Transit stops may be located in the center of a roadway between dedicated transit lanes with left side boarding, between dedicated transit lanes and general-purpose lanes with right side boarding, or in outside general purpose or BAT lanes with right side boarding.

Outside lane transit stops, or transit lines without transit signal priority on the signalized intersections, should usually be located on the far side of a signalized intersection so that the transit vehicle can pass through the intersection on a green before needing to stop to pick up and discharge passengers. This allows for passing traffic to continue and right turns to flow.

While transit vehicle pull-outs at stops may allow through traffic to pass while the transit vehicle is stopped discharging and picking up riders, it also may make it difficult for the transit vehicle to re-join the traffic stream when traffic density is high. In these cases, it may be necessary to design the signal timing in such a way that the transit vehicle is provided sufficient gap to leave the pullout and re-enter the general-purpose lane.

Transit stop height may vary from normal curb height (usually 6-in) to level boarding (usually 15-in to 18-in) or somewhere in between with “near-level boarding”. Transit stops without level boarding may require transit vehicles to use vehicle-mounted technology to accommodate wheelchairs. A non-vehicle alternative is for the platform to have a level boarding “hump” which lines up with the front door. This requires that the transit vehicle operator stop at an exact location at the boarding platform. These humps should have slopes of 5% or less to conform to ADA requirements and may require guard rails in the back for safety.

In some cases, BRT transit stops may need to be designed adjacent to existing roadways with longitudinal grades near or exceeding the 5% ADA maximum. In these cases, while PROWAG provides an exception to ADA for running slopes, care should be taken in the design of transitions from normal curb height to the height of the transit platform. These designs should be discussed with the assigned Registered Accessibility Specialist (RAS) before plans are submitted for review to clarify PROWAG requirements. This will help avoid any post-construction misunderstanding about conformance to Texas Accessibility Standards.

Although transit planning generally prefers locating major transit stops adjacent to signalized intersections to allow signalprotected crossings, ROW and commercial driveway constraints may make this impractical. If mid-block transit stops are considered, the designer should consider including crossings protected by pedestrian hybrid beacons so that pedestrians do not need to walk all the way back to the nearest signalized intersection to cross to the other Table of Contents Instructions Reference Links 22-7 | Roadway Design Manual| 2024 side of the roadway. Specific requirements for the application of pedestrian hybrid beacons are addressed in .

Bicycle and through pedestrian traffic on sidewalks/sidepaths should ideally be routed around the back of platforms that are located on the outside lane to avoid interfering with riders waiting and boarding/deboarding. However, in cases where this is not feasible, platforms should be designed so riders may wait in areas away from through bike/ped traffic and through bike/ped traffic is advised to stop when transit vehicles are boarding/deboarding.

Profiles through transit stops should ideally be designed at no more than 1.5% to allow for wheelchairs to turn in any direction to board/deboard vehicles. However, if the transit stop is controlled by the profile of the adjacent roadway, this might not always be practical.

Transit stops should be designed on horizontal tangents of roadway to minimize the gap between the BRT vehicle and the passenger platform. Horizontally curved platforms can be difficult for BRT vehicles to correctly dock against.