Planning and Design of A Modern Bus Terminal

Project 2016 -17
PROJECT REPORT
ON
“PLANNING AND DESIGN OF A MODERN BUS TERMINAL”
SUBMITTED FOR THE DEGREE OF BACHELOR OF TECHNOLOGY,

CIVIL ENGINEERING
Prepared by
AKI MANOHAR VISWANATH U13CE089
D PAVAN SWAROOP U13CE091
DHRUV SINGH U13CE092
JISHNU CHATTARAJ U13CE093
HAMIDULLAH U13CE097
ABDUL FATAH U13CE110
Project guide
Shri. A. J. Shah
(Associate Professor, Applied Mechanics Department, SVNIT)
DEPARTMENT OF APPLIED MECHANICS
S. V. NATIONAL INSTITUTE OF TECHNOLOGY

SURAT -395007
CERTIFICATE
This is to certify that the project entitled
“PLANNING AND DESIGN OF A MODERN BUS TERMINAL”
Submitted by
Aki Manohar Viswanath U13CE089
D Pavan Swaroop Reddy U13CE091
Dhruv Singh U13CE092
Jishnu Chattaraj U13CE093
Hamidullah U13CE097
Abdul Fatah U13CE110
In partial fulfilment of the requirement for the award of
Bachelor in Civil Engineering
from Sardar Vallabhbhai National Institute of Technology, Surat
is the record of their own work carried out by them under the
guidance of
Prof A J Shah (Associate Professor, Applied Mechanics Department , SVNIT)
Prof A J Shah Dr C H Solanki
(Project Guide) (Head, Applied mechanics department)

DEPARTMENT OF APPLIED MECHANICS
S V National Institute of Technology, Surat
The concerned students registered in Civil Engineering Department of

S.V.N.I.T, Surat have successfully presented their project final examination on
10/05/2017 at ____:____ P.M. The project is presented before the following
members of the Committee.
Sign Date
1) Examiner-1 ______________ ________________
2) Examiner-2 _______________ ________________
3) Examiner-3 _______________ ________________
The project entitled “Bus terminal” is submitted to the Head (AMD) along with
this certificate.
Place: Surat
Date: Project Coordinator
ABSTRACT
India’s economic development and prosperity calls for increasing mobility of people to access
various activities and goods. A major share of the mobility surge is being catered to by road
based transport, of which a substantial component is met by buses. It is estimated that there are
close to seven lakh buses operating in the country.
Improved bus services and developing state of-the-art supporting infrastructures such as Bus
Terminals can attract users and increase ridership. Terminals or “the fixed facilities” are
predominantly used by very high volume of pedestrians for inter-city and intra-city movements.
This demands that the facilities at a bus terminal be planned systematically and that user
requirements be addressed in such planning
Bus terminals, are the hub of activities, of passenger and operators, and are spaces where bus
operators, STU and passenger requirements converge. Buses in India operate from nearly 3,000
terminals. Bus passenger terminals handle large volumes of passenger transfers on a daily basis.
It can be said that passenger level of service at these locations goes a long way in ensuring
attractiveness and increased patronage of bus transport. There exists no specific planning or
design guideline on this subject.
Beginning with the survey of several bus stations spread across Gujarat and planning of various
components of the bus station in a mathematical order to the final design of all the major
structural elements conceived in the plan; this report could be termed as an in-depth presentation
on the planning and design of a modern bus station. Selecting the most efficient sections for
design keeping in mind the structural integrity, stability, durability and optimum cost, the project
eventually estimates the approximate quantities of materials required for the construction of the
bus station.
An attempt has been made through this project report to bring all critical designs under one
umbrella with the use of relevant BIS codes, standards and reports, right from the roof till the
foundations.
ACKNOWLEDGEMENT
This modest endeavour of ours would not have been possible without the resourceful inputs
provided by various individuals and organisations.
Foremost we are grateful to the Department of Applied Mechanics for presenting us the
opportunity to work on this project.
We are deeply indebted to Prof. A J Shah (Associate professor, applied mechanics

department, SVNIT), our guide in this project, without whose insights this endeavour would
not have reached its culmination. His persistent effort to see that the project finishes on time,
his vision of great clarity and the ease with which we could access him given that he is a busy
professor have made this project a possibility. Our sincere gratitude goes out to him.
The help provided by Dr A K Desai (professor, applied mechanics department, SVNIT)

during a major road block in a certain phase of our project is humbly acknowledged. Our
humble thanks to him.
We would also like to thank the administration of Surat Central Bus Depot, Surat, GSRTC
for providing as all the required initial drawings & information. They have patiently tried to
clear all our queries.
We would also like to thank the faculty members of department of civil engineering, SVNIT,
for their resourceful observations.
We also extend our heartfelt thanks to our families & friends for their support during the
entire duration of the project.
TABLE OF CONTENTS
CHAPTER 1: INTRODUCTION................................................................................................................ 1
CHAPTER 2: GEOMETRIC CONSIDERATIONS ................................................................................. 3
CHAPTER 3: FACILITIES ........................................................................................................................ 9
CHAPTER 4: SPECIFIC DESIGN CONSIDERATIONS FOR BUS TERMINALS……………....... 12
CHAPTER 5: CASE STUDIES………………………………………………………………………….. 13
CHAPTER 6: PRESENT MODEL SPECIFICATIONS AND DETAILS..............................................21
CHAPTER 7: SMART FEATURES...........................................................................................................23
CHAPTER 8: BUS TERMINAL PAVEMENT DESIGN.........................................................................32
CHAPTER 9: DESIGN OF ROOF TRUSS................................................................................................36
CHAPTER 10: DESIGN OF TERMINAL.................................................................................................43
CHAPTER 11: PLANS AND ELEVATIONS............................................................................................58
CHAPTER 12: PICTURE GALLERY.......................................................................................................67
CHAPTER 13: ISOLATED FOUNDATION REPORT...........................................................................72
BIBLIOGRAPHY.........................................................................................................................................83
LIST OF FIGURES
Sr no. Title Page no.
1. Location of Surat central bus station 2
2. Alignment of bus bays at different angles 5
3. Typical bus and car path profiles 5
4. Turning radius iterations 6,7
5. Bus bay dimensions 7
6. Distance of bay from periphery of the terminal 8
7. Bus circulation Mumbai 16
8. Bus circulation in Delhi 19
9. Loading bays in Delhi 19
10. Components of ITS 26
11. Roof truss load diagram and deflected shape 36
12. Axial force on critical truss section 37
13. Structural frame and load diagram of terminal 43
14. Deflected shape and bending moment diagram 44
15. Shear force diagram of terminal 45
16. BMD of critical beam 45
17. SFD of beam, BMD of column 46
18. SFD of column 47

19. Deflection and concrete design of beam 49
20. Deflection of column 50
21. Concrete design of column 51
22. 3D view of terminal 58
23. Basement 59
24. East elevation 60
25. North elevation 61
26. South elevation 62
27. West elevation 63
28. Ground floor plan 64
29. First floor plan 65
30. Section 66
31. Picture Gallery 67-71

