Transport for London
Accessible bus stop 
design guidance
Bus Priority Team technical advice note BP1/06
January 2006
MAYOR OF LONDON

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Accessible bus stop design guidance
Further information 
For further details or advice on the design of 
accessible bus stops, contact:
Bus Priority Team
Transport for London
Windsor House, 42-50 Victoria Street
London, SW1H 0TL
Tel 0845 300 7000
Website: www.tfl.gov.uk

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Contents
1.
Introduction...................................................................................................................2
2.
Fully accessible bus services..........................................................................................4
3.
Bus stop locations.........................................................................................................9
4.
Passenger waiting area .................................................................................................15
5.
Bus stop area...............................................................................................................23
6.
Bus stop layouts ..........................................................................................................24
7.
Bus boarders................................................................................................................31
8.
Bus bays ......................................................................................................................39
9.
Kerb profiles and heights .............................................................................................43
10.
Implementing bus stop improvements ........................................................................46
11.
Longer term issues ......................................................................................................49
12.
Bibliography .................................................................................................................50
List of figures
Figure 1: Features of the bus stop environment....................................................................3
Figure 2: Passenger groups benefiting from low floor buses .................................................4
Figure 3: Bus stop layout objectives .....................................................................................6
Figure 4:  Relationships between bus and kerb ......................................................................7
Figure 5: Considerations for bus stop locations....................................................................9
Figure 6: Bus arrival patterns...............................................................................................11
Figure 7:  Bus stop location in vicinity of traffic signals fitted with SVD...............................13
Figure 8:  Boarding and alighting zones.................................................................................17
Figure 9:  Boarding and alighting zones – Alternative shelter arrangement ...........................18
Figure 10: Passenger waiting area critical dimensions............................................................19
Figure 11: Kerbside stop with parking on approach and exit..................................................26
Figure 12: Exit side of pedestrian crossing ............................................................................27
Figure 13: Exit side of junction .............................................................................................28
Figure 14: Full width boarder ................................................................................................32
Figure 15: Alternative full width boarder layouts...................................................................33
Figure 16: Multiple bus full width boarders...........................................................................34
Figure 17: Half width boarder ...............................................................................................37
Figure 18: Angled boarders ...................................................................................................38
Figure 19: Bus bay arrangements ..........................................................................................41
Figure 20: Amendment to existing bus bay ...........................................................................42
Figure 21: ‘Special’ kerbs ......................................................................................................45
Figure 22: Flow chart of potential tasks for improving bus stops ..........................................47
Figure 23: Gantt chart of standard tasks for improving bus stops .........................................48
Figure 24: Bus dimensions ....................................................................................................52
Appendices
Appendix A: Bus measurements ...........................................................................................51
Appendix B: Effects of introducing bus boarders ..................................................................54
Appendix C: Effects of removing bus lay-bys .......................................................................56
Appendix D: ‘Special’ kerbs...................................................................................................58
Appendix E: Worked examples .............................................................................................59
Transport for London  | 1

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Accessible bus stop design guidance
1. Introduction
The introduction of low floor buses
throughout London, fitted with ramps for
wheelchair users, has led to a requirement for
This guide updates the ‘Bus Stop Layouts for
appropriate kerbside access at bus stops.
Low Floor Bus Accessibility’ published in June
Unless all stops along a bus route are equally
2000 and its predecessor documents. It also
incorporates advice developed for the
accessible, passengers may be unable to board
introduction of articulated buses, published by
or alight a bus at their desired location and the
Transport for London (TfL) in April 2002. These
potential benefits from low floor buses will be
updated guidelines have been developed in the
reduced. This hinders the development of an
context of the Government's policies on
inclusive public transport system.
integrated transport, the Mayor’s Transport
Strategy, and the Disability Discrimination 
Bus stop design and location is recognised as a
Act 1995.
crucial element in the drive to improve the
quality of bus services. The concept of 'Total
It is intended that this guide will assist highway
Journey Quality' recognises that bus passengers
authorities in the development of practical and
are also pedestrians at each end of the bus trip
affordable measures to improve accessibility at
and requires that all aspects of the journey are
bus stops. The measures should be
considered. The convenience and comfort of
compatible with the particular characteristics
bus stops must not be overlooked.
of buses deployed on London’s road network.
It is important to view the bus stop as an
interchange, rather than simply a location 
along a bus route where buses stop,
comprising only a post with a flag, and a cage
laid on the road surface. 
The bus stop environment contains a number
of features that need to be considered, as
illustrated in Figure 1.
A fully accessible bus service is a critical
element in delivering a fully inclusive society.
Bus stops are a vital link in this vision. TfL
wishes to highlight this, and part of the
rationale in revising the bus stop design
guidelines is to reiterate the wider issues
relating to equality and inclusion. Furthermore,
it should be remembered that kerbside
controls and bus boarders are merely tools –
the objective is to ensure that the bus stop is
fully accessible.
2

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Convenience
for passengers
Security,
Connectivity
including lighting
with footways
Bus stop
Approach and exit
post and flag
paths for buses
Surface markings
Space for
for buses
straightening
and passengers
Bus stop
Posting and
Bus passenger
environment
number of berths
shelter and seating
Adequacy
of platform
Position of utilities'
(waiting area)
access covers and
street furniture
Type and
Information
height of kerb
Drainage
(including
Ticket
maps etc.)
Pedestrian
machines
footway
Figure 1: Features of the bus stop environment
Additionally, it is important to emphasise the
discussed within this guide. Whilst these
need for:
guidelines provide assistance with the decision
making process, it should be recognised that
●
training for bus drivers on how to approach
and correctly use the bus stop;
each site is a unique location, with different
characteristics to be taken into account.
●
planners and engineers to optimise the
location, design and construction of bus
stops; and
●
motorists and enforcement authorities to
recognise the necessity for bus stops to be
kept clear of parked vehicles.
When reviewing individual bus stops, and their
immediate environs, designers need to take
account of the wide range of issues that are
Transport for London  | 3

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Accessible bus stop design guidance
2. Fully accessible 
bus services
Low floor bus users
Low floor buses reduce the height differential
between the kerb and bus floor. Whilst they
are generally seen as a means of improving
accessibility for passengers with disabilities,
including wheelchair users, all passengers
benefit from low floor bus services, as
illustrated in Figure 2.
Features of London’s bus services
Research conducted by Transport Research
The entire TfL bus network is now operated
Laboratory (TRL Report 271) has shown that
using low floor vehicles, which have a single
passengers with pushchairs benefit greatly
step entry, a low floor in the front part of the
from the introduction of low floor buses.
vehicle, and either a sloping gangway, or step
Thus, when designing bus stops for low floor
towards the rear, over the drive axle. Generally,
bus access, the needs of all passengers should
they have front doors for boarding passengers
be considered, not just wheelchair users.
and centre doors for those alighting.
People with
young children
Elderly people
People with
pushchairs
Low floor
bus access
Passengers with
benefits:
Ambulant
shopping or luggage
disabled
people
People with
Wheelchair
impaired vision
users
Figure 2: Passenger groups benefiting from low floor buses
4

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Powered ramps are usually fitted at the centre
door where wheelchair users may board and
alight. Push buttons are provided for
wheelchair users to alert the driver when the
ramp needs to be deployed. Additionally, low
floor buses are provided with the means of
lowering, or ‘kneeling’ the bus suspension to
reduce the step height at stops.
In London, there are a number of bus
configurations in operation, which need to be
considered. Flexibility should be provided in
designs in recognition that bus types using a
The images below show typical bus
stop may change as a result of service changes.
configurations currently operating on London’s
For example, articulated bus operation has
roads. Appendix A provides details and
been introduced on several high volume
dimensions of the ‘standard’ rigid and
services and passengers are able to board and
articulated buses used to develop the layouts
alight through all three sets of doors. 
in this document.
Midi bus
Single deck bus
Double deck bus
Articulated bus
Transport for London  | 5

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Accessible bus stop design guidance
Bus stop layout objectives
The size of the vertical gap between the kerb
and floor of the bus will affect the gradient of
the ramp when it is deployed (see Figure 4.2).
The ideal bus stop layout will achieve the
If this gradient is too severe, some wheelchair
objectives shown in Figure 3. The bus should
users may be unable to enter or exit safely
stop parallel to, and as close to the kerb as
from the bus. Regulations under the Disability
possible to allow effective use of the bus’
Discrimination Act 1995 (DDA) require new
facilities. The critical dimensions (see Figure
buses to be capable of deploying a ramp,
4.1) to consider are the vertical gap, or step
giving a 1:8 or 12 percent (7 degree gradient),
height, from the kerb to the bus floor and the
onto a kerb of at least 125mm in height. 
horizontal gap from the kerb edge to the side
This regulation, therefore, assumes a
of the bus. A well designed bus stop will
'standard' kerb height of 125mm, which,
provide features which co-ordinate with the
although not the case universally, is the height
facilities of the low floor bus and minimise
that vehicle manufacturers are guided to apply
these two distances.
in bus design.
Allow easy
unobstructed
access to and from
the stop
Remove street
Minimise time
furniture which prevents
spent at the bus
passengers boarding
stop by the bus
and alighting
Affordable and
Bus stop
Prevent/dissuade
commensurate with the
layout
other vehicles from
accessibility benefit
objectives
parking in the 
stop area
Minimise use
Allow the bus
of kerb space where
to line up within
there are competing
50mm of and parallel
demands for frontage
with the kerb
access
Figure 3: Bus stop layout objectives
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Figure 4: Relationships between bus and kerb
Bus Floor
Vertical
Gap
Horizontal
Kerb
Gap
Height
Road Level
Kerb
Figure 4.1: Critical dimensions
Bus Floor
Ramp
Ramp Gradient
Road Level
Kerb
Figure 4.2: Ramp gradient
It is important to recognise that, even 
when deployed on a 125mm high kerb, the
Bus Floor
gradient of the ramp may vary. The major
Step
determinants include: 
Height
●
type of ramp;
●
ramp length;
●
carriageway and footway crossfalls;
Road Level
Kerb
●
distance of the bus from the kerb;
Figure 4.3: Normal step height
●
‘kneeling’ height of the bus floor (see
Figures 4.3 & 4.4); and
●
whether the bus is laden. 
Bus Floor
Reduction from original
step height
The use of a 140mm maximum kerb height, 
New step
height
or higher ‘special’ kerbs (see Chapter 9), are
preferred as they result in lower ramp gradients.
Road Level
Kerb
Figure 4.4: ‘Kneeling’ step height
Transport for London  | 7

