A bus terminal is the point at the start/end of a bus

route, where the vehicles stop, reverse and wait, before departing on the return
journey. It also serves as a
station for passengers to board and alight. Evidently, at
a bus terminal, parameters addressing passenger and
operator requirements overlap. It is the site for interchange between large
volume of bus and passenger
traffic. This demands that the facilities at a bus terminal
be planned systematically and that user requirements
be addressed in such planning, or else the lack of an
efficient and functional environment will lead to friction, ultimately compromising
the attractiveness of the
bus system.

2.1 Principles of Terminal Planning &

Design
Principles governing how to approach the planning of
bus terminals are focused towards ensuring enhanced
passenger experience and level of service. These have
been listed below, and may be applied during the design development process.
Access and approach: Traditional bus terminal facilities fail to provide
convenient access to public buses;
their closed confines make access extremely difficult
for passengers. Current attempts to improve busbased public transport access
are only concerned with
improvement of street infrastructure, and focused
mainly on pedestrian facilities and bus stops.
Access to the terminal should be convenient, barrier
free and facilitate streamlined internal circulation. Additionally, the ingress and
egress points should be so
located that they are not in conflict with traffic circulation at the peripheral
road network (Planning Department Hong Kong 2014). One way of achieving this
is by creating alternative access/egress points by integrating multi modal
facilities with the bus terminal;
this can further convenience commuters by providing
access/egress choices.
Location: Locational characteristics make for the key
factor attracting passengers using the bus terminal
(Trans Link Transit Authority 2011). Centrally located
(core city areas) bus terminals are desirable for operational efficiency and
passenger convenience, as they
provide ample interchange opportunities. Additionally, they are potential
candidates for using terminals
as a vibrant city space. Peripheral terminals, when integrated with depot
functions, work best in minimizing
dead mileage.
Operational parameters: Planning and designing of
bus terminals is significantly influenced by the terminals operational
attributes. Several operational parameters bear upon a bus terminals
requirements.
These include the number of routes served and their
peak frequency, volume of waiting passengers, spaces
for bus stacking (idle parking), the mix of terminating
and passing services, and passenger circulation (Trans
Link Transit Authority 2011). Thus, it is essential to the
terminal planning and development process that the
operational parameters are fully understood and accounted for.
Existing capacity and future demand estimation: In
addition to operational requirements, terminal planning and designing should
also factor in the estimates
for existing capacity and future (horizon year) demand. The considerations
for redressal of potential
short-term and long-term capacity constraints, and future expansion on the basis of
estimated horizon year
demand should be incorporated early in the planning
stage (Trans Link Transit Authority 2011).
Enhanced level of service: The basic premise of the
Level of Service (LOS) framework is that passengers
are sensitive to the amount of space surrounding
them. When this space is compromised by crowding,
they perceive it as a deterioration of service (Transportation Research Board
2011). LOS is an indicator of
how good the present situation in a given facility is,
and helps determine the environmental quality of a
given space based on the function it is serving. To plan
for critical LOS requirements for a terminal (as listed in
different standards), one must first understand the entire journey of a passenger
through the facility. Each
activity planned for the passenger/commuter needs to
offer a baseline level of service as per space standards
and area allocation.
Integrating multi-modal accessibility and feeder infrastructure: Integrating
provisions for feeder
modeslike cycle rickshaws, auto rickshaws, buses,
private vehicles etc.in the facility design, ensures improved accessibility and
conflict free circulation.
Planned allocation of space for such modes helps reduce delays, and improves level
of service for passengers.
The aim is to facilitate seamless transfers, in order to create the impression
that the journey is continuous
(and without breaks).

