Leslie Massey
The spacing and location of bus stops can have a significant impact on transit performance, average speeds, travel times, and the reliability of bus services. In general, there are two options for bus stop spacing: closely spaced stops with shorter walking distances but more time spent on the vehicle, or stops spaced further apart with longer walking distances but less time spent on the vehicle. The decision on spacing will depend on factors such as the density of the area, the goals of the provider, and the type of service. In the United States, local bus stops are typically located about a quarter of a mile apart, while rapid stops are spaced half a mile to a mile apart. While there is limited specific information about bus stop spacing in Australia, it is likely that similar factors are considered when determining the spacing of bus stops in this country.
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What You'll Learn
Bus stop spacing and its impact on transit performance
Bus stop spacing has a significant impact on transit performance. The spacing of stops affects both access time and line-haul time, influencing the demand for transit services. There are trade-offs to consider when determining the spacing of bus stops: closely spaced stops result in shorter walking distances for passengers but increase the time spent on the vehicle, while stops spaced further apart reduce the time spent on the vehicle but require passengers to walk longer distances.
The optimal spacing of bus stops depends on various factors, including acceleration and deceleration rates, steady running speed, feeder mode speed, and dwell time. As acceleration or deceleration rates increase, the optimal spacing between stops narrows, reducing the time penalty of intermediate stops. On the other hand, as the steady running speed increases, the optimal spacing widens, resulting in a greater time penalty for intermediate stops. The speed of the feeder mode and the reduction in dwell time also contribute to wider optimal spacing.
The spacing of bus stops is influenced by the goals of the service provider and the type of service offered. A service aiming to serve all individuals along a line with minimal coverage gaps will position stops closer together, resulting in duplicate coverage. This leads to slower average vehicle speeds due to frequent stops. Conversely, a service prioritising higher speeds, such as a Bus Rapid Transit service, will space stops further apart.
The spacing of bus stops also impacts the efficiency of the transit system. In dense areas, infrequent stops can lead to large crowds at each stop, causing traffic issues. Proper spacing of stops can help manage foot traffic and prevent congestion. Additionally, the location of bus stops, such as near-side, far-side, or mid-block, plays a role in transit performance. Far-side stops are generally preferable as they allow buses to utilise priority measures to clear intersections with minimal delay. However, other factors, such as bus detection and active signal priority, may justify the use of near-side or mid-block stops in certain situations.
While there is no one-size-fits-all solution to bus stop spacing, it is clear that spacing significantly impacts transit performance. Service providers must carefully consider the trade-offs and factors influencing optimal spacing to design efficient and effective transit systems that meet the needs of their passengers.
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Near-side, far-side, or mid-block bus stop locations
The spacing and location of bus stops can significantly impact average speeds and travel times. Generally, stops that are spaced further apart result in less duplicate coverage and higher average speeds. However, this also means that passengers might have to walk longer distances to reach these stops. On the other hand, closely spaced stops lead to more stops and slower average vehicle speeds.
When it comes to near-side, far-side, or mid-block bus stop locations, there are advantages and disadvantages to each. Near-side bus stops are located at the side of the block before crossing an intersection. The benefit of this setup is that red-light dwell time can overlap with passenger boarding and alighting time. However, it increases the risk of conflicts with vehicles turning right. Near-side stops are preferable for school bus stops to minimize the need for students to cross the road. It is recommended that students do not cross multi-lane roads, and that stops are adequately lit and have enough space for students and parents to wait at least 12 feet from the roadway.
Far-side bus stops are advantageous because traffic signals create gaps in the traffic flow, allowing buses to re-enter the stream more easily. For Bus Rapid Transit (BRT) systems with bus detection and active signal priority or queue jumper lanes, far-side stops are recommended. This setup allows buses to clear intersections with minimal delay. Far-side stops are also preferred for corner stops, where the bus blocks cross-traffic and controls the other directions.
Mid-block stops refer to stops located in the middle of a block or away from an intersection. While the impact on safety may not be as significant as other factors, policies regarding mid-block stops vary. Some sources suggest that mid-block stops can impact sight distance.
Ultimately, the decision on stop locations depends on the goals of the service provider and the type of service offered. For instance, a service that aims to serve all people along a line might place stops closer together, while a Bus Rapid Transit service prioritizing speed would space stops further apart.
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Bus bulbs and their effectiveness
The spacing of bus stops has a significant impact on transit performance. Stop spacing affects both access time and line-haul time, and therefore influences the demand for transit service. In general, there is a trade-off between closely spaced, frequent stops with shorter walking distances but longer vehicle times, and stops spaced further apart with longer walking distances but less time spent on the vehicle.
One way to improve the efficiency of bus stops is through the use of "bus bulbs". Bus bulbs, also known as "bus boarders", "bus borders", "bump-outs", "bus capes", or "kerb outstands", are extensions of the sidewalk or pavement that allow buses to pick up and drop off passengers without leaving the travel lane. This design prevents delays that would otherwise be caused by having to merge back into traffic, reduces the risk of traffic collisions, and reduces congestion on the sidewalk. Bus bulbs also retain more parking spaces compared to traditional bus stops in parking lanes, as the latter requires run-in and run-out tapers that can take up a significant amount of road space.
