Transpor t a t i on

BUS TERM I NALS

By JUL I US PANERO , Arch i t ec t and P l ann i ng Consu l t an t

I NTRODUCT I ON
The growt h and deve l opmen t of bus t ranspor -
ta t i on has c l ose l y f o l l owed advances in auto-
mo t i ve t echno l ogy and t he i mprovemen t and
expans i on of t he na t i ona l h i ghway ne t wor k .
The f i rst bus rou t es we r e or i g i na t ed by i nd i v i d-
ua l en t repreneurs us i ng conve r t ed passenge r
au t omob i l es . These rou t es we r e shor t and ser -
v i ce was genera l l y unre l i ab l e . As the h i ghway
ne t wor k expanded and mor e su i t ab l e bus
equ i pmen t became ava i l ab l e , t hese shor t , d i s-
connec t ed rou t es we r e me rged i nto l arger con-
so l i da t ed ope ra t i ons prov i d i ng mor e re l i ab l e
t hrough serv i ces ove r l onger d i s t ances . Our
mode rn expr ess h i ghway sys t em and the de -
ve l opmen t of mor e comf or t ab l e and e f f i c i ent
h i gh-speed buses have made bus t ranspor t s-
t i on the l ead i ng means of pub l i c t ranspor t in
t he Un i t ed St a t es . Ove r t he pas t decade bus
serv i ces have evo l ved i nto severa l gene ra l
ope ra t i ona l ca t egor i es and charac t er i s t i c ter -
m i na l t ypes .

TERM I NAL TYPES

Interc i ty Bus Term i na l
The i nt erc i ty t erm i na l i s usua l l y f ound in t he
down t own core and i s access i b l e d i rec t l y by
l oca l t rans i t , tax i , and au t o . I t d i f f ers f rom
o t he r t erm i na l t ypes in tha t i t i nc l udes l ong-
hau l serv i ce in excess of severa l hundr ed m i l es
and prov i des for a much grea t er numbe r of bus
movemen t s . Land cos t s norma l l y d i c t a t e ver .
t i ca l expans i on capab i l i t y in t he dense r c i ty
a reas. (See F i g . 1 . )
Mor e e l abora t e " package express " fac i l i t i es
a re prov i ded in the i nt erc i t y t erm i na l and a
grea t er amoun t of concess i on and renta l space
i s prov i ded to de f ray h i gher t erm i na l cons t ruc -
t i on and opera t i ng cos t s .

Ai rpor t -Ci ty Bus Term i na l

The a i rpor t -c i ty bus t erm i na l prov i des pr i mar -
i l y for t he t ranspor t a t i on of a i r l i ne passenge rs
f rom an urban cen t er to t he ma j or a i rpor t s i t
serves . Usua l l y l oca t ed in t he urban cent er ,
the t erm i na l i s access i b l e by l oca l t rans i t sys-
t ems , tax i s , and au t os . Or i en t ed to depa r t i ng
and ar r i v i ng f l i ghts , t he t erm i na l norma l l y has
prov i s i ons for ar r i va l and depar t i ng f l i ght i nfor -
ma t i on as we l l as pre t i cke t i ng and check - i n
fac i l i t i es .

Urban-Suburban Commu t e r Term i na l

Th i s t ype o f fac i l i ty may be l oca t ed w i th i n the
down t own core , as a cent ra l passenge r co l l ec-
t i on and d i s t r i but i on node , or on t he per i phery
of t he core , as a rap i d t rans i t f eeder s t a t i on .
I t is cha rac t e r i zed by a d i vers i f i ed bus rout e
s t ruc ture and h i gh- turnover commu t e r - t ype
bus ope ra t i ons . Bus access i b i l i t y i s an i mpor -
t ant cons i de ra t i on . Gr ade sepa ra t ed access by
unde rpass or ove rpass connec t i ons and exc l u-
s i ve bus l anes on connec t i ng h i ghways a re F ig . 1 Termi na l types . (a) Urban l oca ted interc i ty termina l . (b) Ai rpor t -c i ty bus termi na l . (c) Urban-suburban com-
des i rab l e to ma i n t a i n schedu l e e f f i c i ency . mut er termi na l . id) Suburban- i ntersta te termina l .

Suburban Intersta te Term i na l
The subu rban i n t e rs t a t e t e rm i na l is a pe r i phe r a l
t ype des i gned t o avo i d t he t ra f f i c conges t i on
and heavy i nves t men t assoc i a t ed w i t h cen t r a l
c i t y and / o r a i rpor t t e rm i na l f ac i l i t i es .
The t e rm i na l i s usua l l y l oca t ed ad j acen t t o
i n t e rs t a t e h i ghway connec t i ons w i t h ma j or
c i t i es or r eg i ona l a i rpor t s and i n many i n-
s t ances se r ves t he i nc r eas i ng ou t l y i ng " urban
spr aw l " a r eas .
In an i nc r eas i ng numbe r o f cases t e rm i na l s
o f th i s t ype se r ve a commu t e r - t ype f unc t i on
whe r e t he da i l y j ourney t o wo r k i n t he cen t r a l
c i t y may t ake as l ong as 2 hour s .
Some t i mes r e f e r r ed t o as " pa r k and r i de "
t e rm i na l s , because access i s pr i ma r i l y by au t o ,
t hese f ac i l i t i es a re prov i ded w i t h open , paved
pa r k i ng spaces . I nves t men t in wa i t i ng - room
and bus -be r t h i ng f ac i l i t i es i s m i n i ma l . The
t e rm i na l is usua l l y a one - s t or y bu i l d i ng o f s i m-
p l e cons t ruc t i on .
FUNCT I ONAL ELEMENTS PLANN I NG CR I TER I A
Gene r a l f unc t i ona l organ i za t i on o f t he t e rm i na l
is de t e rm i ned by s i t e con f i gur a t i on , t he vo l ume
and t ype o f bus ope r a t i ons , and passenge r and
bus t ra f f i c c i r cu l a t i on . A l t hough a l l t e rm i na l
t ypes t o some ex t en t sha r e common p l ann i ng
prob l ems , t he r e do ex i s t some s i gn i f i can t d i f -
f e r ences i n des i gn r a t i ona l e .
One o f t he mos t comp l i ca t ed t e rm i na l s i s
t he i nt erc i t y t ype , s i nce i t i s o f t en f ound i n a
dense , deve l oped a r ea i n t he hea r t o f t he cen-
t ra l c i t y and i t s gene r a l con f i gur a t i on i s t oo
o f t en i nh i b i t ed by ex i s t i ng cons t ruc t i on and
h i gh l and cos t s . Mor eove r , t he unde r l y i ng
des i gn r a t i ona l e shou l d max i m i ze prov i s i ons
f or shor t l i nes o f f l ow and commun i ca t i on be -
t ween t i cke t i ng and baggage f unc t i ons and t he
bus i n t e r f ace .
An i s l and p l an w i t h t he f unc t i ona l e l emen t s
r ad i a t i ng f rom t he cor e a l l ows for max i mum
e f f i c i ency. Such a r e l a t i onsh i p wou l d a l l ow
t he " wa i t i ng " a r eas t o se r ve as t he cen t ra l
f oca l po i n t , w i t h a l l bus be r t h pos i t i ons be i ng
equ i d i s t an t . As t he t e rm i na l becomes mo r e
l i near i n p l an , f unc t i ona l e l emen t s beg i n t o
l ose the i r cohes i veness and o f t en r equ i r e
dup l i ca t i on .
A l t hough t he des i gn o f a l l t e rm i na l t ypes
is l a rge l y d i c t a t ed by bus and passenge r vo l -
umes , t h i s cons i de r a t i on becomes even mo r e
s i gn i f i can t i n t he des i gn of h i gh - vo l ume com-
mu t e r bus t e rm i na l s .
I n such f ac i l i t i es t he des i gn i s con t ro l l ed
mo r e by bus and passenge r vo l umes , t ra f f i c
c i rcu l a t i on , and t he r esu l t an t space demands
for l a rge numbe r s o f bus be r t hs , wh i l e baggage
hand l i ng prov i s i ons a re m i n i ma l or nonex i s -
t en t . These space demands may d i c t a t e a ve r -
t i ca l , mu l t i p l e -bus - l eve l so l u t i on , w i t h i nt er -
med i a t e passenge r c i rcu l a t i on concou r ses .
Tra f f i c access , by d i rec t exc l us i ve h i ghways
on t he bus s i de and by f eede r t rans i t , au t o ,
and t ax i s on t he passenge r s i de a r e i mpor t an t
e l emen t s o f t h i s t ype o f t e rm i na l .
Gene r a l l y , w i t h r ega rd t o t he a i rpor t - c i t y
t e rm i na l , t he pr i ma r y p l ann i ng cons i de r a t i ons
i nc l ude prov i s i ons f or e f f i c i ent check - i n f ac i l -
i t i es , baggage hand l i ng , and f l i ght i n f orma t i on .
Mo r eove r , coun t e r space r equ i r emen t s a r e
usua l l y mo r e ex t ens i ve and shou l d i nc l ude
we i gh - i n prov i s i ons and conveyo r s f or han-
d l i ng o f baggage . Adequa t e prov i s i ons shou l d
a l so be made for l i mous i ne , au t o , and t ax i
access .
The suburban i n t e rs t a t e t e rm i na l i s pe rhaps
t he s i mp l es t o f t he t e rm i na l t ypes . The mos t
F ig . 2 F l ow d i agram .
s i gn i f i can t p l ann i ng r equ i r emen t i s adequa t e
prov i s i on f or pa r k i ng . Many , i f no t mos t o f
t he passenge r s dr i ve t o t he f ac i l i t y and pa r k
t he i r ca rs unt i l t he i r r e t urn i n t he even i ng ,
wh i l e o t he r s may be dr i ven t o t he f ac i l i t y and
d i scha rged . In many i ns t ances access t o t he
t e rm i na l may a l so be v i a l oca l bus se rv i ce and
t ax i .
I t i s essen t i a l , t he r e f or e , t ha t t he pa r k i ng
f ac i l i t i es be l oca t ed so as to m i n i m i ze t he wa l k -
i ng d i s t ance to t he t e rm i na l and t ha t egr ess
and i ngr eg% be p l anned t o avo i d t ra f f i c conges -
t i on a l ong nea rby a r t e r i es . I f poss i b l e , some
cove r ed wa l kways shou l d be prov i ded l ead i ng
f rom t he pa r k i ng f i e l d to t he t e rm i na l bu i l d i ng .
S i nce t he r e w i l l be movemen t o f bo t h veh i -
c l es and passenge r s a t t he same l eve l , pro-
v i s i ons mus t be made , f or obv i ous sa f e t y rea -
sons , t o sepa r a t e t he t wo as much as poss i b l e .
Te rm i na l r equ i r emen t s shou l d i nc l ude pro-
v i s i ons f or t i cke t sa l es , vend i ng mach i nes
and / o r sma l l snack ba r , to i l e t f ac i l i t i es , o f f i ce ,
baggage and / o r s t o r e room . (See F i g . 2 . )
Space Requ i remen t s
Pub l i c Sea t i ng Sea t i ng i n any of t he t e rm i na l
t ypes may be prov i ded i n t he f o rm o f a sepa r a t e
wa i t i ng r oom or , i n a mo r e open p l an , i n t he
f orm o f a s i mp l e sea t i ng a r ea w i t h i n a l a rge r
pub l i c space . Th i s f unc t i on shou l d be d i rec t l y
access i b l e t o t he concou r se a r ea and shou l d
be prov i ded w i t h dr i nk i ng f oun t a i ns , t r ash bas -
ke t s , ash urns , and c l ocks .
The amoun t o f pub l i c sea t i ng va r i es depend -
i ng on i nd i v i dua l c i r cums t ances , t e rm i na l t ype ,
and econom i c pr i or i t i es . As a gene r a l ru l e o f
t humb , howeve r , an a l l owance of one sea t f or
eve r y t hr ee passenge r s wou l d be adequa t e f or
an i n t e rc i t y t e rm i na l . The passenge r quan t i t y
i s ca l cu l a t ed by mu l t i p l y i ng t he numbe r o f
l oad i ng be r t hs by an ave r age bus capac i t y o f
be t ween 35 and 37 peop l e . A 10-be r t h l oad-
i ng p l a t f orm t he r e f or e , wou l d resu l t i n t e rm i na l
sea t i ng o f be t ween 117 to 124 .
In a h i gh - vo l ume commu t e r t e rm i na l , sea t -
i ng accommoda t i ons may be r educed cons i d-
e r ab l y s i nce i n- t e rm i na l wa i t i ng t i me is much
l ess . Th i s wou l d a l so ho l d t rue f or t he subur -
ban i n t e rs t a t e t e rm i na l .
T i cke t i ng Fac i l i t i es
The t r end i n t i cke t i ng f ac i l -
i t i es i n t he mode r n t e rm i na l , r ega rd l ess o f
t he t ype , i s t owa rd open coun t e r s i n con t r as t
Transpor t a t i on
BUS TERM I NALS
to t he an t i qua t ed caged w i ndows . I n t he l a rge r
i n t erc i t y t e rm i na l , whe r e mo r e t han one ca r r i e r
may ope r a t e , sepa r a t e se l f - con t a i ned g l ass -
wa l l ed t i cke t o f f i ces may be prov i ded , each
hous i ng t he i r i nd i v i dua l open t i cke t coun t e r s .
The numbe r o f se l l i ng pos i t i ons or agen t s t a -
t i ons va r i es w i t h t he i nd i v i dua l ope r a t i ons
po l i cy o f t he ca r r i e r and t he pa r t i cu l a r t e rm i na l
t ype .
Pe rhaps t he gr ea t es t numbe r o f se l l i ng pos i -
t i ons a re r equ i r ed i n t he i n t erc i t y t e rm i na l . On
t he ave r age , one pos i t i on shou l d be prov i ded
f or each 25 t o 30 wa i t i ng r oom sea t s . The l i n-
ea l f ee t o f coun t e r space depends on i nd i v i dua l
ca r r i e r ope r a t i on and t he t ype o f t i cke t i ng
equ i pmen t used and may va ry be t ween 3 t o 5
f t pe r pos i t i on and / or abou t 50 t o 60 sq f t pe r
pos i t i on . The he i gh t o f t he coun t e r i s usua l l y
42 i n .
In t he a i rpor t - c i t y t e rm i na l t he t i cke t i ng
f ac i l i t i es a r e usua l l y i n t he f o rm o f con t i nuous
coun t e r s w i t h a ce r t a i n numbe r o f se l l i ng pos i -
t i ons a l l oca t ed t o each a i r l i ne . The l eng t h o f
each pos i t i on i s de t e rm i ned by t he t ype o f
e l ec t ron i c equ i pmen t , TV equ i pmen t , and
sca l es t o be housed and usua l l y va r i es be t ween
4 to 5 f t .
Baggage Boom Baggage r oom r equ i r emen t s
va ry s i gn i f i can t l y w i t h t e rm i na l t ype and op -
e r a t i on .
In t he i n t erc i t y t e rm i na l and t he a i rpor t -
c i t y t e rm i na l , t he baggage hand l i ng p rob l em
i s mo r e seve r e.
Idea l l y , i n bo t h cases , t he soone r t he depa r t -
i ng passenge r and h i s baggage a r e sepa r a t ed ,
t he be t t e r . In t he a i rpor t - c i t y t e rm i na l t h i s usu -
a l l y occu r s a t t he t i cke t coun t e r whe r e t he bag -
gage i s sen t by conveyor d i rec t l y t o t he l oad i ng
p l a t f orm or t o a s t ag i ng a r ea or baggage room ,
whe r e i t r ema i ns be f or e i t is p l aced on boa rd
t he bus .
In t he i n t e rc i t y bus t e rm i na l t he baggage i s
norma l l y hand - ca r r i ed d i rec t l y on t o t he bus or
t o t he baggage room , and f rom t he r e i t i s p l aced
on t he bus . The baggage r oom shou l d be acces -
s i b l e f rom bo t h t he pub l i c a r ea and t he con-
cou r se and have an a r ea equa l t o abou t 10
pe r cen t o f t he tot a l bu i l d i ng or con t a i n abou t
50 sq f t f or each bus l oad i ng be r t h , wh i cheve r
i s h i ghe r . The baggage r oom shou l d a l so be
equ i pped w i t h s t anda rd me t a l r acks abou t f our
or f i ve t i ers h i gh f or baggage s t or age .
A por t i on o f t he baggage r oom may be used
Transpor t a t i on
BUS TERM I NALS
for a package expr ess serv i ce , wh i ch and
shou l d func t i on w i t hou t i nt er f er i ng w i t h con-
course t ra f f i c . A separa t e package expr ess
coun t e r shou l d be prov i ded . The l eng th of t he
coun t e r depends on t he scope of the opera t i on ,
wh i ch var i es w i t h each l oca t i on .
Pub l i c Lockers and Te l ephones Locke rs and te l e .
phones a re r evenue produc i ng , and t he quan-
t i t i es to be prov i ded depend to a grea t degr ee
on the i r pot ent i a l earn i ng capac i t y .
D i spa t ch Of l i ce The d i spa t ch of f i ce cont ro l s
a l l bus movemen t and consequen t l y shou l d be
l oca t ed on the concourse so tha t it can ob-
se rve a l l l oad i ng ber ths . The s i ze of t he d i s-
pa t ch of f i ce may vary anywhe r e f rom 50 to
150 sq f t .
Of f i ces A l l t erm i na l s rega rd l ess of t ype requ i re
a cer t a i n amoun t of of f i ce space. The spec i f i c
area to be prov i ded depends on the t erm i na l
s i ze and t ype . A l t hough usua l l y of f i ces for
t he t erm i na l manage r , passenge r agen t , and
sw i t chboa rd are suf f i c i ent , in l arger t erm i na l s
mor e e l abora t e fac i l i t i es a re requ i red .
Renta l Space The amoun t of rent a l space to be
prov i ded f or s tores , shops , concess i ons , a t e . ,
depends pr i mar i l y on t he ea rn i ng pot ent i a l
i nvo l ved and t he amoun t of space ava i l ab l e .
By JOHN J . FRU I N , Ph . D.
PEDESTR I AN DES I GN FOR PASSENGER
TERM I NALS
The des i gn of pedes t r i an fac i l i t i es for passen-
ge r t erm i na l s i s dependen t on t he ca t egory of
t erm i na l and i ts pedes t r i an t ra f f i c pa t t erns .
Commu t e r passenge r t erm i na l s , w i t h ex t r eme
bu t shor t peak t ra f f i c pa t t erns and repe t i t i ve
users , can be des i gned for l owe r s t anda rds
of serv i ce than l ong-d i s t ance t erm i na l s , whe r e
the use rs a re genera l l y un f am i l i ar w i t h t he
fac i l i ty and peak t ra f f i c l eve l s may be sus t a i ned
ove r severa l hours . De t a i l ed pho t ograph i c
s tud i es of t he use of pedes t r i an fac i l i t i es i nd i -
ca t e tha t max i mum capac i t y co i nc i des w i t h
the mos t c rowded pedes t r i an concen t ra t i ons ,
represen t i ng a poor des i gn env i ronmen t . Many
of t he e l emen t s of aes the t i c des i gn a re l ost
in th i s t ype of c rowded env i ronmen t , as the
pedes t r i an becomes pr eoccup i ed w i t h t he d i f .
f i cu l t i es caused by t he c l ose i nt erac t i on and
conf l i c t s w i t h other pe rsons . The cha l l enge
to t he t erm i na l des i gne r i s to ba l ance t he space
requ i remen t s for a comf or t ab l e and aes the t i -
ca l l y p l eas i ng human env i ronmen t aga i ns t the
space res t ra i nt s caused by bu i l d i ng con f i gura -
t i on and cos t .
The mos t recen t approach to t he des i gn of
pedes t r i an spaces has been t he use o f the
l eve l -of -serv i ce concep t . On t he bas i s of th i s
concep t , a qua l i t a t i ve eva l ua t i on i s made of
human conven i ence at va r i ous t ra f f i c concen .
t ra t i ons and th i s i s t rans l a t ed i nto appropr i a t e
des i gn pa rame t e rs . For examp l e , it has been
f ound t hrough de t a i l ed pho t ograph i c ana l ys i s
tha t t he max i mum capac i t y of a cor r i dor i s ob-
F rom " Pedes t r i an P l ann i ng and Des i gn , "
(Copyr i gh t ) by John J . Fru i n , Ph . D .
t a i ned when ave r age area occupanc i es a re
abou t 5 sq f t per pe rson and human l ocomo t i on
i s l i m i t ed to a res t r i c t ed , shu f f l i ng ga i t . Pedes -
t r i ans requ i re an ave r age of mor e than 35 sq
f t per pe r son in orde r to se l ec t the i r norma l
wa l k i ng speed and to avo i d conf l i c t s w i th
other pedes t r i ans . Human l ocomo t i on on
sta i rs and t he conven i ence and comf or t o f
pedes t r i an wa i t i ng a reas is s i m i l ar l y re l a t ed
to ave r age pedes t r i an a rea occupancy .
Cor r i dor Des i gn
M i n i mum cor r i dor w i d t hs a re based on t he
pedes t r i an t ra f f i c f l ow vo l ume l ess appropr i a t e
a l l owances for d i srupt i ve t ra f f i c e l emen t s
such as co l umns , newss t ands , s t a i rways , w i n-
dow shoppe rs , e t c . Whe r e t he cor r i dor i s a l so
used as a wa i t i ng area to accommoda t e s t and-
i ng pedes t r i ans , t he max i mum pot ent i a l accum-
u l a t i on and sa f e human occupancy of t he cor -
r i dor shou l d be de t e rm i ned . (See " Queu i ng
Areas , " be l ow . ) The max i mum prac t i ca l f l ow
t hrough a cor r i dor is approx i ma t e l y 25 pe rsons
pe r foot w i d t h of cor r i dor pe r m i nu t e (PFM) .
The f l ow vo l ume tha t a l l ows for the se l ec t i on
of norma l wa l k i ng speed and avo i dance of
t ra f f i c conf l i c t s i s equ i va l ent to 7 PFM (or
l ess) . Th i s s t anda rd wou l d be used in passen-
ge r t e rm i na l s tha t do no t have severe peak i ng
pa t t erns or space res t r i c t i ons . Whe r e severe
repe t i t i ve peaks and space res t ra i nt s occur ,
such as in a commu t e r t erm i na l , the mor e
s t r i ngent s t anda rd of 10 to 15 PFM may be
used . Th i s s t anda rd a l l ows t he a t t a i nmen t of
nea r -norma l wa l k i ng speed bu t does resu l t in
mor e f requen t t ra f f i c conf l i c t s w i th o t he r
pedes t r i ans.
Ent rances
The cr i ter i a ut i l i zed for cor r i dor des i gn can
be rough l y app l i ed to t he des i gn of doors . The
max i mum capac i t y of a f ree -sw i ng i ng door i s
approx i ma t e l y 60 pe rsons pe r m i nu t e , but th i s
capac i t y i s ob t a i ned w i t h f requen t t ra f f i c d i s-
rup t i ons and queu i ng at the en t rance sec t i on .
A s t anda rd of 40 pe rsons pe r m i nu t e wou l d
be represen t a t i ve of a busy s i tua t i on w i t h occa -
s i ona l t ra f f i c d i srup t i ons . Whe r e f ree - f l ow i ng
t ra f f i c is des i red , a s t anda rd of 20 pe rsons pe r
m i nu t e shou l d be adop t ed .
St a i rs
Human l ocomo t i on on st a i rs i s much mor e
s t y l i zed and res t r i c t ed than wa l k i ng because
of t he res t ra i nt s i mposed by t he d i mens i ona l
con f i gura t i on of t he sta i rs , phys i ca l exer t i on ,
and conce rns for sa f e t y . As w i t h cor r i dors ,
capac i t y f l ow is ob t a i ned when there i s a dense
c rowd i ng of pedes t r i ans comb i ned w i t h re-
s t r i c t ed , uncomf or t ab l e l ocomo t i on . The max i -
mum prac t i ca l f l ow on a sta i r i s approx i ma t e l y
17 pe rsons pe r foot w i d t h of s t a i rway pe r m i n-
u t e (PFM) in t he upwa rd or des i gn d i rec t i on .
An ave r age of abou t 20 squa r e f ee t pe r pe rson
or mor e is requ i red be fore sta i r l ocomo t i on
becomes norma l and t ra f f i c conf l i c t s w i t h
o t he r pedes t r i ans can be avo i ded . Th i s i s equ i v-
a l ent to a f l ow vo l ume o f abou t 5 PFM. Th i s
s t anda rd wou l d be used in t e rm i na l s tha t do
no t have severe peak i ng pa t t erns or apace
res t r i c t i ons . In commu t e r t erm i na l s , t he mor e
s t r i ngen t s t anda rd of 7 to 10 PFM wou l d be
accep t ab l e . R i ser he i gh t has a s i gn i f i cant i m-
pac t on sta i r l ocomo t i on . Lowe r r i ser he i ght s ,
7 in . or l ess , i ncrease pedes t r i an speed and
t hus i mprove t ra f f i c e f f i c i ency . The l owe r r i ser
he i gh t i s a l so des i rab l e to ass i s t t he hand i -
capped pedes t r i an .
Queu i ng Ar eas
A numbe r of d i f f erent pedes t r i an queu i ng s i tu-
a t i ons occur i n t e rm i na l s wh i ch a f f ec t the i r
func t i ona l des i gn . L i near queues wi l l occur
whe r e passenge rs l i ne up to pur chase t i cke t s
or boa rd buses . Ca r e mus t be t aken tha t t hese
l i nes do no t d i srup t o t he r t erm i na l f unc t i ons .
The l eng th of a l i near queue may be es t i ma t ed
on t he bas i s of an ave r age pe r pe rson spac i ng
of 20 in . The pr esence o f baggage has l i t t l e
e f f ec t on th i s spac i ng because baggage i s
p l aced on t he f l oor e i ther be t ween t he l egs or
a t t he s i des . Bu l k queues may occur w i th i n
a passenge r t erm i na l whe r e passenge rs a re
wa i t i ng for bus ar r i va l s or o t he r serv i ces .
Whe r e no c i rcu l a t i on t hrough t he queu i ng
space i s requ i red , a rea occupanc i es as l ow as
5 sq f t pe r pe rson may be to l era t ed for shor t
pe r i ods . Th i s a l l ows s t and i ng pedes t r i ans to
avo i d phys i ca l con t ac t w i t h each o t he r. Whe r e
movemen t t hrough the queu i ng space i s re-
qu i red , such as in a passenge r wa i t i ng con-
course , an ave r age a rea of 10 or mor e sq f t
pe r pe r son i s requ i red . Human area occupan-
c i es be l ow 3 sq f t pe r pe rson resu l t in c rowded ,
i mmob i l e , and pot ent i a l l y unsa f e queues , par -
t i cu l ar l y whe r e pedes t r i ans may be j os t l ed
of f p l a t f orms .
Esca l a tors and Mov i ng Wa l ks
The h i gh cos t s of esca l a tors and mov i ng wa l ks
presen t d i f f i cu l t des i gn qua l i t y dec i s i ons . The
un i t s a re genera l l y des i gned c l ose to the i r
prac t i ca l ope ra t i ng capac i t i es even t hough
th i s prac t i ce causes pedes t r i an de l ays and
queu i ng . Esca l a tor and mov i ng wa l k manu -
f ac turers wi l l ra t e t he theore t i ca l capac i t y
of the i r un i t s on assump t i on of un i f orm s t ep
or space occupanc i es , bu t de t a i l ed pho t o-
graph i c s tud i es of pedes t r i an use of t hese
un i t s show tha t , even unde r t he mos t c rowded
cond i t i ons , pedes t r i ans wi l l l eave vacan t s t ep
pos i t i ons or gaps , t hus r educ i ng e f f ec t i ve
capac i t y . Th i s i s caused by the pedes t r i an ' s
own persona l space pre f e rences and momen -
t ary hes i t a t i on when boa rd i ng t hese un i ts , par -
t i cu l ar l y when t hey ope r a t e at h i gher speeds .
Th i s had l ed to t he use of a nom i na l or prac -
t i ca l des i gn capac i t y of 75 pe rcen t of the t heo-
re t i ca l as shown in Tab l e 1 .
TABLE t Nom i na l Capac i t y-Esca l a tors and
Mov i ng Wa l ks
Capac i ty , persons per mi nut e
T yp e of uni t Speed-90 fpm Speed-120 f pm
32- i n. esca l ator . . . . . 63 84
48- i n . esca l ator . . . . . 100 133
24- i n . wa l k . . . . . . . . . . . 60
30- i n . wa l k . . . . . . . . . . . 1 20
St a t i onary st a i rs shou l d be l oca t ed in c l ose
prox i m i t y to esca l a tors and i nc l i ned mov i ng
wa l ks to a l l ow for the i r a l t erna t i ve use in cases
of mechan i ca l f a i l ure . W i t h a r i se be l ow 20 f t ,
pedes t r i ans wi l l a l so make a l t erna t i ve use of
t hese sta i rs i f esca l a tor queues become t oo
l ong . W i t h h i gh- r i se app l i ca t i ons above 20 f t ,
v i r tua l l y a l l pedes t r i ans wi l l use the esca l a tor ,
caus i ng l ong queues and de l ays in t he heav i er
t ra f f i c app l i ca t i ons . Space for pedes t r i an t raf -
f i c c i rcu l a t i on and queu i ng shou l d be a l l oca t ed
a t a l l l end i ng a reas .
 Transpor t a t i on
BUS TERM I NALS

