1. Far side bus stops

Boston, MA

Far side bus stops are the most common and are generally preferred by designers. They allow pedestrians to cross behind the bus, which is safer than crossing in front of the bus. On multi-lane roadways, they also increase the visibility of crossing pedestrians for drivers waiting at the signal.

See Crosswalks

2. Near-side bus stops

San Francisco, CA

Near-side bus stops should ideally be used in these circumstances:

• On long blocks where the near-side stop interfaces better with pedestrian destinations, such as parks, subway entrances, waterfronts, and schools.
• Where the bus route is on a 1-way street with one lane of traffic and does not permit passing.
• Where specific traffic calming features or parking provisions restrict the use of far-side stops.
• Where access to a senior center or hospital is located at the near-side of the intersection.
• Where driveways or alleys make the far-side stop location problematic.

3. Midblock bus stops

San Francisco, CA

Midblock bus stops require more space between parked cars and other barriers to allow for buses to enter and exit the stop, except where there is a bus bulb. They are recommended for:

• Long blocks with important destinations midblock such as waterfronts, campuses, and parks.
• Major transit stops with multiple buses queuing.

1 Bus stops must have safe access via sidewalks and appropriate street crossing locations. Where possible, pedestrian crossings should be accommodated behind the departing transit vehicle.

The amount of sidewalk space around a bus stop should meet the intended demand and ridership levels. Streets with insufficient queuing space at bus stops should consider the implementation of a bus bulb or dedicated waiting area.

Bus stops are required to meet ADA standards, including the provision of landing pads and curb heights that allow for buses to load passengers in wheelchairs.

2 Bus shelters should be provided for stops on routes with high boarding numbers.¹

3 Bus bulbs should be applied where offset bus lanes are provided, where merging into traffic is difficult, or where passengers need a dedicated waiting area. Where applied, bus bulbs should be 40 feet long and at least 6-feet wide with no step to the sidewalk (based on a 40-foot bus). If there is a step to the sidewalk, the bus bulb should be at least 10 feet in width or be designed to accommodate the length of the wheelchair ramp used on most standard 40-foot buses.

If parking is not allowed on the street, a bus layby may be built into the sidewalk so that the bus pulls out of traffic. This should only be considered in locations with wide enough sidewalks, and where the bus will not be delayed substantially by pulling back into traffic.

4 Information provided to riders at a bus or transit stop should include an agency logo or visual marker, station name, route map, and schedule. Bus stops should include a system and/or route map and schedule on the bus shelter or other street furniture.

Adequate lighting should be installed around bus stops and shelters to ensure personal safety and security.

The vast majority of bus stops are located at intersections. In many states, access management guidelines ban driveways within 100–300 feet of an intersection, depending on whether the intersection is signalized or unsignalized, as well as the roadway’s speed limit. If access management guidelines are enforced actively and retroactively, passengers can be spared waiting in driveways for the bus.²

Real-time information systems may be added at bus stops to enhance the rider experience and create a predictable travel experience for riders.

At major bus stops, cities may enhance the experience of passengers and passers-by through the addition of shelters, benches, area maps, plantings, vendors, or artworks.