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Accessible bus stop design guidance
It should be noted that with the ‘kneeling’
systems in common use, the reduction in step
height achieved is not necessarily uniform along
the side of the bus. The front door will be lower
than the centre door if the ‘kneeling’ system
operates on the front axle alone. Alternative
configurations include tilting of the nearside of
the bus and lowering of the entire vehicle.
In the urban environment, there often exists a
conflict between the demands for frontage
servicing, short term parking and the need to
protect a sufficient length of kerb space to
allow buses to easily access a stop. As with
previous guidelines, this document recognises
the competing demands in London's busy
street environment and, therefore, retains the
previous target benchmark of the bus stopping
within 200mm of the kerb.
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3. Bus stop locations
housing. Stop locations are determined by
London Buses in consultation with highway
authorities and the police. Residents, local
Introduction
businesses and bus user groups may also need
Bus stops must be located to allow passengers
to be consulted by the highway authority
to board and alight safely and conveniently.
and/or London Buses.
Ideally, they should also be situated near
places of particular need, such as local shops,
Key considerations for bus stop locations are
libraries, clubs, health facilities and sheltered
shown in Figure 5.
Driver and
prospective passengers
are clearly visible to
each other
Where there 
Close to main 
is adequate footway
junctions without affecting  
width
road safety or junction
operation
Away from sites
Bus stop 
likely to be
obstructed
Sited to minimise
location
walking distance between
interchange stops
Close to (on the
exit side of)
Where there  
pedestrian
is space for  
crossings
a bus shelter
'Tail to tail' 
on opposite sides 
of the road
Figure 5: Considerations for bus stop locations
Transport for London  | 9

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Accessible bus stop design guidance
Consideration should be given to the routes
a route and therefore a careful balance must
taken by passengers to and from the bus stop.
be achieved. If it is proposed to relocate or
Locating stops near pedestrian crossing
remove a stop, an assessment of resulting
facilities, and in particular at junctions, is
benefits/impacts should be undertaken
convenient and helps passengers complete the
alongside consultation with stakeholders.
rest of their journey safely. There is little point
in making a bus stop accessible to wheelchairs
It is recommended that where locations are
(and pushchairs) without also considering the
served by more than 25 buses per hour (bph),
accessibility of routes to and from the bus stop.
bus stops should be split. This enables buses
on different routes to serve separate stops,
It may also be necessary to provide additional
thus reducing bus-on-bus delay and traffic
dropped kerb crossings and/or crossing facilities
congestion. However, bus routes with
in the vicinity of the stop as part of any bus
common destinations should share the 
stop improvements. Accessibility should be
same stop.
considered in terms of the whole journey.
Stop capacity
Stop spacing
Previous guidelines have highlighted the need
An ideal spacing for bus stops is approximately
to increase cage sizes, but omitted to stress
400m, although a closer spacing in town
the related impact of high bus frequencies at
centres and residential areas may be necessary
stops. For example, a 37m kerbside bus stop
to meet passenger requirements.
cage is normally sufficient for a frequency of
Consideration should be given to improving
15 bph but inadequate for 45 bph, where
spacing, and reviewing locations, particularly
space should be provided for more than one
where interchange is an issue. Bus journey
bus to access and serve the stop at the 
times are affected by the number of stops on
same time.
Bus stop on a high frequency corridor
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The ‘clock-face’ diagram (see Figure 6)
Scenario C shows that, with just 26 buses per
indicates how the frequency of services
hour, the arrival pattern can result in a number
influences the amount of space required at a
of occassions when two or three buses serve
stop. Consideration also needs to be given to
the stop at the same time.
average boarding/alighting times. 
Figure 6: Bus arrival patterns
A
0
0
55
5
55
5
50
10
50
10
45
15
45
15
40
20
40
20
35
25
35
25
30
30
Scenario A - 1 bus at the stop every 5 mins
B  
C
0
0
55
5
55
5
50
10
50
10
45
15
45
15
40
20
40
20
35
25
35
25
30
30
Scenario B - 2 buses at the stop 6 times an hour
Scenario C - 2 buses at the stop 6 times an hour
                 - 3 buses at the stop 2 times an hour
Assume start arrivals is at 12 o'clock
Service 1 - Bus every 5 minutes (12 bph)
Service 2 - Bus every 10 minutes (6 bph)
Service 3 - Bus every 7.5 minutes (8 bph)
Total = 26 bph
Transport for London  | 11

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Accessible bus stop design guidance
It is recognised that at certain locations the
priority to the bus while it is setting down /
number and frequency of bus services may be
picking up passengers.
particularly high and compromises may have to
be made to the length of the cage. At present,
Bus priority detectors are typically placed
approximately 7% of passengers purchase their
approximately 80m (or 10-15 seconds bus
tickets on bus, and this number is reducing as
journey time) in advance of the stop line,
more people use Oyster pre-pay. The Mayor
whilst passengers often prefer the bus stop to
has indicated a wish to move towards total
be as close to the junction as possible. Ideally,
‘cashless’ bus operation and consequently, 
bus stops should be located on the exit side
it is expected that dwell times will reduce,
of junctions, where the effect on saturation
bringing improvements to both bus services
flows is generally less than stops sited in
and operations.
advance of signals (see Figure 7).
Bus stops and traffic signals
If there are proposed changes in kerb alignment
Where bus stops are located on the approach to
(e.g. bus boarders) or traffic lanes are to be
traffic signalled junctions, they should not be
realigned, existing loops (SCOOT, MOVA or X, Y
positioned between a bus priority detector and
and Z loops) on the approach to junctions may
the stop line. This is to avoid the signal giving
need to be re-cut or repositioned.
Selective Vehicle Detection (SVD) beacon
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Bus Stop Flag
SHELTER
SHELTER
SHELTER
Bus Stop Flag
Detection beacon 10 - 15 secs
Bus Stop Flag
Detection Beacon
bus journey time from stop line
Option 1: Bus stop on exit side of junction
Option 2: Bus stop location before detection beacon
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Figure 7: Bus stop location in vicinity of traffic signals fitted with SVD
ondon  | 
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Accessible bus stop design guidance
‘Hail & Ride’
Option 2a - Provision of information for
passengers where ‘Hail & Ride’ sections are
already accessible
‘Hail & Ride’ has been in operation for many
years and is often a feature of new routes
Information posts, which display a bus
and/or those serving residential areas. It can
timetable and other information, can be
assist elderly and disabled people by reducing
provided at locations which offer good
the walking distance to the boarding point.
accessibility to and from buses. However,
However, it is difficult to guarantee close
these posts are not fixed bus stops, they do
kerbside access as the driver can stop at
not have a bus stop flag and buses can still
almost any safe location along a 
stop at other safe points.
‘Hail & Ride’ route.
The benefits of information points are that
Outlined below are options to improve
they provide reassurance to passengers that
accessibility of ‘Hail & Ride’ bus services.
buses serve the route and they offer a source
of information, such as the destination of
Option 1 – Conversion to fixed stop
buses. The posts also encourage passengers to
congregate, rather than waiting at short
On some services there may be a strong case
distances from each other and expecting the
for conversion to fixed stops; for example,
bus to make several stops. The advantage for
where services have grown in patronage and
disabled people is that the benefits of 
buses are making frequent stops, or where
‘Hail & Ride’ are retained.
passenger demand is concentrated at
identifiable points.  Passenger surveys will
Option 2b - Provision of accessible points
assist in determining the appropriate solution.
along ‘Hail & Ride’ sections of route
Option 2 – Retention of ‘Hail & Ride’ sections
It may be appropriate to install accessible
of route
boarding and alighting points at intervals along
‘Hail & Ride’ sections of route. Accessible
It may be appropriate to retain ‘Hail & Ride’
points could, for example, consist of a simple
operation:
(2m wide x 4m long) bus boarder to provide
●
on lightly used services;
full accessibility whilst minimising the impact
●
on routes where passenger demand is very
on the local environment. Parking restrictions
scattered; or
for accessible points without bus stops would
●
where local conditions make installation of
require a Traffic Regulation Order, as bus stop
bus stops difficult or sensitive.
clearways cannot be installed without a bus
stop flag.
Where ‘Hail & Ride’ is retained the following
options should be considered to provide
Information posts could also be provided,
improved accessibility.
where appropriate, to explain to passengers
that a section of route is ‘Hail & Ride’.
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4. Passenger waiting area
In some circumstances it may be appropriate
to mount the bus stop flag on a street lighting
Bus stop post and flag
column, but this should be agreed between
London Buses and the owner of the lighting
When the features of the buses using a stop
column. This arrangement can cause
are known, consideration should be given to
difficulties in attaching timetable cases in such
the passenger waiting area. Ideally the layout
a way that they do not obstruct the column’s
of the passenger waiting area should be based
access cover. 
around the position of the bus stop flag. 
The flag indicates to passengers where they
London Buses currently has a rolling
should wait. It also serves as a marker to
programme to introduce solar powered
drivers to indicate where the bus should be
illuminated bus stop flags and timetables in
positioned at the stop. These guidelines are
the Greater London boroughs. These solar
based on the bus stopping with the rear of the
powered installations are not compatible with
front doors in line with the flag and passengers
bus stop flags mounted on lighting columns.
boarding from the downstream side of the
flag, as shown below.
Solar powered illuminated bus stop flag
Correct stopping position relative to 
bus stop flag
Transport for London  | 15

