Bus stop spacing and location - Revision history

Rabiabonour at 22:14, 31 October 2016

2016-10-31T22:14:18Z

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	===Near-side Location===		===Near-side Location===
	Near-side bus stops are located at the side of the block prior to crossing an intersection. The advantage of this location is that red-light dwell time can overlap with passenger boarding and alighting dwell time. However, it increases the risk of conflicts with vehicles making right turns.<ref>Federal Transit Administration. [http://fta.dot.gov/12351_4361.html “Stops, Spacing, Location and Design.”]</ref>		Near-side bus stops are located at the side of the block prior to crossing an intersection. The advantage of this location is that red-light dwell time can overlap with passenger boarding and alighting dwell time. However, it increases the risk of conflicts with vehicles making right turns.<ref name="fta">Federal Transit Administration. [http://fta.dot.gov/12351_4361.html “Stops, Spacing, Location and Design.”]</ref>

	===Far-side Location===		===Far-side Location===
	Far-side location bus stops are advantageous because traffic signals create gaps in traffic flow for buses to re-enter traffic. This location works best with [[Transit signal priority (TSP)\|Transit Signal Priority]]. However, queuing buses may block intersections.<ref~~>Federal Transit Administration. [http://~~fta~~.dot.gov/12351_4361.html “Stops, Spacing, Location and Design.”]<~~/~~ref~~>		Far-side location bus stops are advantageous because traffic signals create gaps in traffic flow for buses to re-enter traffic. This location works best with [[Transit signal priority (TSP)\|Transit Signal Priority]]. However, queuing buses may block intersections.<ref name="fta" />

	===Mid-block Location===		===Mid-block Location===
	Mid-block stops experience less pedestrian congestion than the other two stop locations. They do, however, encourage mid-block crossing for pedestrians and increase walking distance for people crossing from intersections.<ref~~>Federal Transit Administration. [http://~~fta~~.dot.gov/12351_4361.html “Stops, Spacing, Location and Design.”]<~~/~~ref~~>		Mid-block stops experience less pedestrian congestion than the other two stop locations. They do, however, encourage mid-block crossing for pedestrians and increase walking distance for people crossing from intersections.<ref name="fta" />

	==Other Improvements to Stops==		==Other Improvements to Stops==

BK: moved photo to top

2015-04-24T00:01:29Z

moved photo to top

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			[[image:RiversideBus.jpg\|right\|thumb\|350px\|A Riverside Transit Authority stops to pick up passengers. Photo by Flickr user plattypus1.]]

	[[Category:Operating effectiveness]]		[[Category:Operating effectiveness]]
	==Introduction==		==Introduction==
	Decisions about the spacing and location of bus stops can have a major effect on average speeds, and thereby impact travel times and reliability of bus transit. Stop spacing is also important for determining the possibility for [[bicycle connections]] and [[pedestrian connections]].		Decisions about the spacing and location of bus stops can have a major effect on average speeds, and thereby impact travel times and reliability of bus transit. Stop spacing is also important for determining the possibility for [[bicycle connections]] and [[pedestrian connections]].
	~~[[image:RiversideBus.jpg\|right\|thumb\|350px\|A Riverside Transit Authority stops to pick up passengers. Photo by Flickr user plattypus1.]]~~

	==Bus Stop Spacing==		==Bus Stop Spacing==

Mgarrett: /* Far-side Location */

2015-03-19T22:10:17Z

Far-side Location

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	===Far-side Location===		===Far-side Location===
	Far-side location bus stops are advantageous because traffic signals create gaps in traffic flow for buses to re-enter traffic. This location works best with [[Transit signal priority (TSP)]]. However, queuing buses may block intersections.<ref>Federal Transit Administration. [http://fta.dot.gov/12351_4361.html “Stops, Spacing, Location and Design.”]</ref>		Far-side location bus stops are advantageous because traffic signals create gaps in traffic flow for buses to re-enter traffic. This location works best with [[Transit signal priority (TSP)\|Transit Signal Priority]]. However, queuing buses may block intersections.<ref>Federal Transit Administration. [http://fta.dot.gov/12351_4361.html “Stops, Spacing, Location and Design.”]</ref>