By JUL I US PANERO ,
Arch i t ec t and P l ann i ng Consu l t an t

BUS GEOMETR I CS

Bus Da t e Bus geome t r i cs , or the phys i ca l

d i mens i ons and maneuve rab i l i t y of the bus ,
de t e rm i ne t he w i d t h of roadways , shapes of
p l a t forms , co l umn spac i ng , ce i l i ng he i ght s ,
and other aspec t s of bus- l eve l des i gn . The
apparent l y i ns i gn i f i cant de ta i l of the r i ght -s i de
l oad i ng of buses o f t en rest r i c ts t erm i na l des i gn
poss i b i l i t i es.

Swept Path When a bus turns norma l l y , i t a l -

ways t urns abou t a po i nt wh i ch i s somewhe r e
on the cen t er l i ne of the rear ax l e . Th i s i s t rue
whe t he r mo t i on i s f orwa rd or backwa rd .
The t urns requ i red to accomp l i sh t he move -
men t and pos i t i on i ng of buses a re var i ab l e and
d i f fer cons i de rab l y w i t h t he equ i pmen t encoun-
t ered. The turn i ng t emp l a t e prov i des a con-
ven i en t graph i c me t hod to de t e rm i ne m i n i mum
c l ea rances requ i red . (See F i g . 3.)

ROADWAY RAMPS

Bus Roadway W i dths Ten- f oo t -w i de s i ng l e l anes

w i l l su f f i ce for 8- f t -w i de equ i pmen t . E l even- f oo t
l anes a re pre f erab l e whe r e amp l e t erm i na l
space is ava i l ab l e and espec i a l l y to accom-
moda t e equ i pmen t 8 f t w i de , t he use of wh i ch
s t ead i l y is i ncreas i ng .
Doub l e - l ane runways , enab l i ng s t and i ng
buses to be ove r t aken by other buses , prov i de
a grea t advan t age over one - l ane runways
SWEEP PATH 40 ' BUS 90 TURN because of t he i ncreased f l ex i b i l i ty of opera -
t i ons tha t i s made poss i b l e .
For t he purpose of me re l y ove r t ak i ng ano t he r

F i g. 3 Bus data .
Transpor t a t i on

BUS TERM I NALS

CLOCKW I SE MOT I ON COUNTERCLOCKW I SE MOT I ON

I SLAND BUS RA I L TRANSFER STEPPED PARALLEL

S I NGLE
(b) PARALLEL LOAD I NG
F ig. 4 Bus loading pl ans .

PLATFORM TYPES
Para l l e l Load i ng
" Requ i res excess i ve amoun t of space .
" Buses mus t usua l l y wa i t unt i l f i rst bus
ex i t s .
" La rge t erm i na l requ i res pedes t r i an unde r /
ove rpass fac i l i t i es to prot ec t passenge rs wh i l e
cross i ng l anes .
R i ght -Ang l e Load i ng
" D i sadvan t ages i nc l ude :
1 Ou t sw i ng i ng bus door wh i ch f orms a
bar r i er a round wh i ch passenge r mus t pass .
2 Bus maneuve r i ng d i f f i cu l t .
St ra ight Sawtooth Loading
" E f f i c i en t - emp l oyed whe r e lot i s compa r a -
t i ve l y na r row and deep .
" Passenge r has d i rec t approach to l oad i ng
door .
" Baggage t ruck can ope ra t e be t ween buses
for s i de l oad i ng .
Rad i a l Sawtooth Load i ng
" Mos t e f f i c i ent buses sw i ng i nto pos i t i on
a l ong na tura l dr i v i ng a re .
" Space requ i red a t f ront i s m i n i mum- w i de
space a t rear mak i ng maneuve r i ng easy .
(See F i g. 4 .)