INTRODUCTION 1
India’s economic development and prosperity calls for increasing mobility of people to access
various activities and goods. A major share of the mobility surge is being catered to by road
based transport, of which a substantial component is met by buses. It is estimated that there are
close to seven lakh buses operating in the country. Of these, approximately 150000 are operated
by the public sector through more than sixty State Transport Undertakings (STU) and Transport
Corporations. It is estimated that these buses carry more than 70 million passenger trips every
day, which is nearly three times the passengers carried by Indian railways. Public sector buses
alone are estimated to undertake 12.1 billion kilometers every year.
While buses form the structural core of the road transport, in the past few years, there has not
been visible growth in their modal share in the total trips made, owing to the lack of adequate
bus fleets and their supporting infrastructure like terminals and depots. Bus terminals, are the hub
of activities, of passenger and operators, and are spaces where bus operators, STU and passenger
requirements converge. Buses in India operate from nearly 3,000 terminals. There is a strong
need to upgrade the infrastructure and facilities of these spaces into hubs which meet the
requirements of both customers and bus operators.
Bus passenger terminals handle large volumes of passenger transfers on a daily basis. It can be
said that passenger level of service at these locations goes a long way in ensuring attractiveness
and increased patronage of bus transport. However, most bus terminals currently offer sub-
optimal services to both bus passengers and bus operators. Most STUs(State transport units)
struggle with constrained finances and therefore were unable to invest in the upgradation and
regular upkeep of these facilities.
Though upgradation and development of bus terminals is high on the agenda of the STUs, there
is a general capacity void which needs to be addressed. There exists no specific planning or
design guideline on this subject.
As transportation involves the movement of the people and goods, there is a need of an “access
point” in transport system to use it. These access points are known as “Terminals” or the fixed
facilities. Terminals are one of the main components of any mode of transportation.
1
The present bus terminal design conforms to the General development and control rules, SUDA,
Surat.
The site of the bus station is where the present Surat bus station stands. Its layout as shown by
Bing maps is given below.
Location of Surat Central Bus Station
2
GEOMETRIC CONSIDERATIONS 2
Bus terminal designing involves consideration of all factors necessary for execution of the
project at site. This includes the following:
1. Arranging all infrastructure and planning elements with a detailed dimensional understanding,
to ensure functional effectiveness of the facility.
2. Aesthetic and visual considerations for improved spatial experience and comfort for users
3. Installing modern techniques like Intelligent Transport Systems (ITS), and planning services
that ensure not only user comfort and smooth functioning of the terminal but also user safety and
security
4. Applying an understanding of construction processes, finishes and specifications, to ensure
that the plans are implementable
5. Applying standards and norms to ensure that the built infrastructure not only functions
efficiently but complies with all statutory requirements
This sections provides information on the following different design aspects:
• Geometric design standards
• ITS
• Services
• Typical details
Geometric Design Standards

A bus terminal site requires planning for significant bus—and other vehicular (cars and
motorized two wheelers)—circulation within the terminal. This requires development of
vehicular infrastructure in the form of carriageways, driveways, parking, and bays (for different
purposes) within the terminal complex. The design for these (vehicular infrastructure) is based
on the dimensions of vehicles and related standards. This section includes few of the critical
geometric design standards for vehicular circulation within the terminal. Based on data from
some manuals typical dimensions have been developed by our project team based on typical car
and bus measurements. This includes:
• Geometric design standards for bus and car
3
• Bus bay standards
• Building layout conforming to General Development Control Regulations-SUDA,
Surat(GDCR).
According to a standard manual on bus terminal design the conventional dimensions of

bus bays aligned at various inclinations is shown below:
1. Bus bays aligned at 90 degrees-
4
Typical bus and car path profiles
5
The following diagrams were developed by the project team to arrive at the optimum dimensions
of the bay for the present layout boundary conditions-
6
From the critical analysis of the above developed diagrams a new and innovative bay system was
conceived as shown. This helped in decreasing the overall length of the bay system retaining its
original handling capacity.
7
The diagram shown below shows the distance of the bay system from the periphery of the bus
terminal.
8
FACILITIES 3
The important facilities provided at bus stations are shown here under:
ÿ Display of time table board.
ÿ Drinking water
ÿ Toilets (ladies & gents)
ÿ Seating arrangements
ÿ Enquiry counter
ÿ Public address system
ÿ Cycle / Scooter Stand
ÿ Suggestions & complaint book
ÿ Refreshment room
ÿ Canteen/stalls
ÿ Advance reservation facility
ÿ Free Wi-Fi
ÿ Telephone Booths
ÿ Closed Circuit Television.
ÿ Trolley facility.
ÿ Wheel chair facility
ÿ Deluxe Lounges are provided in Major bus stations.
ÿ Police control room
ÿ Cloak room
ÿ ATM facility
1) Public transport timetable is a document setting out information on service times, to

assist passengers with planning a trip. Typically, the timetable will list the times when a
service is scheduled to arrive at and depart from specified locations. It may show all
movements at a particular location or all movements on a particular route or for a
particular stop. Traditionally this information was provided in printed form, for example
as a leaflet or poster. It is now also often available in a variety of electronic formats.
9
[Type here]
2) Drinking water facilities-

ÿ Authorities should provide drinking water facilities to passengers
ÿ 8 taps per 1000 passengers should be provided as per NBC code.
3) Toilets (ladies and gents)

ÿ Latrines and Urinals shall be provided as per scale laid down in Annexure
ÿ Out of total no. of Latrines and Urinals as determined in manner indicated above, one
third may be reserved for Ladies
ÿ All toilets should be gradually converted into Pay & Use system.
ÿ All latrines and urinals should be sanitized. Water-borne sanitation shall be provided as
far as practicable.
ÿ An adequate no. of dustbins be provided at the suitable locations on the platforms.
No. unit males females

1 Water closet 3 for first 1000 4 for first 1000
passengers passengers
1 for every 1 for every additional
subsequent 1000 1000
passengers
urinals 4 for first 1000

2 passengers
1 for every additional ………………..
1000
4) Waiting hall – It is the open area with an all-weather roof with long benches or chairs to
accommodate the waiting passengers. It should be spacious enough to accommodate the peak
hour rush. It should have the canteen, sanitary blocks for either sex. Drinking water fountain
and parking area close by. It is designed at the rate of 0.5 sq. mt. per passenger.
5) Enquiry counter – for the benefit of passengers who have queries about their journey an
enquiry counter should be provided nearby waiting hall.
6) Public address system - A public address system ensures passengers are aware of the
entering and leaving buses details. Delay in arrival of a bus can be addressed. The
announcements should be clear and audible to all the passengers.
7) Cycle / Scooter Stand – A parking stand should be provided so that passengers can park
their cycles and other two –wheelers. Parking charge should be collected based on the
10
[Type here]
duration of parking. An all-weather should be provided to protect the vehicles. Guards

should be present at every hour to prevent theft.
8) Suggestions & complaint book –Online complaint portal should be provided so that the
grievances of passengers could be addressed. These complaints should be regularly
addressed.
9) Refreshment room – a refreshment room should be provided so that passengers can
shower and brush themselves. Hot and cold water facilities should be provided. Sinks
should be provided.
10) Canteen/stalls – passengers should be provided with basic necessities such as
refreshments and food in the canteen. Stalls may be of different natures as those harboring
ÿ Newspapers and magazines
ÿ Fruits
ÿ Fancy items
ÿ Cool drinks
These are quite essentials at all the stations depending on the nature of the bus station.
Various other stalls ranging from medical shop to textiles showroom can be provided.
11) Advance reservation facility – passengers should be provided with online reservation
facility that enables them to book tickets for future travel needs. Cancelling facility should
also be provided. Tatkal booking of tickets should be allowed with a surcharge.
12) Free Wi-Fi – Free Wi-Fi facility should be provided so that passengers can know the
status of their ticket and schedule of buses. It also ensures entertainment.
13) Closed Circuit Television – to prevent theft and other illegal activities the bus station
should be monitored with CCTV surveillance 24/7.The CCTVs should cover all corners of
station. A team is to be allotted to monitor the feed from CCTV.
14) Wheel chair facility – Wheel chairs are to be provided for the differently abled and sick
passengers. Ramps and special toilets should also be available.
15) Police control room – A police control room with suitable number of police should be
provided to deter criminal activities. Basic arms and ammunition should be provided to
them. A communication line to nearest police station should be arranged.
16) Cloak room – cloak room should be provided for passengers to put their luggage. Charge
should be collected based on duration. It should be manned all the time to prevent theft of
luggage.
17) ATM Facility – ATMs of all banks should be available at the station for convenience of
passengers. A guard should be present at all times. The money should be regularly
deposited onto the ATMs.
11
SPECIFIC DESIGN CONSIDERATIONS FOR BUS TERMINALS 4
1. Follow the setback requirements of Institutional Building to enable firefighting services

and other emergency infrastructure to be installed in place
2. Design with minimum Bus and pedestrian conflicts
3. Keep circulation of passengers clear from Bus Area and Vehicular parking to provide safe
transition for passengers and visitors.
4. Kiss-n-ride and Park-n-ride services should be accommodated in the drop-off and pick-up
design to avoid accumulating cars within site.
5. Avoid bus ingress and egress points at junctions. They should be at a minimum of 35 m
away.
6. Perpendicular parking is preferred for idle parking in all cases and Saw-tooth is preferred
for alighting passengers in the terminals.
7. Contextual analysis should include cultural and social sensitivity for the design project.
8. Enhance Non-Motorized Transport or NMT as Feeder Services.
9. Encourage use of sustainable energy systems for terminal design.
10. Bus Exhaust should be away from the passenger boarding areas.
11. Minimum bus bay width should not be less than 1.5 m.
12. Design should be sensitive towards Differently-able commuters and visitors. Provide
basic amenities like toilet and drinking water facilities.
13. Avoid levels within the terminal building complex.
14. Provide barrier free environment.
15. There should be planning transparency within the complex to discourage anti-social
activities.
16. Freight Services is taken under Ancillary Functions. They may require Baggage Trolleys
or Fork Lift according to scale of the design requirement.
17. Hawker Zone in included in local Terminal’s open area.
18. Heavy landscaping along the site boundary should be designed to reduce noise pollution.
19. ITS and/or PIS system should be integrated for prompt communication between terminal
operators and commuters.
20. All signages should include at least one official language- English or Hindi with standard
graphics.
21. Adequate lighting should be maintained within the complex at all times.
12
CASE STUDIES 5
1) City Bus Terminal

