Transit lanes are typically most efficient on corridors with frequent service, generally more than six vehicles per hour.
To upgrade the street’s role within the transit and bicycle networks, transit and bicycle lanes can be placed on opposite sides of the street, reducing bicyclist stress and bike-bus conflicts.
Allowing private vehicles to enter transit lanes degrades transit service and must be done strategically. Refer to Intersections for treatments accommodating turning movements through the transit lane, and Transit Lanes & Transitways for additional guidance on transit lane design.
Dearborn Ave, Chicago (credit: CDOT)
If multiple routes operate along the same corridor, especially with heavy passenger loads or close stop spacing, evaluate skip-stop placement (see On-Street Terminal). Where possible, stops should be co-located to reduce pedestrian walking distance to make transfers.
Creating an easy-to-follow wayfinding system to direct passengers to the location of stops in both directions along a route is especially important for routes on one-way couplets.
Freight and taxi/livery vehicle standing may intrude on transit or bicycle lanes. Designate curbside loading zones, potentially with additional width or on the opposite side of the street, to accommodate frequent curbside activities without impacting transit operation.