PURPOSE 

Bus stops are critical to the delivery of bus service to the public. The purpose of this Policy is to set forth AC Transit’s guidelines for future bus stop placement, which includes spacing, location, length, and accessibility. Decision-making will be guided by the Guiding Principles of Safety, Accessibility, Feasibility, Reliability, and Comfort, prioritizing the customer experience.  

In addition to the factors discussed in this Policy, AC Transit shall also take into consideration the process for review by AC Transit staff as described in Administrative Regulation 501A: Bus Stops. In adopting this policy, the Board acknowledges that AC Transit does not own, control, or maintain the bus stop areas beyond any physical poles we have installed and some shelters that have recently come under ownership of AC Transit. Thus, the ultimate decision-making authority concerning the placement of a bus stop at a particular location rests with the city or jurisdiction in which the stop is located. This policy is not intended to address other issues regarding bus stops (i.e., cleanliness, damage, or policies around temporary closures), but to focus on decision-making processes for how to locate and improve the customer experience at permanent stops on an aggregate level.  

POLICY CONTENT 

This document serves to outline the requirements and decision-making processes involved in the placement of bus stops by AC Transit. It encompasses Guiding Principles, Criteria, and Procedures governing bus stops within the AC Transit service area. 

Guiding Principles 
Bus stop decision-making as described in this policy is led by five Guiding Principles: Safety, Accessibility, Feasibility, Reliability, and Comfort. These serve as the foundation for the Policy, guiding the decision-making process for the location and design of stops. 

Location 
Deciding on far-side, near-side, or mid-block stops according to Guiding Principles and local conditions. 

Decision-Making 
Determining bus stop placements involves considering tradeoffs among criteria, guiding principles, and local factors to make informed decisions. 

Scenarios 
Examples on the decision-making process in action with examples of placement processes.  

Policy Criteria 
Criteria requirements set forth for spacing, stop lengths, and accessibility. 

Appendices 
Supplemental diagrams and related documents to BP 501.  

GUIDING PRINCIPLES 

The Guiding Principles provide a clear framework and direction for decision-making, implementation, and evaluation. These principles serve as foundational values and priorities that guide staff and stakeholders in making bus stop placement decisions that meet the needs of riders and the broader community. By emphasizing key considerations such as Safety, Accessibility, Comfort, Feasibility, and Reliability; the Guiding Principles ensure that the Policy is aligned with AC Transit’s overarching goals and objectives and addresses the diverse needs of riders. 

Safety:   

• Ensuring the safety of riders, operators, and pedestrians by implementing measures to mitigate risks and hazards at bus stops. Includes bus stop placement in well-lit areas with accessible path-of-travel, clear signage, and designated waiting areas to prevent incidents and enhance security. 

Accessibility:   

• Designing and locating bus stops with consideration for the needs of diverse riders’ demographics, including individuals with disabilities, seniors, and children.  
• Ensuring ADA compliance through ramp landing pads, stop waiting area grade, and curb cuts at surrounding crossings, to the furthest extent of the law, practicable.   
• Strategically located to serve the needs of riders, considering proximity to residential areas, employment centers, schools, and other key destinations.   
  

Feasibility:   

• Feasibility of a bus stop location hinges on critical factors such as visibility, sidewalk conditions, ADA compliance, and supporting land uses. Community input plays a pivotal role in this assessment, as local residents, businesses, and organizations offer valuable insight into the practicality of the proposed bus stop placement. Their perspectives help gauge factors such as accessibility, safety concerns, and impacts on their daily lives.   
• Positive community input can bolster the feasibility of a bus stop placement by affirming its alignment with local needs and preferences. On the other hand, community opposition or concerns may signal potential challenges or unaddressed issues, causing staff to reconsider the viability of the proposed bus stop placement.   

Reliability:  

• Optimizing the reliability of bus service by implementing measures to minimize wait times and provide consistent service for riders. bus stop placement and design to facilitate efficient boarding and alighting processes, reducing dwell times, and streamlining rider flow. Strategic spacing of bus stops should find the balance between rider accessibility and service reliability. 

