B4.3.4 Public transport

Development proposals must offer a choice of transport modes for residents and other users and ensure measures are designed to directly benefit and incentivise the use of public transport. This includes the integration of bus routes and bus stops with high quality pedestrian and cycle networks to ensure safe and convenient access for all users, and proximity to park-and-ride facilities where appropriate.

Applicants must demonstrate how the Council’s accessibility and sustainability objectives are achieved. This can be demonstrated through the use of a Design and Access Statement (DAS), Transport Assessments, Transport Statements and Travel Plans.

The footpath system to bus stops and stations must be regarded as part of the public transport system and designed to be direct, accessible, safe and easy to use as possible. Measures must be Equality Act 2010 compliant. A Pedestrian Environment Review System (PERS) Audit may assist if prepared and submitted for officer review early in the application process. More information can be found on the Pedestrian Review System (PERS) Fact Sheet (Transport for London) and the Street audit Factsheet (TRL Software).

The routes to the bus stops should be safe, direct, convenient and accessible for people of all abilities. Development sites should be served by frequent and reliable bus services which provide connections between the development and key destinations. Where bus routes are present or proposed, developers should adopt positive influences on bus journey times through the provision of bus priority infrastructure (such as bus lanes, exemptions, carriageway widening, appropriate markings). Developments should allow sufficient space to accommodate bus stops, passenger waiting areas, clear zones and associated infrastructure along potential bus routes.

For developments sited away from the bus route, footpaths linking the site to bus stops must be direct and well-let, with a hardened and sealed surface. They must also be well-overlooked, and feel safe and secure for all users at all times. Where feasible, these routes could also provide appropriate weather protection to enhance user comfort and encourage active travel by providing both shade and shelter.

Development proposals should comply with the requirements set out in the Bus user priority (LTN 1/24) (Department for Transport).

All proposed routes envisaged for the use of existing or future bus service provision must be designed:

• with a minimum 6.75 metre carriageway

• with a 1 metre verge and minimum of 2 metre footway (3 metres for shared pedestrian and cycle use) either side

• to accommodate full length buses (up to 12 metres)

Proposed bus routes within new developments should be designed to be as direct as possible, with entry and exit points compatible with the surrounding bus network. Buses need to be able to circulate effectively without impediment, including turning movements.

The design of proposed bus routes should:

• avoid unnecessary detours, back-tracking, or excessive additional running time and length

• be underpinned by the objective of enabling smooth and reliable bus journey progression, supporting efficient public transport operation

Passenger Carrying Vehicles (PCVs) should be considered to ensure durability, skid resistance and clear visibility.

The design of bus stops must seek to enhance the perception of safety for women, girls and vulnerable users, by ensuring that they are well-lit with good surveillance (including CCTV if appropriate), have visible seating, provide Real Time Information (if feasible) and are well signed. Safety information must also be provided.

Development proposals should ensure that the internal site layout provides direct routes to bus stop locations, and where relevant, bus and railway stations. New bus stop locations should be integrated with pedestrian desire lines, with appropriate pedestrian facilities, including crossings. A Pedestrian Environment Review System (PERS) Audit may assist if prepared and submitted for officer review early in the application process.

More information can be found on the Pedestrian Review System (PERS) Fact Sheet (Transport for London) and the Street audit Factsheet (TRL Software).

The maximum walking distance to a bus stop should not exceed 400 metres. For railway stations, where available, the maximum walking distance can extend up to 800 metres. These distances should be measured based on the actual walking route available via safe and suitable pedestrian paths, rather than straight-line (“as the crow flies”) distances. Measurements should be taken from the furthest point within the development where a pedestrian leg of a passenger journey could reasonably begin or end. Bus stops should be located to minimise walking distances for users while maximising the catchment area, balancing convenience with coverage to encourage public transport use.

Major new developments should ensure that any proposed internal bus routes are integrated seamlessly with the wider public transport network. Any diversion of existing bus routes into new  developments should be carefully evaluated to ensure the needs of current passengers are maintained.

If required, further advice and guidance on above-ground bus stop furniture and equipment should be obtained from the West Yorkshire Combined Authority (WYCA) Bus Stop Infrastructure Standards document.

All proposed bus stop furniture and equipment should be sourced through WYCA to ensure consistency and quality. This includes, but is not limited to:

• bus shelters

• bus stop poles and flags

• “Real Time” passenger information units