	===Mid-block Location===		===Mid-block Location===

Mgarrett: /* Bus Stop Spacing */

2015-03-19T22:08:32Z

Bus Stop Spacing

← Older revision		Revision as of 22:08, 19 March 2015
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	==Bus Stop Spacing==		==Bus Stop Spacing==
	As Jarrett Walker points out, the way that transit stops are spaced will depend on the goals of the provider and the type of service. A service that seeks to serve all people along a line with few coverage gaps will locate stops closely together. This results in duplicate coverage, which means that multiple stops are in walking distance for many destinations along the line. Duplicate coverage results in slower average vehicle speeds because of frequent stops. On the other hand, for a service that demands higher speeds, like a [[Bus rapid transit]\|Bus Rapid Transit]] service, stops should be spaced further apart. This means that fewer people and destinations will be in walking distance from each stop, but it results in less duplicate coverage and higher average speeds. Additionally, the more frequent and fast the service is, the greater distance people may be willing to walk to get to bus stops.<ref>Walker, Jarrett. [http://www.humantransit.org/2009/11/bus-rapid-transit-stop-spacing-is-2-miles-too-far.html “Bus rapid transit stop spacing: is 2 miles too far?”] 2009.</ref> In the United States, local bus stops are often located about 1/4 mile apart or less, with rapid stops 1/2 to 1 mile apart.<ref> Walker, Jarrett. "Human Transit: How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives." 2012. pages 59-64.</ref>		As Jarrett Walker points out, the way that transit stops are spaced will depend on the goals of the provider and the type of service. A service that seeks to serve all people along a line with few coverage gaps will locate stops closely together. This results in duplicate coverage, which means that multiple stops are in walking distance for many destinations along the line. Duplicate coverage results in slower average vehicle speeds because of frequent stops. On the other hand, for a service that demands higher speeds, like a [[Bus rapid transit\|Bus Rapid Transit]] service, stops should be spaced further apart. This means that fewer people and destinations will be in walking distance from each stop, but it results in less duplicate coverage and higher average speeds. Additionally, the more frequent and fast the service is, the greater distance people may be willing to walk to get to bus stops.<ref>Walker, Jarrett. [http://www.humantransit.org/2009/11/bus-rapid-transit-stop-spacing-is-2-miles-too-far.html “Bus rapid transit stop spacing: is 2 miles too far?”] 2009.</ref> In the United States, local bus stops are often located about 1/4 mile apart or less, with rapid stops 1/2 to 1 mile apart.<ref> Walker, Jarrett. "Human Transit: How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives." 2012. pages 59-64.</ref>

	==Location Options==		==Location Options==

Mgarrett: /* Bus Stop Spacing */

2015-03-19T22:08:15Z

Bus Stop Spacing

← Older revision		Revision as of 22:08, 19 March 2015
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	==Bus Stop Spacing==		==Bus Stop Spacing==
	As Jarrett Walker points out, the way that transit stops are spaced will depend on the goals of the provider and the type of service. A service that seeks to serve all people along a line with few coverage gaps will locate stops closely together. This results in duplicate coverage, which means that multiple stops are in walking distance for many destinations along the line. Duplicate coverage results in slower average vehicle speeds because of frequent stops. On the other hand, for a service that demands higher speeds, like a [Bus rapid transit]\|Bus Rapid Transit] service, stops should be spaced further apart. This means that fewer people and destinations will be in walking distance from each stop, but it results in less duplicate coverage and higher average speeds. Additionally, the more frequent and fast the service is, the greater distance people may be willing to walk to get to bus stops.<ref>Walker, Jarrett. [http://www.humantransit.org/2009/11/bus-rapid-transit-stop-spacing-is-2-miles-too-far.html “Bus rapid transit stop spacing: is 2 miles too far?”] 2009.</ref> In the United States, local bus stops are often located about 1/4 mile apart or less, with rapid stops 1/2 to 1 mile apart.<ref> Walker, Jarrett. "Human Transit: How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives." 2012. pages 59-64.</ref>		As Jarrett Walker points out, the way that transit stops are spaced will depend on the goals of the provider and the type of service. A service that seeks to serve all people along a line with few coverage gaps will locate stops closely together. This results in duplicate coverage, which means that multiple stops are in walking distance for many destinations along the line. Duplicate coverage results in slower average vehicle speeds because of frequent stops. On the other hand, for a service that demands higher speeds, like a [[Bus rapid transit]\|Bus Rapid Transit]] service, stops should be spaced further apart. This means that fewer people and destinations will be in walking distance from each stop, but it results in less duplicate coverage and higher average speeds. Additionally, the more frequent and fast the service is, the greater distance people may be willing to walk to get to bus stops.<ref>Walker, Jarrett. [http://www.humantransit.org/2009/11/bus-rapid-transit-stop-spacing-is-2-miles-too-far.html “Bus rapid transit stop spacing: is 2 miles too far?”] 2009.</ref> In the United States, local bus stops are often located about 1/4 mile apart or less, with rapid stops 1/2 to 1 mile apart.<ref> Walker, Jarrett. "Human Transit: How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives." 2012. pages 59-64.</ref>

	==Location Options==		==Location Options==

Mgarrett: /* Bus Stop Spacing */

2015-03-19T22:08:00Z

Bus Stop Spacing

← Older revision		Revision as of 22:08, 19 March 2015
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	==Bus Stop Spacing==		==Bus Stop Spacing==
	As Jarrett Walker points out, the way that transit stops are spaced will depend on the goals of the provider and the type of service. A service that seeks to serve all people along a line with few coverage gaps will locate stops closely together. This results in duplicate coverage, which means that multiple stops are in walking distance for many destinations along the line. Duplicate coverage results in slower average vehicle speeds because of frequent stops. On the other hand, for a service that demands higher speeds, like a [[Bus rapid transit]\|Bus Rapid Transit] service, stops should be spaced further apart. This means that fewer people and destinations will be in walking distance from each stop, but it results in less duplicate coverage and higher average speeds. Additionally, the more frequent and fast the service is, the greater distance people may be willing to walk to get to bus stops.<ref>Walker, Jarrett. [http://www.humantransit.org/2009/11/bus-rapid-transit-stop-spacing-is-2-miles-too-far.html “Bus rapid transit stop spacing: is 2 miles too far?”] 2009.</ref> In the United States, local bus stops are often located about 1/4 mile apart or less, with rapid stops 1/2 to 1 mile apart.<ref> Walker, Jarrett. "Human Transit: How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives." 2012. pages 59-64.</ref>		As Jarrett Walker points out, the way that transit stops are spaced will depend on the goals of the provider and the type of service. A service that seeks to serve all people along a line with few coverage gaps will locate stops closely together. This results in duplicate coverage, which means that multiple stops are in walking distance for many destinations along the line. Duplicate coverage results in slower average vehicle speeds because of frequent stops. On the other hand, for a service that demands higher speeds, like a [Bus rapid transit]\|Bus Rapid Transit] service, stops should be spaced further apart. This means that fewer people and destinations will be in walking distance from each stop, but it results in less duplicate coverage and higher average speeds. Additionally, the more frequent and fast the service is, the greater distance people may be willing to walk to get to bus stops.<ref>Walker, Jarrett. [http://www.humantransit.org/2009/11/bus-rapid-transit-stop-spacing-is-2-miles-too-far.html “Bus rapid transit stop spacing: is 2 miles too far?”] 2009.</ref> In the United States, local bus stops are often located about 1/4 mile apart or less, with rapid stops 1/2 to 1 mile apart.<ref> Walker, Jarrett. "Human Transit: How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives." 2012. pages 59-64.</ref>