Fig. 5 Bus roadway w i d t hs .
bus or r ow o f buses hav i ng no appr ec i ab l e ta i l -
ou t , doub l e - l ane r unway w i d t hs shou l d be a t
l eas t 20 f t and pr e f e r ab l y 22 f t , espec i a l l y i f
ex t r a -w i de equ i pmen t i s t o be accommoda t ed
- i mmed i a t e l y or i n t he f u t ur e . Howeve r , f or a
f l ex i b l e ope r a t i on unde r wh i ch depa r t i ng buses
may pu l l ou t f rom t he p l a t f orm a round a s t and -
i ng bus , t he runway w i d t h and t he amoun t
o f l i nea l space a t t he p l a t f orm f or t he pu l l -ou t
maneuve r a r e d i rec t l y r e l a t ed . Th i s r e l a t i onsh i p
i s i nd i ca t ed by F i g . 5 , f rom wh i ch i t i s seen , f or
examp l e , t ha t a 40- f t bus hav i ng a 16- f t c l ea r -
ance ahead ac t ua l l y uses 22 f t o f runway w i d t h
f or t he pu l l -ou t . Th i s wou l d i nd i ca t e , f or prac -
t i ca l purposes , a runway w i d t h of a t l eas t 24
f t . A l so , a tot a l m i n i mum be r t h l eng t h o f 40 f t
p l us 16 f t , or 56 f t , wou l d be r equ i r ed . Obv i -
ous l y , t he shor t e r t he be r t h l eng t h a l l owed , t he
w i de r t he r unway mus t be , and v i ce ve r sa .
Ramp i ng Whe r e r oadway r amp i ng down or up ,
a t en t r ances or ex i t s t o runways i s necessa r y ,
ca r e shou l d be t aken t o avo i d sha rp gr ade
changes wh i ch w i l l resu l t i n d i scom f or t t o pas -
senge r s or rough t r ea t men t o f equ i pmen t ,
pa r t i cu l a r l y when heav i l y l oaded . He r e aga i n ,
whe r e t h i s f ac t or i s i nvo l ved , t es t s shou l d be
made w i t h buses and a l l owance made f or pos -
s i b l e f u t ur e veh i c l es hav i ng a l onge r whee l -
base and ove rhang . Because o f t he l onge r
Transpor t a t i on
BUS TERM I NALS
whee l base o f buses , cr i t i ca l a t t en t i on shou l d
be pa i d t o t he ver t i ca l c l ea r ance whe r e a sag
cur ve ex i s t s , s i nce r equ i r ed bus c l ea r ance w i l l
be gr ea t e r . Whe r e buses a r e t o en t e r t e rm i na l
bu i l d i ngs , doo r ways and o t he r s t ruc t ur es
shou l d a l l ow su f f i c i en t s i de c l ea r ance t o pe rm i t
f ree movemen t o f veh i c l es and t o avo i d damage
and de l ay . Doo r head r oom shou l d be a t l eas t
12 f t f or t yp i ca l equ i pmen t , a l l owance be i ng
made f or any use o f t he t e rm i na l s by deck - and -
a -ha l f or doub l e -deck buses . Ac t ua l d i mens i ons
o f equ i pmen t t o use t he t e rm i na l shou l d be
checked be f or e f i x i ng cr i t i ca l d i mens i ons .
M i n i mum s i de c l ea r ance t o a l l s t ruc t ur es a l ong
t he r oadway shou l d be a t l eas t 12 i n .
Transpor t a t i on
TRUCK TERM I NALS
A t ruck t erm i na l i s a h i gh l y spec i a l i zed fac i l i ty ,
des i gned for a spec i f i c func t i on and ope ra t i ng
p l an in t e rms of t he serv i ce s t anda rds i t mus t
mee t , t he area i t serves , and t he vo l umes to be
hand l ed . The ob j ec t i ve of th i s ar t i c l e i s to ex-
p l a i n t he p l ann i ng requ i red to assur e tha t t he
fac i l i ty wi l l be adequa t e for :
1 . Dock des i gn and ya rd l ayou t . Prov i de
suf f i c i ent space for t rucks to maneuve r in and
ou t qu i ck l y and for pa rk i ng equ i pmen t . Pro t ec t
f re i ght and pe rsonne l f rom the wea t he r . Des i gn
docks to prov i de ready access for mov i ng
ma t er i a l i nto t rucks .
2 . Numbe r o f dock spo t s . Prov i de t he appro-
pr i a t e numbe r of doors to enab l e t rucks to l oad
and un l oad w i t hou t undue de l ay .
3 . Accumu l a t i on space . Space i s requ i red
i mmed i a t e l y beh i nd sh i pp i ng and rece i v i ng
spo t s for accumu l a t i ng sh i pmen t s so tha t
veh i c l es can be processed qu i ck l y .
The comp l e t e des i gn of t he t ruck t erm i na l ,
o f course , depends upon f i rst es t ab l i sh i ng t he
ope ra t i ng p l an and m i ss i on . Eva l ua t i on and
cons i de ra t i ons of a l t erna t e hand l i ng sys t ems
and bu i l d i ng des i gns a re beyond t he scope
o f th i s ar t i c l e .
Poss i b l e future changes mus t be t horough l y
ana l yzed in es t ab l i sh i ng t he des i gn yea r re-
qu i r emen t s . Fac i l i t i es a re des i gned for t he
future , and t hey mus t be ab l e to hand l e peak
l oads . A l t hough t he da t a ga ther i ng and ana l yt i -
ca l t echn i ques requ i red to accura t e l y es t ab l i sh
a des i gn bas i s appea r comp l ex , they a re neces -
sary . On l y w i th th i s i n f orma t i on can t he des i gn-
er assur e tha t t he fac i l i ty wi l l ope ra t e as
p l anned .
DES I GN YEAR REDU I REMENTS
The p l ann i ng s t ar t s w i t h a 5-year forecas t .
The p l anne rs have es t ab l i shed t he spec i f i c
m i ss i on of t he fac i l i ty and have t horough l y
es t i ma t ed t he needs of t he future i nc l ud i ng :
1 . I nbound and ou t bound des t i na t i ons to be
se rved
2 . The na t ure of t he wor k l oad to be hand l ed
3 . The t erm i na l schedu l es requ i red
The ob j ec t i ve of t he p l ann i ng ana l ys i s i s to
es t ab l i sh a f ew numbe r s such as pounds pe r
hour wh i ch descr i be wha t t he t erm i na l wi l l
have to do dur i ng t he peak per i od of t he des i gn
yea r day . The des i gne r mus t know whe t t he
wor k l oad ava i l ab i l i ty w i l l be in t e rms of t ruck
ar r i va l s , d i spa t ches , l oad i ng , and un l oad i ng
t i mes for peak ope ra t i ons .
1 . De t e rm i ne des i gn year peak . H i s tor i ca l
da t a a re of i nt eres t on l y as t hey re l a t e to the
future . Usua l l y , cur ren t i n f orma t i on mus t be
co l l ec t ed to desc r i be t he de t a i l s of t he presen t
t erm i na l wor k l oad , so tha t t he da t a may be
ad j us t ed for t he future . De t e rm i ne how th i s
cur ren t t est pe r i od re l a t es to t he norma l sea -
sona l peaks and va l l eys encoun t e r ed dur i ng t he
yea r . I f t he t erm i na l i s a new fac i l i ty rep l ac i ng
en ex i s t i ng one , t hen da t a can usua l l y be co l -
Sh i ppe r -Mo t or Car r i er Dock P l ann i ng Mode l ,
The Ope ra t i ons Counc i l of the Ame r i can Truck -
i ng Assoc i a t i ons , Inc . , Wash i ng t on , D .C,
l ec t ed for one po i nt . I f t he t erm i na l i s rep l ac i ng
t wo or mor e ex i s t i ng t erm i na l s or has an
ent i re l y new m i ss i on , t hen i n f orma t i on may be
co l l ec t ed for severa l po i n t s . The des i gner , of
course , wou l d l i ke to have comp l e t e i n forma -
t i on ava i l ab l e to make h i s forecas t , but he mus t
be prac t i ca l and use wha t eve r i n f orma t i on i s
a t hand . The t ype of i n f orma t i on wh i ch can be
used for eva l ua t i ng seasona l peaks and va l l eys
is :
a . Numbe r of sh i pmen t s
b . Pounds hand l ed
c . Revenue do l l ars
d. Numbe r of l oads
2. Tabu l a t e and ana l yze peak pe r i od. Es t ab-
l i sh a l og i ca l bas i s f or a peak pe r i od . P l ann i ng
the fac i l i ty to hand l e t he abso l u t e peak day 5
yea rs in t he future i s no t l og i ca l . Th i s wou l d
mean unnecessa ry bu i l d i ng cos t . Se l ec t a peak
per i od somewha t l owe r t hen t he average ,
depend i ng upon eva l ua t i on of da i l y or week l y
var i a t i on . For a sma l l fac i l i ty , a 40-door t e rm-
i na l or l ess , a good ru l e of t humb i s to t ake an
ave r age of t he 10 h i ghes t consecu t i ve weeks
dur i ng the year and use th i s as a base to com-
pa re o t he r pe r i ods of t he year for wh i ch you
a re co l l ec t i ng de t a i l ed i n f orma t i on . A l arger
fac i l i ty dese rves de t a i l ed ana l ys i s . Tabu l a t e
t he da i l y or week l y da t a on a ba r char t . Ex-
am i ne i t , and es t ab l i sh some l og i ca l cutof f for
t he peak pe r i od. Usua l l y a des i gn base wh i ch
w i l l accommoda t e t he vo l ume of 85 to 90 per -
cen t of t he wor k i ng days of t he year w i l l be
su i t ab l e .
3 . Es t ab l i sh t he des i gn year p l ann i ng base .
The new t erm i na l shou l d be p l anned for 5 yea rs
hence . S i t e and ya rd space requ i remen t s
shou l d be p l anned for 10 to 20 yea rs in the
future to a l l ow for expans i on of t he p l a t form
fac i l i t i es and other fac i l i t i es beyond t he des i gn
yea r . Des i gn yea r peak shou l d i nc l ude the
fo l l ow i ng :
a. The cur ren t p l ann i ng base
b . Forecas t ed grow t h for i nbound-ou t bound
t rans f er and i nt er l i ne f re i ght
c . Acqu i s i t i on of ope ra t i ng r i ght s w i t h i n
pr esen t sys t em i nc l ud i ng new d i s t r i but i on
po i n t s and pedd l e rou t es
d. Me rge r s w i t h other car r i ers and poss i b l e
conso l i da t i on of t erm i na l s in t he same c i ty
a. Change i n t he f re i ght pa t t ern
The des i gn year da i l y vo l ume shou l d be i n
pounds . Be care fu l in pro j ec t i ng grow t h based
on pes t r evenue i ncreases , because t hese usu-
a l l y re f l ec t ra t e i ncreases , no t ac tua l grow t h
of t ra f f i c . The f i na l f i gure es t ab l i shed shou l d
represen t t he p l anned peak des i gn year day in
t e rms o f tota l pounds hand l ed . De t a i l ed i nfor.
ma t i on on cur ren t wor k l oad can there fore
l a ter be ad j us t ed to re f l ec t a future p l ann i ng
base .
4. Tabu l a t e da t a on wor k l oad ava i l ab i l i ty .
Se t up t he t ea t per i od and accumu l a t e 4 weeks
of da t a by ma i n t a i n i ng da i l y ac t i v i ty l ogs and
r ecords. The ob j ec t i ve of th i s ana l ys i s is to
prov i de comp l e t e i n f orma t i on on a l l e l emed t s
of t he wor k l oad , to de t e rm i ne t he t i me of i ts
ava i l ab i l i ty and wha t mus t be done w i t h it .
Da i l y ac t i v i ty l ogs shou l d be ma i n t a i ned for :
a. I nbound ar r i va l s by or i g i n po i nt
b . De l i very l oaded by rou t e and i nt er l i ne
car r i er
c . I nbound break -bu l k by or i g i n and des t i na -
t i on po i n t s
d. Int er l i ne and ca r t age rece i ved by car r i er
e . P i ckup un l oaded by rou t e
f. Ou t bound l oaded by des t i na t i on
The ava i l ab i l i ty l ogs shou l d show the wor k -
l oad ar r i va l s i n t e rms of un i t s (or t rucks) , sh i p-
men t s , and pounds , and when it ar r i ved . A t t he
end of each day , summa r i ze t he i n f orma t i on on
t he l ogs to show t he wor k l oad ava i l ab i l i ty by
hour . A t t he end of t he 4-week t est per i od ,
summa r i ze t he veh i c l e and f re i ght ac t i v i ty for
t he ent i re per i od in hour l y i nc remen t s . Rev i ew
t he da i l y resu l t s for a cons i s t en t pa t t ern of
veh i c l e and f re i ght ar r i va l s and for var i a t i ons
f rom t he pa t t ern.
5 . Eva l ua t e future changes . Be f ore es t ab l i sh-
i ng t he des i gn year wor k l oad charac t er i s t i cs
and spec i f i c t erm i na l m i ss i on , de t e rm i ne t hose
wor k l oad ava i l ab i l i ty changes wh i ch m i gh t
occur in t he i nt er i m, e i ther t hrough manage -
men t d i rec t i on or f rom other sour ces . Key
f ac tors to cons i de r a re :
a . D i f f erent c l oseou t t i mes at or i g i n t erm i -
na l s
b . Changes i n rou t i ng be t ween or i g i n and
des t i na t i on t erm i na l s wh i ch may a l ter t rave l
t i me
c . Changes in cutof f t i mes for i nt er l i ne
f re i ght
d. Feas i b i l i t y of rep l ac i ng s i ng l e t ra i l er w i t h
doub l e t ra i l er ope ra t i ons , to r educe e l apsed
l oad i ng or e l i m i na t e comb i na t i on l oads
e . Poss i b i l i t y tha t doub l e t ra i l er comb i na -
t i ons may mean ear l i er ar r i va l a t new t erm i na l
f . Break -bu l k t ra f f i c pa t t erns may change by
rev i ew of sys t em ope ra t i on
For new a reas to be serv i ced by acqu i s i t i on
of add i t i ona l r i ghts or by me rge r w i th o t he r
car r i ers , es t i ma t e t he wor k l oad ava i l ab i l i ty
based on t he l oca t i on of poss i b l e new t e rm i na l s
and es t i ma t ed f re i ght vo l umes to be hand l ed .
Eva l ua t e a l l of t hese f ac tors , and es t ab l i sh
the des i gn year wor k l oad ava i l ab i l i ty for t he
new t erm i na l .
6. Es t ab l i sh serv i ce ob j ec t i ves. The p l anne r
now has ava i l ab l e a good desc r i p t i on o f t he
new t erm i na l wor k l oad i n t e rms of i ts con t en t
and ava i l ab i l i ty . The nex t s t ep i s to es t ab l i sh
t wo key f ac tors :
a . Requ i r ed cutof f t i mes for ou t bound
l oad i ng
b. Requ i r ed t i me tha t de l i very veh i c l es
shou l d be ava i l ab l e on t he st ree t
The p l anner , there fore , wi l l know when t he
wor k l oad i s ava i l ab l e and how much t i me t he
dock c r ew wi l l have for process i ng t he wor k -
l oad .
7 . Es t ab l i sh d i s t r i but i on of t ra f f i c by ou t .
bound des t i na t i ons . The ob j ec t i ve i s to est i -
ma t e t he amoun t of t ra f f i c to be l oaded ove r t he
p l a t form to each ou t bound des t i na t i on to be
se rved . Tabu l a t e t he da i l y ave r age test pe r i od
we i gh t i n pounds to each des t i na t i on . The pro-
cedure i s as f o l l ows :
a . Tabu l a t e da i l y ave r age we i gh t i n pounds
to each des t i na t i on .
b. App l y t he f orecas t ed grow t h f ac tor to
each des t i na t i on for des i gn yea r da i l y ave r age
we i gh t . I f forecas t s a r e no t ava i l ab l e by dest i -
na t i on po i nt , use t he same grow t h f ac tor for a l l
po i n t s .
 Transpor t a t i on
TRUCK TERM I NALS

c . L i s t a l l new des t i na t i on po i n t s acqu i r ed TABLE 1 l oad i ng and Un l oad i ng Ra t es '

t hrough ope r a t i ng r i gh t s or me rge r s w i t h o t he r
Sh i pmen t s
ca r r i e rs .
d. De t e rm i ne des i gn your da i l y ave r age ou t - ove r age
bound we i gh t f or each new po i n t . p ou nds Pounds per hour t
Type
A s i m i l a r ana l ys i s shou l d be pr epa r ed f or i n-
bound t ra f f i c . L i s t a l l pr esen t rou t es , i nc l ud i ng Very sma l l sh i pmen t s* . 150 2 , 000- 4 , 000
comme r c i a l cons i gnees and i n t er l i ne ca r r i e rs . Sma l l sh i pmen t s . . . . . . . . . . . 300 4 , 000- 5 , 500
Eva l ua t e t hese rou t es end de t e rm i ne whe t he r Ave r age sh i pmen t s . . . . . . . . . . 500 5 , 500- 6 , 500
f u t ur e p l ans w i l l ca l l f or r e rou t i ng and hand l i ng La rge sh i pmen t s . . . . . . . . . . . 3 , 000 6 , 500- 8 , 000
add i t i ona l vo l ume by mo r e rou t es , i mp roved 22 , 000-30 , 000
Un i t l oads . . . . . . . . . . . . . .
de l i ve ry l oad ave r ages , or mo r e t rucks on t he 17 , 000-21 , 000
Cont a i ners1 ' . .
some rou t es . Tabu l a t e t he expec t ed vo l ume
o f f r e i gh t for each rou t e . Conveyor l oad i ng . . . . . . . . . . . 9 , 000-11 , 000
A t t h i s po i n t , t he p l anne r shou l d have a f l ow is i nter rupted
' Ra t es based on s t eady f l ow of f re i ght to or f rom doorway . Pounds per hour wi l l decrease i f f re i ght
comp l e t e desc r i p t i on o f t he f u t ur e wo r k l oad , to p i ck or deta i l i nspec t sh i pment s and to t rave l l ong d i st ances be t ween s torage and sh i pp i ng or rece i v i ng area .
when i t w i l l be ava i l ab l e , whe r e and how i t ra tes wi l l i ncrease 50 percent to 60 percent .
t Ra t es are based on one -man opera t i on . W i th t wo-man opera t i on
mus t be l oaded , and wha t t he l oad i ng and * Inc l udes l arge percent age of m i n i mum sh i pment s and one sh i pment de l i very or p i ckup. M i n i mum serv i ce t i me is 6 m i nu t es
un l oad i ng -ove r a l l hand l i ng capac i t y r equ i r ed per veh i c l e .
-w i l l be f or t he des i gn yea r day . Inc l udes pa l l et l oads , sk i d l oads , c l amp l oads , and sl ip shee t l oads .
Inc l udes cages , me t a l , wood , end p l ast i c cont a i ners .

