They smartly chose streets without buses on them for the separated bike lanes but there is one bus route that I guess needed to have its stop on it. Vancouver, BC, Canada now has a good example of a bus stop on a street with a dedicated bike lane. It really shows that the road planners don't consider non-motor vehicles to be as important. This lumps together buses and bikes for some reason. There are diamond shaped markings on some roads indicating any non-private motor vehicles to go there. Mixing the two is not uncommon in North America though. They are modes that are too different and the conflict created between them is scary and dangerous. Roads and streets should never be designed for buses and bikes to use the same lane.
This post has been updated to use the term "floating bus stop" because this newly term (2014) has become commonly used to describe bus stop bypasses See more examples of well designed bus bypasses. Note that being away from the bus also improves journey times for cyclists by removing the need to stop and start for buses. However, the example with the online lane is something which takes up little space and costs little money and should be relatively easy to get support for in other places.
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The examples with full segregation obviously work better than the older example with the on-road cycle lane. Being next to a bus is precisely the sort of thing that puts people off cycling. In all these cases, which are not exceptional but typical of bus-stops in general in the Netherlands, subjective safety of cyclists is enormously improved over cycling in a lane with the bus because the bus is far from the cyclist. In this case also, the cycle-path is continuous along the road on both sides:
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The road can be narrower than before because it does not need to be wide enough to allow for buses passing cyclists or one driver passing another. When the bus stops, it blocks the road, but not the cycle-path. The bus-stop is between the cycle-path and the road, taking up a space in what would otherwise be a row of resident's car parking spaces. This stop shows how much the same thing can be achieved on a road (in this case in Eindhoven) where there is inadequate space to have a cycle-path, a bus-stop lane and the road itself. The cycle-path is designed to support high speeds. In the video I'm travelling at approximately 35 km/h. The second example in the video, with the cyclist completely segregated from the road, is on a relatively new cycle-path from here to Groningen, part of what was at one time my commuting route. This stop doesn't actually exist any more as the entire road was considered to be a little past its time, and is now in the middle of a major face-lift which will deprioritize it as a through route for motor vehicles. My video showing the first type dates from 2008. Examples like this have existed in the Netherlands for at least thirty years ( definitely by 1981). The first example in the video is of an older bus-stop.
There are ways of removing conflict between buses and bikes, and much of this can be achieved at the bus-stop itself, even on roads without cycle-paths, by giving the cyclist a better option than to ride with the bus. There is a programme of constant improvement in Assen. Note that the first example no longer exists. To see all the explanatory captions this video must be viewed on a computer and not a mobile device. It's very disappointing to find combined bus/cycle lanes are part of London's " Superhighways". This can happen many times on long streets leading to frustration amongst both the cyclist and the bus driver, and that sometimes contributes towards dangerous incidents, of a type which you don't have to look too far to find on youtube these days. Conflict is caused as cyclists get repeatedly cut-up by buses pulling into bus-stops, cyclists then have to either wait behind or overtake the bus in order to be able to continue at a reasonably consistent pace. Putting cycles and buses in the same space is simply bad design. While average speeds through a city can be similar, buses stop and start regularly, pulling into and out of bus stops as they do so, while cyclists gains their efficiency by not having to stop and start. While buses are very large, cyclists are very vulnerable.
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