This article proposes reducing bus stops in US cities as an operational efficiency measure, prioritizing speed and transit network optimization over equitable access. The argument disregards disparate impacts on lower-income, disabled, and transit-dependent populations who lack private vehicles, thereby undermining rights to freedom of movement (Article 13), non-discrimination (Article 2), adequate standard of living (Article 25), and education access (Article 26). While the content exercises free expression (Article 19), the policy proposal itself would restrict human rights protections for vulnerable communities.
I always bemoan the extra stops when I'm on the bus but I love always being near a bus stop; I do think the limited/skip stop bus idea is good though, as long as theres ones that alternate, though I do also like frequency, so hopefully service remains the same. I think though, more frequency beats speed though
(Anecdotally) reliability is a huge factor for me — living in NYC, there are a few neighborhoods that would be much easier to reach by bus, but arrival times can vary by more than the length of the entire trip. Easier to just take a subway, even if it means an extra ten minutes of walking on each end.
Give buses signal priority and their own lanes. This would dramatically speed up bus service. However, nobody wants to slow down cars, hence buses will always be a worse option.
> increasing the distance between stops from 700–800 feet [...] to 1,300 feet
I suspect that removing half of the bus stops in a city will piss people off and cause even less ridership.
This feels like it's optimizing for the wrong thing.
Also, the example given cites New York City buses. But New York City is always the worst example because it's the most extreme of everything. The vast majority of US cities do not suffer from crawling buses.
Maybe this should say New York City needs fewer bus stops? I'd like to see you try.
I think this kind of thing is a bigger problem than people realize. I take a regional commuter bus to and from my local international airport when I fly. The huge bus has to slowly and carefully enter my local universities 'bus loop', making several tight turns through traffic lights to get to the bus stop, and then make the journey out again. It takes 10-15 minutes in traffic to move the bus ~200feet from the boulevard to the bus stop and back to the boulevard again.
>Many of the solutions to these problems require money – running more buses, improving stop amenities, or upgrading signals – or the political will to take away street space for busways and transit lanes. But stop balancing can have a meaningful impact on these issues for a fraction of the price.
To me, this exemplifies a type of thinking that is endemic to policymakers in the US. We can tinker at the edges, we can use computers to optimize what we have, but the idea of using money and political will to change anything at all in a meaningful way is anathema, beyond the pale. Giving up before even getting started. Sure, optimize away, but don't expect me to be inspired by pushing papers around.
At some level this is driven by street design. The reason bus stops are so close in Philadelphia is because they stop every block, and there's a stop sign every block. The blocks are very small.
I don't know that 'removing' these as bus-stops would actually change anything. I think a larger question is whether route changes should occur.
There was a large effort in Philly called the 'Bus Revolution' [1] that aimed to re-balance routes (I have a map from the 50s on my wall and the bus routes are the same, including numbers, as they are today). The problem there was that there was a funding crisis that massively delayed the implementation [2]. These services are massively under-funded, and that's the primary issue; implementing the article's suggestions are not free.
Something the article completely skips over is that European cities have significantly better and safer pedestrian infrastructure than their US counterparts. American streets are built to prioritize cars and cars alone. Sidewalks are often unmaintained, bumpy, and sometimes missing altogether. Crossings are often unmarked and dangerous. Stop signs and signals are routinely ignored, especially when turning. This is why in countries like Germany pedestrian deaths per mile walked is 8 times lower than the USA (and these numbers continue to move in opposite directions year after year).
Unless you can address this fundamental problem "just walk more" isn't a viable option for transit users.
I live on the north side of Chicago and, to be honest, one of my favorite modes of public transit is the express buses that go from Edgewater/Uptown to downtown.
It's MUCH faster than the train, because once it hits the highway, it doesn't stop till it gets downtown.
Dont get me wrong I love the train, but the red line suffers from the same too-many-stops problem.
Express buses thread the needle imo precisely because they hook into existing infrastructure (highways) and still move masses of people
It's probably right, but it's not going to be a panacea: Outside of very few areas in US cities, a key limitation to bus ridership is few trips generated by the catchment areas: How many people would conceivably be served by each stop?