NUMBER OF DOORS
The numbe r o f l oad i ng and un l oad i ng doo r s
r equ i r ed i s based on t he peak pe r i od dur i ng
t he des i gn day. The peak doo r way r equ i r emen t
may be for t he i nbound ope r a t i on or a peak
whe r e t he i nbound and ou t bound ove r l ap . The
p l anne r has a l r eady es t ab l i shed t he vo l umes
t o be hand l ed , t he des t i na t i ons t o be sor t ed ,
and t he ava i l ab i l i t y o f f re i gh t t o be un l oaded .
The numbe r o f door s f or a g i ven wo r k l oad w i l l
t he r e f or e depend upon t he numbe r o f des t i na -
t i ons t o be l oaded i nbound and ou t bound as
we l l as t he ra t es a t wh i ch f r e i gh t can be l oaded
and un l oaded t hrough a doo r . Typ i ca l t ruck
t e rm i na l un l oad i ng and l oad i ng ra t es a r e shown
i n Tab l e 1 . These may be used i f t he p l anne r
has no t a l r eady es t ab l i shed l oad i ng and un l oad -
i ng ra t es for h i s own ope r a t i on. The r a t es
shown a r e based on t he numbe r o f pounds
pe r hou r wh i ch norma l l y can be l oaded and
un l oaded t hrough a doo rway based on a one -
man ope r a t i on . The r a t es a l so i nc l ude t i me f or
spo t t i ng equ i pmen t .
1 . Ca l cu l a t e ou t bound doo r s r equ i r ed. For
ou t bound , obv i ous l y t he m i n i ma l r equ i r emen t
i s one doo r pe r des t i na t i on . Add i t i ona l door s
w i l l be needed for des t i na t i ons wh i ch have a
gr ea t e r vo l ume o f f r e i gh t t hen can be l oaded
t h rough a doo r i n t he r equ i r ed t i me pe r i od . Le t
us say t ha t a ca r r i e r has f our des t i na t i ons and
can l oad f re i gh t t h rough a doo r way a t a ra t e o f
6 , 000 l b pe r hou r . The des i gn yea r r equ i r emen t
f or t he peak pe r i od dur i ng t he des i gn day has
been es t ab l i shed . The ca l cu l a t i on is as f o l l ows .
Examp l e : The r e a r e f our des t i na t i ons , and
t he ave r age l oad i ng ra t e is 6 , 000 Ib pe r hou r .
Pounds pe r Numbe r of Numbe r of
hour to be doors doors
Des t i na t i on l oaded ca l cu l a t ed a l l owed
A . . . , . . . . . 10 , 000 1 .7
9 . . . . . . . . . 4 , 000 0 .7
C . . . . . . . . . 25 , 000 4 .2
0 . . . . . . . . . 2 , 000 0 .3
6 .9
Tot a l . . . . . 41 . 000
As a ru l e o f t humb , when de t e rm i n i ng t he
numbe r o f door s f or each des t i na t i on , round
a l l dec i ma l va l ues o f 0 .3 t o t he nex t h i ghe r
who l e numbe r , and drop a l l dec i ma l va l ues l ess
t hen 0 .3 . When ca l cu l a t i ng t he numbe r o f ou t -
bound door s , be sur e t ha t a l l des t i na t i on po i n t s
a r e we l l de f i ned . Fo r examp l e , Ch i cago m i gh t
be a des t i na t i on . The r e may be add i t i ona l sub-
des t i na t i ons r equ i r ed such as Ch i cago prope r ,
Ch i cago i nt er l i ne , end Ch i cago rou t e t ruck .
Each o f t hese wou l d have t o be t r ea t ed as
sepa r a t e des t i na t i ons i f t he f re i gh t is sor t ed
f or t hem and l oaded sepa r a t e l y .
2 . Ca l cu l a t e numbe r o f i nbound doo r s. The
numbe r o f doo r s f or l oca l de l i ve ry w i l l depend
upon t he numbe r o f rou t es and t he me t hod
used f or se rv i c i ng t he rou t e . Be f o r e ca l cu l a t i ng
t he numbe r o f door s , t he ope r a t i ng p l an mus t
be es t ab l i shed . The p l anne r mus t know :
a . The numbe r o f d ropped t ra i l ers or t rucks
f or i n t e r l i ne or l a rge cus t ome r s
b. Whe t he r t he p l an ca l l s f or f l oor i ng f r e i gh t
and l oad i ng a l l t rucks i n sequence , or whe t he r
t he i nbound ope r a t i on w i l l be a l l or par t i a l l y
a c ross - dock or d i r ec t - l oad i ng ope r a t i on
c . Whe t he r a l l de l i ve ry veh i c l es w i l l be d i s -
pa t ched a t once or whe t he r t he r e w i l l be a
second wave o f l oca l de l i ve ry
Use t he p l ann i ng da t a deve l oped t o de t e r -
m i ne t he vo l ume o f f re i gh t f or each rou t e .
Deve l op t he ope r a t i ng p l an , end prov i de
enough t ruck spo t s f or each rou t e t o be l oaded
a t any one i n t e rva l o f t i me .
3 . Ca l cu l a t e numbe r o f doo r s r equ i r ed for
un l oad i ng . The ca l cu l a t i on o f t he numbe r of
doo r s r equ i r ed f or s t r i pp i ng or un l oad i ng i n-
bound t ra i l ers or p i ckup and de l i ve ry veh i c l es
i s re l a t i ve l y s i mp l e . F r om t he des i gn day peak
wo r k l oad ana l ys i s , t he p l anne r knows t he
vo l ume o f t ra f f i c , i ts ava i l ab i l i t y and how much
mus t be s t r i pped i n a g i ven numbe r o f hour s .
The on l y add i t i ona l i n f orma t i on needed i s a t
wha t hour l y ra t e he can expec t a dockman t o
un l oad f re i gh t t h rough a doo r way.
Examp l e
A ca r r i e r ' s da i l y peak pe r i od i s dur i ng t he i n-
bound ope r a t i on . The p l an ca l l s f or dock c r ews
t o s t a r t i n f or ce a t 2 A . M . and comp l e t e un l oad -
i ng i nbound t ra i l ers by 7 A . M . Wo r k l oad ava i l -
ab i l i t y ana l ys i s shows t ha t 300 , 000 I b o f
i nbound i s ava i l ab l e f or s t r i pp i ng dur i ng t h i s
2 pe r i od. The e l apse d t i me for t he ope r a t i on i s 5
1 hour s . S t r i pp i ng i s p l anned a t a con t i nuous
l eve l r a t e ; t hen t he c r ew has 5 hour s t o com-
4
p l e t e t he un l oad i ng . The p l an w i l l r equ i r e s t r i p-
1
p i ng i nbound veh i c l es e t a ra t e o f 60 , 000 I b
8
pe r hou r . De l i ve ry can be l oaded a t an ave r age
r a t e o f 4 , 000 I b pe r hour t hrough a doo r ; t hen
t he numbe r o f doo r s r equ i r ed f or s t r i pp i ng i s :
60 , 000 - 15 doo r s r equ i r ed
4 , 000
S i m i l a r ca l cu l a t i ons can be made f or s t r i p-
p i ng p i ckup veh i c l es . I mpo r t an t f ac t ors t o
know a r e when t he p i ckup i s ava i l ab l e , and a t
wha t con t i nuous ra t e s t r i pp i ng shou l d be
p l anned i n orde r t ha t t he un l oad i ng be com-
p l e t ed i n t i me t o c l ose ou t t he ou t bound equ i p -
men t on schedu l e .
SH I PMENT ACCUMULAT I ON SPACE
Accumu l a t i on space i s needed t o s t age sh i p-
men t s so t ha t t hey a r e r eady f or t he p i ckup
veh i c l e and f or p l ac i ng goods r ece i ved pr i or
t o d i spos i t i on . Sh i pmen t s shou l d be s t aged i n
an a r ea conven i en t t o t he t ruck dock .
Accumu l a t i on space may con t a i n s t or age
a i ds such as r acks , b i ns , or she l ves . Sh i pmen t s
may be accumu l a t ed on pe l l e t s , sk i ds , ca r t s ,
t rucks , or i n con t a i ne r s . The apace m i gh t a l so
be occup i ed w i t h conveyor banks t o accumu -
l a t e orde r s or me r e l y con t a i n ca r t ons s t acked
on t he f l oor .
In an ope r a t i on i n wh i ch a l l f re i gh t i s moved
d i rec t l y i n t o veh i c l es spo t t ed a t t he dock ,
accumu l a t i on space is no t needed . I n t h i s case ,
t he veh i c l e se r ves as t he accumu l a t i on a rea ,
and hav i ng been f i l l ed w i t h f re i gh t , is r ep l aced
w i t h an emp t y .
1 . De t erm i ne peak accumu l a t i on . The
accumu l a t i on space shou l d be ca l cu l a t ed f or
t he des i gn yea r . Adequa t e space mus t be ava i l -
ab l e for t he t o t a l sh i pmen t accumu l a t i on
vo l ume f or t he peak hour o f t he day . The wa r e -
house i s p i ck i ng orde r s a t a ce r t a i n ra t e and
l oad i ng t rucks a t ce r t a i n t i mes . The accumu l a -
t i on space r equ i r emen t , t he r e f or e , mus t pro-
v i de s t or age f or t he cumu l a t i ve tot a l o f orde r s
p i cked dur i ng t he day m i nus t he cumu l a t i ve
tot a l o f orde r s l oaded ou t . By t abu l a t i ng bo t h o f
t hese cumu l a t i ve vo l umes by hour , t he p l anne r
can de t e rm i ne when t he peak w i l l occur as
we l l as wha t t he peak vo l ume need i ng t o be
s t or ed w i l l be . The peak accumu l a t i on f or mos t
f ac i l i t i es w i l l gene r a l l y occu r some t i me i n t he
ea r l y a f t e rnoon , j us t pr i or t o t he peak a r r i va l
pe r i od f or ca r r i e rs .
2 . Ca l cu l a t e space requ i red . Conve r t t he
max i mum accumu l a t ed vo l ume f or t he peak
i n t o cub i c f ee t . Conven i en t conve r s i on f ac t or s
can be es t ab l i shed f or conve r t i ng pounds or
cases i n t o cub i c f ee t . F i n i shed goods , how -
eve r , a re no t accumu l a t ed i n one so l i d mass .
Add i t i ona l space mus t be prov i ded f or access
and f or sepa r a t i on o f sh i pmen t s by ca r r i e r .
For mos t cond i t i ons , t he a l l owance f or add i -
t i ona l space i s usua l l y abou t 2'4 t o 3 t i mes as
gr ea t as t he ac t ua l cube o f t he p roduc t . The r e -
f ore , mu l t i p l y t he f i n i shed goods cub i c f ee t by
t he s t or age space ut i l i za t i on f ac t or o f 2A t o 3
t o ob t a i n tot a l s t or age cub i c f ee t r equ i r ed .
3 . Pr epa r e b l ock l ayou t . The nex t s t ep i n
p l ann i ng t he sh i pp i ng accumu l a t i on space i s
de t e rm i n i ng t he numbe r o f squa r e f ee t . The
procedur e i s as f o l l ows :
a . De t e rm i ne t he ove ra l l s t ack i ng he i gh t f or
t he sh i pmen t t o be s t or ed .
b. D i v i de t he tot a l s t or age cub i c f ee t by t he
s t ack i ng he i gh t .
Transpor t a t i on
TRUCK TERM I NALS
The resu l t w i l l be t he s t or age a r ea i n squa r e
f ee t .
Add i t i ona l space mus t be prov i ded f or
access a i s l es . Depend i ng on t he s t or age a i de
used , a r ea r equ i r emen t s f or a i s l es w i l l r ange
f rom 50 pe r cen t t o 150 pe r cen t o f t he s t or age
a rea , accord i ng t o t he s i ze o f t he s t or age bank ,
t ype o f equ i pmen t used , and whe t he r a i s l es a r e
used f or mo r e t han one pu rpose . I n mos t cases ,
t he a l l owance f or a i s l es i s equ i va l en t t o t he
s t or age apace ava i l ab l e . Pr epa r e a t yp i ca l l ay-
ou t f or one bay . Measu r e s t or age space and ,
based on a i s l e space needed , mu l t i p l y t he
s t or age or es i n squa r e f ee t by a f ac t or o f 1 .5
t o 2 . 5. The tot a l squa r e f ee t shou l d prov i de
adequa t e space for sh i pmen t accumu l a t i on .
D r aw a l ayou t o f t he con f i gur a t i on o f t he a r ea ,
g i v i ng t he r equ i r ed numbe r o f squa r e f ee t , and
a r r ange t he s t or age b l ocks on t he l ayou t as
t hey ac t ua l l y w i l l be . I f ad j us t men t s mus t be
made i n space a l l owances , make t hem a t th i s
t i me .
DOCK DESIGN AND SPECI F ICATIONS
The t h i rd ma j or e l emen t i n p l ann i ng t he sh i p-
p i ng f ac i l i t y i s t o see t ha t docks a r e t he p rope r
he i gh t f or l oad i ng and un l oad i ng veh i c l es , t ha t
