􀀭􀀮􀁾􀀠.,..-.-_.._... 􀁾􀀬􀁜􀁜􀀠 SERVICE STANDARDS 
Service Standards SECTION 7: TRANSIT AMENITIES The following general guidelines are intended to facilitate the proper placement of DART bus stops and set the standards for bench and
shelter placement. Because the topic of bus stops involves a detailed discussion of sign design, placement, and safety, it is DART policy to pattern its bus stop policy after the well
established and proven "Proper Location ofBus Stops: A Recommended Practice" guidelines of the Institute of Traffic Engineers (!TE), as approved by the ITE Board of Directors. This document
is presented in Appendix C. It is recommended that all DART staff with bus stop responsibilities become familiar with the ITE document. The following summary may be especially useful
when a bus slop location decision must be made by staff in the field and there is insufficient time 10 review the entire appendix. In general, stops should be located in the vicinity
of demonstrated or potential ridership generators where this can be accomplished safely. Safety issues take precedence over issues ofconvenience. 7.1 BUS STOP PLACEMENT 7.1.1 Signalized
Intersections Curreot practice at intersections with traffic signals is 10 locate bus stops near-side. This allows the bus to use the red light slop time for passenger boarding and alighting
and 10 avoid making a second stop after the intersection. One exception to this practice is where exclusive right turn lanes prevent the location of a near-side stop close to the intersection.
In such a case the preference is for either a far-side stop after the intersection, a mid-block stop, or a near side stop prior to the right turn lane. Generally, the far-side stop is
more convenient for transfer passengers where applicable. 7.1.2 Unsignali.zed Intersections At unsignalized intersections, far-side slops are preferred for safety reasons. Far-side stops
should be located nO closer than approximately 80 feet to the intersection to allow for adequate space to prevent automobiles from backing into the intersection. If far-side stops are
not possible, bus stops should be located mid-block or near-side. In placing these signs, special care should be taken to locate the stops far enough back from the cross street to preserve
cross and parallel traffic sight distances and allow traffic traveling parallel to the bus route an unobstructed view of the intersection and traffic control signs, ifpreseot. 7.1.3
Left-Turning Buses At locations where buses make a left turn at an intersection, bus stops are generally located either (I) mid-block Or sufficiently near-side to allow the bus to access
the left turn lane, or (2) sufficiently far-side after the turn to allow the bus to pull straight along the curb after the turn. The choice is usually dependent on opportunity to consolidate
stops for multiple routes, thereby assistiog transfer passengers and minimizing costs. 7.1.4 Right-Turning Buses At locations where buses are make a right turn, a stop can be made either
near-side or far-side depending on the opportunities for other routes to share the stop, enhancing transfer convenience. As noted above, near-side stops are preferred at signalized intersections.
Near-side stops should be located at distances no closer than 20 feet from the intersection to allow for "squared off' bus burns. Far-side stop locations should provide enough distance
for the bus to pull straight to the curb following the turn. naUas Area Rapid Transit Page-19 
DA.RT Service Standards 7.1.5 Passenger Boarding and Alighting It is DART Policy to place bus stops along raised curb areas with sidewalks when possible and provided other criteria are
met. This provides passengers with sare and convenient bnarding and alighting. Stop placement should avoid vehlcle doors opening in close proximity to catch basins, newspaper stands,
and other such pedestrian hazards. 7.1.6 "Good Neighbor" Policy It is DART Policy to place bus stops in locations that minimize conflict with adjacent residences and businesses. Whenever
possible, and within the above criteria, stops should be located in unused areas along property lines, as opposed to near building doors and windows. These stops should also avoid blocking
private signs. A location which places a barrier such as a fence between the stop and adjacent buildings, especially residences, is preferred, assuming passenger access is reasonable.