Katyamanevili, Kalyan, Mumbai
The Katyamanevili bus terminal is located in the north east region of Maharashtra's Thane
district. It is part of Mumbai Metropolitan Region (MMR), and under the ambit of Kalyan
Dombivli Municipal Corporation (KDMC), which operates bus transport services under Kalyan
Dombivli Municipal Transport (KDMT). KDMC has a population of 12.46 lakh (2011 census).
62% of all trips within KDMC limits are catered by public transport operated by KDMT which
caters to about 55,000 commuters every day
The Katyamanevili bus terminal is a Greenfield site (Figure 26). Selected by KDMC, it is
classified under mixed land-use (MMR Planning Report). Located on the Pune Link Road
connecting Badlapur with Kalyan, it has two approach roads and is adjacent to a residential
tower on the south west side, and Maharashtra State Road Transport Corporation (MSRTC)
depot on the east. Vithalwadi West railway station lies across the Pune Link Road towards the
north of the site.
For the said bus terminal, two design options were proposed, based on client requirements,
potential issues, and guideline recommendations. The first is an open-boundary bus terminal, and
second a gated bus terminal complex. These have similar bus circulation plans and functional
characteristics (for terminal, passengers and buses).
This guideline recommends 4163 sq. m. as mini-mum site area (without real estate development)
for the assessed terminal requirements. The current site area is 5287 sq. m. The remaining 1124
sq. m. are proposed to be developed to support night time bus depot functions, and commercial
real estate in order to raise funds for KDMC. Part of this area shall be developed as private
vehicle parking to meet parking demand for the proposed real estate. 40 sq. m. of landscaped
pedestrian plaza with informal vending spaces is also proposed (Figure 27).
The proposed terminal building is four storied. The ground floor of building (Figure 28)
accommodates 131 sqm administrative office and accounts room (1), 50 sqm meeting room (2),
86.6 sqm toilets (3), 46 sqm driver restroom (4). Also 215 sqm service workshop with storage
room and workshop manager room are proposed within the terminal site for both options (5).
First floor (Figure 29) accommodates 184 sqm dining hall with kitchen for terminal staff and bus
13
staff (1), and 46 sqm record room with store room (2) and 86.6 sqm toilets (3). Commercial
space in option one totals 591 sqm and in options two, totals 265 sqm including toilets, lift and
staircase. Additional Commercial real estate of 877 sqm and 577 sqm may be added for option
one and two (as two additional floors) respectively, if additional parking space for private
vehicles is available in close proximity. The current site can only accommodate 23 ECS.
Circulation in Bus terminal:
Bus: Fixed route bus operations for 60 buses per hour, with an average layover time of 10 mins
are desired at this terminal. As per guidelines, this requires a total of 12 bus bays. For such
operations, the recommended arrangement for small local terminal is drive though bay
arrangement at 90 degrees. Raised pedestrian crossing connect all 12 bus bays in a series. This
arrangement is proposed for both options.
In the open boundary (option one) approach, buses enter from the adjoining distributary road and
turn 90 degrees into the bays (Figure 30). This allows open passenger circulation from all sides,
and easy circulation for buses into their bays. Buses enter the bays, crossing a textured 2.0 m
wide pedestrian walkway which levels with the road surface on the distributary road. This option
is more space efficient.
In the gated approach (option two), buses enter from the site's left edge, and follow the same
pattern (as option one) to enter into their respective bays (Figure 31). This requires more bus
parking area, and narrows down the strip of land for real estate development.
Private vehicles and Feeder Modes: The required private vehicle and two wheeler parking for
option one is 441 sq. m. and for option two, 286 sq. m., which accommodates 19 ECS and 12
ECS respectively. Circulation for, both private vehicles and feeder modes is presented in (Figure
32). Entrance and exit for private vehicle parking is from the same point. For feeder modes, three
wheeled scooter rickshaw (TSR) parking bay is designed on the arterial road near the pedestrian
plaza; it serves as drop off and pick up point for passengers.
Pedestrians: The three main users of a bus terminal are passengers, terminal staff, and bus staff.
For the terminal under discussion, the passenger flow per hour is calculated to be 360
14
commuters, and passenger accumulation is expected to be 30 passengers (33 including visitors)
during peak hour. Footfall being this low, the terminal is designed for basic amenities. These
include toilet blocks, drinking water stations, and waiting plat-forms. In addition, 40 sq. m. of
landscaped pedestrian plaza—with informal vending spaces—is proposed. Pedestrian circulation
is presented in Figure 33.)
The raised cross walk ensures that the commuter area is clearly defined, and legible from buses
and parking bays. It is at level with the external pavement; this is to avoid steps or ramps, and
ensure barrier-free movement. Bollards visually segregate the passenger circulation area from the
bus area, providing adequate visibility and safety for passengers.
Proposed bus bays and Pedestrian infrastructure
15
Bus circulation
2) City Bus Terminal

Uttam Nagar, Delhi
The 2.3 acre Uttam Nagar terminal site (Figure 52) is located on Najafgarh Road adjacent to
Uttam Nagar East metro station, in Delhi. This local/intra city inter-modal bus terminal is
managed by Delhi Transport Corporation (DTC). It is centrally located and abuts mixed land; the
metro occupies 0.3 of the site’s 2.3 acres. 1520 buses, on 33 routes, pass the terminal daily.
The bus terminal components (Figure 53) include 16 fixed route bus bays on 30 m long 3 m wide
platforms; existing vehicular parking, bus terminal office, the Uttam Nagar metro station, one
toilet block, informal parking of feeder modes (such as cycle rickshaw, Gramin Seva, and auto
rickshaw).
Uttam Nagar terminal is served by two public bus operators: DTC and DIMTS (cluster buses).
Commuters can access the site from three entrances, including one from the private vehicle
parking. Feeder mode parking is located outside the site, in the service lane, along the main road
(Figure 53). This terminal currently includes a toilet for drivers and passengers, maintained and
operated by Sulabh International, and operated as pay-per-use.
16
This terminal’s primary concern has to do with the high number of bus stacking i.e. 52, which is
almost 4 times the number of bays provided for them. The terminal is overcrowded by buses not
due to increased demand, but high layover time (averaging 37.5 mins), close to four times the
intended/planned time.
To solve the issue, two options for the terminal’s upgradation are proposed: static bus bay
terminal sys-tem and dynamic bus bay terminal system.
Proposal 1: Static bus bay terminal