peop l e and f r e i gh t a r e pro t ec t ed f rom wea t he r ,
end t ha t adequa t e apace i s a l l owed f or access
and pe r k i ng . Once aga i n , p l an f or t he des i gn
yea r and a l l ow for expans i on .
1 . De t e rm i ne veh i c l e pa r k i ng r equ i r emen t s .
Es t i ma t e t he f o l l ow i ng for t he des i gn yea r :
Company or con t r ac t ca r r i e r veh i c l es
a. I f company t rucks or con t r ac t ca r r i e r
veh i c l es a re used f or d i s t r i bu t i on , de t e rm i ne
t he max i mum tot a l numbe r and t ype o f veh i c l es
on s i t e. Th i s max i mum numbe r w i l l gene r a l l y
occur on a weekend or ove r a ho l i day .
b. Mu l t i p l y t he numbe r o f each t ype veh i c l e
- such as 40- f t t ra i l er , 18- f t s t r a i gh t t ruck ,
t rac t or w i t h 40- f t t r a i l e r -by t he squa r e f oo t
a l l owance f or each d i f f e ren t l eng t h o f veh i c l e .
Pa r k i ng space f or a veh i c l e shou l d be 12 f t
w i de , end t he l eng t h o f t he space shou l d be
t he ove r a l l l eng t h o f t he veh i c l e p l us 20
pe r cen t .
Pa r k i ng space pe r veh i c l e , sq f t
= (ove ra l l l eng t h , f t X 1 . 2) X 12 f t
c. Add tot a l space r equ i r emen t f or a l l
veh i c l es.
d. Sub t r ac t space f or numbe r o f veh i c l es t o
be spo t t ed a t t he dock.
e. Ca l cu l a t e t ruck apron a rea , emp l oyee
pa r k i ng a r ea , and se r v i ce road a r ea . To t a l a r ea
f or comb i ned f ac i l i t i es .
Common ca r r i e r veh i c l es
a . Es t i ma t e t he max i mum numbe r and s i ze
o f veh i c l es wh i ch cou l d be wa i t i ng f or a doo r
pos i t i on , and prov i de space f or t hese veh i c l es .
b. Keep apron and dock app roach a r ea c l ea r
t o pe rm i t r ap i d r emova l and spo t t i ng o f veh i -
c l es a t t he dock .
2 . Prov i de adequa t e maneuve r i ng space.
The l eng t h o f a veh i c l e ' s pa r k i ng space or
dock app roach i s t he gr ea t es t l eng t h f or t he
t rac tor - t ra i l er comb i na t i on (st a l l l eng t h) and
t he apron l eng t h necessa r y t o maneuve r t he
veh i c l e i n and ou t o f t he pa r k i ng spo t . The
ap ron i s measu r ed f rom t he ou t e rmos t pa r t
o f t he l onges t veh i c l e t o be accommoda t ed
or f rom t he ou t e rmos t pa r t o f any obs t ruc t i on ,
such as a pos t or pa r t o f a bu i l d i ng s t ruc t ur e
i n f ron t o f t he dock . As a gene r a l ru l e , t he
dock app roach shou l d be a t l eas t t w i ce t he
l eng t h o f t he l onges t t rac tor - t ra i l e r comb i na -
t i on .
The w i d t h f or each new pa r k i ng spo t or s t a l l
shou l d be 12 f t t o accommoda t e t he l onge r and
w i de r t rac tor - t ra i l e r comb i na t i ons . Th i s w i d t h
can be used f or ou t s i de pa r k i ng or pa r k i ng i n
an enc l osed dock a r ea . Use Tab l e 2 as a gu i de .
TABLE 2 M i n i ma l Park i ng Space or Dock
Approach Length and W i dth (W i d t h-12 f t )
Overa l l l ength Apron Dock approach
of t ractor - t ra i l er , f ee t l ength , f ee t l ength , f ee t
40 43 83
45 49 94
50 57 107
55 62 117
60 69 129
3. P l an f or good t ra f f i c f l ow. When pr epa r -
i ng t he p l o t p l an , i nc l ude :
a. Veh i c l e movemen t on s i t e. Veh i c l es
shou l d c i r cu l a t e i n a coun t e r c l ockw i se d i rec -
t i on . Mak i ng l e f t -hand t urns w i t h l a rge veh i c l es
enab l es t he dr i ve r t o see mo r e eas i l y t he t a i l
end o f t he veh i c l e .
b. Se r v i ce roads . Fo r t wo-d i r ec t i on t ra f f i c ,
roads shou l d be 23 f t w i de . Th i s w i l l a l l ow f or
a 3- f t c l ea r ance be t ween pass i ng eh - f t -w i de
veh i c l es w i t h a 1 h - h s i de c l ea r ance . For one -
way roads , t he m i n i mum s t r a i gh t away w i d t h
shou l d be 12 f t .
c. Roadway app roaches and i n t e rsec t i ons .
Ga t es and app roaches t o roadways shou l d be
a t l eas t 30 f t w i de f or t wo-d i r ec t i on t ra f f i c and
a t l eas t 20 f t w i de f or one - way t ra f f i c. Fo r a
r i gh t - ang l e r oadway i n t e rsec t i on , a m i n i mum
r ad i us o f 50 f t w i l l be sa t i s f ac t ory f or mos t
veh i c l es . Howeve r , i f t he road i s w i de r t han
20 f t , t he m i n i mum r ad i us may be dec r eased
t o 35 f t .
d. Pedes t r i an l anes . These shou l d be l oca t ed
ad j acen t t o a se r v i ce road , bu t sepa r a t ed f rom
t he r oadway by a phys i ca l ba r r i e r . The w i d t h
o f t he l ane can r ange f rom 4 t o 6 f t , depend i ng
on t he vo l ume o f pedes t r i an t ra f f i c .
4 . Prov i de p rope r dock he i gh t . Truck - t ra i l -
e re and p i ckup and de l i ve ry veh i c l es a r e no t
bu i l t t o any spec i f i c bed he i gh t ; t he r e f or e ,
docks f or veh i c l es a t p l an t s and d i s t r i bu t i on
cen t e r s canno t be cons t ruc t ed t o one spec i f i c
he i gh t . For mos t t ra i l ers des i gned t o hand l e
d r y me r chand i se , t he veh i c l e bed he i gh t w i l l
va r y be t ween 48 and 52 i n . For some h i gh .
cubs t ra i l ers w i t h sma l l e r whee l s , t he bed
he i gh t w i l l be l ess t han 48 i n . Truck chase !*
w i t h a " r ee f e r " body w i l l i nc r ease t he bed
he i gh t up t o 6 i n . P i ckup and de l i ve ry veh i c l e
bed he i gh t s w i l l va ry be t ween 44 and 50 i n .
Veh i c l es w i t h capac i t y l oads can comp r ess
spr i ngs and change t he bed he i gh t . A s i ng l e -
ax l e t ra i l er bed he i gh t can change as much me
6 t o8 i n .
To prov i de t he bes t dock he i gh t f or a f ac i l i t y ,
a sur vey shou l d be made o f t he t ype o f equ i p -
men t used t o de t e rm i ne t he bed he i gh t o f
veh i c l es se r v i c i ng t he p l an t or d i s t r i bu t i on
cen t e r . D i f f e r en t he i gh t s may be prov i ded i f
a l l s t r a i gh t t rucks a r r i ve e t one dock l oca t i on
and a l l t ra i l ers a r r i ve a t ano t he r . I n gene r a l ,
se l ec t i ng a dock he i gh t l owe r - r a t he r t han
h i ghe r - w i l l enab l e t he dr i ve r t o open or c l ose
veh i c l e door s wh i l e t he t ruck i s a t t he dock .
5 . Avo i d p i t s and r amps . I f a t a l l poss i b l e ,
gr ade t he app roach and ap ron a r ea for t he
prope r dock he i gh t and keep equ i pmen t nea r
l eve l . I f l oad i ng p i t s and r amps canno t be
avo i ded , use t he f o l l ow i ng gu i de l i nes :
a . I f a r amp i s needed , gr ade t he app roach
t o t he dock so t ha t t he t ruck or t ra i l er I s nea r l y
l eve l . Equ i pmen t pa r ked a t a s t eep ang l e i s un -
sa f e t o l oad and un l oad . I f t he f ron t end o f t he
t ruck or t ra i l er i s e l eva t ed t oo much , t he t ruck
roo f may s t r i ke t he bu i l d i ng when back i ng i n .
b . A l t hough mos t l oaded t rucks a r e de -
s i gned t o pu l l a 15 pe r cen t gr ade , t he s t a r t -up
g r ade f or pu l l i ng away f rom a dock i s much
l owe r . I n add i t i on , dock f ac i l i t i es even i f
cove r ed canno t be kep t dr y i n we t wea t he r . A
3 pe r cen t gr ade i s t he max i mum a l l owab l e f or
pu l l i ng away f rom a dock .
6 . Spec i f y doo r he i gh t and w i d t h. A l mos t
a l l sh i ppe r - cons i gnee f ac i l i t i es shou l d have
t ruck dock doo r s t o prov i de secur i t y and dock
a r ea pro t ec t i on f rom w i nd , ra i n or snow when
veh i c l es a r e no t a t t he dock . Fo r mos t i ns t a l l a -
t i ons , a 9-a f doo r w i d t h i s r ecommended f or
veh i c l es no t pe r f ec t l y spo t t ed . Tra i l e r w i d t hs
may i nc r ease i n t he f u t ur e t o 102 i nches . Doo r
w i d t hs gr ea t e r t han 9 f t w i l l cause excess i ve
l ose o f hea t or r e f r i ge r a t i on ; doo r s l ess t han 9
h w i de w i l l r equ i r e ex t r a maneuve r i ng o f
veh i c l es f or spo t t i ng a t t he dock .
To de t e rm i ne doo r he i gh t s , sub t r ac t t he dock
he i gh t f rom 14 f t . I n mos t cases t he doo r he i gh t
w i l l r ange f rom 9 f t 8 i n . t o 10 f t . Th i s he i gh t
w i l l accommoda t e up t o 13- f t 6- i n . -h i gh t ra i l ers .
I f on l y s t r a i gh t t rucks de l i ve r and p i ck up
f r e i gh t a t t he dock , t he he i gh t o f t he doo r w i l l
r ange be t ween 8 f t and 9 f t 4 i n .
7 . Ins t a l l pe rmanen t , se l f - l eve l i ng dock -
boa rds . I ns t a l l a t i on o f dock l eve l e rs enab l es
f as t e r t urna round o f t rucks and con t r i bu t es t o
i nc r eased dock produc t i v i t y . Pe rmanen t l y
i ns t a l l ed boa rds a r e sa f e r t o use t han por t ab l e
boa rds . The one excep t i on t o t he use o f dock -
boa rds wou l d be f or f ac i l i t i es exc l us i ve l y ut i l i z -
i ng conveyo r s t o t r anspor t f r e i gh t ou t o f or i n t o
veh i c l es.
The dockboa rd spec i f i ca t i on w i l l depend on
t he f o l l ow i ng f ac t ors :
a . Gr ea t es t he i gh t d i f f e r ence be t ween t he
dock and bed o f t rucks or t ra i l ers se r v i ced
b . Type o f ma t e r i a l s hand l i ng equ i pmen t
used
c . Type o f l oads hand l ed i n t o and ou t o f
veh i c l es
d. Type o f veh i c l e road equ i pmen t p i ck i ng
up or de l i ve r i ng f re i gh t
Af t e r de t e rm i n i ng t he max i mum he i gh t d i f -
f e r ence f rom dock l eve l , t he l eng t h o f t he c l ock .
boa rd can be ca l cu l a t ed by us i ng t he a l l owab l e
pe r cen t age gr ade f or t he t ype o f hand l i ng
equ i pmen t used . A l l owab l e g r ades a r e shown
i n Tab l e 3.
TABLE 3 Percent of Grade for Ma ter i a l
Hand l i ng Equ i pment
A l l owab l e percent
Type of equ i pmen t of grade '
Powe r ed hand t rucks . . . . . . . . . . . 3
Powe r ed p l a t form t rucks . . . . . . . . . 7
Low- l i f t pe l l e t or sk i d t rucks . . . . . . 10
E l ec t r i c fork t rucks . . . . . . . . . . . . 10
Gas fork t rucks . . . . . . . . . . . . . . 15
Cont ac t manu f ac turer and check manuf ac turer ' s spec i f i ca t i ons
be l ore opera t i ng beyond a l l owab l e percent of grade .
Mos t s t anda rd t ruck dockboa rd l eng t hs
r ange f rom 6 t o 10 f t . For mos t app l i ca t i ons ,
dockboa rds shou l d be 6 f t w i de . Use 7- f t w i de
dockboa rd f or l oad i ng or un l oad i ng un i t l oads
w i t h f or k t ruck .
8 . Prov i de a r ea for access t o t rucks . A
m i n i mum a r ea measu r ed i ns i de t he p l an t f rom
t he edge o f t he dock shou l d be kep t c l ea r end
unobs t ruc t ed f or t he movemen t o f f re i gh t and
ma t e r i a l s hand l i ng equ i pmen t . The dep t h o f t he
a r ea mus t a l l ow f or maneuve r ab i l i t y o f ma t e -
r i a l s hand l i ng equ i pmen t i n end ou t o f veh i c l es
and f or t wo - way c ross t ra f f i c beh i nd t he dock .
I f dockboa rds a r e used , prov i de a m i n i mum