If you look at a high resolution density map of the world, you'll find great public transport in places that have at least 70K people in the square km around stops. At that density, you can often support subways profitably too. Then a mesh of subways and buses will get you to places quite efficiently. But then you look in the US, and the vast majority of our large metros have very few areas reaching those densities (Manhattan excluded). So you end up in situations where a bus or a light rail can neither be efficient nor cheap, no matter what you do with the bus stops. There's just not enough things near each stop, and even when they are close, it might not be even all that safe to cross the streets to reach your destination.
So while this might be a good optimization for places where we are close to good systems, I suspect that ultimately most cities need far more expensive changes to even consider having good transit
Meanwhile here in central Austin, it's a 0.9 mile walk from my door to the nearest bus stop that I can use to commute, walking along major stroads some of which don't even have sidewalks, much of the year in Texan heat with no scrap of shade. Then it's up to a 30 minute wait for the delayed or canceled bus, then almost exactly a 1-hour ride on the express 801 to go 7 miles to work downtown.
Somehow we combine inaccessibly rare bus stops with speed barely over walking.
The solution, I imagine, requires many changes that are politically infeasible. First, double the number of buses to reduce the wait between them. Second, add neighborhood circulator buses to get people from the neighborhoods to the express buses. Third, either add dedicated bus lanes in congested areas or, in an ideal world, make all congested inner-city roads toll roads, and use the tolls to subsidize buses.
I believe the central thesis of this article is unsupported, and other assertions are false.
One, the article asserts that too many stops is the main cause of low ridership in the US. I didn’t even see a correlation (which would still not prove one causes the other) between number of stops and ridership. This is the central thesis of the article.
Two, removing stops will likely not make the remaining stops nicer. Cities aren’t thinking about how to allocate a fixed bus budget. They’re asking themselves how much they have to spend on buses. This is the core of the problem: low cost services are in a death spiral in the US. Budget cuts -> services get worse -> reduced users -> more cuts.
In my experience, the bus is not a nice experience. The bus feels dirty, unsafe and hostile. Further, the arrival times are not reliable and are often a long time apart. This means you need to arrive ~10 minutes early and time your bus so that you also arrive at your destination early. You will be wasting possibly 20+ minutes each way. Of course you are also standing in the sun or the cold or the rain while you wait, and probably walking on a hostile stroad and across several lanes of traffic before that point.
So while the number of bus stops might matter at the margins, we’re not talking about a system where marginal improvements will matter. If you want to improve ridership, you need to make the bus an attractive option for more people.
This is very true (that re-balancing will help ridership/operations), but politically it's hard to do. Everyone wants better buses, but nobody wants to lose the stop right next to their house/apartment (even if the nearest stop is only a block or two away).
Unfortunately, the naysayers usually get their way as changing the status quo like this is hard to do. Transit Authorities need to be given more leeway to operate how they want w/ less political involvement.
Countries that are less NIMBY/lawsuit/etc happy have vastly better public transit b/c of this.
Philadelphia City Council (which actually doesn't have any direct oversight of SEPTA) pretty much killed SEPTA's attempt at this.
The article says, "This pattern, of only those without good alternative options riding the bus, is especially pronounced in the US. But close stop spacing creates problems." But it does not address the point. The bus in the US is aimed at poor, elderly, and disabled people. Elderly and disabled people want stops closer to their homes, especially given the low overall density of bus lines.
The US has a lot of competing problems, and underinvestment in poor people and health support is one that collides with public transit.
One thing I've realized in the US is that because of our inequality, people strive hard to earn and buy their way out of misery in a way that is not necessary in large parts of Europe. So in the US we work very hard to earn money to pay for big cars to drive through the suburbs so that we don't have to see homeless people sleeping on the bus when it's cold, and once we've invested in our suburban cars & houses we have personal assets we need to defend (at the expense of communal infrastructure in some cases).
I take the bus regularly in my city, often with a child. janalsncm has legit criticisms of many US public bus systems. I take the bus with the kid so I can avoid driving/parking and go to a few spots that are convenient unencumbered by a vehicle. We tend to take a rapid line that has fewer stops -- and the speed makes it convenient. So the article isn't all wrong. The rapid transit line does earn my business. But at the same time, we don't take the bus everywhere because it is not convenient for long trips with transfers, and I likely have a higher threshold for explaining, "Honey don't stare at that guy with the foil and the lighter" than most well-off US parents. (In Europe we take transit all over.)