For the situation where layover time has been corrected to planned 10 mins, static bus bay
operations are proposed. This is based on dedicated bus bay allocation. Each route (originating or
terminating) has a designated common bay for loading, unloading and idle parking function
(Figure 54).
The terminal's northern edge is proposed to be developed as a commuter area; it includes pass
office (34 sq. m.), public toilets (51 sq. m.), ATM (10 sq. m.), food kiosks (27 sq. m.), and police
booth (17 sq. m.). The area between this commuter block and the service road shall be developed
as an open landscaped court (315 sq. m.), with provision for hawking/vending spaces. Above the
commuter block, a commercial estate with up to three floors may be developed as retail/office
space with a total area of about 1472 sq. m. (Figure 55).
The large central area (2000 sq. m.) is proposed to include 18 parallel static bus bays, each 2.25
m wide (with 3.0 m wide bus lane) and 14 m in length, meant to serve as a common bay for idle
parking, de-boarding and boarding, for a specific route. Access to these bays is through a single
5 m wide barrier-free pedestrian path.
The terminal area shall not include a boundary wall on the edge of Najafgarh Road. It is
proposed to be segregated from the service lane through a 5 m wide barrier-free pedestrian path
(developed within the terminal site), which will link the metro station entrance and the current
metro parking. It will also connect (branching perpendicular to this path) to the bus bay access
path.
17
Proposal 2: Dynamic bus bay Terminal
If the planning must suit a layover time of 37.5 mins, dynamic bus bay allocation is proposed. A
4060 sq. m. bus parking area with 52 idle parking bays, is planned on the site’s southern half
(adjacent to the metro entrance block). The northern half shall be divided into front and back
portions. The back shall include a small workshop with four bus parking bays (buses requiring
re-pair), and space for providing staff parking for six bicycles and six two wheelers. The front
shall include a single floor building complex, which will house administrative offices including
terminal office with pass section (131 sq. m.), toilets for bus and terminal staff (48 sq. m.), rest
room and canteen/pantry for bus staff (162 sq. m.), public toilets (51.3 sq. m.), ATM (16.9 sq.
m.), and police booth (16.9 sq. m.). In this option, 115 staff members (including bus staff) are
expected to be accommodated in the terminal at any point (Figure 57).
The terminal area shall not include a boundary wall facing the Najafgarh Road. It is proposed to
be segregated from the service road by an internal (one way) bus access road, for exiting buses.
The area between the access road and the proposed single storied office building (14.7 m wide
and 643 sq. m. in area) is proposed to be developed as a passenger boarding court. The existing
administrative office block is proposed to be dismantled, for a barrier free 7 m wide pedestrian
walkway connecting the three boarding platforms (dynamic passenger loading bays) with the
metro entrance. The bus entrance leads directly to the bus parking; entering buses shall offload
passengers at curb side off-loading bays before parking (in idle parking bays). Then, the bus staff
proceeds to the rest rooms/canteen in the administrative office complex, accessible directly from
the parking.
Above the north half of the site, a commercial estate up to two and a half floors may be
developed, generating about 4000 sq. m. of prime real estate.
18
Area allocation & Bus circulation in terminal
Dedicated Loading Bays for Buses
19
PRESENT MODEL SPECIFICATIONS AND DETAILS 6
Word Typology Description/Consideration Symbol/Explanation
Function ISBT Inter State Bus Terminal
Operation Fixed Bay Loading, Idle and

Allocation Unloading operations
taking place at same bay
Terminal Size Medium Type Peak Bus Flow per hour is

between 60 and 300
Bay type Common bays Loading, Idle and

Unloading operations
taking place at same bay
Bus boarding Bay Double angular Bays double aligned

Type bays(new concept parallel at 45 degrees
created)
Private Vehicle Structured Basement car parking
Parking
Feeder Service Intermodal Provision for feeder bays

Integration within or adjacent to the
site as per requirement
Finance PPP Public-Private Partnership
Bus Maintenance Off-Site Breakdown, repair

Facility operations available outside
the site
21
Passenger Concourse
Amenities
Eateries
Cloak Room
Dormitory (for night

operations)
Ticketing
Information
Drinking Water
Toilets
Terminal and bus Terminal Office

Staff Amenities
Resting room
Canteen
Drinking Water
Toilets
22
7
SMART FEATURES
A smart bus station can be envisioned as a nodal point serving all the functions of a
conventional bus station/depot obtaining its energy demands from sustainable sources and
causing the least possible strain in the environment it operates in.
To achieve the required sustainable goals of minimum environmental impact and if

financially feasible environment appreciation, the following systems identified on a tentative
basis can be employed –
ÿ Communication strategies and technology

ÿ Water harvesting
ÿ Solar roof tops
Congestion has been named the number one frustration with the roadway network all around
the world. Effectively addressing the congestion issue means not only adding new lanes
(capacity) to the roadway system, it also means finding ways to make the existing roads work
better. Combining communications strategies and technology to accomplish this is known as
Intelligent Transport Systems, or ITS.
This preliminary report also looks at comprehensive transportation improvements with
emphasis on public transport and technologies.
To fight and mitigate congestion, transportation professionals in India are working towards
increasing the productivity of existing transportation systems through the use of advanced
technologies. Intelligent transportation systems (ITS) encompass a broad range of wireless
and wire line communications-based information and electronics technologies. When
integrated into the transportation system's infrastructure, and in vehicles themselves, these
technologies relieve congestion, improve safety and enhance productivity.
The rapid industrial and commercial development coupled with the rise in population in the
recent past has contributed to a large scale increase in traffic on the city roads. This
increasing intensity of traffic has resulted in the manifestation of a number of problems like
23
congestion, delay, accidents, pollution etc. which pose a potential threat to the economic vitality
and productive efficiency of a city.
From Environmental, economic and social impacts perspective, transit (buses) always provides
the best alternative among the various road infrastructure development alternatives.
Current day demand for mobility is increasingly confronting economic, social, and physical
constraints on transportation infrastructure. These constraints include funding limitations for
transportation projects, social and environmental impacts of infrastructure expansion, limited
physical space to devote to such projects. Rapid advances in information processing and
communications technology have created new opportunities for transportation professionals to
deliver safer and more efficient transportation services, and to respond proactively to increasing
demand for transportation services in many areas and mounting road user expectations.
Promotion of mass transit and implementation of traffic, event and incident management tools
are emerging as solutions. One of the most effective roadway improvement solutions is the
improvement of public transit service so that more travelers will utilize transit freeing up space
on the streets, diminishing dependence on fossil fuels, and improving air quality.
ITS can be utilized to improve the safety, efficiency, dependability and cost effectiveness of the
city's transportation system.
ITS elements consist of Arterial Management, Fleet Management, Electronic Payment & Pricing,
Traveler Information, Incident Management, and Emergency Management.
Potential benefits of the proposed ITS system include:

• Increased productivity: If the transit rider can be told when the coach will be at their stop in real
time, they are less likely to leave their work site earlier than necessary to allow for the perceived
wait time needed to assure catching the coach of their choice.
• Reduced stress: If the transit user can be assured that the coach she/he is planning to ride has
not passed their chosen stop and that it will be arriving in a timely manner, the stress level
associated with the lack of information will be reduced Increased public safety: Providing timely
information to transit riders will allow them to spend less time in potential dangerous waiting
situations.
24
•Increased ridership and mode change: The above benefits would lead to a perception that transit
is responsive to public needs and that transit is an attractive alternative to SOV travel. This
would reduce congestion as well as have a beneficial impact on environmental pollution.
Intelligent Transport Systems (ITS)
A bus terminal’s function is to manage commuters and buses in a synchronized and organized
manner, ensuring comfort, safety, and security of the terminal users (commuters, staff and
operators). Terminals often fail at this, owing to lack of controlled information sharing, which
causes anxiety and inconvenience among users. In India, terminals are plagued with problems
like increased waiting time, uncertainty in bus arrival, and stacking of buses in the terminals. Bus
schedule is often disturbed due to unpredictable factors like traffic conditions, weather situation,
traffic jams, breakdowns etc. (Bangare et al. 2013). This leads to unreasonably long waiting time
at the terminal, which compromises level of service to passengers, ultimately reducing the
attractiveness of the facility.
Commuters at bus terminals need precise information regarding bus arrival and departure time.
Terminals usually have fixed (official) bus timetables on websites or in print. But such
timetables are usually static, offer limited information (operating hours, time intervals etc.), and
are not updated regularly based on recent planned changes in schedule or day-to-day real-time
traffic conditions. Apart from official timetables, public services like Google Maps provide bus
related information to travelers (Bangare et al. 2013). Such services, though useful, fail to bridge
the information gap. Additionally, commercial bus information providers offer real-time bus
arrival information but charge substantially. Total capital cost for deployment of link infra-
structure to deliver transit services is very high. If transferred to end users, it would lead to an
increase in mobility expenditure for passengers.
ITS is a tested way to mitigate the above problems. Communication networks, digital mapping,
video monitoring, sensors, real-time passenger information, and variable message signs are
forging new trends in the public transport infrastructure field (Vanajakshi, Rama-durai & Anand
2010). Together they form ITS, which is increasingly being recognized the world over. Its main
objective is to evaluate, analyses, and integrate new technologies (and concepts) to achieve
efficiency, im-prove environmental quality, save energy, conserve time, and enhance safety and
25
comfort (for commuters, drivers and operators). ITS synergizes data acquisition, evaluation,
analysis, and information dissemination, which helps develop an all-encompassing organization
system for information sharing among operators and commuters. Thus, ITS can be understood as
the use of modern technologies for improving transportation systems. Bus terminals are an
essential part of the public transportation system and ITS plays a key role in delivering a
‘quality’ bus terminal facility. ITS implementation, specifically with real-time information
system, ensures synchronized information distribution between commuters and operators. Recent
modern bus terminals are embedded with ITS and real-time information system.
An interface between commuters and buses, the ITS architecture of bus terminals comprises two
components - passenger information system (PIS) and bus information system (BIS). The
architecture for these is presented in below Figure and the components briefly described in
subsequent sub sections.
Passenger information
system
Intelligent
transport
systems in
bus terminals
Bus information
system
Components of ITS
Passenger Information system/display (PIS/PIDS): It is an electronic information system