Crime prevention through environmental design

(CPTED):

Integrating universal design: Indias Disability Act of

1995 suggests that public infrastructure be barrierfree for all. This
implies that bus terminal facilities
should be inclusive and accessible for all, including differently-abled people,
people carrying luggage, pregnant women, children, people travelling with infants
(in hand or stroller) etc. All passengers should be able
to cover their journey in a seamless manner with minimum effort

Integrating sustainable development practices:

Primary Infrastructural Requirements

1.Passenger areas
a. Ticketing and queuing
b. Passenger waiting areas
c. Passenger conveniences (drinking water facili
ties and toilets)
d. Passenger circulation
e. Boarding/Departing areas
f. Facility entry
g. Tourist information
h. Security, including CCTV cameras
i. Retail, concessions and lease space
j. Dormitories and lodging (if required)
k. Cloak room
l. Railway reservation
2.Areas for terminal staff
a. Revenue office
b. Security and information
c. Ticketing booth
d. Resting room
e. Staff conveniences (drinking water facilities
and toilets)
f. Canteen
g. Maintenance staff (chairs and lockers)
h. Control room (CCTV surveillance)
3. Areas for bus staff
a. Canteen
b. Resting areas
c. Lodging areas (if required)
d. Bus staff conveniences (drinking water facilities
and toilets)

2.2.2 Supporting Infrastructure

Bus terminal infrastructure planning is not just about
provision of requisite facilities, but also about how
these facilities serve the terminal users. It has been observed that even large and
newly constructed terminals fail to meet commuter requirements and expectations.
This can be attributed to poor functionality
and upkeep of provided facilities, such as shabby waiting areas, lack of
connectivity, dilapidated rest sheds,
stinking environs, poor ambience etc

Feeder infrastructure: The infrastructure which connects the bus terminal with
the city is referred to as
supporting access (or feeder) infrastructure.

Seating: Seatingin and around the bus terminal

complexshall be planned to cater to a minimum of
30% of all passengers in the facility.

Hardscape and landscaping: It is important to ensure

that landscaping complements the spatial design and
enhances the visual appeal of the terminal.

Lighting: Lighting should be designed to meet minimum illumination levels

and quality standards for both
indoor and outdoor application

Public art: Visual space perception (mental copying of

objects and events of the outer world) helps people
recognize spaces within a particular environment,
such as a bus terminal complex.

Signage: PISincluding both dynamic and fixed signageconstitute an integral part

of the terminals way
finding infrastructure, and play an important role in
regulating vehicular and pedestrian movement.

In-terminal breakdown services: Buses plying on long

inter-state or intra-city routes often require minor
maintenance, involving fan, engine belt, tires, outer
body etc.

2.3 Project Development

2.3.1 Project Initiation

Project initiation ensures an action oriented approach
to implementing bus terminal infrastructure.

2.3.2 Site Identification & Project Planning.

This is the second stage of project development and
comprises two phases; the first involves identifying a
suitable site and the second, initiating the planning
process specific to its context.

? Location Attributes: Currently, the selection of a

site for a bus terminal is governed primarily by the
availability of land.

? Capacity relationship: Land being finite puts a cap

on the capacity of each site.

Operations management: This is an area of management concerned with

planning, designing, and controlling the functions of a terminal, and if required,
redesigning operations as per the desired level of services.

Maintenance: Bus terminal maintenance, though

costly and time-consuming, is a critical indicator of a
terminals attractiveness

2.4.1 Terminal Characteristics

Terminal Typology: The hierarchy of routes served is
one of the primary determinants of a terminals design
and planning. In India, there are mainly two different
types of terminals:
? Local Bus Terminal Bus services at a local bus
terminal cater to routes whose starting and
terminating points connect two different
places in the same city. On these routes, buses
stop to board and offload passengers at short
intervals, usually about 0.5 km.
? Interstate Bus Terminal (ISBT) Starting and
terminating points connect two different
states, regions/districts, or cities; long intervals between stops, usually
greater than 10
kms

Terminal Size: This characteristic denotes the scale of

a bus terminal, irrespective of its hierarchy (interstate
or local). Terminals are categorized under three scales
based on the bus flow per hour - Large (more than 300
buses per hour), Medium (more than 60 up to 300) and
Small (less than or equal to 60).
Terminal Operations: This characteristic determines
the operations type of a bus terminal, in terms of allocating boarding bays to
different routes. The categorization is based on the current preference and norms
followed by the terminal operator (usually state or city
transport undertakings). In India, two operations types
are observed:
?

2.4.2 Functional Attributes

Terminal operations involve a complex juggling of
functions to support bus and passenger handling.
These functions (discussed below) influence terminal
infrastructure planning, maintenance and design.