YES! I moved to SF from Paris (where I spent my whole life before that) a year ago. I exclusively use lime instead of public transit because of how slow it is! Going from Folsom&8th to Mason&Girard takes 50 minutes! And you spend most of the time stopped! With a lime I can usually get there in 20 to 25 minutes. I would use my own bike that I use to commute to work if you could lock a bike without getting it stolen almost immediately.
Yep this is a "problem" with buses in London. They stop all the time so you never get beyond about 15mph before you start slowing down again for the next stop. The 100% EV buses are better as they accelerate faster, but not by much.
They are starting to introduce "superloop" buses that interlink the more suburban "spokes" for tube & train so you can go "across" London without having to go to the centre and then back out again. I.e. basically express buses that only stop at tube & train stations and other major interchanges.
It is a great idea, but it has been done for political and ideological reasons. They have not introduced express buses for people who work in central London for example (so instead to get to central London on a bus from a suburb means stopping every hundred meters or so, so even with bus lanes progress is brutally slow). These buses going "across" are not actually that useful for most people I expect because people using transport for high-paying central London jobs will be going "in" not "across". It is the "working class" lower paying jobs that might benefit from sideways interconnects between the suburbs - this is the ideological/vote-buying reason they've introduced them.
I’m surprised at the chilly reception to this article.
I ride bus and MAX (light rail) in Portland and despite not being the worst offender, too frequent stops is quite noticeable. When the bus stops every two blocks to let one person on or off each time, it really slows things down.
You can also notice when playing Cities Skylines. It is quite intuitive that making your transit stop constantly is not efficient.
On the rail system, the system has been closing redundant stations and it has made it feel much faster. Small adjustments can make a big difference.
Sure I’d like more transit investment, but that can be paired with using resources well.
So removing the bus stops costs you 2 1/2 minutes of walking (150 seconds). And gains you 20 seconds per stop removed that you pass. Therefore you need to pass 8 removed stops to break even. Which seems like quite a commute to me.
I agree that low-stopping services are a good idea. Particularly in the suburbs. Use the high-stopping services to get people to the low-stopping services - and let them change buses for free/cheap. But I think that you still need regular stops, particularly if you are dealing with elderly people. And that in the middle of cities it's totally worth having a lot of stops, so that people can easily find one.
As a Pittsburgh resident who exclusively used bus for 5 years, this certainly seems like a reasonable take. In Oakland and Squirrel Hill the bus almost stops every single block - which always seemed kind of crazy. It's a _very_ common sight to see a beleaguered student miss their bus and successfully chase it down across multiple city blocks.
I will give the PRT (formerly Port Authority) a shout out though:
1. Bikes are quick and convenient to bring along
2. The numbering system is intuitive enough that you can almost guess how to get to new neighborhoods
3. Accessibility is clearly a priority, and they successfully serve many disabled people
As always, it's a careful balance. And specific to every bus route/stop combination, not to mention it can change over time. Routes should always be evaluated based on ridership data, where people are getting on & off, how long each stop actually delays the overall journey, and more.
It depends on how long you are on the bus. It cost a few minutes, but a couple miles on the but makes up for the lost time. So for short trips where healty people should walk or bike it slows things down but for longer trips it is faster.
Nyc has a subway for longer trips. So shorter stops make sense as anyone with a longer trip should be on the subway. However most cities (in the world) are not dense enough to support almost redundant system and in those I believe the speed optimizationis correct.
time is important to bus riders, speeding up the buses helps them. It also attracts others. Only a few are harmed more than helped - but they tend to complain the most even though they are a minority
This is how it works in NL, separate lanes with separate signals that may be used only by buses (and other public transportation, including taxis). Works great!
Easily. Going from 700 -> 1000 ft spacing adds 150 feet of walking (x2 for both sides of the trip). That's about 1 minute. Over a mile you'd reduce the number of stops by 2.2. So above 2 miles it's faster even for the lower end of that range of savings.
And that doesn't even consider that a faster bus route means you need fewer buses to run the same number of trips, so you can either run more trips (and save even more time for riders waiting for their bus) or cut down costs for the transit operator.
