Roadway pavements (or shoulders, if that is where the buses stop) need to be of sufficient strength to
accommodate repetitive bus axle loads of up to 25,000 pounds. Exact pavement designs will depend
on site-specific soil conditions. Areas where buses start, stop, and turn are of particular concern
because of the increased loads associated with these activities. Using reinforced concrete pavement
pads (see Figure 19) in these areas reduces pavement failure problems that are common with asphalt.
The pad should be a minimum of 11 feet wide (12 feet desirable) with a pavement section designed to
accept anticipated loadings. The length of the pad should be based on the anticipated length of the bus
that will use the bus stop and the number of buses that will be at the stop simultaneously.

Figure 19. Example of a Bus Pad.

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3 ROADWAY AND INTERSECTION DESIGN—Intersections

The corner curb radii used at intersections (see C in Figure 20) can affect bus operations when the bus
makes a right turn. Some advantages of a properly designed curb radius are as follows:

• Less bus/auto conflict at heavily used intersections

(buses can make turns at higher speeds and with less encroachment);
• Higher bus operating speeds and reduced travel time; and
• Improved bus patron comfort.

A trade-off in providing a large curb radius is that the crossing distance for pedestrians is increased.
This greater crossing distance increases the pedestrians' exposure to on-street vehicles and can
influence how pedestrians cross an intersection, both of which are safety concerns. The additional
time that a pedestrian is in the street because of larger curb radii should be considered in signal timing
and median treatment decisions.

The design of corner curb radii should be based on the following elements:

• Design vehicle characteristics, including bus turning radius;

• Width and number of lanes on the intersecting street;
• Allowable bus encroachment into other traffic lanes;
• On-street parking;
• Angle of intersection;
• Operating speed and speed reductions; and
• Pedestrians.

Figure 20 shows appropriate corner radii for transit vehicles and various combinations of lane widths.
This figure can be used as a starting point; the radii values should be checked with an appropriate
turning radius template before being incorporated into a final design.

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ROADWAY AND INTERSECTION DESIGN—Intersections 3

Figure 20. Recommended Corner Radii.

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3 ROADWAY AND INTERSECTION DESIGN—Driveways

Bus stops are commonly located near intersections. Driveways leading to gasoline stations and other
developments are also common at intersections. Ideally, bus stops should not be located close to a
driveway; however, if the situation cannot be avoided:

• Attempt to keep at least one exit and entrance driveway open for vehicles
accessing the development while a bus is loading or unloading passengers.
• Locate the stop to allow good visibility for vehicles leaving the
development and to minimize vehicle/bus conflicts. This is best
accomplished by placing the stop on the far side of the driveway.
• Locate the stop so that passengers are not be forced to wait for a bus in the
middle of a driveway.
• Locate the stop so that patrons board or alight directly from the curb rather
than from the driveway.

Transit agencies should work closely with local and state jurisdictions to preserve a safe loading zone
for passengers from either a driveway being moved or the construction of new driveways.
Cooperation in finding an alternative stop is recommended when driveways moves are unavoidable
and may severely affect the bus stop. Driveways within bus bays are of special concern. Relocating a
bus bay is expensive and may shift a sometimes unwanted burden to the adjacent property owner.

Figure 21 shows undesirable driveway situations where either visibility is restricted or the only drive
into a parking area is blocked. The figure also shows acceptable driveway situations where visibility
is enhanced and access is allowed.

Figure 21. Bus Stop Locations Relative to Driveways.

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ROADWAY AND INTERSECTION DESIGN—Traffic Signals 3
Bus stops are frequently located at signalized intersections. Traffic signal design should
accommodate buses and bus passengers. The following should be considered in designing traffic
signal systems in new developments or upgrading/redesigning signals at existing intersections:

• Location of bus stops should be coordinated with traffic signal pole and signal head location. Bus
stops should be located so that buses do not totally restrict visibility of traffic signals from other
vehicles. (These problems can be effectively addressed by using far-side bus stops.)

• The use of a far-side, curbside stop at a signalized intersection can cause vehicles stopping behind
the bus to queue into the intersection. A far-side bus bay is preferred at a signalized intersection.

• Since all bus passengers become pedestrians upon leaving the bus, it is important to have
"WALK" and "DON'T WALK" indicators at signalized intersections at bus stops.

• When traffic-actuated signals are installed, pedestrian push buttons should also be installed to (1)
activate the "WALK" and "DON'T WALK" indicators or (2) extend the signal's green indicator so
that additional time needed by the pedestrian to cross the street is provided.

• Near-side stop areas are often located between the advance detectors for a traffic signal and the
crosswalk. Detectors should be located at the bus stop to enable the bus to actuate the detector and
the signal controller to obtain or extend the green light. Without a detector, a bus is forced to wait
until other traffic approaching from the same direction actuates the signal controller.

• Timing of traffic signals should also reflect the specific needs of buses. Longer clearance intervals
may be required on higher speed roadways with significant bus traffic. Vehicle passage times must
provide adequate time for a bus to accelerate from the bus stop into the intersection. Intersections
adjacent to railroad tracks should incorporate the need for buses to stop at railroad crossings into
their timing and detection.