which provides real-time passenger information. It may include both pre-dictions about bus
26
arrival and departure time, as well as information about the nature and causes of disruptions. PIS
serves as a communication link between terminal operators and commuters (Trapeze 2015). With
the help of passenger information technology, terminal authorities can communicate with
passengers to pro-vide them real-time bus location and status updates, schedule data, and timely
announcements.
Bus Information system (BIS): It provides information required by bus staff i.e. drivers and
conductors. It includes bus parking information, schedule of bus entry and exit in the terminal,
route information, and trip in-formation. BIS enables a bus driver to precisely allocate
dispatching time (for the next trip) from the terminal, and get information on the bus bay
allocated to her/him for boarding passengers (especially important in dynamic bay allocation
type of bus terminal operations).
Both PIS and BIS are largely based on the type of bus operations at a terminal complex (dynamic
or fixed route bay). They help in solving operating problems, and in adopting appropriate new
technologies to intro-duce innovations into terminal infrastructure. They en-sure real-time arrival
information for users, saving their time and improving the terminal’s performance, along with
helping improve overall system efficiency and in-crease service frequency.
Apart from the real-time information system, information can also be dispersed as static or
planned information. Static or planned information changes slowly and is typically used for
journey planning prior to departure This type of information includes stations and stops, routes,
service numbers, timings, trip durations, fares etc.
Static information is made available traditionally in printed form though route network maps,
timetable booklets, name signs and/or pictograms at stations and stops etc. This information is
also available through dedicated national and local telephone services. In many areas, static
information is now being made available electronically through websites or over mo-bile phone
services (typically via SMS). Information is also being increasingly provided in audio format,
both on bus and within terminals. Public address systems, usually but not always automated, will
typically give next service announcements at terminals and next stop announcement on-board
buses (Passenger Information System 2015).
27
Benefits of ITS implementation in Bus Terminals
The goal of bus terminals is to provide efficient, reliable service to their users. For this,
information about every facility provided in terminals must be effectively dis-tributed to the
public. Implementation of ITS in the terminals has the following benefits:
• Reduced perceived wait time: The negative impact of terminal delays is minimized, leading
to in-creased ridership numbers and the perception of better customer service. ITS is a boon for
commuters who often suffer boredom/ anxiety not knowing when the bus will arrive.
• Increased terminal efficiency: Increased waiting time and uncertainty in bus arrival render the
public transport system unattractive for passengers. Use of a variety of ITS technologies can
track locations of buses in real time and predict when they will reach terminals along the route.
This information when shared with passengers through PIS, will allow them to use their time
efficiently and reach the terminal just before the bus arrives, or take alternate means of transport
if the bus is delayed. Needless to say, use of ITS allows more efficient use of terminal space,
with lesser crowding (of both passengers and vehicles).
• Increased attractiveness: Accurate and real-time travel information at bus terminals (and
inter-changes) make public transport an attractive and high-quality alternative to travelling by
other modes. The ac-curate arrival time of the next bus will allow commuters to take alternative
transport choices, and thus mitigate their anxiety and improve their experience.
• Alerts and alarms: Passengers and other terminal users can be alerted if the expected traffic is
interrupted for a defined or undefined period of time, and also in case of any problems in
terminal operations. ITS helps in warning commuters about emergencies such as strikes, terror
threat, fire etc. This is an efficient way of aligning commuters’ expectations with the service that
the terminal system provides.
Information type
As terminal facilities continue to evolve, ITS is rapidly becoming a mainstay in today’s public
transport do-main (Trapeze 2015). Integrated systems that keep passengers informed at the ends
of, and along their journey, are increasingly in demand. Terminals must find a way to address
this need as it vastly improves the transit experience for commuters and streamlines operations
28
for terminal employees. The information provided to terminal users by ITS integration depends
on the location (Passenger Information System 2015) where the information is needed to be
disseminated. The information distribution framework can be broadly divided into two contexts -
off board information and on board information.
Off board information: Off board information is provided to passengers at the terminal. Usual
up to date predictions provided include (Passenger Information System 2015):
∑ Which route is operated by the next bus to arrive, including its expected departure time
and destination.
∑ When the bus will arrive
∑ How closely is it running to its schedule
∑ Similar information for the subsequent few services
∑ General advice (on current travel disruptions) that may be useful to the passenger in
under-standing the implications for their travel plans
On board Information: On board information is pro-vided to passengers after boarding the

bus. This includes (Passenger Information System 2015):
∑ What is the next station or stop

∑ When is the expected time of arrival at the next station or stop.
∑ How closely is the bus running to its schedule
∑ Advice on connecting services.
ITS information medium implemented in bus terminals

ITS applications require both power and communication infrastructure. It can significantly
improve the usability of terminal as well as the overall feeling of safety and security. Potential
ITS applications that may be applied in bus terminals are as follows (Pace Suburban Bus 2015):
∑ Real-time arrival information.

∑ Electronic schedules and route information.
29
∑ Interactive information displays.
∑ Payment and smart card payment kiosks.
∑ Audible signage.
∑ Wireless connectivity for arrival and scheduling information.

∑ Cameras and emergency call stations.
∑ Electronic driver-to-waiting passenger communication.
In recent years, new electronic technology has been developed to provide improved traveler
information. Information may be delivered via any electronic media, including:
∑ Telephone (either a manned bureau service or an automated answering system).
∑ Touch screen kiosks for self-service (e.g. in customer offices).
∑ Internet through a website.

∑ PDA or mobile phone (typically using SMS or WAP).
∑ LED displays and screens inside terminals.
ITS implementation considerations in bus terminals

ITS functionality should be considered as an integral component in developing modern terminal
facilities. It is essential for convenient public information distribution, operational efficiency, and
security. Following are some ITS concerns to be considered in terminal design and planning:
1. As bus terminals are a part of public infrastructure, ITS facilities should be implemented
considering usability by physically challenged travelers (visual or hearing impaired).
Thus, information distribution should comprise visual, voice, or touchable media
(Passenger Information System 2015).
30
2. Considering language diversity in India, the ITS installed in the terminal should provide
information in multiple languages (Passenger Information System 2015).
3. Video cameras should be used at strategic terminal locations to allow the terminal staff
to monitor conditions and events in the station, and to record them for law enforcement
purposes. The presence of video cameras and call boxes also acts as deterrent for
crimes.
4. ITS hardware and connection points are typically located in a control room within the
terminal facility. The control room should be located in ‘discreet access area’ to the
terminal, and signed as ‘staff only’.
5. Management needs for including the ITS facility should feature in the operational
planning process of the terminal.
31
BUS TERMINAL PAVEMENT DESIGN 8
∑ Pavement for a period = 30 years