Signal Priority only works well if the arrival time of the bus can be predicted some time before arrival at the signal (~30 seconds is a number I've heard a few times). As bus stopping times are highly unpredictable, a lower number of bus stops makes signal priority work much better (and far-side bus stops).
Furthermore signal priority and own lanes are almost always beaten by good circulation planning, reducing the number of traffic lights and cars on the route of the bus.
There are two groups of people that you can optimize for. One is the group of people who already rides the bus. In most US cities this is a small group of people who have no real alternative.
The other is the group of people who might ride the bus if it were convenient. Not just in terms of accessibility to a stop, but also accounting for the journey time. If someone tries riding the bus and finds that a 20 minute drive becomes an hour with stops every single block, they might never ride it again.
In most US cities (outside of the few big ones with decent transit), public transit is basically treated as a welfare service for those who cannot get around by any other means. Not saying that this service doesn't have value, but making all decisions in that mindset isn't going to attract more ridership from those who could choose to drive instead.
A large chunk of problems faced by regular Americans can be solved by money equivalent to a rounding error compared to how much we spend on military, private health subsidies, interest payments, corporate benefits. Yet the "who will pay for it??" narrative never comes up when talking about any of these, only school lunches and buses.
When I was in SF, my European mind was astonished why bus stops are so often (and why there is a cable to pull, but that's a different thing). Considering that the area was less populated than my city. And we also have speedbuses that stop every second or third bus stop.
It was unreal.
In my city bus stops have 1km between them (sometimes it is 700m sometimes 1.3km) so about 3200 feet.
It is about 15min walk between each bus stop, so when I need to wait for bit longer I prefer to walk to the next bus stop, just to have something to do.
Good point but the solution you are describing is having a tiny minority of busses that move quickly between centers of activity faster rather than decreasing the stops on the vast majority of the line.
Most bus users I know don't mind how far away the stop is, within a certain time. They really care about waiting long times at the stop because the bus is infrequent or unreliable.
Humans walk at roughly 2.1-3.0mph. "European cities" are listed as having bus stops 984-1476 ft apart, which would imply you'd typically walk half that to reach the nearest one (492-738 ft), which for a fit 3.0mph person is 2-3 minutes, and for a frail old 2.1mph person is 3-4 minutes.
Of course, people can be further away than that (they live orthagonally to the bus route), but you get the point. If you doubled bus stop distances to 1476ft apart, it would not add many walking minutes for the users.
Bus users can compensate for extra walking time by leaving earlier, provided the bus is on time. Good bus services can estimate arrivals in realtime, and show it to users on websites, apps, etc. as well as at the bus stop.
Bus punctuality is affected by a number of factors (e.g. traffic congestion, temporary and dedicated bus lanes), including number of stops.
The faster a bus can complete its route, the higher the route frequency can be with the same number of buses+drivers, which means buses pick up passengers more often, which means fewer passengers per stop (because less time between pickups), which means faster boarding, which in turn allows for a higher reliable route frequency. Having payment schemes like tap on/tap off, and having multiple entry doors also improves boarding times.
That level of risk aversion has been burned into policymakers, especially at the local level. Wasting taxpayer money by letting an inefficient system continue to degrade makes less news than doing so by investing in a risk that failed, and gets a lot fewer people screaming at you in public and sending you death threats.
As an European I don't mind buses at all. I neither feel unsafe nor I find them dirty.
A single bus carries on average 20 times the people cars occupying the same space would (as you rarely get more than 1 person per car in peak hours).
I'd rather take buses than the car in any city. Cars make cities dangerous, noisy, polluted, congestions make people nervous behind the wheel, fights are far from uncommon. Finding parking, paying for it is another issue, common in Europe where (luckily) city centers are often millenia older than cars.
At no point of me living in the US I found the car-centric model anywhere better.
I live in a relatively large Canadian city. Not as a suburbanite, but right in the heart of the city.
I have a car, which I use when the weather is not nice, or when it would be inconvenient to take public transportation.
Otherwise, on sunny week-ends i often chose public transports. Here they are efficient , clean, secure and most importantly predictable. We have apps for payment and bus status that show us , on the phone, exactly where every bus is at any moment.
You know your bus will be there for you in exactly 2 minutes. Like a Uber, but much much cheaper.