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Accessible bus stop design guidance
Waiting area layout
Figures 8 and 9 show suggested bus stop
Buses in London are usually configured with a
layouts with boarding/alighting zones, which
powered ramp at the centre door. On shorter
must be kept free of all street furniture.
buses, without a centre door, the ramp is
However, for simplicity, it is recommended
situated at the front door. Sufficient
that, where possible, street furniture is not
unobstructed space is required at the front
positioned throughout the length of footway
and centre doors for the ramp to be deployed.
where boarding and alighting is expected.
Thus, on the footway where the stop is
Additionally, street furniture located in the
located, there are areas which must be kept
waiting area can reduce the available waiting
clear of all obstructions such as litter bins,
space close to the stop. It is recommended
telephone boxes and sign posts. The length of
that the footway, between the flag and 20m
clear footway required is defined by the width
upstream, is kept clear of unnecessary 
of the doors. The width of footway needed is
street furniture.
defined by the space required for a wheelchair
or pushchair to manoeuvre. The Department
It is also important that the stepping height is
for Transport’s Inclusive Mobility Guidelines
minimised along the length of the stop.
state that a skilled manual wheelchair user
Dropped kerbs for driveways pose particular
should be able to complete a 360° turn in a
problems. Where there is a series of dropped
space of 1500mm x 1500mm. 
kerbs it will be necessary to position the flag
carefully between the dropped kerbs. 
By adopting a boarding/alighting zone,
problems for ramp deployment and stepping
to and from the bus can be minimised.
At stops to be used simultaneously by
multiple vehicles the same boarding/alighting
zone principle should be adopted. It is more
difficult to recommend a standard design for a
second bus because of the possible variations
in stopping position and vehicle type.
Consideration needs to be given to the
distance between the rear of the first bus and
the front of the second. To allow following
buses sufficient space to exit a stop
independently and so reduce potential delays,
it is recommended that cage lengths allow a
9m (7m absolute minimum) gap between
stopped vehicles, in addition to the approach,
straightening and exit length for two vehicles.
Undesirable street ‘clutter’ at bus stop
16

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Boarding / Alighting Zones
12m
Front
Centre
Door
Door
2.0m
2.0m
SHELTER
4.0m
2.0m
Bus Stop Flag
Figure 8.1 : Rigid Bus
18m
Front
Centre
Rear
Door
Door
Door
SHELTER
2.0m
2.0m
4.0m
3.0m
4.0m
2.0m
Bus Stop Flag
Figure 8.2 :  Articulated Bus
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Figure 8: Boarding and alighting zones
ondon  | 
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18
Ac
Boarding / Alighting Zones
c
12m
e
s
sible bus stop design guidanc
Front
Centre
Door
Door
2.0m
2.0m
Bus Stop Flag
4.0m
2.0m
2.0m
Figure 9.1 : Rigid Bus
Minimum footway width
Passenger shelter
with half-end panels
18m
Front
Centre
Rear
Door
Door
Door
e
2.0m
3.0m
2.0m
Bus Stop Flag
4.0m
4.0m
2.0m
2.0m
Figure 9.2 :
  Articulated Bus
Minimum footway width
Passenger shelter
with half-end panels
Figure 9: Boarding and alighting zones – Alternative shelter arrangement

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Bus passenger shelter
Figure 10: Passenger waiting area critical
dimensions
Figure 10 illustrates three general layouts for
the bus passenger shelter. The ‘centre of
BUS
footway’ layout (see Figure 10.1) enables
STOP
passengers to shelter, see approaching buses,
Bus stop flag
3m
and then board with ease. In addition, this
2.7m
SHELTER
layout allows wheelchair users who may wish
to wait by their boarding position at the centre
2m
dimensions
2m
Recommended 
doors to be protected from the weather.
3–5m
Half width 
Minimum dimensions
end panel
Where articulated buses operate a three door
boarding configuration, this layout helps to
Frontage
spread boarders between the doors.
Figure 10.1: Centre of footway
BUS
Half width or no end panel
STOP
2m
2m
SHELTER
Bus stop flag
2m
dimensions
Recommended
2m
2–2.7m*
Minimum dimensions
Frontage
*Above 2.7m, recommend 'centre of footway' solution
Figure 10.2: Back to kerb
‘Centre of footway’ shelter layout
BUS
Other arrangements may be used where
STOP
footways are narrow or other site constraints
Bus stop flag
dictate. The ‘back to kerb’ layout (see Figure 10.2)
3m
Half width end panel
2m
can encourage passengers to stand upstream of
the shelter so that they can see and board the
dimensions
SHELTER
Recommended
bus more easily. The ‘back of footway’ option
Minimum dimensions
1.3m
1.3–1.5m
(see Figure 10.3) is only appropriate where access
Grass verge of blank wall
to adjoining buildings can be maintained. 
2m
Figure 10.3: Back of footway
All layouts position the bus stop flag 2m
distant from one end of the bus shelter. 
The design of the shelter may affect its
This arrangement provides two points of
positioning on the site. Shelters with a half
reference for bus drivers pulling up to the kerb,
width or no end panel on the bus approach
and indicates to passengers where the front
side are recommended, because this 
doors will open.
improves visibility.
Transport for London  | 19

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Accessible bus stop design guidance
Shelters generally consist of between 1 and 4
shown that pedestrians will generally cope well
panels each of 1.3m in length, with end panels
with congested conditions, but some simple
of either 1.3m (full width) or 0.65m (half
interventions can make the pedestrian
width). Roof overhangs can affect overall
environment more comfortable. At some
shelter positioning, but narrower variants are
locations it may be necessary to widen the
also available and London Buses will advise on
footway and this can often be achieved
these issues. Lighting within the shelter can
through the provision of a bus boarder 
help to improve perception of personal safety.
(see Chapter 7).
Other shelters, such as the ‘Landmark’ (see
photo) are also provided at selected locations.
Figure 10.1 shows that the ‘centre of footway’
shelter layout should leave at least 2.7m (3m is
preferred) between the kerb edge and the rear
of the shelter for wheelchair users to
manoeuvre. The gap between the shelter and
the rear of the footway should allow for
passengers’ tendency to stand at the rear of
the footway in congested conditions, as well as
an unobstructed width of at least 2m.
Therefore, a footway width of 3-5m is
recommended (depending on pedestrian flows).
‘Back to kerb’ and ‘back of footway’ layouts
also need to leave an unobstructed width of at
least 2m for pedestrians. Larger unobstructed
widths are recommended, but where
unobstructed widths of over 3m can be
achieved, a ‘centre of footway’ shelter solution
should be considered instead. ‘Back of
footway’ layouts with large footway widths will
make it difficult to board the bus.
‘Landmark’ type shelter
Footway widths are effectively reduced by
street furniture such as telephone boxes, lamp
Footway width and 
columns, litter bins and ticket machines. 
At congested bus stops, queues can often
pedestrian flows
reach 20m upstream of the bus stop flag, and
therefore, unobstructed areas should be
The passenger waiting area, or platform, where
created within this entire zone where possible,
bus passengers board and alight needs to be
by moving street furniture downstream of the
designed to allow sufficient space for the stop
bus stop, rationalising it or removing it
infrastructure, such as shelters, as well as
altogether. This will help visibility of
pedestrian through movements. Research has
approaching buses as well as increasing
20

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pedestrian space. A simple audit of features in
Ticket machines
and around bus stops should aim to:
Bus services in London are moving towards
●
reduce street clutter;
‘cashless’ boarding. In Central London, and on
●
optimise bus stop location, 
articulated bus routes, tickets must be bought
including spacing;
before boarding. This has led to the
installation of ticket machines at all stops
●
optimise shelter location; and
where ‘cashless’ boarding has been
●
consider other boundary effects, such as
introduced. The positioning of a ticket
cash machines.
machine at a stop depends upon the type and
location of the shelter. However, it is
When designing accessible bus stops for a
important that ticket machines are treated the
retail area, or other locations where pedestrian
same as other street furniture and are not
flows are high, pedestrian counts should be
located in the boarding and alighting zones
undertaken at peak times such as Saturday
shown in Figure 9.
10am to 5pm and/or 12pm to 2pm during the
working week.
A yellow footway guidance line or edge
marking, offset 450mm from the kerb edge
and 100mm in width can be used in the bus
stop area. This can aid drivers, as a reference
point, on their approach to the stops, and can
encourage pedestrians to stand away from the
kerb edge.
Conveniently located ticket machine
Whilst it is planned that all of London’s bus
services will become ‘cashless’, it is expected
that there will only be a very limited number of
new ticket machines required on street. The
emphasis will be on bus passes and pre-paid
Oyster cards.
Waiting area environment
Designers should consider other aspects of the
passenger waiting area, not just those primarily
related to access between the footway and
bus. The environment of the passenger waiting
Yellow footway guidance line
area is an important component of passengers'
Transport for London  | 21

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Accessible bus stop design guidance
perceptions of the quality of the bus 
term problems at the bus stop owing to
service and safety. A number of issues should
access requirements to equipment.
be considered:
Consideration should be given to the
boarding/alighting zone to avoid access
●
Street lighting: Poor, or inadequate, street
lighting can contribute to issues of personal
difficulties during maintenance works.
security. Good levels of illumination should
●
Drainage: Poor drainage, resulting in water
be provided at bus stops.
‘ponding’ on the footway around the
passenger waiting area or at the carriageway
●
Litter: A clean passenger waiting area
kerbside, can affect the passenger
improves the passengers' environment. Litter
environment. Ponding may result from poor
bins should be provided but care needs to
drainage, defective carriageway repairs,
be taken in locating litter bins to reduce
rutting or blocked drains. In freezing
nuisance, such as smells and flies, and avoid
conditions footway ponding can be
obstruction to pedestrian and passenger
particularly dangerous. Ponding at the
movement. They should also be emptied
kerbside can result in passengers being
regularly by the local authority.
splashed by passing traffic (or the bus) and
●
Statutory undertakers' equipment:
it is, therefore, important that good
Positioning of bus stop posts and passenger
drainage is provided.
shelters can be affected by underground
utilities. Service covers can also create long
22