 Comfort:  

• Creating welcoming and pleasant environments by providing amenities such as seating and shelter to offer respite from weather elements and facilitate a more enjoyable waiting experience.  
• Ensuring cleanliness, and aesthetic enhancements can contribute to a positive rider experience.  

CONSIDERATIONS 

For new AC Transit stops, each proposed bus stop location will present a unique set of issues that can be addressed through the lens of the bus stop Guiding Principles. The following outlines the most important considerations for each.  

While the guiding principles are important for various bus stop decisions, these considerations are focused on new or relocated stop placements. 

Definitions: 
Critical: Essential requirements that must be met for bus stop placements.  
Preferred: Important considerations that enhance the effectiveness and functionality of bus stops, although not absolutely mandatory. 
Suggested: Recommended practices that can improve the overall user experience and operational efficiency of bus stops, but are not required

Exhibit 1 - Guiding Principles Considerations 

Safety
Critical	Preferred	Suggested
Prioritize placing bus stops near designated marked crossings, ideally in close proximity to controlled intersections.	Collaborate with local authorities to enforce traffic regulations and ensure compliance with safety standards at bus stop locations.
Implement measures to minimize potential conflicts between buses, pedestrians, cyclists, and auto drivers.	Consider the impact of nearby infrastructure, such as trees or buildings, on visibility and safety at bus stops.
Assess potential risks of bus stops near intersections, driveways, or existing infrastructure and implement appropriate safety measures.	Provide adequate lighting at bus stops, particularly during early mornings and evenings, to enhance visibility.
Review and respond to bus stop safety concerns brought to the attention of AC Transit staff.	AC Transit staff will conduct safety assessments at bus stops throughout the AC Transit system when possible.

Accessibility
Critical	Preferred	Suggested
Ensure bus stops are compliant with ADA regulations to accommodate individuals with disabilities, to the furthest extent of the law, practicable.	Slope should be no more than 2% for level surfaces and 8% for ramps.	Implement real-time arrival information systems for passengers with cognitive disabilities or those who may benefit from additional information.
Bus stops must have clear ADA landing zones for deployment of ramps, to the furthest extent of the law, practicable.	Check for curb ramps at intersections and surrounding streets.
Consider the needs of diverse riders’ demographics including individuals with disabilities, seniors, and children.	Proximity to residential areas, employment centers, schools, and other key destinations.

Feasibility
Critical	Preferred	Suggested
Seek community input to gain insights into practical considerations and potential challenges associated with the proposed bus stop placement.	Consider impacts on accessibility, safety, and daily routines based on feedback from local residents, businesses, and organizations.	If proposed stop location is deemed infeasible, consider the potential of collaborating with local businesses or property owners/developers to utilize private resources or infrastructure for bus stop enhancements and amenities.
Stops must be suitable for bus operations, meeting the length requirements so that front and rear loading doors are unobstructed, and the bus does not block the crosswalk and intersection.	Conduct site visits or surveys to gather firsthand information about the bus stop location and surrounding environment.
Ensure compatibility with adjacent properties (do not block driveways, etc.)	Explore alternative bus stop locations based on community input and feasibility assessments to address any identified concerns or challenges.

Reliability
Critical	Preferred	Suggested
Minimize wait times for riders by placing bus stops to ensure efficient boarding and alighting processes.	Weigh potential tradeoffs to strike a balance between ensuring accessibility for riders and maintaining service reliability.	Implement real-time arrival information systems at bus stops to enhance rider confidence and reduce uncertainty.
Design bus stops to facilitate smooth flow of riders, reducing dwell times and optimizing service consistency.		Integrate bus stop design with transit signal priority systems to minimize delays and improve overall service reliability.

Comfort
Critical	Preferred	Suggested
Ensure bus stops are located near direct and easily accessible pedestrian pathways, including paved sidewalks, controlled intersections, marked crosswalks, curb cuts/ramps etc., to provide a comfortable and safe walking environment to the stop whenever possible.	Amenities to offer respite from the weather elements and to facilitate a more enjoyable waiting experience. Includes shelters, benches, clean bus stop area, etc.	Create a welcome and pleasant environment through lighting, streetscape design, and community preferred elements.
	Prioritizing locations that have existing shelters/benches or have the potential to accommodate shelters. Characterized by wider sidewalks, existing lighting, and sidewalks in good condition	Implement interactive displays or information kiosks to provide riders with useful information while they wait.