	==Location Options==		==Location Options==

Mgarrett: /* Bus Stop Spacing */

2015-03-19T22:07:39Z

Bus Stop Spacing

← Older revision		Revision as of 22:07, 19 March 2015
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	==Bus Stop Spacing==		==Bus Stop Spacing==
	As Jarrett Walker points out, the way that transit stops are spaced will depend on the goals of the provider and the type of service. A service that seeks to serve all people along a line with few coverage gaps will locate stops closely together. This results in duplicate coverage, which means that multiple stops are in walking distance for many destinations along the line. Duplicate coverage results in slower average vehicle speeds because of frequent stops. On the other hand, for a service that demands higher speeds, like a [[Bus rapid transit]] service, stops should be spaced further apart. This means that fewer people and destinations will be in walking distance from each stop, but it results in less duplicate coverage and higher average speeds. Additionally, the more frequent and fast the service is, the greater distance people may be willing to walk to get to bus stops.<ref>Walker, Jarrett. [http://www.humantransit.org/2009/11/bus-rapid-transit-stop-spacing-is-2-miles-too-far.html “Bus rapid transit stop spacing: is 2 miles too far?”] 2009.</ref> In the United States, local bus stops are often located about 1/4 mile apart or less, with rapid stops 1/2 to 1 mile apart.<ref> Walker, Jarrett. "Human Transit: How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives." 2012. pages 59-64.</ref>		As Jarrett Walker points out, the way that transit stops are spaced will depend on the goals of the provider and the type of service. A service that seeks to serve all people along a line with few coverage gaps will locate stops closely together. This results in duplicate coverage, which means that multiple stops are in walking distance for many destinations along the line. Duplicate coverage results in slower average vehicle speeds because of frequent stops. On the other hand, for a service that demands higher speeds, like a [[Bus rapid transit]\|Bus Rapid Transit] service, stops should be spaced further apart. This means that fewer people and destinations will be in walking distance from each stop, but it results in less duplicate coverage and higher average speeds. Additionally, the more frequent and fast the service is, the greater distance people may be willing to walk to get to bus stops.<ref>Walker, Jarrett. [http://www.humantransit.org/2009/11/bus-rapid-transit-stop-spacing-is-2-miles-too-far.html “Bus rapid transit stop spacing: is 2 miles too far?”] 2009.</ref> In the United States, local bus stops are often located about 1/4 mile apart or less, with rapid stops 1/2 to 1 mile apart.<ref> Walker, Jarrett. "Human Transit: How Clearer Thinking about Public Transit Can Enrich Our Communities and Our Lives." 2012. pages 59-64.</ref>

	==Location Options==		==Location Options==

Amiller: /* Additional Reading */

2012-09-11T18:50:02Z

Additional Reading

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	~~Furth, Peter G. and Maaza C. Mekuria~~. [http://~~onlinepubs~~.~~trb~~.~~org~~/~~onlinepubs~~/~~archive~~/~~studies~~/~~idea/finalreports/transit/Transit31_Final_Report~~.pdf ~~“NEU Bus Stop Spacing Analysis: Tools for Evaluating~~ and ~~Optimizing Bus Stop Location Decisions~~.”]		American Public Transportation Association Standards Development Program. [http://www.aptastandards.com/Portals/0/Bus_Published/002_RP_BRT_Stations.pdf “Bus Rapid Transit Stations and Stops.”] 2010.
	: This ~~report~~ describes the ~~development~~ of ~~a GIS-based tool that incorporates parcel-level land use data for optimizing stop spacing~~. ~~The model has been used to determine stop placement in Albany, NY and Boston, MA. In many cases, when walking time was increased,~~ the stop ~~spacing resulted in a substantial improvement in travel time that made up for that increase. The development of this tool~~ and ~~report were sponsored by the Federal Transit Administration through the Transit IDEA program, as well as~~ the ~~Transportation Research Board,~~ and ~~the Transit Development Corporation~~.		: This chapter on standards developed by APTA describes the design and spacing of Bus Rapid Transit stops. It also discusses the variety of different stop types available to transit providers and the maintenance and cost considerations of each type.