In addition, stop locations should avoid intenerence with driveways. 7.1.7 Temporary Stops and and Flag Stops In locations where bus stops are likely to remain for less than six months,
consideration may be given to the placement of temporary stops. When considering a location for a temporary stop, a number of factors should be considered, including all criteria for
temporary stops at a given location. Among these is the likelihood that a temporary sign will be vandalized, stolen, or relocated improperly during the installation period. Flag stops
should be considered under the following conditions: o Where low densities make placemeot of permaneot bus stops inefficieot or undesirable for passengers; or, o Where street or sidewalk
construction prevents the location of temporary or permanent stop signs until completion of construction. 7.2 BUS BENCHES Where sidewalk width and available resources pennit, bus benches
are desirable at the busiest locations, especially where service headways exceed a few minutes. It is DART policy to place bus benches only at locations which have 25 Or more boardings
per day subject to the following guidelines: 1. The bus bench must be able to be safely located; 2. The bus bench must not be located where an existing shelter or bench is located, unless
additional seating capacity is required; and 3. Locations adjacent to sensitive uses will receive consideration for a bus bench despite lower than normal boarding counts. Sensitive uses
are the following: o Schools; o Hospitals; o Senior Citizen Activity Centers; o Rebabilitation Centers; a Social Service Ageocies; and o Medical Facilities. Finally, existing bench locations
with a defective or vandalized bench will receive priority for a replacement bus bench provided the above criteria are met. Dallas Area Rapid Transit Page· 20· 
" SERVICE STANDARDS APPENDIX E Selected Bibliography E 
DAl..t.AS AREA RAPlD , 􀁾􀁓􀁉􀁔􀁓􀁅􀁒􀁖􀁬􀁃􀁅􀀠SlANDARDS Selected Bibliography Tri-County Metropolitan Transportation District of Oregon, "Planning with Transit," May 1979. DART Service
Planning. "BuslRail Interface Plan for Light Rail Starter System." Report No.1, Dallas Area Rapid Transit Publication, August 1994. DART System Planning. "Transit System Plan." New Directions,
Dallas Area Rapid Transit Publication, July 1989. Meyer, JohnR. and Jose A Gomez-Ibanez. "Autos, Transit and Cities." Selected Readings. Harvard University Press, Cambridge, Massachusetts,
1981. Gray, George E. and Lester A Hoel, Editors. "Public Transportation: Planning, Operations, and Management." Selected Readings. Prentice-Hall, Inc., Englewood CIifIS, New Jersey,
1979. Metropolitan Transit Authority ofHarris County, Texas. "The Transit Services Program." Selected Readings. Houston METRO, 1994. Homburger, Wolfgang S., Louis E. Keefer, and William
R. McGrath, Editors. "Transportation and Traffic Engineering Handbook" Institute of Transportation Engineers. Second Edition. Selected Readings. Prentice-Hail, Inc., Englewood Cliffs,
New Jersey, 1982. ' Meyer, JR., IF. Kain, and M. Wohl. "The Urban Transportation Problem." Selected Readings. Harvard University Press, Cambridge, Massachusetts, 1974. Transportation
Research Board. "Urban Public Transportation Glossary." National Research Council, Washington, DC., 1986. 