BUS STOP LOCATION 
Bus stops can be at one of three types of locations: Far-side, Near-side, or Mid-block. Below are the preferred use cases and advantages of each location, with a preference for far-side stops whenever feasible.

Exhibit 2 - Bus Stop Placement Types 

Exhibit 3 - Bus Stop Placement Types Trade-offs

Far-side
Preferred at Controlled and Uncontrolled Intersections. They are also preferable wherever buses turn left because they allow sufficient maneuvering distance from curb to left lanes and allow buses to stop after clearing the intersection.

Advantages & When to Use	Disadvantages & When Not to Use
Reduce conflict between right turning vehicles and stopped buses.	A bus standing at a far-side stop can potentially obscure sight-distance to an automobile driver turning right from the cross street onto the street where the bus is located. This issue should be addressed by locating stops at Controlled Intersections.
Eliminate sight-distance deficiencies on approaches to the intersection.	Where the bus stop length is too short, the rear of the bus might obstruct the crosswalk and intersection.
Encourage pedestrians to cross at the rear of the bus.
Require shorter maneuvering distance for the buses to enter and leave moving traffic.
At signalized intersections, buses can find gaps for re-entry into traffic flow.

Near-side
Can be acceptable at Controlled Intersections when a far-side stop is deemed unsafe or impractical.

Advantages & When to Use	Disadvantages & When Not to Use
They interfere minimally at locations where traffic is heavier on the far-side than on the approach side of the intersection.	Heavy vehicular right turns can cause conflicts, especially where a vehicle makes a right turn from the left of a stopped bus.
Bus drivers can use the intersection to re-enter traffic.	Bus may often obscure STOP signs, traffic signals, or other control devices as well as pedestrian crossing in front of the bus
Eliminates double stopping, where the bus has to stop before and after an intersection.
Can be useful when facilitating an important transfer to reduce the need for customers to cross the street.

Mid-block
Should only be used when no other alternatives are available. Mid-block Bus Stops should not be placed near a Marked Crosswalk at an Uncontrolled T-intersection. Mid-block locations are also generally applicable in areas where multiple routes require long loading areas that might extend an entire block.

Advantages & When to Use	Disadvantages & When Not to Use
Buses minimally interfere with sight-distance of both vehicles and pedestrians.	The removal of considerable curb parking may be required.
Waiting passengers assemble at less crowded sections of the sidewalk.	Pedestrians from cross streets may have to walk further to board the bus.
Might be preferable if the primary trip generator on a long block is mid-block and the walking distance is too far if placed at the near-side or far-side.	May encourage unsafe pedestrian crossings.

DECISION-MAKING 
Each bus stop comes with its own unique set of decisions and challenges. Decisions are often not as straight forward as standardized requirements but require a decision-making process that incorporates our guiding principles, criteria, and local circumstances. This section aims to synthesize the elements of this policy that must be considered.  

Guiding Principles:  
See the Guiding Principles section of this document and navigate through the Critical, Recommended, and Optional actions and considerations for each principle. Appendix A includes a final checklist for the most important considerations.  

• Safety  
• Accessibility 
• Feasibility 
• Reliability 
• Comfort 

Criteria:  
See the Policy Criteria section of this document for standards and minimum requirements that bus stops should meet.  

• ADA compliance and accessibility 
• Bus stop spacing standards 
• Bus stop length 

Local Circumstances: 
Both the Guiding Principles and Location sections address how local circumstances affect how bus stop placement is chosen. The Scenarios section puts all of these into practice with examples of how certain common scenarios are addressed in the decision-making process. 

• Controlled vs. Uncontrolled intersections 
• Volume of traffic, right turning traffic 
• Surrounding businesses, residences, etc.  
• Streetscape 
• Access to critical destinations, transfers, and other transit 

BUS STOP PLACEMENT SCENARIOS 
The following section outlines potential scenarios that could be encountered during bus stop placement, illustrating the decision-making process and tradeoffs involved. These scenarios serve as examples to demonstrate how the Guiding Principles and decision-making framework outlined above are applied in practice. 