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5. Bus stop area
Bus stop clearways
Within the cage area, stopping by vehicles
Bus stop cage
other than buses is prohibited.  On borough
roads a clearway marking must be provided in
The bus stop marking on the carriageway,
accordance with TSRGD diagrams 974 and
often referred to as the bus 'cage',  (Traffic
Signs Regulations and General Directions
1025.1.  Traffic Regulation Orders are no longer
(TSRGD) 2002 diagram 1025.1), is used to
required for these bus stop clearways,
define the limits of the bus stop. The purpose
although highway authorities may still wish to
of the bus stop cage should not merely be
undertake public consultation.
seen as identifying a stopping point. The bus
stop cage has four distinct and important
Bus stops located on the Transport for 
objectives – it defines an unobstructed area of
London Road Network (TLRN), are generally
the carriageway where the bus can:
marked with double red lines. Department for
●
approach;
Transport sign approval has recently been given
for a wide red clearway line, which additionally
●
straighten up;
prohibits taxis and Blue Badge Holders from
●
stop; and
stopping at bus stops on the TLRN.  It is
●
exit.
envisaged that this restriction will only be used
at a number of strategic bus stops.
It is a key requirement that a bus stop cage
marking is provided and the area defined by the
cage is unobstructed to allow easy entry and exit
for the bus and thus, improved ride quality for
passengers. The aim is that buses can pull up
to within a maximum of 200mm from the kerb.
Layouts to achieve this are illustrated in Chapters
6 - 8. Other features that assist bus stop
operations are parking/loading restrictions and
coloured surfacing. The length of the bus stop
cage will vary depending on the highway layout
and number of buses per hour using the stop. 
Clearway marking – Borough controlled road
Bus stop cages are usually 3m wide, however,
Red coloured surfacing
designers should be aware that the TSRGD
Highlighting the bus stop cage to indicate to
2002 does allow some variation in road
other road users that it is an area for use by
markings (TSRGD 2002, Article 12 Table 2). 
The marking can be reduced/increased by up
buses is recommended. This can be achieved
to 10%. This allows cage widths of 2.7m to be
by providing a red coloured surface treatment
introduced. Experience has shown this can be
within the cage, either through a coloured
useful where carriageway widths are reduced,
surface dressing or a coloured bituminous
and there is some evidence to suggest that
surface course. This has proved effective in
narrower 2.7m wide cages encourage bus
deterring illegal parking and reducing
drivers to stop closer to the kerb.
enforcement problems.
Transport for London  | 23

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Accessible bus stop design guidance
6. Bus stop layouts
Introduction
Bus stops unobstructed by kerbside activity
are rare and it is usually necessary to find a
means to sufficiently encourage motorists to
keep the bus stop clear. As discussed in
Chapter 5, all bus stops should have a 
marked cage as per TSRGD 2002 diagram
1025.1 with stopping restrictions ideally
operating 24 hours a day.
Figure 11 (see page 26) shows layouts for both
12m rigid buses and 18m articulated buses
where the bus stop has parking bays on both
the approach and exit sides of the stop. 
The clear kerbside space is required to allow
convenient and efficient bus access to within
200mm of the kerbside. These lengths are
often difficult to achieve, even for 12m buses,
and reductions to 25m lengths have been used.
Such short cage lengths do not work; an
absolute minimum length is 33m, which itself
The cage length required will also depend on
imposes a constraint on the bus drivers' egress
the width of parking/loading boxes on the
from the stop.
approaches/exits. Where wider loading boxes
are situated on the approach/exit then
additional space is required because of the
increased lateral movement. 
There is a need for alternative layouts that
reduce the length of cage required, whilst
keeping the bus stop unobstructed. There are
two convenient locations for bus stops where
this can be achieved:
●
the exit side of a pedestrian crossing 
(Figure 12 on page 27); and
●
the exit side of a junction (Figure 13 on
page 28).
24

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These two layouts assist bus access whilst
minimising the length of bus stop clearway.
They also have the advantage of placing stops
near to where passengers may wish to cross
the road. Safety issues must always be
considered when adopting such designs. 
It is important to plan the cage size for the
frequency of buses, otherwise following buses
could block the crossing or side road (see
Chapter 3 for further information).
It should be noted that buses are permitted to
Exit side of pedestrian crossing
stop on the exit side zig-zag markings at
Pelican and Zebra crossings to pick up or drop
off passengers. Whilst some authorities reduce
the length of exit side zig-zag markings, this
practice is not recommended.
Most junctions on bus routes have some
kerbside controls. However, problems can
occur as a result of vehicles stopping between
the cage and junction, even with kerbside
restrictions. In practice, marked bus cages with
stopping restrictions are more effective at
discouraging vehicles stopping in this area and
Exit side of junction
are easier to implement. An extension to the
cage to prohibit stopping on the approach is
shown in Figure 13 (see page 28).
Any relocation of the stopping position of the
bus closer to the junction should have regard
to visibility for drivers of vehicles leaving the
side road. While a bus using the stop is a
temporary obstruction, the bus stop post/flag,
passenger shelter and waiting passengers
should not unduly obscure sight lines.
Transport for London  | 25

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26
Ac
Overall length 37m
c
Exit taper 9m
Straightening distance 15m
Entry taper 13m
e
s
sible bus stop design guidanc
Parking
2.1m
2.1m
Parking
SHELTER
Bus Stop Flag
Figure 11.1 : Rigid Bus
Overall length 49m
Exit taper 9m
Straightening distance 24m
Entry taper 16m
e
Parking
2.1m
2.1m
Parking
SHELTER
Bus Stop Flag
Figure 11.2 : Articulated Bus
Figure 11: Kerbside stop with parking on approach and exit

---

Overall length 23m
Exit taper 9m
Straightening distance 14m
Parking
2.1m
SHELTER
Bus Stop Flag
Figure 12.1 : Rigid Bus
Overall length 29m
Exit taper 9m
Straightening distance 20m
Parking
2.1m
SHELTER
Bus Stop Flag
Figure 12.2 : Articulated Bus
T
ranspor
t f
or L
Figure 12: Exit side of pedestrian crossing
ondon  | 
27

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28
Ac
Overall length 29m
c
Exit taper 9m
Straightening distance 20m
Entry taper 18m
e
s
sible bus stop design guidanc
2.5m
Loading
2.5m
Loading
SHELTER
Bus Stop Flag
6m Radius
10m
Figure 13.1 : Rigid Bus
Overall length 33m
Exit taper 9m
Straightening distance 24m
Entry taper 18m
e
2.5m
Loading
2.5m
Loading
SHELTER
Bus Stop Flag
6m Radius
10m
Figure 13.2 : Articulated Bus
Figure 13: Exit side of junction

---

Bus manoeuvres
At locations where buses often have to
manoeuvre around parked vehicles to pull up
to and away from the stop, designers need to
understand the implications of reducing the
cage dimensions illustrated in Figures 11 to 13.
A clear exit distance of 9m is the minimum
necessary for buses to leave the stop and rejoin
the general traffic lane without the rear of the
vehicle overhanging the kerb in the vicinity of
waiting passengers. Exceptionally, in a highly
constrained situation, this dimension could be
reduced to an absolute minimum of 7m.
Particular care is required when dealing with
bus stops used by articulated buses, due to
the way they behave as they articulate. 
If the bus stop exit distance is reduced to
Centre section of bus overhanging footway as
below 9m, it is possible for the body of the
it exits stop
bus to overhang the footway at the articulation
point and the rear of the bus. This effect,
which could pose a conflict with pedestrians, 
is illustrated in the adjacent photographs.
The rear section of a rigid bus can also behave in
the same way as the rear of an articulated bus.
Rear section of bus overhanging footway as it
exits stop
Transport for London  | 29

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Accessible bus stop design guidance
Alternative solutions
There will be situations where none of the
kerbside designs illustrated can be
implemented without seriously affecting
existing kerbside activity or general traffic
operations. This problem often arises at busy
stops, which require a very long length of kerb
to be kept free from any other activity.
In many cases, stop accessibility will be
hampered by legal or illegal loading or parking
on the approach to the bus stop. In such
cases, it may not be physically possible for the
rear of the bus to manoeuvre close to the
kerb. In other situations, site constraints
prevent conventional layouts from being
implemented. Situations that cause problems
for the siting of conventional kerbside bus
stops include:
●
where there are loading or parking boxes
which cannot be moved without causing
undue inconvenience for frontage users;
and
●
where existing restrictions are neither
observed nor effectively enforced.
In such cases a solution may be to alter the
kerb line to assist bus access, for example by
installing a bus boarder.
30

---

7. Bus boarders
●
maintains the place of the bus in the traffic
stream;
Bus boarders
●
allows the bus to line up parallel to the
kerb, largely without manoeuvres; 
Bus boarders are generally built out from the
existing kerb line and provide a convenient
●
reduces boarding/alighting time;
platform for boarding and alighting passengers.
●
reduces overall time spent at the bus stop;
There are two conventional types of bus
and
boarder, full width and half width. There are also
●
creates additional footway space for
variations on the bus boarder concept such as
passengers to wait.
500mm build-outs in the downstream section of
bus bays (see Figure 19.1 on page 41).
Further details of the benefits of bus boarders
are provided in Appendix B, which summarises
The full width boarder offers by far the best
a study into the effects of bus boarders
solution for both bus and passenger access
undertaken for Transport for London by TRL.
whilst minimising the kerb length required. Full
width boarders also serve to upgrade the image
The ability of the bus to stop at a full width
of the bus by providing a platform that is
boarder largely without manoeuvre provides
separate from the adjacent pedestrian flow, and
the opportunity for special kerbs to be
thus move towards the standards achieved by
installed with the aim to minimise the vertical
tram and light rail systems.
and horizontal distances between the footway
and the bus floor (see Chapter 9).
Full width boarders
A full width boarder should project far enough
The full width boarder keeps the position of
into the carriageway for the bus to avoid
the bus in the traffic stream, simplifying access
manoeuvring past parked vehicles. For cars this
and improving bus reliability, as the bus is not
should be at least 2m and a minimum of 2.6m
delayed waiting to rejoin the traffic stream.
where goods vehicles/vans are stopping. The
length of the boarder will depend on the
vehicle types that serve the stop in addition to
the bus frequency. Figure 14 shows typical full
width boarders. The length of kerbside space
required can be reduced by providing a shelter,
open towards the kerb, on the existing
footway (see Figure 15.1). Where smaller midi
type buses serve the stop, and no passenger
shelter is provided, it is possible to implement
a boarder only 3m long (see Figure 15.2).
The benefits of a full width boarder are that it:
●
minimises the kerbside space required;
●
deters illegal parking;
Full width boarder
Transport for London  | 31