	~~American Public Transportation Association Standards Development Program~~. [http://~~www~~.~~aptastandards~~.~~com~~/~~Portals~~/0/~~Bus_Published~~/~~002_RP_BRT_Stations~~.pdf ~~“Bus Rapid Transit Stations~~ and ~~Stops~~.”] ~~2010~~.		Furth, Peter G. and Maaza C. Mekuria. [http://onlinepubs.trb.org/onlinepubs/archive/studies/idea/finalreports/transit/Transit31_Final_Report.pdf “NEU Bus Stop Spacing Analysis: Tools for Evaluating and Optimizing Bus Stop Location Decisions.”] 2005.
	: This ~~chapter on standards developed by APTA~~ describes the ~~design~~ and spacing of ~~Bus Rapid~~ Transit ~~stops. It also discusses~~ the ~~variety of different stop types available to transit providers~~ and the ~~maintenance and cost considerations of each type~~.		: This report describes the development of a GIS-based tool that incorporates parcel-level land use data for optimizing stop spacing. The model has been used to determine stop placement in Albany, NY and Boston, MA. In many cases, when walking time was increased, the stop spacing resulted in a substantial improvement in travel time that made up for that increase. The development of this tool and report were sponsored by the Federal Transit Administration through the Transit IDEA program, as well as the Transportation Research Board, and the Transit Development Corporation.


	El Dorado Transit Authority. [[media:EDCTATransitDesignManual.pdf\| "El Dorado County Transit Authority Transit Design Manual."]] 2007.		El Dorado Transit Authority. [[media:EDCTATransitDesignManual.pdf\| "El Dorado County Transit Authority Transit Design Manual."]] 2007.
	: In sections 4 and 5, this design manual addresses stop spacing and location in El Dorado County, California, but the information is applicable in other jurisdictions. It includes helpful diagrams and thorough comparisons between the types and possible locations of bus stops.		: In sections 4 and 5, this design manual addresses stop spacing and location in El Dorado County, California, but the information is applicable in other jurisdictions. It includes helpful diagrams and thorough comparisons between the types and possible locations of bus stops.

Amiller: /* Additional Reading */

2012-09-11T18:48:44Z

Additional Reading

← Older revision		Revision as of 18:48, 11 September 2012
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	Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/153827.aspx "TCRP Report 19, Guidelines for the Location and Design of Bus Stops."] 1996.		Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/153827.aspx "TCRP Report 19: Guidelines for the Location and Design of Bus Stops."] 1996.
	: This guide from TCRP is a guide for practitioners on the design and spacing of bus stops.		: This guide from TCRP is a guide for practitioners on the design and spacing of bus stops.

Amiller: /* Additional Reading */

2012-09-11T18:48:28Z

Additional Reading

← Older revision		Revision as of 18:48, 11 September 2012
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	Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/153827.aspx "Report 19, Guidelines for the Location and Design of Bus Stops."] 1996.		Transit Cooperative Research Program. [http://www.trb.org/main/blurbs/153827.aspx "TCRP Report 19, Guidelines for the Location and Design of Bus Stops."] 1996.
	: This guide from TCRP is a guide for practitioners on the design and spacing of bus stops.		: This guide from TCRP is a guide for practitioners on the design and spacing of bus stops.

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	El Dorado Transit Authority. [[media:EDCTATransitDesignManual.pdf\| "El Dorado County Transit Authority Transit Design Manual."]] 2007.		El Dorado Transit Authority. [[media:EDCTATransitDesignManual.pdf\| "El Dorado County Transit Authority Transit Design Manual."]] 2007.
	: In sections 4 and 5, this design manual addresses stop spacing and location in El Dorado County, but the information is applicable in other jurisdictions. It includes helpful diagrams and thorough comparisons between the types and possible locations of bus stops.		: In sections 4 and 5, this design manual addresses stop spacing and location in El Dorado County, California, but the information is applicable in other jurisdictions. It includes helpful diagrams and thorough comparisons between the types and possible locations of bus stops.