Advocates have expressed their approval of the government’s decision to put a halt to the deployment of a specific design of floating bus stops, though they argue that “it does not go far enough.”
This design features a cycle lane positioned between the bus stop and the sidewalk, aiming to facilitate safe boarding and alighting for bus passengers while allowing cyclists to keep moving.
Sarah Gayton, the street access campaign coordinator for the National Federation of the Blind of the UK, conveyed to BBC London that it is essential to “start from scratch and devise better solutions for those who are blind or visually impaired, as well as for all bus riders and cyclists.”
A spokesperson from the Department for Transport remarked, “Ensuring the safety and accessibility of our roads and pavements is a top priority.”
They further stated, “Thus, the government will instruct all local authorities across England to suspend the rollout of floating bus stops until new official guidance is established.”
According to London Assembly data, there are currently 164 floating bus stops throughout the city.
There are two varieties of these bus stops referred to as floating stops. The government’s announcement regarding the pause specifically pertains to “SUBBs.” While there are no SUBBs on Transport for London’s (TfL) road network, numerous such stops can be found on roads managed by various London boroughs.
Tower Hamlets has the highest number of floating bus stops, totaling 34, followed by Waltham Forest with 19 and Southwark with 16.
Ms. Gayton has called for all forms of floating bus stops to be discontinued.
She stated, “They’re a complete disaster because with a SUBB, passengers have to board the bus directly from a cycle lane or disembark into one.
“For someone who is blind and uses a cane, you must extend the cane fully, which puts it at risk of being damaged or even taken by a cyclist.
“If you have a guide dog, they might pull you right into the cycle lane, and you can’t see or hear cyclists approaching. Many blind individuals depend heavily on their hearing, making it feel like a game of Russian roulette, especially since we know that many cyclists don’t stop at these floating bus stops.”
In a previous written response to Parliament, Simon Munk, who heads the campaigns and community development at the London Cycling Campaign, dismissed claims that floating bus stops pose dangers.
He claimed, “In fact, they seem to result in very low collision rates and are comparatively safer for pedestrians than numerous other road features that are not being scrutinized, such as side road entrances, zebra crossings, signalized intersections, and pedestrian refuges.”
“While it is evident and crucial to acknowledge the challenges faced by visually impaired individuals and other groups with navigating floating bus stops, there is no substantiated evidence indicating that those who are visually impaired, other persons with disabilities, or seniors find them so challenging that they avoid using them entirely.”
In a written communication to the London Assembly in May, the mayor of London indicated, “TfL is awaiting additional guidance from the Department for Transport regarding the proposed suspension of SUBBs on a national scale.
“After receiving more details, TfL will carefully evaluate the potential impact on London and collaborate with borough councils to determine the most appropriate steps forward.
“Meanwhile, TfL is actively engaging with boroughs that have planned SUBBs to grasp the current status of those projects.”