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32
Ac
Overall length 17m
c
e
s
sible bus stop design guidanc
Loading
2.5m
2.5m
Loading
SHELTER
Bus Stop Flag
Reflectorised bollards
Figure 14.1 : Rigid Bus
Overall length 23m
Loading
2.5m
2.5m
Loading
SHELTER
Bus Stop Flag
e
Reflectorised bollards
Figure 14.2 : Articulated Bus
Figure 14: Full width boarder

---

Loading
2.5m
2.5m Loading
SHELTER
Bus Stop Flag
Reflectorised bollards
9.0m to 13.0m
Figure 15.1 : Rigid Bus
Loading
2.5m
2.5m Loading
Bus Stop Flag
Reflectorised bollards
Figure 15.2 : Midi Bus
3m
T
ranspor
t f
or L
Figure 15: Alternative full width boarder layouts
ondon  | 
33

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34
Ac
Overall length 35m
c
9m
e
s
sible bus stop design guidanc
Loading
2.5m
2.5m
Loading
SHELTER
Bus Stop Flag
Reflectorised bollards
Figure 16.1 : Rigid Bus + Rigid Bus
Overall length 41m
9m
Loading
2.5m
2.5m
Loading
e
SHELTER
Bus Stop Flag
Reflectorised bollards
Figure 16.2 : Rigid Bus + Articulated Bus
Figure 16: Multiple bus full width boarders

---

Full width boarders should not be used where
the frequency of buses or their dwell times
will cause delay to following buses. There may
also be circumstances where, for safety
reasons, it may not be appropriate to
encourage an overtaking manoeuvre by other
traffic, such as near the brow of a hill or an
approach to a pedestrian refuge/island.
The design of bus boarders should provide
increased opportunities for the provision of
passenger shelters. It is also essential that
boarders are properly designed and
constructed, particularly in relation to
carriageway and footway drainage. When making
any changes to kerb lines, designers should
consider the impact on cyclists, as abrupt
deviations in alignment can create pinch-points
for two wheelers with general traffic.
Layouts for bus boarders to cater for multiple
vehicles stopping at a single stop are provided
in Figure 16 opposite.
Half width boarders
The half width boarder design is often a useful
compromise solution. The build-out from the
kerb can range from 500mm up to the width of
a full boarder, although they are commonly 1.0
- 1.5m wide. They should be used where
frequent delays to other vehicles are to be
avoided or where a full width boarder would
place the bus in, or too close to, the opposing
traffic stream. As half width boarders are a
compromise design, they use more kerb space,
as some manoeuvring of the bus is required
(see Figure 17 on page 37). Half width boarders
retain some of the advantages of full width
boarders, as they still deter illegal parking
close to or within the bus stop cage and the
prospects of the bus stopping close to the
kerb are improved.
Half width boarders
Transport for London  | 35

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Accessible bus stop design guidance
In circumstances where a layout has to cater
The design of the angled boarder is
for more than one bus stopping at the same
constrained by alignment, lane widths and
time, provision should be made for the second
approach and exit arrangements. Designs
bus to pull out past the first bus and for all
should be examined to check that vehicles
doors of each vehicle to have clear access,
overtaking a stationary bus do not encroach
unobstructed by street furniture.
unduly into the opposing traffic lane and that
buses at adjacent stops can be safely passed.
Angled boarders
It is important that designs are tailored to site
Parked vehicles on the approach to the stop
specific circumstances. Some sample layouts
often result in buses stopping at an angle, 
are shown in Figure 18 (see page 38). 
with the front of the bus close to the kerb.
Provision of a ‘wedge’ shaped or angled
Safety concerns regarding these less
boarder can, in limited circumstances, improve
conventional layouts have been addressed in
access and enable the bus to stop adjacent to
formulating the designs. The following points
the kerb in these situations. They have been
are relevant when considering such a design:
found to be particularly suitable at stops on
●
drivers often stop at an angle, and in a
the approach to junctions where the road
similar position to that proposed through
naturally widens leading up to the junction
necessity rather than choice - the angled
stop line. However, this is unlikely to be
boarder simply formalises this arrangement;
suitable at stops where the bus has to turn
right at the downstream junction.
●
the driver’s blind spot is largely eliminated
as drivers pull forward and gain visibility
through their rear view mirrors before
committing themselves to manoeuvring into
the general traffic stream. 
Angled boarder
36

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Overall length 27m
Exit Taper
Straightening distance 15m
Entry Taper 8m
4m
Parking
2.1m
2.1m
Parking
SHELTER
Bus Stop Flag
1m
Figure 17.1 : Rigid Bus
Overall length 35m
Exit Taper
Straightening distance 18m
Entry Taper 13m
4m
Parking
2.1m
2.1m
Parking
SHELTER
Bus Stop Flag
1m
Figure 17.2 : Articulated Bus
T
ranspor
t f
or L
Figure 17: Half width boarder
ondon  | 
37

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38
Ac
c
e
2.1m
s
sible bus stop design guidanc
2.5m
Loading
SHELTER
Bus Stop Flag
Reflectorised bollards
2m
20m
Overall length 22m
Figure 18.1 : Rigid Bus
2.1m
2.5m
Loading
e
SHELTER
Bus Stop Flag
Reflectorised bollards
2m
30m
Overall length 32m
Figure 18.2 : Articulated Bus
Figure 18: Angled boarders

---

8. Bus bays
As discussed in Chapter 5, a bus cage with 
24-hour stopping controls, to prevent parking
or loading in the stop area, is recommended at
Bus bays (or lay-bys) present inherent
all bus stops, (as shown in TSRGD diagram
operational problems for buses and they
1025.4). There may also be a need to prohibit
should not be used unless there are
parking or loading on the approach to, and exit
compelling safety or capacity reasons. The
from the bay, although if this is the case, the
Mayor’s Transport Strategy lends further
justification for a bus bay may be highly
weight to this view in that priority should be
questionable.
given, wherever possible, to efficient 'people-
movers' such as buses. However, in
There are many bus bays in use and the layout
circumstances where provision of a new bay is
of most of them prevents buses from reaching
required the layout in Figure 19.1 is
the kerb effectively. The Bus Priority
recommended. This design incorporates a
Partnership Steering Group (which includes
build-out to allow buses to turn tightly into
the bay. In circumstances where two or more
representatives of London’s highway
buses may require access to the bay at one
authorities) has approved a policy of filling in
time, the stop area will require lengthening.
bus lay-bys on roads where the speed limit is
30mph or less, unless there are compelling
reasons for them to remain. 
Research undertaken by TfL (see Appendix C)
has shown that in-filling a lay-by and replacing
it with a kerbside stop will:
●
make it easier for the bus to stop adjacent
to the kerb;
●
make it easier and quicker for passengers to
board/alight; and
●
reduce delays to buses by between 2 and 4
seconds per bus.
Figure 20 (see page 42) shows modifications to
bus bays that can improve bus access to the
kerbside. Designers should note that with
these layouts, the bus protrudes into the
nearside lane and amendments to traffic lane
widths might be required. An alternative
solution is to fill-in the bus bay completely,
providing additional footway space that can be
tailored to the boarding and alighting
Partial build-out within bus bay
characteristics required.
Transport for London  | 39

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Accessible bus stop design guidance
At locations where there is persistent parking
in the bay, another variant is to fully fill a
section of the bay, enabling the bus to stop on
the main carriageway, whilst retaining a shorter
bay for loading activity (see Figure 19.2). 
As can be seen from a comparison of Figures
19 and 20 with Figures 14 to 18, bus bays
inevitably sterilise a far greater kerb length
than any type of bus boarder.
Fully filled bus bay
40

---

Partial in-fill of bus bay
Overall length 53m
Exit taper 15m
Straightening distance 18m
Entry taper 20m
Radii tangent points
3.3m
Radii tangent points
25m
SHELTER
25m
Radius
Bus Stop Flag
Radius
2m
8m
1.5m
8.5m
Figure 19.1 : Partial buildout within bus bay
Overall length 29m
Straightening distance 16m
Entry taper 13m
New Kerb Line
3m
Parking / Loading
2.5m
Possible infilling
SHELTER
Bus Stop Flag
Existing bus bay
T
ranspor
Figure 19.2 : Part filled bus bay with parking
t f
or L
Figure 19: Bus bay arrangements
ondon  | 
41

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42
Ac
Partial in-fill of bus bay
c
e
Overall length 52m
s
sible bus stop design guidanc
Straightening
Exit taper 20m
Entry taper 20m
distance 12m
Bus encroaches into
nearside lane
3m
3m
SHELTER
Bus Stop Flag
0.5 - 1.5m
Figure 20.1 : Rigid Bus
Overall length 65m
Exit taper 20m
Straightening distance 26m
Entry taper 19m
e
Bus encroaches into
nearside lane
3m
3m
SHELTER
Bus Stop Flag
0.5 - 1.5m
Figure 20.2 : Articulated Bus
Figure 20: Amendment to existing bus bay