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3 ROADWAY AND INTERSECTION DESIGN—Sign Locations

Proper signs at bus stops are an important element of good transit service. Signs serve as a source of
information to patrons and operators regarding the location of the bus stop and are excellent
marketing tools to promote transit use. For example, letter styles, sign appearance, and color choice
should be unique to the transit system so that passengers can readily identify bus stops. Doublesided
signs which provide for visibility from both directions and reflectorized signs for night time visibility
are preferred.

Bus stop signs should be placed at the location where people board the front door of the bus. The bus
stop sign shows the area where passengers should stand while waiting for the bus. It also serves as a
guide for the bus operator in positioning the vehicle at the stop. The bottom of the sign should be at
least 7 feet above ground level and should not be located closer than 2 feet from the curb face. Figure
22 shows typical bus stop sign placement standards.

Transit agencies and local and/or state jurisdictions should coordinate efforts when deciding locations
for bus stops and sign posts. In some cases, a shared sign post can be used to reduce the number of
obstructions in high pedestrian volume locations. Bus stop signs are also commonly located on a
shelter or existing pole (such as a street light). The signs should not be obstructed by trees, buildings,
or other signs. Bus stop sign posts that are not protected by a guardrail or other feature should be a
break-away type to minimize injuries and vehicular damage, and to facilitate replacement of the post.

Pavement markings associated with bus stops are generally installed and maintained by local
authorities. The most common marking is a yellow or red painted curb at the bus stops. Stop lines
and/or crosswalk markings are also desirable when the bus stop location is at an intersection.

Figure 22. Guidelines for Bus Stop Sign Placement.

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ROADWAY AND INTERSECTION DESIGN—Traffic Control and
Regulation of Bus Stops
3
Traffic regulations prohibit parking, standing, or stopping at bus stops. These regulations can be
established only when authorized by appropriate laws or ordinances. In general, an ordinance is
needed to authorize and require a transit agency to establish bus stop locations and to designate bus
stops with the appropriate signs. Another ordinance prohibits other vehicles from stopping, standing,
or parking in officially designated and appropriately signed bus stops. An allowance for passenger
vehicles to stop to load or unload passengers in the bus stops may be included.

The Manual on Uniform Traffic Control Devices (MUTCD) (maintained by the Federal Highway
Administration) includes general specifications for no parking signs at bus stops and curb markings to
indicate parking restrictions, as well as guidelines for the placement of the signs. Suggested signs in
the MUTCD are shown in Figure 23. The R7-107a sign is a permissible alternative design for the R7-
107 sign shown in the MUTCD. Other alternative designs discussed in the Manual may include a
transit logo, an approved bus symbol, a parking prohibition, the words BUS STOP, and right-, left-,
and double-headed arrows. The preferred bus symbol color is black, but other dark colors may be
used. Additionally, the transit logo may be shown on the bus face in the appropriate colors instead of
placing the logo separately. The reverse side of the sign may contain bus routing information.

The MUTCD also discusses the use of curb markings to indicate parking restrictions. At the option of
local authorities, special colors (none are specified in the MUTCD) may be used for curb markings.
When signs are not used, restrictions should be stenciled on the curb.

Figure 23. MUTCD Bus Stop Signs.

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3 SAFETY

As with all aspects of roadway design and bus operations, an important element in the design of bus
stops is safety. General safety considerations for bus stops include the following:

• The bus stop must be located so that passengers may alight and board with reasonable safety.

• The stopped bus will affect sight distance for pedestrians using the parallel and transverse
crosswalks at the intersection.

• The stopped bus will also affect sight distance for parallel traffic and cross traffic. For instance, at
a near-side stop, vehicular right turns are facilitated and sight distance is improved when the bus
stop is set back from the crosswalk.

• The bus affects the traffic stream as it enters or leaves a stop.

A recently completed study on pedestrian accidents found that approximately 2 percent of pedestrian
accidents in urban areas and 3 percent in rural areas are related to bus stops. These accidents
generally involved pedestrians who stepped into the street in front of a stopped bus and were struck
by vehicles moving in the adjacent lane. This situation develops when the line of sight between the
pedestrian and an oncoming vehicle is blocked, or when the pedestrian simply does not look for an
oncoming vehicle. This type of accident can be reduced by relocating the bus stop from the near side
of an intersection to the far side, thus encouraging pedestrians to cross the street from behind the bus
instead of in front of it. This makes pedestrians more visible to motorists approaching from behind
the bus. Not only can far-side bus stops reduce the potential for bus stop accidents involving
pedestrians, they are also less likely to obscure traffic signals, signs, and pedestrian movements at
intersections, as opposed to near-side bus stops. Also, conflicts between buses and right-turning
vehicles can be reduced by using far-side bus stops. Problems may occur, however, when cars
illegally park in far-side bus stops preventing buses from completely clearing the cross street.