Scenario 1:  
Standard traffic-controlled intersection with crosswalks. Far-side does not have a sidewalk, while near-side has at least an 8’ sidewalk width.

Standardized Ideal Placement:  
Based on previous versions of this policy, far-side bus stops were typically preferred, barring extraneous safety concerns. Based on stop spacing and the far-side preference, this bus stop would have been placed on the far-side, with no existing sidewalk. 

Decision-Making Process:  
The updated Board Policy 501 starts by considering the Guiding Principles, and in this case Accessibility, Safety, and Comfort impact the outcome of this stop placement. Primarily, prioritizing accessibility would prioritize placement of the bus stop on the near-side, which has at least an 8’ sidewalk width and connectivity to the sidewalk network. Additionally, choosing the near-side location with a sidewalk instead of the far-side location improves the safety of boarding operations and comfort for riders and pedestrians accessing the stop. 

Outcome: Near-side 

Applicable Guiding Principles: Safety, Accessibility, Comfort 

Scenario 2:  
Standard traffic-controlled intersection with crosswalks. Near-side has a right turn only lane. Far-side has two driveways immediately after the intersection. 

Standardized Ideal Placement: 
Based on precedent, the far-side location would be preferred. This is the case in several existing AC Transit stops, where far-side preference is upheld even when both bus doors do not fit on the curb length.  

Decision-Making Process: 
In this situation, planners need to consider accessibility, safety, and feasibility. For the near-side location, locating a bus stop in a right-turn only slip lane encourages right-turning vehicles to try and go around the bus, causing a hazard to surrounding traffic and pedestrians. The next option would be the far-side location between the two driveways, which, in this case, is not long enough to accommodate front- and rear-door boarding. In this case, the mid-block location is the most accessible and safe for the most riders, by avoiding the right-turn lane and both driveways.   

Outcome: Mid-block, after the second driveway 

Applicable Guiding Principles: Safety, Accessibility, Feasibility 

Scenario 3:  
Existing situations where bus stops are located within closer proximity to each other than outlined in the stop spacing standards. This is a high-use corridor with several destinations as well as routes that serve as transfers to other lines as well as a train station.  

Standardized Ideal Placement: 
By strictly following stop spacing standards, these stops would be placed too close together. The past policy would decrease the number of stops in this corridor.  

Decision-Making Process: 
This high-use corridor serves several routes, many of which provide connections to other lines, as well as other transit options, like BART. Providing access to key destinations and transit connections is critical for the connectivity and reliability of the AC Transit system. Considering the feasibility of travel for riders, as well as the comfort provided by direct access to transfers justifies the proximity of these stops. 

Outcome: Multiple stops with closer proximity to ensure connectivity and serve key destinations.  

Applicable Guiding Principles: Feasibility, Reliability, Comfort 

POLICY CRITERIA 

The following are minimum bus stop lengths criteria and standards for AC Transit bus stops. Bus stop length, spacing standards, and ADA requirements are all prerequisites for considering a potential bus stop location.  

BUS STOP LENGTH 

Exhibit 4 - In-Lane Bus Stop Lengths  

Stop Length Components	40' Bus	2 x 40' Buses	45' Bus	60' Bus	2 x 60' Buses	40' Bus and 60' Bus
NEAR-SIDE OR FAR-SIDE
Bus length (ft)	40	80	45	60	120	100
Clear space between 2 buses (ft)	-	20	-	-	20	20
Daylighting from crosswalk (ft)	20	20	20	20	20	20
Total near-side or far-side stop length (ft)	60	120	65	80	160	140
MID-BLOCK
Bus length (ft)	40	80	45	60	120	100
Clear space between 2 buses (ft)	-	20	-	-	20	20
Total mid-block stop length (ft)	40	100	45	60	140	120