1. Bus bay allocation: This relates to types of bay

allocation for buses, depending on terminal
operational characteristics such as layover
time and bus flow.

? Common bays As per this allocation

type, buses park at a common bay, and
load, unload and rest in idle state all at the
same location.

? Segregated Bays As per this allocation

type, bays are segregated by activity, i.e.
as loading bays, idle bays, and unloading
bays.

2. Bus boarding bay arrangement

3
: This relates
to types of boarding bay arrangements, and is
2
For details of bay arrangements Refer to the Interim Report
Section 2.4.2.1
influenced by the bus demand, circulation pattern, curb length limitations,
and space availability in the terminal. There are five types:

Saw tooth bays: This arrangement works

well with one-way driveway (along the
bays), and allows easy pulling in and pulling out of buses, without the need to
reverse.
 Angular bays (60, 45, 30 degrees): These
work well with one-way driveway and allow easy pulling in, but require reversing
while pulling out.

Perpendicular bays: This arrangement requires minimum combined area per bus

(bay + driveway), but maximum driveway

width, and higher effort (and time) for
pulling in (and out).

Linear/parallel bays: A long linear platform serves multiple buses.

Linear bays
usually include an overtaking lane which
acts as a driveway.

Drive through bays: Drive through bays allow for parallel bays, each with
a single
drive-in lane. These bays may be arranged
at 30, 45, 60 or 90 degrees to the curb.

3. Average Layover Time: This is the most important determinant of capacity

requirement
for a terminals bus specific infrastructure
(boarding, offloading and idle parking bays).

4. Private Vehicle Parking

4
: This relates to the
type of parking arrangement for private vehicles at the bus terminal.

Structured parking: Parking on multiple

floors (multilevel parking), usually above
ground
At grade parking: Parking arranged only at
ground level
Shared parking: Parking not exclusive to bus
terminal private vehicles, such as public parking in a district catering to
visitors to the area,
including those accessing the bus terminal
On street parking: Parking arranged along
the street, not planned on a land parcel set off
the street, usually outside the terminal complex

5. Feeder service Integration: a road, service, etc, that links secondary areas
to the main
traffic network, and is classified into three types:
 Intermodal: Includes infrastructure
integration with transit systems such as
metro or public bus systems
Feeder lanes: These provide feeder
services without parking provisions.
Feeder bays: These provide feeder
services with parking provisions.

8. Passenger amenities: This relates to the facilities provided in the terminal,

for passengers
convenience, including:
? Drinking Water
? Toilets (Odorless & Waterless)
? Concourse
? Free Wi-Fi facility in waiting area
? Eateries
? Tourist Information
? Cloak room
? Ticketing
? Dormitory
? Baggage trolleys

9. Terminal staff amenities: This relates to the

facilities dedicated for staff. They include:
? Drinking Water
? Toilets (Odorless & Waterless)
? Resting rooms
? Canteen
? Revenue Office
10. Bus staff amenities: This relates to the facilities dedicated for bus drivers
and conductors
(collectively known as bus staff or crew).
These include:
? Drinking Water
? Toilets (Odorless & Waterless)
? Resting room
? Canteen
? Dormitory

4.3.3 Fire Fighting

Every public space, institution or building should be
constructed, equipped, maintained and operated in
fulfilment of the need to avoid undue danger to the life
and safety of occupants from fire, smoke, fumes, or
panic, during the time period necessary for escape.

Terminal projects need to be designed to incorporate

efficient and cost-effective fire protection systems,
both passive and automatic.

1. Wet riser
2. Hose reel
3. Automatic sprinkler system
4. Fire hydrant
5. under ground water tank with draw off
connection
6. Terrace water tanks
7. Fire pump
8. Terrace pump
9. First aid firefighting appliances
10. Auto detection system
11. Manually operated electrical fire alarm
system
12. Public assistance system with talk back
facility
13. Emergency lights
14. Auto D.G. set
15. Illuminated exit sign
16. Means of escape, or fire exits
17. Miniature Circuit Breaker(MCB)/ Earth
leakage circuit breaker(ELCB)
18. Fireman switch in lift
19. Hose boxes with delivery hoses and
ranch
20. Pipes refuge area