Using bus lanes as a cycling facility is not necessarily preferred by cyclists, yet in New Zealand bus lanes still make up some of the cycling network. For more guidance about when this may be appropriate, see:
Cycling Network Guidance: Bus lanes
When bus lanes will be used by people on bikes it is important to carefully consider design around bus stops to support a Safe System. As noted in Cycling Network Guidance, bus lanes that cyclists will use should be either wide or narrow. This is particularly relevant when alternative provision for cycling (such as for example, separated cycleways) has not been provided along the corridor.
Unless purpose built cycling facilities are provided on the corridor, avoid in-between widths as they are associated with bus–bike passing conflicts.
Integrating bus stops and cycling movements is more straightforward with wide bus lanes than narrow bus lanes.
In the context of wide bus lanes, bus stop design is relatively straightforward as shown in the figure below.
In circumstances with increased risk of conflicts such as where multiple buses stop at once or where the adjacent lane is oncoming traffic we recommend a wider design at the stop, for example 4.8m.
A residual risk exists as bus drivers pull out, so local driver training should highlight safe driving around cycles and conflict areas may be highlighted with markings like green paint or other markings.
Where bus lanes are narrow, bus stop integration needs to carefully consider how to support a Safe System. Unless bus dwell times are very short, many cyclists will likely look for a way to pass stopped buses (see the figure below). Because bicycles are much smaller than larger vehicles people on bikes may try to ‘squeeze past’ in some way. This issue is likely to be exacerbated where bus dwell times are long or on the approach to a signalised intersection where cyclists may be trying to ‘catch the green’.
For low frequency or low use stops, one may consider making no provision for cyclists to pass, expecting them to wait behind the stopped bus. However, we do not generally recommend this approach, especially as bus stops or cycling routes become busier. This is because of the risk that cyclists will go in an adjacent or opposing traffic lane or onto the footpath when a passing movement has not been designed for.
The four main options for bus stop design in narrow bus lanes have different levels of preferability.
Options for creating ‘extra width’ for a wider bus lane at bus stop locations include:
For bus stops near intersections, consider use of a buffered advance stop box for people on bikes rather than a standard advanced stop box design. A buffered advanced stop box can reduce encroachment by buses by 83% over a standard design thus reducing bus – bike conflicts. It can also provide a bit more space, increase comfort levels and help time acceleration between modes more harmoniously. Refer to:
Buffered advance stop box: design guidance note
For more information, see: