BUS TERMINUS?

TYPES OF BUS TERMINUS

A bus terminus is a structure where a number of buses stop to pick • BUS DEPOTS
up and drop off passengers and stop for maintenance or next day • BUS STOPS AND SHELTERS
Transportation is one of the most important requirements for
departures to different destinations. • INTERCITY BUS TERMINUS
aid of communication from one place to other for visiting
It is larger than a bus stop • AIRPORT CITY BUS TERMINUS
purpose or in the scene of tourism.
A number of factors like the convenience from one place to • INTERSTATE BUS TERMINUS
the other, promotion of tourism, for communication between
places, etc. Have predicted the importance of planning such as
roadways industries in the essence of bus terminus SCALE OF A TERMINUS:
It depends upon the vehicular movement scale
within the city and also on size of the city

RAOD TRANSPORT IN INDIA NEED FOR A TERMINUS:

• National highways, state highways, district roads and village Terminuses act as access nodes.
roads etc. Terminuses are needed where number of services
• National highways carry approximately 40% of the total terminates and where there is a exchange of
traffic but they are only 3.5%of the entire road network. passengers' and goods from one service to another

MODES OF TRANSPORT
• PUBLIC MAIN COMPONENTS OF THE BUS TERMINUS
• PRIVATE • Interstate bus terminal
• Parking for private vehicles, taxis & auto
A BUS TERMINAL SHOULD SATISFY : • Restaurant and food courts
• Cafeteria
• Passenger protection from passing traffic
• Book shops
• Access for people with disabilities
• Tickets counters
• All-weather surface to step from/to the bus
• Office complex
• Proximity to pedestrian crossings
• Shops or a commercial complex
• Proximity to major trip generators
• Public seating
• Street lighting
• Cloak room

Terminal Typology: The hierarchy of routes served is one of the primary
1.Need determinants of a terminal’s design and planning. In India, there are mainly
2.Size two different types of terminals:
3.Location and Local Bus Terminal: Bus services at a local bus terminal cater to routes
4. Design 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 10kms
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
• Access and approach • Small (less than or equal to 60).
• Location Terminal Operations: This characteristic determines the operations type of a
• Operational parameters bus terminal, in terms of allocating boarding bays to different routes.
• Existing capacity and future demand estimation The categorization is based on the current preference and norms followed by the
• Integrating multi-modal accessibility and feeder infrastructure terminal operator (usually state or city transport undertakings). In India, two
operations types are observed:
• FIXED ROUTE BAY ALLOCATION
• DYNAMIC BAY ALLOCATION
Supporting infrastructure refer to the additional facilities which aid in
enhancing user experience, efficiency, and attractiveness of bus
terminal. These include provision for feeder infrastructure, seating,
landscaping, lighting, way finding (Passenger Information Systems
(PIS), signage and marking), public art, and breakdown
services.
Feeder infrastructure: The infrastructure which connects
the bus terminal with the city is referred to as
supporting access (or feeder) infrastructure. It includes
provision for various modes that provide access—
and act as feeder—to the bus terminal. These
include parking for private vehicles; drop-off and pickup
bays for private vehicles, taxis, auto rickshaws cycle
rickshaw, shared vehicles such as vans/jeeps etc.; and
bays and/or stops for local bus services. Signage: PIS—including both dynamic and fixed signage—
Seating: Seating—in and around the bus terminal constitute an integral part of the terminal’s way
complex—shall be planned to cater to a minimum of finding infrastructure, and play an important role in
30% of all passengers in the facility. Seating is required regulating vehicular and pedestrian movement. They
so as to avoid obstruction to the flow of passenger provide relevant information, warnings and directions,
traffic through the complex; it should be designed to thus facilitating ease of access, convenience and
combine comfort, ease of maintenance and resistance safety. They should be strategically placed, consistent
to vandalism. and easy to interpret.
Hardscape and landscaping: It is important to ensure
that landscaping complements the spatial design and
enhances the visual appeal of the terminal. Outdoor
and indoor passenger areas should be smoothly hardscape,
to facilitate easy connection between site’s
periphery and the terminal.