i I ;.i Dallas Area Rapid Transit P,O, Box 660163 Dallas, Texas 75266·0163 214/749·3278 E,P.ATC.10.4,5 May 21, 1997 John Baumgartner Town ofAddison 16801 Westgrove Drive P.O. Box 144
􀁁􀁤􀁤􀁩􀁳􀁯􀁬􀀧􀁾􀀠Texas 751)01·0144 Dear John: At the request ofMr. Ron Whitehead we are proceeding with an alternate bid for the paving of the sidewalk on the north side of the Transit
Center site. The alternate wiU provide the same brick: pavers the Town ofAddison used on Quorum Drive. To insure the use of same brick material, please send a copy ofthe brick specifications
and color used on Quorum Drive to Van Stevens as soon as possible. Van's address is: Wendy Lopez and Associates, Inc., 1825 Market Center Boulevard, Suite 510, Dallas, Texas 75207, or
you may fax the information to (214) 741·9413. Your assistance wiU be appreciated. Sincerely, A Rene Rodriguez, Project Manager 􀁐􀁲􀁯􀁾􀁥􀁣􀁴􀀠Engineering 7'1rr. z. 1/0 ARRItse c: Tom
Larkin Rick Brown Connie Santa Cruz Ron Whitehead -TOA Van Stevens -WLA 
Dallas Area Rapid Transit PO. Box 660163 Dallas. Texas 75266-0163 214/749·3278 May 16, 1997 Dave Nighswonger, P.E. Department ofPublic Works Town ofAddison P. O. Box 144 Addison, TX
75001 Dear Dave: Attached is the latest quarterly report for the Town ofAddison LAP program, including Technical Assistance. A status of LAP/eMS is also included. Sorry for the delay
in getting the quarterly report to your office but I wanted to include a copy ofthe latest TAP report, which shows that a $44,531.64 ofallocated money has not yet been approved for programming
by the DART Board. IfI can be offurther assistance, please call me at 2141749-2913. Sincerely, g(JyY) 􀁖􀁋􀁾􀁾􀁊􀀠Tom K. Ryden, P.E. Sr. Manager Project DeveloplJ'lent TKR:jr Attachments

TAP FUND PAYMENT SUMMARY 27,675.001 567.151 28,242.151 28,242.15 0.001 28,242.15 19,956.85 1 854231 20,811.08 1 u' • J 0.001 . 􀁏􀀮􀁾􀁾􀀠1 9500641 960130 1 ADDSN,WK4 1 05102197 
AMOUNT EXPENCITURES EXPENDITURES EXPENDITURES EXPENDITURES EXPENDITURES EXPENDITURES I TOTAL OATE APPROVEC TO BE DURING DURING DURING DURING DURING DURING AMOUNT PAID $24,572.00 I $0.00
$4,672.93 $0.00 $187,000.00 $0.00I $78,606.00$0.00 $508,000.00 $37,788.30 $111,592.36 $0.00$13,407.64 $24,572.00 $4,672.93 $12,605.00 $151.277.36 S19.926.OO $56,064.42 $8,128.66 $20,400.00
$8,500.00 $10,830.00 $2,925.00 $170.00 $3,622.75 $66,955.18 $14,163.23 $1,973.95 .:.:.:.:.:.::.:.:< 􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀁾􀀺􀀺􀁾􀀺􀀺􀀺􀀺􀀻􀀺􀀺􀀺􀀺􀀡􀀠􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀺􀀻􀀺􀁾􀁾􀀺􀀺􀀺􀀺􀀺􀀺�
�􀀧􀀢􀀠
1l6IZZJ93 11101/9302)10194041111950311_ 1002196 6/2219304111195 04111195 03114196 10/22196 􀀢􀀺􀀺􀀺􀀻􀀺􀀺􀀺􀀺􀁾􀀠􀀺􀁾􀀺􀀺􀀻􀀻􀁾􀀥􀀠􀀧􀀺􀀺􀁾􀀢􀁻􀀾􀀢􀀡􀀻􀁾􀀠APPROVED ,"",UNT TO BE 􀀭􀀭􀀭􀀭􀂷􀀻􀀮􀀢􀁆􀀭�
�􀂷􀁾􀀠$4,280.00 $19,590.00 $635,526.80 $8.701.00 $33,150.00 $3,750.00 S13,770.OO $3,870.00 $255,000.00 $5,525.00 $120.00 $35,825.00 sas,845,21 $11.153.07 SZ3Il,211,72 $5,022.28 $232.0'3.4'
$27.487.03 􀀻􀂣􀀺􀀺􀀱􀀰􀁾􀀧􀀿􀀴􀀮􀁻􀁩􀀥􀀺􀁾􀀺􀁴􀀺􀀮􀁭􀁾􀁲􀀿􀀺􀀺􀁬􀀿􀁦􀁬􀁾􀀺􀀡􀀻􀀺􀁬􀂣􀁾􀀧􀀺􀂣􀀿􀂣􀀿􀁾􀁾􀁩􀀱􀀺􀁴􀁾􀁾􀀮􀁬􀁦􀁬􀀰􀀢􀁙􀁚􀁾􀁧􀀺􀂷􀀺􀁾􀂷􀀭􀂷􀀠$15,510.00 m,956.OO $184,715.00
$16,492.77 $3,123.22 :19,50000 $553,492.70 -􀀻􀀪􀀢􀀬􀀬􀀬􀀬􀀻􀀺􀀬􀀬􀀬􀁾􀀬􀀬􀀿􀁩􀀻􀀬􀀬􀀻􀀻􀁩􀀺􀀧􀁟􀀻􀀠􀀧􀀼􀁜􀀧􀀻􀀮􀀧􀀾􀁾􀀺􀀺􀀬􀀻􀀺􀁩􀀠􀀺􀀢􀀢􀁎􀀭􀀾􀁾􀀻􀀺􀁾􀀱􀀺􀁾􀀱􀀺􀀻􀀱􀀼􀀭􀁈􀀭􀀾􀁾􀀭􀀾􀁾􀀻􀀻􀀻􀀥􀁖􀀢􀀠S
I0,72lJ.00 $(J.OO $747 $2,775.851.30 AOOSN.Wl<4 2 05/02197 
DATE ....owo .....'" TO BE EXPEtolorrURES EKPENDITURES .EXPENDITURES EXPENorrURES EXPEHDlTURES EXPEHIXTURES I TOTAL DURING DURINIl DURlNG DURING DURING CURlNIl MIOUNT P/dll $225,OOOJXl
$25,000.00 '$1,54/,25:(,54 $435,800: 􀁾􀀮􀁏􀁏􀀠􀁐􀁴􀀧􀁯􀁦􀁴􀁤􀁴􀁴􀀩􀁃􀀢􀀧􀀢􀁾􀀠SUMMARY srATUSRErORT, 3/31/91 (CAP ASSISTANClI FUNDS· ONLy) FUNDS PROGRAMMED $7,3fO,325.38 Funds Allocated
thru FY 96 1<6,163,569.94 (Plus) InbI!rest Earned on Unpaid Balance to date $1,435,681.79 iotal funds Available: sr,m.4$1.T3 (less) iotal Paid to Date $3,212,903.06 AC(';ol.lnt Balance
$4,386,548.65 (tess) hogrammed Funds Not Yet f'11 $4,147,422.30 U_mod_""(currondy8v.alfQblO; $239,126.35 AOOSN..WKA 3 "."".7 
3 Midway Road & Dooley Intersection Improvements per Resolution #970046 03f25f97 $135,000.00 Payment 04f23f97 $135,000.00 $135,000.00 SUBTOTAL THIS Replacement TOTAL $269,000.00 $0.00
I $269,000.00 $269,000.00 $0.00 SUMMARY STATUS REPOIm 3{3l/97 FUNDS PROGRAMMED Funds Allocated for FY 97 (less) Total Paid to Date Account Balance (less) Programmed Funds Not Yet Paid
Unproglllmmed Balance (cunently available) $269,000.00 $1,135,592.00 $269,000.00 $866,592.00 $0.00 $866,592.00 ADDSN.wK4 05f12f97 
--fO 􀁾􀀠 a Q z 9 ::n --.I 01 VJ .... tAl , ! I I 
'.) Proper Location of Bus Stops • A Recommended Practice Institute of Transportation Engineers 525 School St., S.w., Suite 410 Washington, D.C. 20024-2729 USA ) 
A Recommended Practice '., ) Proper Location of Bus Stops This is a RecommenoodPractice of the Institute of Transportalion Engineers, as approved by the ITE Board of Direction on August
4, 196Z It supersedes the 1964 ITE Recommended Practice on bus stop location and also the Tentative Recommended Practice published in the December 1965 issue of Traffic Engineering.