∑ Expected no of commercial vehicles per day that pavement will carry in the year of
completion = 2000 CVPD
∑ Axle load survey of CV indicate % of rear single axle = 70 %
% of rear tandem axle = 30%
∑ % of CV with spacing between the front axle and the first rear axle < 4.5= 55%
∑ Traffic count indicates 60% of CV travel during night hours (6 PM to 6 AM)
∑ Average no of axles per CV = 1.5 (assuming)
∑ Minimum effective CBR of compacted subgrade required = 8%
TYPICAL CROSS SECTION OF CONCRETE PAVEMENT
PQC
DLC
GSB
SUBGRADE
PQC - PAVEMENT QUALITY CONCRETE
DLC - DRY LEAN CONCRETE
GSB - GRANULAR SUB BASE
ß a) Selection of modulus of subgrade reaction :

∑ Effective CBR of compacted subgrade = 8%
Modulus of subgrade reaction = 50.3 Mpa / m (Table 2)
∑ Provide 150mm thick granular sub base
∑ Provide a DLC sub base of thickness 150 mm with a minimum 7 day
compressive strength of 10MPa
∑ Effective modulus of subgrade reaction of combined foundation of
subgrade + granular sub base & DLC sub base ( from Table 4 by
interpolation = 285 MPa/m)
ß b) Selection of flexural strength of concrete :
∑ 28 days compressive strength of cement concrete = 40Mpa
∑ 90 days compressive strength of cement concrete = 48Mpa
∑ 28 days flexural strength of cement concrete = 4.5MPa
∑ 90 days flexural strength of cement concrete = 4.25MPa
ß c) Selection of design traffic for fatigue analysis :
∑ Design period = 30 years
∑ Annual growth of commercial traffic = 0.05 (5%)
∑ One way commercial traffic volume per day = 2000 C/day
∑ Total one way commercial vehicles during design period
∑ C = (365*A*((1+r)n-1)/r) = (365*2000*((1+0.05)n-1)/0.05)
C = 48500358 Commercial vehicles
32
∑ Average no of axles (single / tandem ) per CV = 1.5
∑ Total one way axle load repetitions during the design period
= 48500358 * 1.5
= 72750538
∑ Design traffic after adjusting for lateral placement of axles (25% of
72750358) = 72750358 * 0.25 = 18187635
∑ Night (12 hr) design axle repetition = 18187635*0.6 =10912581
(60% 0f traffic during night)
∑ Day time (12hr) design axle repetition
= 18187635 * (1-0.6) = 7275058
∑ Day time six – hr axle load repetitions = (7275058/2) = 3637527
Hence, design no of axle load repetitions for bottom up cracking
analysis = 3637527
∑ Night time six-hr axle load repetitions = (10912581/2) = 5456291
∑ % 0f CV having the spacing between the front axle & the first axle of
the rear axle unit < 4.5 m = 55%
∑ Hence , six- hr night time design axle load repetitions for top down
cracking analysis for top down cracking analysis (wheel base < 4.5 m)
= 3000959
∑ The axle load category wise design axle load repetitions for bottom up
& top down fatigue cracking analysis are given in the following table
AXLE PROPORTION CATEGORY CATEGORY
CATEGORY OF THE AXLE WISE AXLE WISE AXLE
CATEGORY REPETITIONS REPETITIONS
FOR BOTTOM FOR TOP
UP DOWN
CRACKING CRACKING
ANALYSIS ANALYSIS
FRONT 0.45 1636887 1350431
SINGLE
REAR 0.385 1400448 1155369
SINGLE
TANDEM 0.165 600192 495158
ß d) cumulative fatigue damage (CFD) analysis for bottom up

cracking (BUC) and (TDC) and selection of slab thickness :
∑ Effective modulus of sub grade reaction of foundation K = 285 Mpa/m
∑ Elastic modulus of concrete E = 30000 Mpa
∑ µ = 0.15 ( Poisson ratio)
∑ Unit weight of concrete = 24 KN/m3
∑ Design flexural strength of concrete = 4.95 Mpa
∑ Maximum day time temperature differential in slab(for BUC)
= 15.8oC (for Gujarat)
33
∑ Night time temperature differential in slab (for TDC)
= day time difference +5 = 12.9oC
ß e) Using concrete pavement with tied concrete shoulder with dowel
bars a cross transverse joints :
∑ Assume trial thickness of slab = 0.25 m
∑ Radius of relative stiffness , l
∑ Flexural stiffness of a slab of thickness , h is given as
= (EI / (1-µ2)) = (Eh2 / 12(1-µ2))
l = (Eh3 / 12k(1-µ2)1/4 = 0.6119m
∑ β factor in the stress equation will be 0.66 for doweled transverse joints
for carrying out TDC analysis.
Cumulative fatigue damage analysis for bottom up cracking
Bottom up cracking fatigue analysis for day time(6hr) traffic and positive temperature
differential
Rear single axles Rear tandem axles
Expect Flexural Stre Allowa Fatigu Expect Flexural Stre Allowa Fatigu
ed Stress(M ss ble e ed Stress(M ss ble e
repetiti Pa) ratio Rep(Ni) Dama repetiti pa) ratio Rep(Ni) Dama
on (SR) ge on (SR ge
(ni/Ni (ni/Ni
) )
140044 1.528 .308 unlimit 0 600192 1.01 .204 unlimit 0
8 ed ed
Cumulative fatigue damage analysis for top down cracking
Top down cracking fatigue analysis for night time(6hr) traffic and negative temperature
differential
Rear single axle Rear tandem axles(stress compounded for
50% axle load )
Expect Flexural Stre Allowa Fatigu Expect Flexural Stre Allowa Fatigu
ed Stress(M ss ble e ed Stress(M ss ble e
repetiti Pa) ratio Rep(Ni) Dama repetiti pa) ratio Rep(Ni) Dama
on (SR) ge on (SR ge
(ni/Ni (ni/Ni
) )
115536 1.5 .303 unlimit 0 495158 1.25 .252 unlimit 0
9 ed ed
34
As the cumulative fatigue damage is zero (<1), the trail thickness of .25m of pavement grade concrete
can be used. Provide lane width=3.5m; transverse joint spacing=4.5m.
35
9
DESIGN OF ROOF TRUSS
Section Properties
Area Iyy Izz J