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SAFETY 3
Along with the minimum desirable curb length, the condition of the curb lane and the curb height can
influence the safety and efficiency of bus-passenger operation. When poor pavement conditions exist
in the curb lane, bus drivers often avoid it and stop the buses away from the curb. Boardings and
alighting operations away from the curb are more hazardous for riders than curb operations,
especially for elderly persons and passengers with disabilities during inclement weather. The
additional hazard appears to result from the increased height between the ground and the first step of
the bus and from moving vehicles (such as bicycles) between the curb and the bus.

Lighting is important for safety. A brightly lit bus stop makes it easier for the transit operator to
observe waiting passengers and allows motorists to see boarding and alighting pedestrians. Because
the step well is the most hazardous area on a transit vehicle for accidents, a brightly lit well will assist
boarding and alighting passengers as they judge distances and locations of steps and curbs. Auxiliary
lighting in the step well is required on new buses, but it will be years before this feature is universal.

The bus stop should be located either before the turn lane (for through routes) or at the far side of the
intersection in areas that have a dedicated right-hand turn lane. Transit agencies should work closely
with local and state jurisdictions wherever traffic improvements affect the safety of a bus stop. The
addition of turn lanes will often require advance planning for incorporating transit accommodations
as part of the highway project and/or for relocating the bus stop to an acceptable location.

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STREET-SIDE FACTORS
3 STREET-SIDE PLACEMENT CHECKLIST

Several items should be considered when designing and locating a bus stop on a roadway. The
following checklist of street-side items should be reviewed with each design because it brings
together related issues that can have a significant impact on the safe operations of the bus stop.

" Standardization: One of the most critical factors in the street-side design and placement of a bus
stop involves standardization or consistency. Standardization is desirable because it results in less
confusion for bus operators, passengers, and motorists. Consistency in design, however, can be
difficult to achieve since traffic, parking loss, turning volume, community preference, and
political concerns can influence the decisions.

" Periodic Review: A periodic review of bus stop conditions (both street side and curb side) is
recommended to ensure the safety of bus passengers. This will encourage the timely reporting of
items such as missing bus stop signs and poor pavement.

" Near-Side/Far-Side/Midblock Placement: Each type of placement has advantages and

disadvantages. In general, each bus stop location should be evaluated individually to decide the
best placement for the stop.

" Visibility: Bus stops should be easy to see. If the bus stop is obscured by nearby trees, poles, or
buildings, the bus operator may have difficulty locating the stop. More importantly, however,
motorists and bicyclists may not know of its existence and will be unable to take necessary
precaution when approaching and passing the stop. In addition, visibility to pedestrians crossing a
street is also an important consideration in areas that permit "right turns on red."

" Bicycle Lanes and Thoroughfares: When a bike lane and a bus stop are both present, the
operators need to be able see cyclists in both directions while approaching the stop. Sufficient
sight distance for cyclists to stop safely upon encountering a stopped bus is also needed.

" Traffic Signal and Signs: Bus stops should be located so that buses do not restrict visibility of
traffic signals and signs from other vehicles. Because all bus passengers become pedestrians upon
leaving the bus, pedestrian signal indicators should be considered at nearby signalized
intersections.

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STREET-SIDE FACTORS
STREET-SIDE PLACEMENT CHECKLIST 3
" Roadway Alignment: Horizontal and vertical roadway curvature reduces sight distance for bus
operations, motorists, bicyclists, and pedestrians. Additionally, bus stops located on curves make
it difficult for the bus operator to stop the bus parallel to the curb and safely return to the driving
lane. Where possible, bus stops should be located on sections of relatively straight and flat
roadway. Trees and poles should not obstruct the visibility of the bus operator for cross traffic and
passenger and pedestrian movement.

" Driveways: Avoid locating bus stops close to a driveway. If placing a bus stop close to a
driveway is unavoidable (for example, to lessen the loss of parking in a commercial area), keep at
least one driveway open to vehicles accessing the adjacent development while a bus is loading or
unloading passengers. Also, locate bus stops to allow full visibility for vehicles leaving an
adjacent development and to minimize vehicle/bus conflicts. Placing bus stops on the far side of
driveways will minimize conflicts; however, sight distance for left-turning vehicles from the
driveway will still be a concern.

" Location of Pedestrian Crosswalks: A minimum clearance distance of 5 feet between a

pedestrian crosswalk and the front or rear of a bus at a bus stop is desirable.

" Location of the Curb: Where possible, locate stops where a standard curb height of 6 inches
exists. Bus steps are designed with the assumption that the curb is the first step. It is more difficult
for elderly persons and passengers with mobility impairments to board and alight from the bus if
the curb is absent or damaged.

" Street Grades: Where possible, bus stops should not be located on an upgrade in a residential
area, since the bus engine noise created when the vehicle accelerates from a stop will bother area
residents. Placing bus stops on steep grades should be avoided if slippery winter conditions
prevail.

" Road Surface Conditions: Since alighting passengers generally move from their seats when the
bus decelerates on approach to a bus stop, do not locate a bus stop where the roadway is in poor
condition such as areas with broken pavement, potholes, or ruts or where a storm drain is located.
The resultant motion of the bus in such a situation may cause bus passengers to fall and injure
themselves. Boarding and standing passengers are also susceptible to falls or injuries where poor
pavement conditions or low drainage basins exist.

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