---

9. Kerb profiles and
there is no likelihood of the bus overhanging
the kerb. The use of high kerbs, standard kerbs,
heights
and the transition between them will need
careful consideration at bus stops.
Kerb heights
The 'standard' kerb height at bus stops is
‘Special’ kerbs
125mm, although designers need to check site
The ideal kerb arrangement should provide
conditions to obtain the correct gradient when
close vertical and horizontal alignment
a ramp is deployed. Allowance should be made
between the bus floor and adjacent footway.
for the slight height differences between empty
However, it is sometimes difficult for bus
and fully laden buses. A check should be made
drivers to position their vehicles close to kerbs
for any potholes or gullies below the road
of traditional design, as they are not easily
channel, which could affect bus operation.
seen from the drivers' cab position, and the
driver will wish to avoid damage to the vehicle.
It is recommended that kerb heights of less
‘Special’ kerbs, such as ‘Kassel’ kerbs, provide
than 125mm should be increased to a
the additional height required to reduce step
maximum of 140mm. Kerbs that are raised to
height and have a profile to help guide the bus
a 140mm height produce a lower ramp
along the kerb edge and into a position with
gradient and allow for resurfacing.
reduced horizontal gap between bus and
footway. These kerbs are more durable and
Kerb faces of between 125mm and 140mm
less likely to be damaged by contact with bus
high, are unlikely to require alteration.
tyres. They are also made with materials that
However, where kerbs are already being altered
are better able to cope with bus tyre contact,
at bus stops e.g. to build a bus boarder,
without damage to the tyre. TfL are aware of
consideration should be given to the use of
three such kerbs that are currently available in
higher kerbs to reduce the step height, thereby
the UK and these are shown in Figure 21.
improving access for all bus users including
those with disabilities.
The table overleaf gives the kerb heights
available. Transition kerbs are used to link the
Where increased kerb heights are being
standard kerb height to that of the ‘special’
considered to reduce step heights, the ground
kerb adjacent to the bus stop.
clearance of buses must be taken into account.
Although bus stop layouts have been designed
to avoid the need for buses to overhang the
kerb on arrival or departure, this may occur at
particular sites due, for example, to
inconsiderate parking. Where there is a
possibility of the bus body overhanging the
kerb, the height of the kerb should be no higher
than the minimum ground clearance. Kerb
heights greater than the ground clearance of
the bus should only be used at locations where
Transport for London  | 43

---

Accessible bus stop design guidance
‘Special’ bus stop kerb details
Type
Heights available
Transition heights
Brett Landscaping 
180mm or
120mm to 160 or
‘Kassel’ Kerb
160mm
180mm
Camas (Charcon) 
220mm or
125mm to 160mm and
Access Kerb
160mm
160mm to 220mm
The Marshalls Bus Stop Kerb is a two-piece system that allows 
for variable kerb height, up to 200mm.
Appendix D provides contact details for the
●
fears for the safety of pedestrians where
three products listed.
kerbs are set unduly high.
For kerb faces up to 140mm, standard kerbs
‘Special’ kerbs are ideal for stops where there
(to tie in with existing kerbs, where possible)
is a full width bus boarder or no parking on the
are recommended, since there appears to be
approach (such as on the exit side of zig-zag
no advantage in using special kerbs in such
markings or junctions). It will be beneficial to
circumstances.
the bus driver if, in the event that ‘special’
kerbs are used, there is only one type installed
It is recommended that a 160mm high 'special'
kerb (i.e. Kassel / Charcon/ Marshalls) should
along any given route.
only be used where there is little or no lateral
movement of the bus and very little risk of
If ‘special’ kerbs are to be used,  the following
overriding the kerb to get to the stop. 
will need to be considered:
This is due to: 
●
footway drainage levels;
●
the different configurations of bus
●
gradient of footway;
chassis/body combinations in use; 
●
carriageway crossfall; and
●
highway conditions in terms of varying
●
existing pedestrian activity.
camber of roadway, fall of footway, trench
reinstatement condition etc.; and
44

---

Carriageway and footway
Brett Landscaping
crossfalls
‘Kassel’ Kerb
Where kerb heights are changed, carriageway
300
and footway crossfalls will need to be carefully
1000
considered. As a general rule, carriageway
180 (or 160)
crossfalls in the region of 1 in 40, or 2.5%,
150
should not present any additional difficulties
330
for low floor buses. For carriageway crossfalls
steeper than 2.5%, regrading of the
435
carriageway should be considered.
Footway crossfalls are also important and a
steep backfall from the kerb is undesirable. 
Camas (Charcon)
A gradient of no more than 1 in 25 or 4% is
Access Kerb
100
suggested. To achieve this designers may have
1000
to regrade lengths of footway to maintain
220 (or 160)
adequate crossfalls or introduce complex
52
130
drainage arrangements. A common problem
with bus boarders is that works are only
350
undertaken on the build-out, leading to steep
crossfalls. Ideally, footways should be regraded
323
to the back of the footway, but this can add
considerably to the cost of works.
Marshalls
In all cases where levels are being altered,
Bus Stop Kerb
careful consideration must be given to
adequate drainage of the site, particularly in
100
1000
relation to adjacent properties.
Variable
180
380
530
Figure 21: ‘Special’ kerbs
Transport for London  | 45

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Accessible bus stop design guidance
10. Implementing bus
Timescales
stop improvements
In planning the implementation of
improvements, designers will need to take into
account the various timescales involved.
Introduction
Planning and co-ordination is vital. The flow
Deciding on the location and layout for a bus
chart and Gantt Chart (see Figures 22 and 23)
stop is only the first step in the improvement
on the following pages show standard tasks
process. As part of this process designers 
undertaken and typical timescales for the
will need to consider various issues to enable
types of works normally associated with bus
the improvements to be undertaken. These
stop improvement works.
may include:
Benefits
●
Carriageway works;
A well designed bus stop can provide
●
Footway works;
significant benefits. For example, at a stop
served by 20 bph, a 2 second saving per bus
●
Relocation and position of street furniture
e.g. lamp columns, and telephone boxes;
provides a value of time saving of almost
£6,0001 per annum. At 5 seconds this
●
Statutory undertakers equipment;
increases to over £14,000.
●
Provision/relocation of bus stop flag, shelter,
‘Countdown’ display, and ticket machines;
Research undertaken by TfL has shown that
implementing the types of layouts indicated in
●
Traffic Regulation Orders (TROs);
previous chapters can make significant time
savings (see Appendices B and C) whilst
●
Planning permission or consents (for bus
shelters with advertising and ticket
making buses more accessible to all sectors of
machines);
the population.
●
Consultation (statutory/public);
Worked examples
●
Approval from highway authority and
To assist designers in the use of these
London Buses for works; and
guidelines, some worked examples have been
prepared (see Appendix E). These illustrate
●
Power supply for shelter and/or ticket
different types of issues and how the guidelines
machine.
have been applied in the design solution.
The amount of work involved in implementing
bus stop improvements should not be
underestimated. Co-ordinating the various
issues identified above can prove difficult and
time consuming, especially where multiple
agencies are involved. 
1  This is calculated using the Transport for London Bus Priority Team Economic Evaluation with 20 bph every day and
changing from a 25 second to 23 second journey time.
46

---

Stage 1 - Review and Preliminary Design
Site Visit
Review Bus Stops
Background
Develop
Highway Authority
Preliminary Design
London Buses
Proposal (Options)
Joint Inspection Meeting
with Stakeholders on Site
Update/Revise
Preliminary Plan
(Firmed Option)
Stage 1
Undertake Pedestrian and 
Road Safety Audit
Street Audit
Prepare Final Design
C2 Statutory Undertakers
Enquiries
Stage 2 - Consultation 
Consultation With 
and Detailed Design
Immediate Frontagers / Highway Authority /
Emergency Services / Stakeholders
Review/Collate
Responses & Report
Prepare & Submit Traffic Regulation Orders
Telephone 
and Deposit Drawings
Kiosks
Construction 
(Design and 
Street Light 
C3 Statutory Undertakers Enquiries
Management) Regs
Column
Risk Assessment
Detailed Design
Other
Bill Of Quantities 
Stage 2 
Construction Plans
Revision Drawing
Road Safety Audit
Implementation
Stage 3 Road Safety Audit
Snagging Report
Figure 22: Flow Chart of potential tasks for improving bus stops
Transport for London  | 47

---

48
ID  Task Name 
Month
Month
Month
Month
Month
Month
Month
Month
Month
Month
Month
Month
1
2
3
4
5
6
7
8
9
10
11
12
Ac
1
Visit / Review Stop
1 day
Visit / Review Stop
2 
Obtain Boarding & 
c
1 wk
Obtain Boarding & Alighting Data
e
Alighting Data
s
3 
Develop Preliminary 
sible bus stop design guidanc
1 wk
Develop Preliminary Design
Design
4 
Circulate to London 
3 wks
Circulate to London Buses
Buses
5 
Site Meeting with Police 
1 day
Site Meeting with Police / London Buses
/ London Buses
6
Revise Designs
3 days
Revise Designs
7 
C2 Statutory 
2 wks
C2 Statutory Undertakers Enquiries
Undertakers Enquiries
8 
TfL Notification / 
30 days
TfL Notification / Approval
Approval
9
Consultation with Public
5 wks
Consultation with Police
10  Council / Member 
4 wks
Council / Member Approval
Approval
11
Topographical Survey
4 wks
Topographical Survey
12
Detailed Design
2 wks
Detailed Design
13  C3 Statutory 
Undertakers  
25 days
C3 Statutory Undertakers Enquiries
Enquiries
e
14  Relocate Bus Stop 
Relocate Bus 
12 wks
Infrastructure
Stop Infrastructure
15  Undertake Stats 
12 wks
Undertake Stats Diversions
Diversions
16  Relocate Lamp 
Relocate Lamp 
18 wks
Columns
Columns
17  Traffic Regulation 
12 wks
Traffic Regulation Orders
Orders
18
Undertake Civils Works
2 wks
Undertake Civils Works
19
Completion
Completion
Figure 23: Gantt chart of standard tasks for improving bus stops