Removing the stops helps a lot. As an example on SEPTA, the 124/125 [1][2] to Wissahickon T.C. takes 10+ minutes longer than taking the 27 [3] when starting at J.F.K. & 15th.
(for context: the 124/5 operate locally west through center city before getting on the highway while the 27 only makes 1-2 more stops in center city before getting on the highway)
Making these extra stops causes the bus to 'miss' the light cycle at almost every stop.
But lots of people _do_ already ride buses! There are already current riders, and potential riders who are making these marginal decisions. Occasional riders will decide between transport modes based on the trip - making marginal improvements (or regressions) would change the rate at which they choose to ride the bus.
Even if every current person's mind has been completely made up based on past experience, there are always "new adults" learning to get around and forming opinions.
So I strongly disagree: marginal improvements DO matter. And I agree with the author that this would be a relatively easy improvement to deliver for many cities.
I live in Chicago with the third-closest stop spacing per the article. I'm personally able to walk a block or two further to a bus stop no problem. Bus stop consolidation would save me a lot of time over the course of a year!
Yep, this is a good example of the stops that really slow down bus routes. You have situations where you have to make a stop, like for a big university, but it's not feasible to simply drop people off on the side of a busy/high speed road.
Similarly, the article also glosses over the issue of disability. Perhaps because the US tends to treat its bus system as welfare, it is adapted heavily to people with disabilities and limited mobility. I'm sure there are solutions to this, but at the moment removing bus stops tends to disenfranchise people who can't walk longer distances.
At risk of sounding like a mindless futurist, I will say that the Transit App has considerably improved my experience of public transit in the US, because it doesn't tell me when the next scheduled ride is, but instead when the next actual bus is, based on realtime data provided by other Transit users onboard the vehicle.
The only time in recent memory that this screwed me was in SF trying to get a Muni that I thought was a surface route and was in fact underground. So I was standing at a trollybus stop directly over top of the station where I was missing my train.
The one major gap I still feel a lot as a visitor is wanting a transit-aware business search. In Google Maps the "search for X in this area" is a completely distinct workflow from "how to get to X by <mode>", and implicit in the first workflow is that you can infer how long it will take based on the crow-flies distance. And that assumption is very much not true if you are using transit. For example, I would love to be able to be like "show me three-star hotels ordered by transit convenience to X airport and Y event venue" and have it figure out both rides, and call out which ones will have what service level in the evening, overnight, etc.
I might have missed it (tbh I started skimming at a certain point) but I was disappointed to not see any counter arguments or even downsides addressed.
> Two, removing stops will likely not make the remaining stops nicer. Cities aren’t thinking about how to allocate a fixed bus budget.
But that’s not at all what the article is about?
The thesis is not that having bus stops with music and heating and free drinks will make more people take the bus, it’s that in the U.S., the slowness of buses is making them an unattractive option. And stopping too often is a major reason.
As someone living in SF I 100% agree. The bus stops all the time. The muni is also crazy slow on the west side because it has to mark every single stop at every block just like any car instead of just having priority.
> I have a map from the 50s on my wall and the bus routes are the same, including numbers, as they are today
A surprising number of bus routes in Dublin still follow, to a large extent, tram routes laid out in the 1870s. And use the same numbers. This stuff is _sticky_ (partly because significantly redesigning an existing route tends to annoy people; there's a fairly strong tendency to just make a new one and leave the existing one running in some capacity).
As someone on the great, late 8 (https://fixthel8.com/) in Seattle, I'd happily give up my stop to help it be on time more often. I have three other stops I can walk to within ten minutes of me.
SF is another good example of too many stops. It's honestly comical and I stopped riding the bus in SF at times because the stop count was painful.
Article presents a opinion/argument on public policy (bus stop density) and is published on a platform dedicated to public discourse. Expression of idea, albeit one with potentially negative equity implications, demonstrates engagement with free expression right.
FW Ratio: 50%
Observable Facts
The article presents a substantive policy argument accessible to public readers.
Platform appears designed for intellectual discourse and expression.
Inferences
Publication of contrarian or efficiency-focused argument reflects forum's commitment to expression.
Accessibility of the opinion demonstrates functional right to disseminate ideas.
Article discusses public policy in non-compulsory manner, reflecting implicit recognition of freedom of association and peaceful assembly through civic participation discourse.