Exhibit 5 - Pullout Bus Stop Lengths  

Stop Length Components	40' Bus	2 x 40' Buses	45' Bus	60' Bus	2 x 60' Buses	40' Bus and 60' Bus
NEAR-SIDE BUS STOPS
Pull-in distance (ft)	50	50	55	65	65	65
Bus length (ft)	40	80	45	60	120	100
Clear space between 2 buses (ft)	-	20	-	-	20	20
Daylighting from crosswalk (ft)	20	20	20	20	20	20
Total near-side stop length (ft)	110	170	120	145	225	205
FAR-SIDE BUS STOPS
Bus length (ft)	40	80	45	60	120	100
Clear space between 2 buses (ft)	-	20	-	-	20	20
Pull-out distance (ft)	20	20	20	20	20	20
Daylighting from crosswalk (ft)	20	20	20	20	20	20
Total far-side stop length (ft)	80	140	85	100	180	160
MID-BLOCK BUS STOPS
Pull-in distance (ft)	50	50	55	65	65	65
Bus length (ft)	40	80	45	60	120	100
Clear space between 2 buses (ft)	-	20	-	-	20	20
Pull-out distance (ft)	20	20	20	20	20	20
Total mid-block stop length (ft)	110	170	120	145	225	205

Additional Factors Impacting Stop Length 

Paratransit:  

• The provided stop length does not include paratransit stop length. If incorporating a paratransit stop at a fixed route bus stop, add 47 feet (27 feet for the length of the vehicle, plus an additional 20 feet to exit the space) to the provided bus stop length.  

Bus bulbs/Curb extensions:  

• If a curb extension is placed at a bus stop with buses stopping in-lane, it must be, at minimum, as long as the stopping area length (i.e., the bus length, plus the clear space between buses if the stop is intended to serve multiple routes simultaneously) so the bus can pull up to the curb to board and alight passengers.  
• If a curb extension is installed next to a pull-out bus stop, the curb alignment must be designed considering the necessary pull-in or pull-out taper. 

BUS STOP SPACING 
Bus stop spacing standards establish preferred distances between stops for four different service types, with flexibility for exceptions based on factors like location, infrastructure, and safety considerations. These standards aim to ensure stops are accessible, safe, convenient, and reliable for riders. When considering the tradeoffs to make exceptions to either exceed or fall below the recommended stop spacing, reference the following content in the Policy to help inform the decision-making process: the Guiding Principles, Considerations, Bus Stop Lengths, and Bus Stop Placement Scenarios.  

The table in Exhibit 6 details bus stop spacing standards for the four different service types.  

Exhibit 6 - Bus Stop Spacing Standards 

Service Type	Spacing (feet)	Explanation
Local/All-Nighter (OWL)/ Supplementary/ Microtransit	800-1,300	This service type has closely spaced stops that are typically within walking radius.
Hybrid Rapid (Rapid with Local Service): 1,700-2,600	Rapid Bus Only: 1,300-1,900  BRT: 1,300-1,900	This service type has stops that are typically within walking radius, but more widely spaced. This stop spacing should be applied on streets with a single local service that also provides frequent service.
	Hybrid Rapid (Rapid with Local Service):  1,700-2,600	This service type has stops that are typically within walking radius, but more widely spaced. This stop spacing should be applied to streets that have both Rapid and underlying Local Service Types.
Freeway Express*	1,300-2,600	This service type has stops at major destinations along the Peninsula and in San Francisco and in the originating area it serves in the East Bay but runs nonstop between the two.

* Where there is no underlying local service, the Transbay Express Line can act as a Local Service and use spacing criteria for Local Service. 

Other Spacing Considerations: 

• Reference Board Policy 545 – Density standards and service objectives, Distance to bus routes, and Route type tables 

BUS STOP ACCESSIBILITY 

The passenger ramp landing zones (outlined in Appendix A) of new or relocated bus stops shall meet the Americans with Disabilities Act (ADA) to the furthest extent of the law practicable. For specific guidelines, see Americans with Disabilities Act (ADA) Guidelines for Transportation Facilities, Section 810.2 and Section 209.2.3. 

AC Transit utilizes a variety of fleet types that have two, three, or four doors depending on the vehicle model. Ramps are located at the first or second door. Bus stops must have a clear ADA landing zone for the first two doors of all vehicles, to meet the Americans with Disabilities Act (ADA) to the furthest extent of the law, practicable. Right-of-way changes are the responsibility of the local jurisdiction. Bus stop amenities shall be placed to meet ADA standards. Appendix A shows AC Transit’s bus door locations and ADA landing requirements by bus type.