dep t h o f 12 f t beh i nd t he i ns i de edge o f t he
boa rd . I f dockboa rds a r e no t used , a l l ow 15 f t
f rom t he dock edge . I f conveyo r s a re used
t o l oad and un l oad a l l f re i gh t , t he r equ i r emen t
f or a c l ea r d i s t ance beh i nd t he dock edge w i l l
no t app l y .
9 . Prov i de f or wea t he r pro t ec t i on . An
a l t e rna t i ve t o a fu l l y enc l osed dock i s t he i ns t a l -
l a t i on o f dock she l t e rs and canop i es comp l e t e l y
enc l os i ng t he space be t ween t he bu i l d i ng and
t he r ea r o f t he veh i c l e . Dock she l t e rs prov i de
a c l osur e be t ween t he t ruck and dock door s .
Canop i es prov i de a roo f ove r t he dock and
shou l d be ex t ended ove r t he dock ' s en t i r e d i s-
t ance . In orde r t o r educe t he e f f ec t s o f w i nd ,
ra i n and snow , t he i ns t a l l a t i on o f canop i es
shou l d a l so i nc l ude s i de pane l wa l l s ex t end i ng
f rom t he bu i l d i ng a t each end o f t he dock a r ea .
Mos t she l t e rs a r e des i gned t o accommoda t e
veh i c l es r ang i ng f rom 10 f t t o 13 f t 6 i n . h i gh .
Dock she l t e rs shou l d be cons i de r ed f or p l an t s
and d i s t r i bu t i on cen t e r s wh i ch have t he f o l l ow-
i ng cha r ac t e r i s t i cs :
a . P l an t s i t e i s l oca t ed i n co l d , w i ndy or we t
c l i ma t e .
b . A l a rge concen t r a t i on o f peop l e wo r k i n
t he a r ea and t he ad j acen t dock a r ea .
c . Fema l e emp l oyees , pe r f orm i ng s t a t i ona ry
t asks , a r e l oca t ed nea r t he dock a r ea .
Fig . 1 Back - i n t ype enc l osure .
d. Long l oad i ng and un l oad i ng t i me i n t e rva l s
occur e t t he dock .
e . The r e i s a l i m i t ed r ange o f veh i c l e s i zes
p i ck i ng up and de l i ve r i ng f re i gh t .
Canop i es shou l d ex t end a m i n i mum o f 8 f t
ou t f rom t he bu i l d i ng t o prov i de adequa t e pro-
t ec t i on ove r t he r ea r end o f pa r ked veh i c l es e t
t he dock . Fo r l eve l dr i veways , t he ou t s i de edge
o f t he canopy shou l d be no l ess t han 1 5 f t h i gh
t o accommoda t e 13- f t 6- i n . t ra i l ers . I f t he
he i gh t o f a l l veh i c l es us i ng t he dock is l ess t han
13 f t 6 i n . , l oca t e t he canopy 1 ' h f t h i ghe r t han
t he h i ghes t veh i c l e .
10 . Eva l ua t e fu l l y enc l osed dock . The i n i t i a l
cos t o f cons t ruc t i ng a comp l e t e l y enc l osed
dock f ac i l i ty , compa r ed w i t h an ou t s i de dock
f ac i l i ty , may be j us t i f i ed i f :
a . Max i mum secur i t y i s needed .
b. P l an t s i t e i s l oca t ed i n co l d , w i ndy or we t
c l i ma t e .
c . Veh i c l es a re d ropped f or ove rn i gh t l oad-
i ng .
d . H i gh va l ue me r chand i se is hand l ed .
e. Me r chand i se hand l ed i s sens i t i ve t o t em-
pe r a t ur e and wa t e r .
f . A l a rge concen t r a t i on o f peop l e wo r k
i n t he a r ea and t he ad j acen t dock a r ea .
I f a dock i s comp l e t e l y enc l osed i n a bu i l d i ng ,
t he w i d t h o f each dock pos i t i on shou l d be a
Transpor t a t i on
TRUCK TERM I NALS
m i n i mum o f 12 f t w i de . The ove r a l l c l ea r he i gh t
i n t he veh i c l e dock i ng a r ea shou l d be a m i n i -
mum o f 1 ' h f t h i ghe r t han t he h i ghes t veh i c l e
or l ega l he i gh t . Fo r mos t i ns t a l l a t i ons , t h i s w i l l
be a 15- f t ove r a l l c l ea r he i gh t .
The back - i n t ype enc l osur e i s t he mos t com-
mon t ype o f comp l e t e l y enc l osed dock f ac i l i t y .
For t h i s enc l osur e , each veh i c l e dock pos i t i on
has i ts own doo r way f or d i rec t access t o t he
ou t s i de as shown i n F i g . 1 . The d i s t ance f rom
t he l ead i ng edge o f t he dock t o t he i ns i de o f t he
doo r way whe r e t he veh i c l e backs i n shou l d
exceed t he max i mum l eng t h o f t he veh i c l es
us i ng t he f ac i l i t y or t he max i mum l ega l l eng t h
o f t he veh i c l e comb i na t i on by a t l eas t 5 f t . For
mos t i ns t a l l a t i ons r ece i v i ng t rac tor - t ra i l ers ,
an ove r a l l l eng t h o f 65 f t w i l l mee t t h i s r equ i r e -
men t .
DOCK I NG FAC I L I T I ES
The pr i ma r y cons i de r a t i on i n p l ann i ng mod -
e rn l oad i ng and un l oad i ng f ac i l i t i es f or mo t o r
t r anspor t equ i pmen t i s t o prov i de adequa t e
space f or e f f i c i en t maneuve r i ng i n t o and ou t
o f l oad i ng pos i t i on a t prope r l y cons t ruc t ed
docks . No one p l an w i l l f i t a l l r equ i r emen t s ,
bu t ca r e f u l s t udy o f pr esen t needs and f u t ur e
poss i b i l i t i es w i l l de t e rm i ne t he t ype and s i ze
o f f ac i l i t i es essen t i a l t o e f f i c i en t ope r a t i on .
The r e i s , o f cour se , no se t o f s t anda rd d i men -
s i ons cove r i ng t he space r equ i r ed f or maneu -
ve r i ng t he many poss i b l e comb i na t i ons o f
t r ac t or - t rucks and sem i t r a i l e rs i n t o and ou t
o f l oad i ng pos i t i on a t docks or i n s t a l l s and
dr i veways . Howeve r , t he maneuve r i ng space
r equ i r ed i s l a rge l y dependen t on t hr ee f ac t or s :
(1) ove r a l l l eng t h o f t he t rac tor - t ra i l er un i t ;
(2) t he w i d t h o f t he pos i t i on i n wh i ch t he veh i -
c l e mus t be p l aced ; and (3) t he t urn i ng r ad i us
o f t he t r ac t or - t ruck wh i ch pu l l s t he un i t . I nas -
much as a t rac tor - t ra i l e r uses s l i gh t l y mo r e
space t o pu l l ou t t han t o back i n, a l l r e f e r ence
t o maneuve r i ng ap ron space i s based on t he
r equ i r emen t s f or pu l l i ng ou t .
Leng t h o f Trac t or -Tra i l e r Un i t
The l eng t h o f t rac tor - t ra i l e r un i t s t o be accom-
moda t ed w i l l va r y i n acco rdance w i t h s t a t e
l aws and d i f f e r i ng t ypes o f ope r a t i on . Ana l ys i s
o f t he spec i f i c p rob l em w i l l de t e rm i ne t he
l a rges t veh i c l e to be cons i de r ed . For t he pur -
poses o f t h i s d i scuss i on t rac tor - t ra i l e r un i t s
o f 35 , 40 and 45 f t a re cons i de r ed t o be t he
mos t pr eva l en t ove ra l l l eng t hs . I f an appr ec i a -
b l e vo l ume o f t ra f f i c i s hand l ed by " for h i re "
mo t o r t r anspor t , i t may be expec t ed t ha t t he
un i t l eng t h t o be accommoda t ed w i l l approx i -
ma t e t he l ega l l i m i t in t he s t a t e conce rned ,
usua l l y be t ween 45 and 50 f t . I t i s obv i ous t ha t
comme r c i a l hau l e r s w i l l use t he max i mum s i ze
t rac tor - t ra i l er prac t i ca l f or e f f i c i en t ope r a t i on
w i t h i n s t a t e l i m i t a t i ons . In gene r a l , i t may be
assumed t ha t s t r a i gh t t rucks can be accommo -
da t ed i n t he space r equ i r ed f or t rac tor - t ra i l er
un i t s i nasmuch as i t has been i mpr ac t i ca l t o
bu i l d t rucks even approach i ng t he l eng t h and
cub i c capac i t y o f mode r n t ra i l ers . In some
s t a t es t ra i ns o f mo r e t han one t ra i l er a re per -
m i t t ed . Such equ i pmen t is no t be i ng cons i de r ed
as i t i s assumed t ha t each t ra i l er i n a t ra i n
wou l d be spo t t ed sepa r a t e l y .
W i d t h o f Pos i t i on
The max i mum a l l owab l e w i d t h o f a t ruck or
t ra i l er i s 8 f t and i t may be assumed t ha t v i r tu-
a l l y a l l un i t s (o t he r t han t hose f or l i gh t c i t y
de l i ve ry ) a r e bu i l t t o t ake fu l l advan t age o f
th i s d i mens i on .
T r anspo r t a t i on