FW Ratio: 50%
Observable Facts
The article engages with civic/policy issues in a manner compatible with public debate.
Format invites reader consideration and potential participation in policy discussions.
Inferences
Framing as policy analysis respects the liberty of citizens to debate public issues.
Absence of coercive language suggests tacit respect for freedom of association.
Article engages with governance/policy issues through intellectual argument rather than participatory mechanisms. Limited positive signal regarding right to democratic participation.
FW Ratio: 50%
Observable Facts
The article presents policy analysis that could inform civic debate.
No evidence of mechanisms for reader participation in decision-making.
Inferences
Publication supports informed citizenship but does not constitute participatory mechanism.
Discourse about public policy indirectly supports democratic deliberation.
Argument prioritizes individual efficiency gains over community welfare and collective transit access. Does not engage with duties toward community or limitations on rights for common good.
FW Ratio: 50%
Observable Facts
The article frames bus stop reduction primarily through efficiency lens.
No discussion of community-wide impacts or collective welfare considerations.
Inferences
Efficiency logic suggests individual/commercial benefit prioritized over community access.
Argument does not engage with reciprocal duties or shared responsibility for public goods.
Argument does not engage with discrimination concerns or protected characteristics. Reducing bus stops would create disparate impacts based on income, disability, and geography without acknowledgment of non-discrimination principles.
FW Ratio: 50%
Observable Facts
The article focuses on operational efficiency rather than non-discrimination considerations.
No discussion of how policy changes might affect protected groups differently.
Inferences
Omission of equity analysis suggests insufficient attention to Article 2 non-discrimination obligations.
The efficiency-centered logic disregards differential impacts on marginalized communities.
Argument for reducing bus stops implicitly restricts freedom of movement for transit-dependent populations. The policy would limit mobility options for those without private vehicles, particularly in lower-income areas.
FW Ratio: 50%
Observable Facts
The article proposes reducing the number of transit access points as a policy change.
No discussion of impacts on freedom of movement or mobility access.
Inferences
The efficiency argument prioritizes speed over accessibility, limiting freedom of movement for vulnerable populations.
The proposal would create barriers to geographical freedom for non-car-owners.
Article does not address education, technical training, or skill development in context of transit policy. Reducing bus stops would impede student access to educational facilities, particularly in underserved areas.
FW Ratio: 50%
Observable Facts
The article presents policy argument without discussion of educational impacts.
No engagement with how transit changes affect school access or educational opportunity.
Inferences
Efficiency argument disregards educational accessibility for students reliant on public transit.
Policy proposal would reduce equitable access to education infrastructure.
Article proposes reducing bus stops in US cities, which disproportionately affects lower-income and transit-dependent populations who rely on public transit. Framing emphasizes efficiency over equitable access.
FW Ratio: 50%
Observable Facts
The article's title and premise center on reducing the number of bus stops as a policy intervention.
The article does not explicitly discuss impacts on vulnerable populations or equity dimensions.
Inferences
The efficiency-first framing suggests potential neglect of equal dignity principles for less mobile populations.
The argument implicitly prioritizes convenience for some users over universal access.
Proposal does not address asylum or seek/refuge considerations. However, reducing public transit infrastructure could impede people's ability to seek safety or refuge in other locations. No engagement with protection concerns.
FW Ratio: 50%
Observable Facts
The article focuses on US domestic transit policy without reference to migration or refuge contexts.
No discussion of how infrastructure changes might affect mobility for vulnerable populations.
Inferences
Omission of refugee/asylum considerations is expected given domestic focus, but efficiency logic disregards mobility needs of vulnerable groups.
Infrastructure reduction could compound barriers for people seeking displacement or relocation.
Argument for reducing bus stops would negatively impact public health by reducing access to healthcare, food, employment, and other essential services for transit-dependent populations. Proposal does not address adequate standard of living or health considerations.
FW Ratio: 50%
Observable Facts
The article proposes reducing transit infrastructure without discussing impacts on service access.
No engagement with how policy affects ability to access healthcare, food, or other essentials.
Inferences
Efficiency-focused argument overlooks effects on material standard of living for vulnerable populations.
Proposal would reduce accessibility to health and social services for lower-income communities.
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Article 26
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