Prop Section
(cm2) (cm4) (cm4) (cm4)
1 ISA200X200X25 94.100 5.51E 3 1.45E 3 201.823
Load diagram
Deflected shape
36
Fx(kN)
2000 2000
1000 1000
1 6
2 4 6.02
6
1000 1000
-1754 -1754
2000 2000
Axial force of critical section
TRUSS DESIGN
Truss 1
Dead load:
A C Sheets - 171 N/m2
Self-weight of truss - ( 48/3 + 5)* 10 = 210 N/m2 ………………(1)
Self-weight of purlin - 180 N/m2
Solar panels - 191 N/m2
Spacing of truss - 9.34 m …………………………………(3)
Length of each panel - 5.92 m …………………………………(4)
Load on each intermediate panel - 752 *9.34/2*5.92 =20790 N ………… (5)
Load on each panels - 10395 N ……………………………(6)
37
Wind load:
Vz = K 1K 2K3 Vb
V b = 44 m/s
K1 = 1.07
K2 = 0.94
K3 = 1.00
Vz = 44.2552 m/s
Design wind pressure Pz = 0.6 Vz 2 = 1.1751 KN/m2
Cpi = + 0.5
Cpe = -1.2 ,-0.4 ,-0.8 ,-0.6.
Maximum wind load = (Cpe - Cpi) * A* Pz .
= (-1.2-0.5) * 48 * (9.34/2) * 1.175 = - 447.75 KN ……… (7)
Wind load on end panels of truss = 55.96 ………………………. (8)
Similarly for each of the remaining 9 trusses, values of 8 equations are calculated and
tabulated below.
Equation Truss Truss 3 Truss Truss Truss Truss Truss Truss 9 Truss
no 2 4 5 6 7 8 10
1 193 180 168 160 145.3 133.8 120 112 86
2 735 722 710 702 687.3 675 662 654 628
3 6.41 6.41 6.41 6.41 6.41 6.41 6.41 6.41 7.79
4 5.29 4.86 4.443 4.118 3.57 3.14 2.62 1.959 1.353
5 24923 22515 20220 18530 15728 13586 11147 8212.4 3309.5
6 12461 11258 10110 9565 7864 6795 5573.7 4106.2 1654.7
7 -672.8 -498.3 -454.2 -421.7 -366 322 269.1 200.6 168
8 67.79 62.29 -56.77 52.72 45.75 40.25 33.363 25.08 10.69
38
TENSION MEMBER OF A TRUSS MEMBER
Approximate gross area required = 1.15 * (1.1 * Tdg / fy) = 1.15 * 1.1 *230* 1000/250
Approximate gross area required = 1164mm2
Try angle 125 * 75* 6 mm ryy = 21.9 mm
Gross area of angle Ag = ((125 -6 /2 ) + (75 – 6/2)) * 6 =1164 mm2
Using 20mm diameter bolt , diameter of bolt = 20+2 =22 mm
Area of outstanding leg = (75 -6 /2 ) * 6 = 432 mm2
Area of connected leg = (125 – 6 /2 - 22) * 6 = 600 mm2
Net area = An = 432 + 600 = 1032 mm2
Net shear area at thread = 245 mm2 (IS Code)
Single shear capacity of bolt = 0.462 * 400 * 245 / 100 = 45.27 KN
Bearing capacity = 2 * d * t * fu = 2 * 20 * 8 * 410 / 1000 = 131.2 KN
Least bolt value = 45.27 KN
No of bolts required = 230 / 45.27 = 5.08 say 6 Bolts
Minimum pitch = 2.5 * 20 = 50 mm with edge distance of 40mm
Design strength due to yielding of gross section
Tdg = Agfy / ¥mo = 0.91 * Ag * fy = 0.91 * 1164 *250 / 1000 = 234.8 KN
Design strength due to rupture at net section
Tdn = α An fu / ¥m1 = 0.8 *0.8 * 1032 *410 /1000 = 270.8 KN
Design strength due to block shear
Avg = (5 * 50 +40 ) *6 = 1740 mm2
Avn = (5*50 + 40 - 5.5 *22 )* 6 = 1014 mm2
Atg = 40*6 = 240 mm2
Atn = (40-22 / 2) * 6 = 174 mm2
Tdb1 = 0.525 Avg fy + 0.72 Atn fu
= (0.525 * 1740 *250 + 0.72 * 174 0*410 ) /1000 = 279.7 KN
39
Tdb2 = 0.416 Avn fu + 0.91 Atg fy
= (0.416 *1014 * 410 + 0.91 * 240 * 250 )/1000 = 227.5KN
Tensile strength provided = 227.5 KN < 230 KN unsafe
The minimum value is due to block shear Tdb2 which is independent on Avn and Atn
Increase the no of bolts provide 7 bolts
Avg = (6 * 50 +40 ) *6 = 2040 mm2
Avn = (6*50 + 40 - 6.5 *22 )* 6 = 1182 mm2
Atg = 40*6 = 240 mm2
Atn = (40-22 / 2) * 6 = 174 mm2
Tdb1 = 0.525 Avg fy + 0.72 Atn fu
= (0.525 * 2040 *250 + 0.72 * 174 *410 ) /1000 = 338.6 KN
Tdb2 = 0.416 Avn fu + 0.91 Atg fy
= (0.416 *1182 * 410 + 0.91 * 240 * 250 )/1000 = 256.2KN
Tensile strength provided
= 256.2 KN > 230 KN safe
Hence, provide angle 125 *75*6 mm connected to the gusset plate using 7 – 20 mm bolts at
50 mm c/c and end distance of 40 mm.
40
COMPRESSION MEMBER
Compressive load of a truss member = 66.6 KN
Factored load = 1.5 * 66.6 = 100 KN
Design of single angle
The effective length = KL = 0.85 * 1900 = 1615 mm
Assuming fcd = 90 MPa
Required area = 100 * 1000 / 90 = 1111 mm2
Try ISA 75 * 75 * 8 mm
Area = 1138 mm2 rxx = ryy = 23.8 mm , rvv = 14.5 mm
fu = 410 MPa , fy = 250 MPa
Design using equations
Design compressive stresss fcd = (fy/ ¥mo) / √ᶲ + (ᶲ2 - h2)
L /rvv = 1900/14.5 = 131
hvv = (L/ rvv) / √π2E / fy
= 131/88.857 = 1.47
Fixed connection
From IS code K1 = 0.2 , K2 = 0.35 , K3 = 20
he = √(K1 + K2 hvv2 + K3 hᶲ2) = √(0.2 + 0.35 *1 *1.472 + 20 * 0.105 2 ) = 1.085
ᶲ = 0.5 * (1 +0.49 * (1.085 – 0.2)+ 1.085 2) = 1.3
√ᶲ + (ᶲ2 - h2) = 1.3 + √(1.32 _

1.0852) = 2.016
fcd = (fy/ ¥mo) / 2.016 = ( 250/1.1 ) / 2.016 = 112.7 MPa
Design compressive force Fd = 112.7 * 1138 / 1000 = 128 KN > 100 KN safe
41
BASE PLATE
∑ Required area of base plate = ( load pn column by truss / bearing strength of
concrete)
∑ A = (365/0.6*40) = 15208.3 mm2
∑ Lp = (D-B/2) + √(D-B/2)2 + A
∑ B = D (size of column)
∑ Lp = √A = √15208.3
∑ Lp = 130 Taking 300mm
∑ Bp = 130 Taking 300mm
∑ Projection = (750-300/2) = 225mm = a = b
∑ ts = √(2.5W(a2-0.3b2)¥mo/fy) = √(2.5*4.59*(2252-0.3*2252)1.1/550) = 26mm
∑ size of plate = 300 mm *300 mm*30 mm
∑ Bolts 4 no @ 12mm dia bars & 400 mm long
42
10
DESIGN OF TERMINAL
Frame of terminal
Load diagram
43
Displacements
Bending moments
44
Shear force
Mz(kNm)
4000 4000
2000 2000
1125
16.2
89 90
5 10 15 17.7
-323
2000 2000
-3460
4000 4000
BMD of critical beam
45
Fy(kN)
300 300
282
200 200
100 100
89 90
5 10 15 17.7
100 100
-119
200 200
300 300
SFD of critical beam
Mz(kNm)
15000 15000
10000 10000
5000 5000
0.891
115 148
2 4 6
5000 5000
10000 10000
-13501
15000 15000
BMD of critical column
46
Fy(kN)
3000 3000
2000 2000
1000 1000
115 148
2 4 6
1000 1000
2000 2000
-2250 -2250
3000 3000
SFD of critical column
47
BEAM DESIGN
48
49
COLUMN DESIGN
50
51
SLAB DESIGN
6.42
3.5
Ly / Lx < 2 Two Way Slab
Dead Load = 0.150*25 = 3.75 KN/m2
Floor Finish = 1 KN/m2
Live Load = 5 KN/m2
Total Load = 9.75 KN/m2
Factored load = 14.625 KN/m2
Considering 1 m wide strip
L y/Lx = 1.83 < 2 Two way slab
From IS 456 , Table 27, Bending moment coefficients recommended when L y/Lx = 1.83 is of
αx = 0.115 , αy = 0.034 by interpolating the values given in table.
Mux = αx * 14.625 * 3.52 = 20.60 KNm
Muy = αy * 14.625 * 3.52 = 6.10 KNm
Vu = W * Lx / 2 = 25.6 KN
In the design of two way slab check for depth
Dreq = √Mu / Q b
Q = 5.34 for fck = 40 , Fe 500
Mu = 0.36 fck xu b (d – 0.42xu)
Dreq = 62.11
d short = 150-15-5 = 130 > 62.11 ok
d long = 150-15-10-5 = 120 > 62.11 ok
52
Short span = Mu / bd2 = 1.21Pt = 0.29 ( IS456 Formulae)Ast = 0.29 * b *d
/ 100 = 378.21 mm2
Spacing = 78.53 *1000 / 378.21 = 207 mm
Provide 10 ᶲ bars @ 180 mm c/c
Ast provided = 436.2 mm2
Long span = Mu / bd2 = (6.1 /1000*1202) = 0.42
P t = 0.10
Ast = ( 0.1/100 )* 1000 * 120 =120 mm2
Minimum steel should be 180mm2
Ast = 180mm2
Provide 8 ᶲ @ 270mm c/c
D = 150 mm
Ast in 3.5 m span = 10 ᶲ bars @ 180 mm c/c
Ast in 6.42 m span = 8 ᶲ bars @ 270 mm c/c
Checks
Check for ld for longer span
Vu = 25.6 KN
Mui = 0.87fyAstd(1-(fyAst / bdfck)) = 9.21 KNm
1.3(Mu / Vu) + 8 ᶲ > 47 ᶲ
39 ᶲ < 0.46 ᶲ < 11.8 mm
ᶲ adopted for Ast long is 8ᶲ ok
For shorter span
Vu = 25.6 KN
Mu = 23.63 KNm
1.3(Mu / Vu) + 8 ᶲ > 47 ᶲ
ᶲ < 30.7 mm
ᶲ adopted for Ast short = 10 mm ok
53
Check for shear
Tv actual = Vu / bd = (25.6 / 100 * 120 ) = 0.196 N/mm2
100As / bd = (100 * 186 / 1000*120) = 0.155 ok
Check for deflection
Shorter span:
Span / d (basic) = 20
Pt = 100As / bd = 0.335%
Considering the service stress values as
Fs = 0.58 * 500 * (378/436)
fs = 250 N/mm2
Considering for % steel for 0.335 %
Mf = 1.5
Span / d (permissible) = 1.5*20 = 30
Span / d (actual ) = 3500/130 = 26.9 < 30 ok
Longer span
Pt = 100As / bd = 100*186 / 1000 *120 = 0.15 %
fs = 0.58 * 500 * (180/186) = 280.6 KN/m2
Adopting fs = 240 N/mm2
Mf = 2
Span / d (permissible) = 2*20 = 40
Span / d (actual ) = 3500/120 = 29.7 < 40 ok
54
Check for cracking
Maximum spacing permissible = 3d = 350mm
Spacing provided = 180mm ok
For longer side
Maximum spacing permissible = 3d = 360mm
Spacing provided = 270 mm ok
55
STAIRCASE
∑ Height – 2m
∑ Rise – 150mm
∑ Tread – 270mm
1.8 3.6 1.8
∑ Thickness of slab = L/20 = (1.8+3.6+1.8+0.23/20) = 372mm