TRUCK TERM I NALS

one maneuve r has been wo r ked ou t i n prac t i -

NOTES : (A) Shou l d be at l east 6 i n . over l ega l he i ght for
l eve l area , more for s l ope .
(B) Dock he i ght , 1,8 to 52 i n . for road t ra i l ers ,
44 i n, for c i ty t rucks .
(C) Conc re t e apron of the d i mens i ons shown
w i l l accommoda t e t ra i l ers f rom 22 to 40 f t
l ong .
(D) Add i t i ona l s l ab l ength r ecommended to sup-
por t t rac tor whee l s .
(E) Gene ra l ru l e for d i s t ance requ i red : tota l
l ength of t rac tor - t ra i l er t i mes 2.
Tra i l er w i d t h -8 f t
Tra i l er sta l l w i d t h -10 f t mi n i nnun l , 12 f t
reeon i n i ended.
Fig . 2 Recommended d i mens i ons and c l earances for t ruck l oad i ng docks .
The consensus among t r anspor t and t ra f f i c made t o de t e rm i ne t he space r equ i r ed . Un i t s
men i n t e r v i ewed is t ha t 12 f t i s a ve r y des i r ab l e ut i l i z i ng cab -ove r - eng i ne t ruck - t r ac t ors have
w i d t h for s t a l l s or t ruck pos i t i ons . S l i gh t l y somewha t shor t e r t urn i ng rad i i f or t he same
na r rowe r pos i t i on w i d t hs can be u t i l i zed when l eng t hs and consequen t l y r equ i r e l ess apron
necessa r y bu t shou l d be avo i ded i n orde r t o space t han un i t s w i t h conven t i ona l t r ac t ors .
r educe t he poss i b i l i t y o f damage t o equ i pmen t Many of t hese t r ac t or - t rucks a r e i n use , bu t
and l oss o f t i me f or j ockey i ng i n t o pos i t i on .
f ew sh i ppe r s can coun t on t he i r exc l us i ve use .
A l so , as pos i t i on w i d t h i nc r eases , t he apron
space r equ i r ed f or maneuve r i ng w i l l dec r ease .
Apron Space Requ i r ed
The apron space r equ i r ed to maneuve r t rac t or -
Trai ler D imens ions Ave r age d i mens i ons o f l a rge
t ra i l ers a r e shown i n F i g . 2, a l ong w i t h r ecom- t ra i l er un i t s i nto or ou t o f l oad i ng pos i t i on i n
mended d i mens i ons end c l ea r ances for dock
s t ruc t ur es .
ca l t es t s w i t h s t anda rd equ i pmen t hand l ed by
expe r i enced dr i ve r s . I nasmuch as a h i gh ave r -
age t urn i ng r ad i us has been arb i t rar i l y used
t o prov i de a ma rg i n for d i f f e r ences i n equ i p -
men t , t he va r i ab l e f ac t ors we r e ove r a l l l eng t h
and pos i t i on w i d t h . The apron space r equ i r ed
i s measu r ed ou t f rorn t he ou t e rmos t pa r t o f
any veh i c l e or o t he r poss i b l e obs t ruc t i on i n
t he a r ea o f t he maneuve r ( F i g . 4) .
In t he case o f a s i ng l e -pos i t i on unobs t ruc t ed
dock ( F i g . 4a ) , t he d i s t ance wou l d be measu r ed
s t r a i gh t ou t f rom t he dock . Howeve r , i f a can-
opy or roo f , suppor t ed by pos t s ( F i g . 46) shou l d
be pr esen t t o pro t ec t t he l oad i ng a rea , t he d i s-
t ance wou l d be measu r ed ou t f rom t he pos t s .
I f i t is necessa r y to spo t a t ra i l er a l ongs i de
ano t he r veh i c l e ( F i g . 4c) , t he d i s t ance wou l d
be measu r ed f rom t he ou t e rmos t po i n t o f t he
veh i c l e obs t ruc t i ng t he maneuve r . When a
s t a l l or dr i veway is i nvo l ved ( F i g . 4d) , t he d i s -
t ance wou l d be measu r ed f rom t he ou t e rmos t
obs t ruc t i on , such as a curb , po l e , or veh i c l e ,
ate .
I t is h i gh l y r ecommended t ha t a t l eas t t he
m i n i mum apron space be a l l owed and t ha t
i t be kep t c l ea r f or t he app roach and maneu -
ve r i ng o f t r anspor t un i t s .
I n l oca t i ons whe r e t he prope r space i s no t
ava i l ab l e f or pa r k i ng i n one maneuve r , t ra i l ers
can be j ockeyed i n t o pos i t i on . Th i s , howeve r ,
is a t i me -was t i ng , cos t l y , and unsa t i s f ac t or y
p rocess f or bo t h comme r c i a l and pr i va t e t r ans -
por t ope r a t or s .
Overhead Cl earance
S t anda rd t ra i l ers va r y i n he i gh t up t o 12' 'A f t .
Consequen t l y , i t is r ecommended t ha t 14- f t
c l ea r ance be prov i ded a t docks or i n ya rds ,
dr i veways , door s , s t a l l s and i n t e r i or roadways .
Spec i a l t r anspor t a t i on cond i t i ons such as
de l i ve ry o f l a rge mach i ne r y may r equ i r e gr ea t e r
c l ea r ance .

Turn i ng Rad i i o f Tr ac t or -Trucks

The t urn i ng rad i i o f t r ac t or - t rucks have a de f i -
n i t e bea r i ng on t he apron space r equ i r ed f or
maneuve r i ng equ i pmen t . Howeve r , because
o f t he va r i a t i on i n t h i s d i mens i on among t rucks
o f d i f f e ren t t ypes , capac i t i es and makes , a h i gh
ave r age t urn i ng r ad i us has been used i n ar r i v-
i ng a t r ecommenda t i ons r ega rd i ng space
r equ i r emen t s .
The r equ i r emen t s o f heavy -du t y un i t s w i t h
ex t r eme l y l ong t urn i ng rad i i ca l l f or spec i a l
cons i de r a t i on . I f such equ i pmen t i s a f ac t or
i n any ope r a t i on , a spec i a l s t udy shou l d be

When des i gn i ng for ramps , d i ps , or c rowns

i n the t erm i na l area , spec i a l care mus t be
t aken to prov i de c l earance a t the po i nt s
i nd i ca t ed i n the d i agr am. Ac t ua l d i mens i ons
mus t be obt a i ned . Cab c l earances are mor e
cr i t i ca l when the comb i na t i on is j ackkn i f ed .
Land i ng gea r he i ght (A) may be as l ow as
10 i n.
F i g. 3 Cr i t i ca l po i nts for c l earance . Fig . 4 Apron space requ i red for var i ous cond i t i ons .
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TRUCK TERM I NALS

and obs t ruc t i ons . Ra i l road c ross i ngs , au t o-
mob i l e t ra f f i c , pa r ked veh i c l es , and ma t e r i a l
ca r e l ess l y s t or ed ou t s i de a l l con t r i bu t e t o
de l ays i n p i ck -up and de l i ve ry. I f a r i gh t - ang l e
t urn mus t be nego t i a t ed i n a na r row dr i veway ,
ex t r a c l ea r apace shou l d be prov i ded on t he
i ns i de o f t he t urn t o e l i m i na t e maneuve r i ng .
Fo r i ns t ance , i n a dr i veway 12 t o 14 f t w i de ,
t he t r i angu l a r a rea , f o rmed by t he i ns i de corne r
o f t he t urn and t he t wo po i n t s 24 f t on each
s i de o f t he corne r , shou l d be l ef t c l ea r . Th i s
w i l l a l l ow prope r c l ea r ance f or t he t urn i ng
r ad i us o f t he t r ac t or - t ruck and t he cu t - i n o f
t ra i l er whee l s .
Turn i ng C l earance (see F i g. 5)
Si te
Loca t i on : I n se l ec t i ng a s i t e , cons i de r t he
F ig . 5 Turn i ng c l earance for dr i veway. f o l l ow i ng f ac t or s :
l . Prox i m i t y t o p i ckups , de l i ve r i es , and
Dra i nage connec t i ng ca r r i e rs
Pavemen t : 6- i n. conc r e t e s l ab r e i n f or ced
w i t h 6 by 6 i n . No . 6 gauge we l ded w i r e mesh ;
expans i on j o i n t s 30 f t on cen t e r s .
Fence : 2- i n . w i r e mesh No . 9 gauge , 7 f t h i gh
i nc l ud i ng seve r a l s t r ands o f ba rbed w i r e a t
t he t op . Pro t ec t t he f ence f rom damage by
t rucks by p l ac i ng bumpe r s or 2- f t -h i gh ea r t h
curbs 5 t o 15 f t f rom t he f ence , depend i ng
upon t he t ype o f t ruck us i ng t he ya rd . I n ca r
pa r k i ng a r eas p l ace bumpe r s a t l eas t 3 f t f rom
t he f ence .
Dock Bu i l d i ng
Or i en t a t i on : I f poss i b l e , p l ace t he l ong
d i mens i on o f t he bu i l d i ng pa ra l l e l t o t he pr e -
va i l i ng s t orm w i nds .
Co l umn spac i ng : Depends upon s t a l l w i d t h .
Recommended s t a l l w i d t h 12 f t , co l umn spac -
i ng 24 f t .
W i d t h of bu i l d i ng va r i es f rom 45 to 70 f t ,
depend i ng upon t he t ype of ope r a t i on : usua l
f i gur e is 60 f t .

Roo f s or canop i es ove r l oad i ng docks shou l d 2 . Access i b i l i t y t o ma i n t ra f f i c a r t e r i es He i gh t : M i n i mum c l ea r i n t er i or he i gh t , 12 f t .

be cons t ruc t ed so as t o avo i d dr a i nage i nto
t he l oad i ng a r ea. Th i s pr ecau t i on w i l l r educe
t he haza rds o f mud and i ce and t he r esu l t i ng
l oss o f t r ac t i on . I t i s pa r t i cu l a r l y i mpor t an t
t o pr even t i ce f orma t i on on t he pavemen t whe r e
t r ac t or and t ra i l er a r e coup l ed .
Tra f f i c Conges t i on
So f a r as poss i b l e , l oad i ng a r eas and ap -
p roaches shou l d be f r ee f rom gene r a l t ra f f i c
3 . Obs t ruc t i ons such as br i dges , unde r -
passes , and r a i l road c ross i ngs
4 . Zon i ng
5 . U rban and r eg i ona l p l ans ; f u t ur e g row t h
pa t t e rn o f c i t y
6 . Tr anspor t a t i on f ac i l i t i es f or emp l oyees
7 . Ut i l i t i es
G r ade : S i t e shou l d be approx i ma t e l y l eve l :
max i mum s l ope 3 pe r cen t ; m i n i mum s l ope f or
dr a i nage , 1 pe r cen t . S t o rm dr a i ns r ecom-
mended 60 t o 75 f t on cen t e rs , 100 f t max i mum .
Foo t ove rhang or canopy p ro j ec t i on - 3 f t
m i n i mum , no max i mum ( t he l onge r t he be t t e r ) ;
usua l f i gure , 12 f t .
End wa l l s : May be ex t ended a s i m i l a r d i s -
t ance f or be t t e r wea t he r pro t ec t i on .
Doo r s : Ove rhead t ype , 8 to 10 f t w i de by
8 t o 9 f t 4 i n . h i gh ; t he l a rge r s i zes a r e mo r e
usua l .
F l oor : Re i n f or ced conc r e t e des i gned f or a
l i ve l oad o f 150 t o 250 pa r ; nons l i p f i n i sh
( f l oa t or abr as i ve ) .
Bumpe r s : Wood usua l ; s t ee l or rubbe r may
be used .
S t eps : I ron ba r rungs se t i n conc r e t e dock
f ron t a r e l ess expens i ve t han s t a i rs ; prov i de
one se t o f s t eps pe r f our s t a l l s .
L i gh t : 15 f oo t cand l es r ecommended ; sky -
l i gh t s op t i ona l . F l ood l i gh t s a r r anged t o sh i ne
i n t o t ruck or t ra i l er bod i es a r e r equ i r ed , a l so
f l ood l i gh t s f or t he gene r a l ya rd a r ea .
Hea t : Requ i r ed i n nor t he rn a r eas ; suspended
un i t hea t e r s or r ad i an t hea t i n f l oor s l ab may
be used .
Ven t i l a t i on : Mechan i ca l ven t i l a t i on r equ i r ed
i f fork- l i f t t rucks a r e used .
Spr i nk l e r s : Recommended f or en t i re dock
a r ea .
(See F i gs . 6 and 7 .)

Of f i ces
The o f f i ce f ac i l i t i es may i nc l ude any or a l l
o f t he f o l l ow i ng :

Gene r a l o f f i ce
Message cen t e r
B i l l i ng o f f i ce
Cash i e r
Te l ephone r oom
Fo r eman ' s o f f i ce
O f f i ce manage r
Te rm i na l manage r
Ope r a t i ons manage r
Sa l esmen ' s r oom
Reco rd r oom
Hea t e r r oom
Cen t r a l check i ng
Dr i ve rs ' l ocke r r oom
Tr anspor t a t i on depa r t men t
Do rm i t o r y
Ca f e t e r i a
Dr i ve rs ' r eady r oom
Other Fac i l i t i es
Ma i n t enance shop
Fue l i ng a r ea (nea r shop)
We i gh i ng a r ea
Truck and t ra i l er pa r k i ng a r ea ( t wo pa r k i ng
spaces pe r dock s t a l l r ecommended )
F i g. 7 Truck termi na l dock p l an for fork- l i f t t ruck and pa l l et storage . Emp l oyee and v i s i tor pa r k i ng a r ea
Transpor t a t i on

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Truck Types and D i mens i ons

Fig . 8

" How B l g Is a Truck -How Sha rp Does I f Turn , " The

Ope ra t i ons Counc i l of Ame r i can Truck i ng Assoc i a t i on ,
Inc ., Wash i ng t on , D .C ., 1974 .
 Transpor t a t i on

TRUCK TERM I NALS

Truck Types and D i mens i ons