Lighting: Lighting should be designed to meet minimum

illumination levels and quality standards for both
indoor and outdoor application. Natural lighting elements
such as sky lights shall be used to enhance lighting
level without increasing the energy load of the terminal
facility. Lighting fixtures should be energy efficient,
require low maintenance, and minimize light
pollution and glare.
Primary elements to be considered with regard a bus terminal’s PUBLIC SEATING The interstate bus terminus is to be designed to handle 1938 trips to
infrastructure development can be classified for three different user types 2000 trips per day
. These include passengers, terminal staff and bus staff. An allowance of one seat for every three passengers would be
adequate for an intercity terminal • Peak hour flow is equal to 10 % of total daily flow.
• Incoming buses (at unloading bays) = 50% of total buses = 1000 no's
1.Passenger areas CLOAK ROOM • Incoming buses (at loading bays) = 50% of total buses = 1000 no's
a. Ticketing and queuing The baggage room should room should be accessible from • Occupancy in peak hour = 50 passenger/ bus.
b. Passenger waiting areas both the public area and the concourse and have an area • Total passenger to be handled by terminal = 50 x 2000 = 1,00,000
c. Passenger conveniences (drinking water facilities equal to about 10 percent of the total building or contain No. Of bays for loading and unloading have been calculated as
and toilets) about 50 sq.Ft for each bus loading berth =total no of buses in peak hour /
d. Passenger circulation Bay capacity in 1 hour.
e. Boarding/Departing areas TICKET COUNTERS
f. Facility entry PUBLIC SPACES
g. Tourist information • On the average, one position should be provided for each • Area req. Per person at counter : 50-150 sq.Ft.
h. Security, including CCTV cameras 25 to 30 waiting room seats. • Area req. Per person at cafeteria : 10-50 sq. Ft.
i. Retail, concessions and lease space • The lineal feet of counter space depends on individual • Area req. Per person at lunch room : 10-50 sq. Ft.
j. Dormitories and lodging (if required) carrier operation and the type of ticketing equipment used • Width of corridor (min. : 3m – 4.5m)
k. Cloak room and may vary between 3 to 5ft per position and / or about • Waiting hall for at least 150 people at time (Area req. Per
l. Railway reservation 50 to 60 sq.ft per position person 50-150 sq. Ft.)
• The height of the counter is usually 1.06m OFFICE SPACES
2.Areas for terminal staff PUBLIC LOCKERS AND TELEPHONES • Area req. Per person at office :
a. Revenue office • Single office – 10sq.M
Lockers and telephones are revenue porducing and the
b. Security and information • Meeting room – 1.5 sq.M
quantities to be provided depend to a great degree on their
c. Ticketing booth potentially earning capacity.
d. Resting room STANDARDS FOR DISABLE PEOPLE
e. Staff conveniences (drinking water facilities RENTAL SPACE
and toilets) The amount of rental space of be provided for stores, shops, Straight sawtoth loading
f. Canteen concessions , etc. Depends primarily on the earing potential • efficient –
g. Maintenance staff (chairs and lockers) involved and the amount of space available • passengers have direct
h. Control room (CCTV surveillance) access to loading doors.
DISPATCH OFFICE
3. Areas for bus staff • The dispatch office all bus movement and consequently provisions for handicapped is must .
a. Canteen should be located on the concourse so that it can observe • for that ramps are provided at the bus
b. Resting areas all loading berths. platforms.
c. Lodging areas (if required) • The size of the dispatch office may vary anywhere from to • buses are also itself provided with inbuilt
d. Bus staff conveniences (drinking water facilities sq.Ft ramp
and toilets) which can be used wherever needed.
ENTRANCES
• The criteria utilized for corridor design can be roughly
applied to the design of doors. PARKING STANDARDS
• 40 persons per minute in busy situation parking space req. by a bus: 12m x
• 20 persons per minute in free flowing trafficSSSSSSSS 3.5m x 3.8m
parking space req. by small bus: 8m x
TOILETS 3m x 3.3m
parking space req. by a car: 5m x
2.5m x 2.4m
parking space req. by a motorbike :
1m – 3.2 m
PLATFORMS TYPES BUS SIZES
PARALLEL LOADING
• REQUIRES EXCESSIVE AMOUNT OF SPACE
• BUSES MUST USUALLY WAIT UNTIL FIRST BUS EXITS
• LARGE TERNINAL REQIRES PEDESTRAIAN UNDER/OVERPASS FACILITIES TO PROTECT
PASSENGERS WHILE CROSSING LANES

RIGHT ANGLE LOADING

• OUT SWINGING BUS DOOR WHICH FORMS A BARRIER AROUND WHICH PASSENGER
MUST PASS
• BUS MANEUVERING DIFFICULT

STRAIGHT SAW TOOTH LOADNG

• EFFICIENT EMPLOYED WHERE LOT IS COMPARATIVLY NARROW AND DEEP
• PASSENGER HAS DIRECT APPROACH TO LOADING DOOR
• BAGGAGE TRUCK CAN OPERATE BETWEEN BUSES FOR SIDE LAODING

RADIAL SAW TOOTH LAODING

• MOST EFFICIENT BUSES SAWING INTO POSITION ALONG NATURAL DRIVING ARE
• SPACE REQUIRED AT FRONT IS MIN WIDE SPACE AT REAR MAKING MANEUVERING EASY