---

11. Longer term issues
stop clearways and waiting/loading 
restrictions, and this can contribute to
Maintenance
improved compliance.
Providing facilities for low floor buses is a key
stage in delivering a fully accessible bus
service. Whilst London Buses is responsible
for the bus stop flags and the majority of bus
passenger shelters, local highway authorities
have responsibilities for maintenance of bus
stop areas. This can include street cleaning,
maintenance of the footway and carriageway
surfaces in the vicinity of the bus stop, and
winter maintenance. 
The carriageway, and potentially the kerb, in
the vicinity of the bus stop are subject to
particular stresses from the repeated
manoeuvres of buses. Materials used in these
areas should be durable and any faults quickly
remedied. TfL’s Bus Priority Team is currently
undertaking trials of new pavement design
specifications to reduce carriageway
deformation, particularly rutting, at bus stops.
In the course of normal maintenance routines,
carriageways will be resurfaced using a variety of
methods. During resurfacing it is crucial that the
kerb height at bus stops is maintained or
Driver training
improved. It is common for the general level of
Whilst this document gives guidance on
the carriageway to rise with successive surface
layouts to make bus stops fully accessible, it is
repairs. This not only increases stepping heights
equally important that buses are driven in a
and ramp gradients, to the detriment of
manner that fully utilises the facilities offered
passengers, but also increases crossfalls,
by the low floor bus and compatible provisions
causing additional problems for buses.
at the kerbside. TfL and operators have
implemented extensive guidance and practical
Enforcement
training for all drivers.  This guidance is
There have been considerable changes since
supplemented by route specific training to
2000, notably decriminalisation of Red Route
cater for the particular route characteristics.
restrictions and Traffic Regulation Orders are
no longer required for bus stop clearways.
Many boroughs now use CCTV to enforce bus
Transport for London  | 49

---

Accessible bus stop design guidance
12. Bibliography
Lavery I. and Davey S. (1996). 'The Pedestrian
Environment - The Achilles' Heel of Travel by
Low Floor Bus?', Proceedings of Seminar F,
Barham P. et al. (1994). ‘Accessible Public
PTRC
Transport Infrastructure - Guidelines for the
Design of Interchanges, Terminals and Stops’,
London Bus Priority Network (1996).
Mobility Unit of the Dept. of Environment,
‘Guidelines for the design of Bus Bays and Bus
Transport and the Regions and the Passenger
Stops to accommodate the European standard
Transport Executive Group
(12 metre) length bus’
Bus Priority Working Group (N.I.) (1997). ‘Bus
Oscar Faber (1998). ‘Route 43 Quality Bus
Stops - A Design Guide for Improved Quality’,
Service Project - Bus Stop Review - Executive
Translink and Dept. of the Environment for
Report’
Northern Ireland
Traffic Director for London (1997).
Dejeammes M. (1997). 'Accessible Low Floor
‘Implementation of Priority (Red) Routes
Bus - System Approach in France',
Standard Construction Details’
Transportation Research Record 1604, 
pp 163-169
Transport for London (2002), Bus Priority
Team. ‘Stage 2 Economic Evaluation’
Department for Transport (2002). ‘The Traffic
Signs Regulations and General Directions’
Transport for London (2005). Streetscape
Guidance, Version 1
DETR (1998). ‘Guidance on the Use of Tactile
Paving Surfaces’
York I. and Balcombe R J (1998). ‘Evaluation of
Low Floor Bus Trials in London and North
Disabled Persons Transport Advisory
Tyneside’, TRL Report 271
Committee (1997). ‘Recommended
Specification for Low Floor Buses’
EC Directorate-General for Transport (1995).
‘Low Floor Buses -The Low Floor Bus System
Final Report of the Action’, COST 322
Fruin J J (1987). ‘Pedestrian Planning and
Design’
Institution of Highways and Transportation
(1997). ‘Transport in the Urban Environment’
50

---

Appendix A - Bus
'Standard' rigid bus dimensions
measurements
●
Width:
up to 2.55m 
●
Length:
up to 12.00m
Vehicle characteristics
The vehicle characteristics to be taken into
Door dimensions:
account include:
●
Width:
1.1m
●
length of vehicle; type of bus i.e. midi,
double deck or articulated bus;
●
Distance between 
4.8m to 6.0m 
doors: (between 
●
door locations and clear entry and exit
centre lines of doors)
widths;
●
Length of 
up to 1.0m
●
floor height at doors;
extended ramp:
●
ramp position and length;
Heights between carriageway surface and 
●
swept path;
bus floor (approximate):
●
overhang between nearside of bus
●
Front door:
325mm (normal)
bodywork and front nearside tyrewall;
240mm (kneeling)
●
external clearance height along nearside 
●
Centre door:
335mm (normal)
of bus; and
250mm (kneeling)
●
ground clearance at points where the bus
might potentially overhang the kerb.
The 'standard' bus
Within these guidelines, unless indicated
otherwise, the layouts as provided are based
upon a 12 metre bus with front and centre
doors and a ramp at the centre door. This is to
take into account a 'worst case' in the context
of potential future operations. Layouts have
also been provided for an 18m articulated bus.
Figure 24 shows dimensions of a 'standard'
rigid bus and an articulated bus. 
It is recommended that bus stops are
designed, as a minimum, to accommodate the
'standard' bus, with the following range of
vehicle dimensions, such that wherever
practical, designers can build appropriate
dimensional tolerances.
Transport for London  | 51

---

52
Ac
12.00
c
e
s
0.25
sible bus stop design guidanc
0.55
1.00
1.00
2.55
2.10
2.80
6.00
3.20
0.50
1.00
1.10
1.00
Figure 24.1 : Rigid Bus
1.80
8.94
7.27
0.25
0.55
2.52
e
1.79
1.30
1.25
2.69
5.20
4.12
3.16
Figure 24.2 : Articulated Bus
All dimensions in metres
Figure 24: Bus dimensions

---

Chassis
Body
Type
Overall Front
Wheelbase(s) Rear
Overall
Floor Height  Approach Depart Overall Body
Length
Overhang
Overhang Height
Angle
Angle
Width
Turning
Laden Kneeled
Circle
Dennis
Plaxton
Midi bus
8830
2315
3900
2615
2856
325
245
8
8
2402
13140
Dart SLF
Pointer 2
Dennis
Plaxton
Single Deck 10735
2315
5805
2316
2856
325
245
8
8
2402
19036
Dart SLF
Pointer 2
Transbus
Enviro 300
Single Deck 12572
2630
6800
3142
2910
325
250
7
7
2550
N/A
Mercedes- Mercedes-
Articulated 17940
2705
5845 (Front)
3400
3074
320
N/A
7
7
2550
22800
Benz
Benz
5990 (Rear)
Citaro G
Mercedes- Mercedes-
Single Deck 11950
2705
5845
3400
3076
320
N/A
7
7
2550
21542
Benz
Benz
Citaro
Optare
Optare
Minibus
8500
675
5525
675
2750
265
200
N/A
N/A
2500
N/A
Solo
Optare
Optare
Minibus
9200
675
6225
675
2750
265
200
N/A
N/A
2500
N/A
Solo
Scania
East Lancs
Single Deck 10630
6485
5300
2845
2970
320
N/A
N/A
N/A
2550
N/A
OmniCity
Scania
Omnidekka Double
10500
2365
5225
2910
4210
315
N/A
7.5
8
2540
20218
Deck
DAF
Alexander
Double
9790
2375
5448
2375
4340
320
250
N/A
N/A
2550
15900
DB250
ALX 400
Deck
Volvo B7
Wright
Double
10679
2531
5700
2448
4407
320
250
7.14
7.14
2550
18000
Eclipse
Deck
Gemini
Notes:
All measurements are in mm with the exception of Approach and Depart Angle which are in degrees
T
ranspor
All vehicles above are rigid with the exception of the Mercedes-Benz Citaro G which is articulated
t f
or L
Table A1 – Vehicle dimensions for a variety of buses in service in London
ondon  | 
53

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Accessible bus stop design guidance
Appendix B - Effects of
investigated, including six angled boarders,
twelve half width boarders and five full 
introducing bus boarders
width boarders.
Bus boarders provide a convenient platform for
Results
boarding and alighting passengers, and are
generally built out from the existing kerb line.
The study identified the following benefits of
They are designed to enable the bus to stop
introducing a bus boarder:
parallel with the kerb, avoiding parked vehicles,
1. The percentage of buses stopping close to
and to move off again with an established
the kerb increased at all four sites.  The most
position in the traffic flow.
pronounced increase occurred at Bryony
Road, where initially no buses stopped close
The Transport Research Laboratory (TRL)
to the kerb, but this improved to 95% of
studied the effects of introducing bus boarders
buses with the boarder.  These results were
on buses, their passengers and other road
based on a subjective analysis of the position
users. The study comprised a series of ‘before’
of the bus in relation to the kerb.
and ‘after’ surveys, undertaken in May 2002
2. Significantly fewer passengers had to step
and May 2003 respectively, at four bus stops
into the road when boarding and alighting at
where boarders were being introduced:
boarder sites leading to improved access to
1.  Bryony Road, LB of Hammersmith & Fulham
buses, especially for mobility impaired
(Full width boarder);
passengers.  At three of the sites at least
64% of passengers no longer had to step
2.  South Croxted Road, LB of Southwark 
into the road with the boarder.
(Two half width boarders); and
3.  Lupus Street, City of Westminster 
3. There was a slight reduction in boarding and
alighting times of 0.1 seconds, possibly
(Full width boarder).
through improved stop accessibility.  
Data collected during the surveys was 
4. Fewer buses (between 5% and 18%) were
analysed with the aim of investigating the
hemmed in by general traffic at the full
following issues:
width boarder sites.
●
Accessibility for passengers;
5. Those buses affected by traffic when pulling
●
The impact on bus journey times;
away from a stop were delayed by between
0.5 and 2.5 seconds less at the bus boarder
●
The impact on other traffic; and
than with the original kerbside stop. 
●
The economic impact of the change on
road users.
6. For all buses, the time taken to leave the
bus stop and re-enter the main flow of
Additionally, Faber Maunsell consultants were
traffic was 0.6 to 0.8 seconds less after the
introduction of a bus boarder.
commissioned to analyse historical accident
data, both ‘before’ and ‘after’ the introduction
7. Overall bus delays were reduced by 1.3
of bus boarders. A total of 23 sites were 
seconds on a road operating at 50% 
54