In accordance with Institute proce· dures, equipment standards are re) viewed at /east once evE!IJI five years. In 1984, this standard was reviewed by , several ITE technical committees
and by the ITE Technical Council. The resulting recommendauon to extend the standard for another five-year period was published tor comment in April 1985 and confirmed by the ITE Standards
Approval Board in December 1985. Careful analysis will show that the proper location for a bus stop will vary with circumstances and that need can be shown for near-side, far-side, and
mid-block locations. The location of bus stops should be standardized within the general community so as to avoid undue confusion. However, standardization should not be a substitute
for sound judgment whenever conditions render the standard practice inapproprfate. The motor bus is a large and at times awkward vehicle, but the fact that it can carry more people per
foot of road space than other vehicles warrants particular consideration in the allocation of street area. It is important that the presence of buses does not reduce the capacity of
the roadway so as to result in a net loss in its passenger-carrying ability. Therefore, it is imperalive that bus stop areas be of adequate lenglh and so located that the net adverse
effect of the bus stop on the traffic stream (including pedestrians) is kept to a minimum. When bus stops 01 adequate length are provided and parking restrictions are enforced, proper
usage of the stop on the part of bus operators can be expected. GENERAL CONSIDERATIONS Safety 1. Consideration must be given 10 the effect thet the stopped bus will have on sight distance
for pedestrians using the parallel and transverse crosswalks at the intersection. 2. The bus slop must be located so that passengers may alight and board . with reasonable safety. 3.
Consideration must be given to the effect that the stopped bus will have on sight distance for parallel traffic and cross traffic. For instance, at a near-side stop. vehicular right
turns are facilitated and sight distance is improved when the bus stop is set back from the crosswalk. 4: The conflicts in the traffic stream caused by a bus, as it enters or leaves
a stop, must be considered. Traffic Flow 1. The position of a bus enlering, leaving, or stopped at the bus stop will affect other moving traffic and must be considered, particularly
where turns are involved. 2. The bus stop must be of sufficient length that a stopped bus does not interfere with moving treffie and a departing bus does not swing beyond the lane adjacent
to the bus stop. GENERAL CHARACTERISTICS In determining the proper location of bus stops, the choice lies between near' side, far-side, and mid-block stops. A decision as to the type
of bus stop to be used should be based on engineering . judgment of specific factors tor each type of bus stop. The several types of bus stops have the following general chara.cterfstics.
Near-Side Bus Stops 1. A minimum of interference is caused at locations where traffic is heavier on the leaving side than on the approach side of the intersection, 2. Less interference
will usuillly be caused at locations where the crossing street is a one-way street with its direction from right to left. 3. Passengers generally alight close to a crosswalk. 4. There
is less interference with traffic turning into the bus route street from a side street. S. The sidewalk is more often cleared of snow closer to an intersection. 6. Heavy vehicular right
turns can cause conflicts, especially where a vehicle makes a right tum from the lelf of a stopped bus. 7. Buses often obscure stop signs, traffic signals, or other control devices,
as well as pedestrians crossing in front of the bus. 8. A bus standing at a near-side stop obscures sight distance 01 a driver entering the bus street from the right. 9. Where the bus
stop is 100 sharf for occasional heavy demand the overflow will obstruct the traffic lane. lNSI1TIITE OF TRANSPORIATION ENGINEERS 3 
Adjacent Establishments When dealing with major passenger generators IT will be an advantage to 10eate the bus stop so that the crosswalk movements are minimized. However, an engineering