The length and width of bus bulbs vary depending on street geometry, vehicle types, and the urban context. For instance, a bus bulb for a route with frequent bus services should ideally have a length equivalent to two buses (e.g. 140 feet for two articulated buses) to allow for efficient passenger boarding and alighting. The width should be sufficient for manoeuvring and accommodating bus shelters, with a minimum of 6 feet but preferably 8-10 feet.
Bus bulbs have been found to be particularly effective for high-volume stops, and they are commonly used in streetcar and tram systems in cities such as Brussels, Hong Kong, Melbourne, and Toronto. However, one drawback of bus bulbs is the potential impact on cyclists if the design does not adequately consider their needs. For instance, the narrowing of the road can create a dangerous situation for cyclists, and enforcement of right-turn restrictions may be necessary to ensure the safety of cyclists and the smooth operation of the bus bulb.
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Optimal stop spacing and speed
Bus stop spacing has a significant impact on transit performance, affecting both access time and line-haul time, and, consequently, the demand for transit service. The spacing of bus stops involves a trade-off between two scenarios:
- Closely spaced stops: More frequent stops result in shorter walking distances for passengers, but increase the time spent on the vehicle.
- Widely spaced stops: Less time is spent on the vehicle, but passengers face longer walking distances to reach their stops.
The optimal spacing of bus stops is influenced by several factors, including acceleration and deceleration rates, steady running speed, feeder mode speed, and dwell time. When acceleration or deceleration rates are high, optimal stop spacing narrows, reducing the time penalty of intermediate stops. Conversely, as steady running speed increases, optimal spacing widens, resulting in a greater time penalty for intermediate stops.
Additionally, increasing the speed of the feeder mode widens the optimal spacing, while reducing dwell time narrows it. The placement of bus stops should also consider major trip generators and attractors, such as points of interest, schools, and important intersections. In some cases, safety concerns along roads with high-speed traffic or high-crime areas may influence stop spacing.
To improve transit performance, several strategies can be employed:
- Elimination of bus pull-outs: Removing the need for buses to merge back into traffic can speed up journeys.
- All-door boarding: Reducing boarding time by allowing passengers to board through any door can improve efficiency.
- POP (proof-of-payment) fare system: Collecting fares before boarding or allowing multiple doors for entry can reduce dwell time.
- Signal priority: Giving priority to buses at traffic signals can reduce delays and improve overall speed.
- Bus lanes: Dedicated lanes for buses can help bypass traffic congestion and maintain consistent travel speeds.
In Australia, the standard maximum walking distance between bus stops is 400 meters. This spacing ensures adequate coverage and accessibility for passengers. However, there may be variations in spacing due to specific location characteristics and the need to serve major trip generators. Ultimately, the optimal stop spacing is determined by balancing the time spent walking to stops with the time spent on the vehicle, aiming to provide efficient and reliable transit service.
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Bus stop spacing and pedestrian connections
Bus stop spacing has a significant impact on transit performance, affecting both access time and line-haul time, and, consequently, demand for the transit service. The spacing of bus stops is also a crucial factor in determining pedestrian connections and bicycle connections.
There are several factors to consider when determining the spacing of bus stops. Firstly, the goals of the service provider and the type of service they aim to provide are important. A service seeking to cater to all individuals along a line with minimal coverage gaps will position its bus stops closer together. This results in duplicate coverage, where multiple stops are within walking distance of numerous destinations. However, this leads to slower average vehicle speeds due to frequent stops. Conversely, a service that prioritises higher speeds, such as a Bus Rapid Transit service, would require greater spacing between stops.
The density of the area also plays a role in bus stop spacing. In denser areas, if bus stops are too sparse, large crowds may gather at each stop, potentially causing traffic congestion. In such cases, adding more stops can help disperse pedestrians and alleviate traffic issues. Additionally, the frequency and speed of the bus service influence the distance people are willing to walk to reach a bus stop. A more rapid and frequent service encourages people to walk further distances to board the bus.
The location of bus stops, such as near-side, far-side, or mid-block, is another critical aspect. Far-side stops are generally preferable as they leverage gaps in traffic flow created by traffic signals, allowing buses to re-enter traffic with minimal delay. However, near-side stops can overlap red-light dwell time with passenger boarding and alighting, reducing overall trip time. Bus bulbs, or curb extensions, are effective for high-volume stops, saving time for buses pulling in and out of traffic and providing additional space for passengers and amenities.
To enhance pedestrian connections, the implementation of pedestrian paths or tunnels can be beneficial. These paths facilitate the movement of individuals from residential areas to bus pickup locations, reducing competition between buses and cars and improving overall traffic flow.
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Frequently asked questions
Bus stops in Australia are generally spaced 400 meters apart. However, this distance can vary depending on various factors such as the density of the area, the presence of points of interest, and the need to provide adequate access.
Several factors come into play when determining the spacing between bus stops in Australia. These include the density of the area, the need to balance access and speed, the presence of important intersections or points of interest, and the demand for transit service.
While there is no one-size-fits-all answer, some guidelines include maximizing coverage by placing stops 400 meters apart, ensuring adequate pedestrian paths to bus stops, and considering the layout and density of the area to prevent congestion and traffic issues.