---

capacity, and up to 1.8 seconds on a road
3. In the vicinity of angled boarders an increase
operating at 70% capacity.
in accidents involving PSVs was recorded,
although this did not appear to be linked to
8. At the two sites with parking problems, the
the introduction of the bus boarder.
number of parked vehicles at the stop
decreased significantly (at the 95%
4. ‘Shunt’ type accidents increased in the
confidence level).
vicinity of angled boarders.
9. There were fewer conflicts between
Conclusions
pedestrians and other road users at boarders.
The introduction of bus boarders greatly
This research indicates that there is a range of
improves accessibility for all passengers
benefits for buses and their passengers
thereby helping to achieve objectives of social
associated with introducing bus boarders.
inclusion. Illegal parking is significantly reduced
However, there is a very slight disadvantage to
and buses are able to pull away from the stop
other traffic, which has greater difficulty
much more easily, reducing delays.
passing a bus at the stop.  This results in
increased queuing behind the bus and
There are no apparent road safety issues
additional delay to general traffic.  On average
associated with the introduction of half-width
the additional delay to other vehicles, caused
and full-width boarders.
by the bus boarder was between 0.07 seconds
and 0.23 seconds per vehicle.
It is recommended that on TLRN and borough
roads subject to a 30mph speed limit or less,
The full report contains an economic
the introduction of bus boarders should be
assessment which shows that on roads
considered at bus stops where:
operating at below 50% of link capacity the
cost benefit to bus passengers outweighs the
1. Parked or loading vehicles cause operational
disbenefits to other road users.  On roads
problems for buses; or
operating at above 50% link capacity an overall
2. Buses have difficulty rejoining the main
benefit may not be achieved.  However, the
traffic flow.
social inclusion benefits offered by the
considerable bus stop accessibility
In considering the suitability of constructing a
improvements have not been quantified and
bus boarder, the following characteristics of
these should not be underestimated.
each stop should be evaluated:
In examining the road safety impacts of
1. Carriageway width;
introducing a bus boarder:
2. Average traffic flows;
1. Overall, there was no statistically significant
change in the number of recorded accidents
3. Visibility lines;
occurring at bus stops at which bus
4. Frequency of bus services; and
boarders have been implemented.
5. Presence of a bus lane.
2. There was a decrease in accidents involving
public service vehicles (PSVs) in the vicinity
of half-width and full width boarders.
Transport for London  | 55

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Accessible bus stop design guidance
Appendix C – Effects of
The range of traffic flows observed ranged
removing bus lay-bys
from approximately 38% to 56% of the link
capacity. Filling in a bus lay-by and forming a
kerbside bus stop was found to provide
Transport for London commissioned The
benefits to bus passengers and buses that
Transport Research Laboratory to study the
varied according to the level of traffic flows on
effects of filling in bus stop lay-bys upon
the link. However, stopping the bus in the
buses, their passengers and other road users.
inside lane reduced the capacity of the link and
The study comprised a series of ‘before’ and
increased traffic delay, although this is the case
‘after’ surveys, undertaken in May 2002 and
at the vast majority of bus stops in London.
May 2003 respectively, at three bus stop sites
across London:
Results
1.  Albany Road, LB of Southwark
The benefits found included the following:
2.  Edgware Road, LB of Brent
1. Buses were able to stop close to the kerb
3.  Wandsworth Road, LB of Lambeth
at virtually all stopping events at two of the
survey sites.
In each of these cases, a bus stop with a 
lay-by was monitored before works were carried
2. The improvement of being able to draw
out and after a suitable period to allow traffic
close into the kerb was accompanied by
patterns to settle. The site was revisited when
fewer passengers needing to step into the
the lay-by had been infilled to bring the bus
road when boarding and alighting, reducing
stop kerb flush with the edge of the carriageway
the percentage from between 3% and 24%
so that stopped buses remained in the nearside
to, at most, 1%. This could lead to
traffic lane. At one site, the stop was located at
improved access to the buses, especially for
the nearside of a two lane carriageway, but at
passengers with disabilities. 
the others, there was only a single marked lane
in each direction, although in one case this was
3. Passengers were able to board the buses
relatively wide. The data collected during these
faster (by 0.5 to 1 seconds per passenger),
surveys were analysed with the aim of
possibly through this improvement in
investigating the following issues:
accessibility. This change represents a
reduction of between 12% and 32% in the
●
The ways in which this affected accessibility
original boarding times of 2.6 to 3.8 seconds.
for passengers;
4. Fewer buses were hemmed in by traffic,
●
The effects upon bus journey times;
which causes delays when leaving the bus
●
The effects upon the delays and
stop. The percentage reduction of buses
movements of other traffic;
affected by traffic was between 3% and 13%.
●
The safety implications of the change for all
5. Overall the reduction in bus delay at a stop
types of road user; and
ranged from 2 seconds on a road operating
●
The economic impact of the change on
at 50% capacity to 4 seconds on a road
road users and others.
operating at 70% capacity.
56

---

6. The variation in the stop time of buses was
Policy
reduced, leading to 95% of buses being
●
On TLRN roads, TfL will aim to fill in all bus
stationary in a time band 4 seconds
stop lay-bys in the urban environment
narrower than with a lay-by. Such
where the speed limit is 30mph or less,
improvements to the variability in run times
providing there are no prevailing safety
can assist in improving reliability of run
issues. Alternatively, the bus stop could be
times over the whole route.
relocated to an appropriate kerbside
7. Illegal parking at the bus stop was
location.
considerably reduced by between 69% and
●
On Borough controlled roads, TfL will
83% at two of the study sites. At the other
encourage the relevant highway authorities
site the parking increased, but this was
to follow the policy outlined above for the
accompanied by a considerable change in
TLRN.
traffic patterns.
This research indicates that there was a range
of bus passenger benefits associated with
filling in bus lay-bys. However, these are
counteracted by possible disadvantages for
other road users, including increased queuing
behind the bus and extra delays. The full
report contains an economic assessment
which indicates that the cost benefit to bus
passengers outweighs the disbenefits to other
road users. The degree of the relative
advantages and disadvantages will depend on
traffic flows and road width at a given site. 
Conclusions
Bus stop dwell times are considerably reduced
by filling in bus lay-bys. Illegal parking and
obstruction of the bus stop is almost
eliminated and accessibility for all users is
greatly increased, assisting in improving social
inclusion.
Transport for London  | 57

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Accessible bus stop design guidance
Appendix D – ‘Special’ kerbs
Contact/product details below:
Company
Product
Contact details
Brett Landscaping Ltd
Kassel Kerbs
Sileby Road
Barrow upon Soar
Loughborough
Leicestershire
LE12 8LX
Tel: 01509 817187
Fax: 01509 817197
E-mail: [email address]
www.brett.co.uk/landscaping
Camas (Charcon)
Access Kerb
Hulland Ward
Ashbourne,
Derbyshire
DE6 3ET
Tel: 01335 372244
Fax: 01335 370074
www.charcon.com
Marshalls
Bus Stop Kerb
Landscape House
Premier Way
Lowfields Business Park
Elland
HX5 9HT
Tel: 01422 312000
www.marshalls.co.uk
58

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Appendix E – Worked examples
Bus Stop Name:  
 AMHURST ROAD
Served by:   
 
 67, 76, 149, 243, N149, N243,
40.5 buses per hour
Location:    
 
 Stoke Newington Road
Direction:
Southbound
Highway Authority: 
Transport for London
BEFORE
AFTER
Site Description
N
• 
Two-way highway on TLRN
• 
Various retail frontages
• 
Bus stop at downstream end of existing lay-by
• 
Parking and loading bays at upstream end of lay-by
The Issues
• 
Access to kerbside at bus stop obstructed by 
 
parked vehicles
• 
Angle of kerbline prevents buses from stopping 
 
parallel to kerb
• 
Buses experience difficulty rejoining general traffic flow
• 
Bus stop clearway too short for frequency of services
N
The Improvements
• 
New layout enables more than one bus to serve the stop
• 
Buses stop in main carriageway and therefore are not 
 
delayed leaving the stop
• 
Part filled lay-by retains 30m parking and loading bay
• 
Increased footway width provides larger waiting area and 
 
allows ‘centre of footway’ shelter layout
• 
New 160mm high ‘Special’ kerbs allow buses to pull in 
 
closer to the kerb.
T
• 
Bus stop infrastructure renewed
ranspor
t f
or L
Worked example 1
ondon  | 
59

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60
Ac
Bus Stop Name:  
 WHITE HART LANE STATION
Served by:   
 
 149, 259, 279, N149, N279
c
e
23.5 buses per hour
s
Location: 
High Road, Tottenham
sible bus stop design guidanc
Direction:   
 
 Southbound
Highway Authority: 
LB of Haringey
BEFORE
AFTER
Site Description
N
• 
Two-way highway on borough road
• 
Various retail frontages
• 
Bus stop within existing bus bay
The Issues
• 
Bus bay attracts illegal parking, preventing 
 
access to stop
• 
Buses experience difficulty rejoining general 
 
traffic flow
• 
Poor layout of bus stop infrastructure prevents 
 
more than one bus serving the stop
N
The Improvements
• 
New layout enables more than one bus to 
e
 
serve the stop
• 
Buses stop in main carriageway and therefore 
 
are not 
 
delayed leaving the stop
• 
Part filled lay-by retains 15m loading bay
• 
Increased footway width provides larger waiting area
• 
Bus stop infrastructure renewed
Worked example 2

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Acknowledgements
The drafting and production of this document
has involved the co-operation, input and
consultation with a number of individuals and
organisations. The main contributing
organisations are identified below:
●
Transport for London, Surface Transport,
Bus Priority Team;
●
Transport for London, Surface Transport,
London Buses;
●
Transport for London, Equality and
Inclusion;
●
London Bus Priority Network (LBPN);
●
Faber Maunsell, St Albans.
Transport for London  | 61

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Further information 
For further details or advice on the design of
accessible bus stops, contact:
Bus Priority Team
Transport for London
Windsor House, 42-50 Victoria Street
London, SW1H 0TL
Tel 0845 300 7000
Website: www.tfl.gov.uk

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