investigation is necessary to determine if the il1l'ortance of crosswalk movement involved is sufficient to supersede the other considerations for bus stop locations. In general, it
is desirable to avoid "boxing in" a commercial establishment at a corner by having bus zones on both sides of it. However, if there is one predominant transfer movement at an intersection,
IT is desirable to locate the bus stops so that passenger walking will be minimized. This transfer movement should be of sufficient volume to supersede other considerations. Physical
Features A'Hecting Passengers For the convenience and protection of bus passengers, consideration should be given to the proximity of shelter and to adequate lighting. The existence
0/traffic control features that provide for passenger safety when boarding and alighting should be considered. Along avenues with planted or grass parkway) strips, it may be desirable
to add a sidewalk slab between the existing sidewalk and the curb where otherwise a bus passenger would have to cross wei grass or mud during inclement weather. This added sidewalk slab
has the further advantage of having the bus passenger stand where it is desired to have the bus stop. Shelter and lighting can be modified to accommodate a stop location determined by
other considerations. It is desirable to avoid placing bus zones at locations where there are a series of raised and lowered curbs, since passengers may mis-step and injure 1hernselves
when alighting from the bus at a lowered or sloping curb. Pavement Width Where the pavement is substantially wider on one side of the intersection than on the other, the bus stop may
be best located on the side wHh the wider pavement if traffic volumes are comparable. Frequency of Stops Generally, each stop adds to the inconvenience of the majority of passengers,
decreases the average speed 0/) operation, and promotes congestion. Superlluous locations should be avoided. In practice, spacing may range from one stop per block where city blocks
are 500 or more feet in length, to stops in alternate blocks where cRy blocks are shorter. The location of important buildings and traffic generators, and the confJ9uration of side streets
leading into the bus route, should be considered in spacing the stops. Whenever consistent with safety and adequate sight distance, passanger service stops can be combined with mandatory
stops required for stop signs, traffic signals, railroad crossings, and the like. The number of slops along a given bus roule will be decreased and scheduled speed will be increased.
Parking Practices The best-engineered bus stop is of liItle value IT the attimdanl parKing prohibition is not strictly enforced. If the bus must "double park" because Hs deSignated curb
space is occupied by parked or stopped vehicles, other traffic may be blocked or its flow made hazardous. Devices Devices and markings that give the bus Slop prominence such as curb
painting, tow-away zones, and transit emblems may deter motorists from parking in the stop, and aid enforcement The sign regulating parking should conform to the Manual on Uniform Traffic
Control Devices. Snow Removal Heavy snow should be removed from the full length of iiNery bus stop so that the bus can pull in parallel and immedi. alely adjacent to the curb. If heavy
snow is not removed, the bus may be forced to stop in a position that interleres with traffic movement MINIMUM LENGTHS The following recommended minimum lengths assume 4O-foot buses
and highfrequency service. For longer or shorter buses, lengths should be adjusted acrordingly. In FlQures '-3 the length of 40 feet beyond the bus stopping point is in excess of the
minimum required by bus tuming radii, but provides for better maneuvering and smoother reentry into the traffic stream when leaving the stop. The 4O-foot distance could be reduced if
absolutely necessary. In the case case of infrequent service, sound engineering judgment may call for a compromise between desirable bus stop lengths and demand for parking in the area.
