Metrobus Transit Study.pdf - City of St. John's

St. John’s Transportation Commission (Metrobus) 2011
Market Assessment and Strategic Directions Study – Part D: Strategic Directions
number one concern; particularly for pedestrians who are the most vulnerable when an accident
occurs. Other factors that should be considered (in order of priority) should be:
1. Pedestrian safety;
2. Bus passengers safety;
3. General traffic safety;
4. Bus passenger convenience;
5. Freedom of bus movement;
6. Roadway capacity;
7. Minimization of nuisances to property owners; and
8. Auto driver convenience.
It is generally recommended that bus stops should be located at the near-side of the intersection at
intersections controlled by stop signs. This prevents buses from stopping twice (once at the stop
sign and once at the bus stop).
At signalized intersections, the practice of near-side versus far-side stop placement is often debated.
Each has their own advantages and disadvantages, primarily with regards to passenger convenience.
The placement of stops on the near-side of an intersection can reduce the number of times a bus
needs to stop. However, if there are long queues at the light, a bus may be forced to stop three
times (once behind the queue, once at the stop and again if the light turns red while
boarding/alighting passengers).
Bus stops at the far-side of intersections can avoid this situation if the bus reaches the intersection
when the light is green. If the light is red, the bus must stop twice (once at the light and the second
time at the far-side stop. If transit signal priority is in place, far-side stops are more advantageous
due to the ability to extend green time and get a bus through the intersection.
Given that the majority of bus stops are located at the near-side of intersection, it is recommended
that this practice be continued. Movement of buses to the far side should be made on a sight
specific basis based on the factors described above and re-evaluated as transit priority measures
come into place.
Mid-block bus stop locations should generally be avoided unless the distance between two
intersections is long or when a particular destination is located at mid-block. This practice increases
the uncontrolled interaction between cars and pedestrians caused by pedestrians crossing the street
at undesignated locations. If this occurs, a pedestrian cross-walk should be in place.
The disadvantages of mid-block stops from a traffic operations and safety perspective are
summarized below:
At mid-block, vehicles travel at faster speeds and stopping buses will decrease vehicle speeds
and reduce the capacity of the roadway in general
o This is more severe if there is no bus bay and the bus has to stop in a traffic lane.
o This is more severe if there is only one lane for traffic and opportunities for
manoeuvring around the stopped bus do not exist.
Dillon Consulting Limited Page 77