CURS ,",'I: '0' :1'1-. ",,' END OF CURB REtURN. 􀁾􀀠PAOPERrY UNE, CRoss.. W\LK, OR: STOP UNE CURS Figure 1. Far-side bus Slop (for a 4O-foot bus). INSlTIUTE OF TRANSPORTATION ENGINEERS
5 
Far-Side Bus Stops 1. Right turns can be accommodated with less conflict. 2. A minimum of interference is caused at locations where Iraffic is heavier on the approach side lhan on the
lealling side of the intersection. 3. Less interference will usually be caused at locations where the crossing street is a one-way street with its dIrection from left to right. 4. Left
turning buses approaching a far-side (around the comer) stop commence their left turn from the proper lane. Leaving a near-side stop they would have to cross traffic in the lane to their
left. S. Stopped buses do not obstruct sight distance to the left for vehicles entering or crossing from a side street. 6. At a signalized intersection. buses can find a gap to enter
the traffic stream without interference, except where there are heavy turning movements into the street with the bus route. 7. Waiting passengers assemble at less·crowded sections of
the sidewalk. S. Buses in the bus stop will not obscure treftic control devices or pedestrian movements at the intersection. 9. Intersections may be blocked if other vehicles park illegally
in the bus stop, thereby obstructing buses and causing traffic to back up across the intersection. 10. stops on a narrow street or within a moving lane may block traffic on both the
street with the bus route and on the cross street. 11. A bus standing al a far-side stop obscures sight distance, 10 the right, 01 a driver entering the bus street from the right. 12.
Where the bus stop is too short for occasional heavy demand, the overflow will obstruct the cross street Mid-Block Bus Stops 1. Buses cause a minimum 01 interference wilh sight distance
01 both vehicles and pedestrianS. 2. Stops can be located adjacent to major bus passenger generators. 3. Waiting passengers assemble at less-crowded sections 01 the sidewalk. 4. The
removal of considerable curb parking is required. S. Pedestrian jaywalking is more prevalent. This is hazardous and creates vehicular fricticn and congestion. 6. Patrons from cross streets
must walk farther. SPECIAL FACTORS TO CONSIDER Through Bus Movements 1. At intersections controlled by signals or Stop or Yield signs, when transit is critical but traffic and parking
are no! critical, a near-side stop is preferable. 2. At intersections where heavy left or right turns occur, a far-side bus stop should be used. If a far-side bus slOp is impractical,
the stop should be moved to an adjacent intersaction or to a mid-block location in advance of or beyond the intersection. 3. At intersections where bus routes and heavy traffic movements
diverge, a far-side stop can be used to edvanlage. 4. At intersections controlled by signals or Stop or Yield signs, when traffic or parking is critical and transit is not crHical, a
far-side installation is best. Turning Bus Movements In determining the proper location of bus slOps wHh reference to turning bus movements. the problems of bus-vehicle conflict become
more pronounced. Sound engineering frJdgment ofspecific factors for each type of bus stop becomes critical. Right Turn-Cum Space Critical, 1taffic Not Critical 1. Establish near-side
stop prior to tum. 2. If right turns are an appreciable factor, locate bus slOp some distance prior to intersection, possibly mid-block. Right 7iJrn-1taffic Critical, Curb Space Not
Critical 1. Establish far-side stop after tum. 2. If far-side stop is impractical, establish mid-block stop before or after tum. 3. If mid-block stop is impractical, move to another
intersection. 􀁒􀁩􀁧􀁨􀁴􀀮􀀷􀀯􀀮􀁊􀁾􀀱􀁴􀁡􀁦􀁦􀁩􀁣􀀠Critical, Curb Space Critical 1. These are special cases, where experience and engineering judgment must be applied using prinCiples
contained herein. Experimentation often will be necessary. Left Turns 1. Establish far-side stop after bus has turned. This may require an eXlralong stop to permit bus to complete turning
maneuver. 2. If far-side stop cannot be established, use a mid-block stop after turn. A mid-block stop prior to tum may be feasible if traffic Is sufficiently light and the block long
enough to allow the bus to move from the stopped position to the left tum position without traffic conDie!. 3. II both (1) and (2) are impractical, establish stop at an adjacent intersection.
Mid-Block Stops Mid-block stop areas are recommended under the following conditions: 1. Where traffic or physical street characteristics prohibit a near-or far-side stop adjacent to
an intersection. 2. Where large factories, commercial establishments, or other large bus passenger generators exist. and heavy loading therefore makes the location desirable. 3. A mid-block
stop should be located at the far-side of a mid-block pedestrian crosswalk, if one exists. so standing buses will no! block a molorist's view of pedestrians in the crosswalk. Bay-Type
Bus Stops Bay-type bus stops are encouraged wihere condilions permit These involve relocation 01 the curb so as to flare the street width and allow a bus to pull completely out of the
normal traffic and parking lanes. Where used they should be consistent with recommendations 01 this report. Passenger Interchange Points II transfer movements between bus routes are
heavy, consideration should be given to locating bus stops so as to minimize crosswalk movements of transferring passengers. Engineering judgment must be used to determine if these transfer
movements are important enough to supersede the oiher considerations which determine bus stop locations. One-Way Streets The besic principles for bus stop locations on VNo-way streets
apply also on one-way streets. A special consideration is this: Where the bus route turns left, the preceding bus stop must be located far enough in advance 10 allow the bus to shift
to the left traffic lane. A far-side stop after a left turn from a one-way street is feasible but requires an extra long bus stop to permit the bus to complete its turning maneuver and
to pull in parallel and close to the curb. '\ J PROPER LOCATION OF BUS SlOPS 4 
Near-Side Stop A near-side type bus stop for a single bus should be 105 feet in length as measured from the front of the stopped bus to the front of the preceding parking stall: Fl\r-Side
Stop A far-side type bus stop for a single bus should bE! 80 feet in length as measured from the rear of the stopped bus to the end of the first parking stall.' A far-side type bus stop
after a right tum for a single bus should be 140 feet in length as measured from the edge of the lane from which the bus is turning to the end of the first parking stall.􀁍􀁩􀁤􀁾􀁂􀁬􀁯􀁣􀁫Stop
A mid-block bus stop for a single bus should be 140 teet in length as measured from the front of the preceding parking stall to the rear of the next parking stall.' ""An atdilional 45
reet of 􀁬􀁥􀁾should be P'ovkJed fOr each a:trrtional bus expected to SlOp 􀀧􀁓􀁩􀁲􀁯􀁯􀁬􀁴􀁡􀁾􀀠neously at any given bus stop area. TtIJs allows tor the 􀁾of the extra bus (40 fe<>t)
plus s fee' betweenb.Jses, Bibliography Institute of Traffic Engineers, Manual of 7(aIf'lC 􀁅􀁮􀁾􀀠 gineering Swoies. 3rd ed. (1964). Chaps. 5 and 6. InstiMe of Traffic 􀁅􀁾􀁩􀁮􀁥􀁥􀁲􀁳􀀮􀀠Proper
Location for Bus Stops, A Recommended Practice, (1954). Institute of Traffic 􀁅􀁾􀁩􀁮􀁥􀁥􀁲􀁳􀀬􀀠Traffic Engineering Handbook, 3rd ed. 1965), pp. 511·514, Matson-Smith-Hurd, hPfic Engineen"ng,
(M::Graw· Hill, 1955), pp. 287-288. New York Metropolftan Section, Institute of Traffic Engineers, Bus Stop Loc(!tion.s endLengths (1963), 􀁬􀁾􀁾􀁃􀁕􀁒􀁾􀁂= :1 􀁛􀁾􀁊􀀠roNT OF TUAN l: SO' R!GHTREAR wtfEELOF&JS CURB Figure 2. Far-side buS $lOp after right turn (lor a 40-100t bus)_ 1@f&1 "" 140' :1 " ""J..
'>' ... 􀁾􀀠􀁾􀀠." F[gure 3, Mid-block bus stop (lor a 40-1001 bus). PROPER LOCATION OF BUS srops 6 
Inslitute of Transportation Engineers, 525 School St., SW., $une 410, Washington D.C. 20024-2729 USA © 1986 by the Institute of Transporation Engineers. All rights reserved. ITE Publication
No. RP-OOO Printed in the Uniled States of Amefica 2S<YGP/1tJ92. ) .. J