Loads on going :
∑ Self weight of waist slab = 25*0.372*309/270 = 10.64 KN/m2

∑ Self weight of steps = 25*0.5*0.15 = 1.875 KN/m2
∑ Finishes = 0.6 KN/m2
∑ Live load = 6 KN/m2
∑ Total load = 19.1 KN/m2
∑ Factored load = 1.5 * 19.1 = 28.67 KN/m2
Loads on landing :
∑ Self weight of slab = 25* slab thickness = 25*.34 = 8.5 KN/m2

∑ Finishes = 0.6 KN/m2
∑ Live load = 6 KN/m2
∑ Total load = 15.1 KN/m2
∑ Factored load = 22.65 KN/m2
56
Design moment :
22.65 KN/m2 28.67 KN/m2 22.65 KN/m2
1.8m 3.6m 2.03m
Reaction = (22.65 * 1.8 ) + (28.67 * 3.6 / 2) = 92.376 KN/m
Notes
Thickness on landing
Assume 20mm clear cover & 12mm ᶲ bars
Effective depth d = 372-20-12/2 = 346 mm
So assume 340mm on landing
Moment at mid span
Mu = (98,376 * 3.6) –(22.65 * 1.8 (3.6 – 1.8/2)) –(28.67 * 1.8 1.8/2) = 268.92KNm/m
Main reinforcement
R = (M/bd2) = (268.92 * 106 / 1000* 3462) = 2.24 MPa
Assume fck = 40 fy = 550
Pt = 0.504
Ast = (Pt*b*d / 100)
Ast (required ) = (0.504/100 * 1000 *346) = 1746.3 mm2
If 16mm ᶲ bars spacing = (201 * 1000 / 1746.3) = 115.1 mm
If 20 mm ᶲ bars spacing = (314.16 * 1000 / 1746.3) = 180 mm spacing
Distributions
Ast (required) = 0.0012 * b * t = 0.0012 * 103 * 372 = 446.4 mm2
12 ᶲ bars spacing = (113 * 1000 / 446) = 253 mm.
57
11
PLANS AND ELEVATIONS
3D View
58
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PICTURE GALLERY
67
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Isolated Footing Design Page 21 of 222
Isolated Footing 40
Input Values
Footing Geomtery
Design Type : Calculate Dimension

Footing Thickness (Ft) : 305.000 mm
Footing Length - X (Fl) : 1000.000 mm
Footing Width - Z (Fw) : 1000.000 mm
Eccentricity along X (Oxd) : 0.000 mm
Eccentricity along Z (Ozd) : 0.000 mm
Column Dimensions
Column Shape : Rectangular

Column Length - X (Pl) : 0.800 m
Column Width - Z (Pw) : 0.800 m
Pedestal
Include Pedestal? No
Pedestal Shape : N/A
Pedestal Height (Ph) : N/A
file:///C:/Staad.foundation%205.3/CalcXsl/footing.xml 09-05-2017
Pedestal Length - X (Pl) : N/A

Pedestal Width - Z (Pw) : N/A
Design Parameters
Concrete and Rebar Properties
Unit Weight of Concrete : 24.000 kN/m3

Strength of Concrete : 40.000 N/mm2
Yield Strength of Steel : 500.000 N/mm2
Minimum Bar Size : Ø12
Maximum Bar Size : Ø32
Minimum Bar Spacing : 50.000 mm
Maximum Bar Spacing : 500.000 mm
Pedestal Clear Cover (P, CL) : 50.000 mm
Footing Clear Cover (F, CL) : 50.000 mm
Soil Properties
Soil Type : Drained

Unit Weight : 22.000 kN/m3
Soil Bearing Capacity : 150.000 kN/m2
Soil Surcharge : 100.000 kN/m2
Depth of Soil above Footing : 0.000 mm
Cohesion : 35.000 kN/m2
Min Percentage of Slab : 0.000
Sliding and Overturning
Coefficient of Friction : 0.500

Factor of Safety Against Sliding : 1.500
Factor of Safety Against Overturning : 1.500
------------------------------------------------------
Load Combination/s- Service Stress Level

Load Combination
Load Combination Title
Number
1 LOAD CASE 1
2 LOAD CASE 2
3 GENERATED INDIAN CODE GENRAL_STRUCTURES 1
101 1.000 x DL+1.000 x DL+1.000 x DL+1.000 x DL+1.000 x DL+1.000 x DL
Load Combination/s- Strength Level
Load Combination
Load Combination Title
Number
1 LOAD CASE 1
2 LOAD CASE 2

Applied Loads - Service Stress Level

Axial Shear X Shear Z Moment X Moment Z
LC
(kN) (kN) (kN) (kNm) (kNm)
1 209.103 258.751 39.070 -47.297 -485.969
2 310.314 1.821 -12.129 -15.281 -17.742
3 779.125 390.859 40.411 -93.867 -755.566
4 623.300 312.687 32.329 -75.094 -604.453
5 313.655 388.127 58.605 -70.946 -728.953
6 188.193 232.876 35.163 -42.568 -437.372
101 2423.690 1585.122 193.449 -345.052 -3030.056
102 1938.952 1268.098 154.759 -276.042 -2424.045
Applied Loads - Strength Level

Axial Shear X Shear Z Moment X Moment Z
LC
(kN) (kN) (kN) (kNm) (kNm)
1 209.103 258.751 39.070 -47.297 -485.969
2 310.314 1.821 -12.129 -15.281 -17.742
3 779.125 390.859 40.411 -93.867 -755.566
4 623.300 312.687 32.329 -75.094 -604.453
5 313.655 388.127 58.605 -70.946 -728.953
6 188.193 232.876 35.163 -42.568 -437.372
201 3635.535 2377.683 290.173 -517.578 -4545.084
202 2326.742 1521.717 185.711 -331.250 -2908.854
203 2908.428 1902.146 232.138 -414.063 -3636.067
204 2181.321 1426.610 174.104 -310.547 -2727.050
------------------------------------------------------
Design Calculations
Footing Size
Initial Length (Lo) = 1.000 m
Initial Width (Wo) = 1.000 m
Uplift force due to buoyancy = 0.000 kN

Effect due to adhesion = 0.000 kN
Area from initial length and width, Ao = L X W = 1.000 m2

o o
Min. area required from bearing pressure, Amin = P / q
max
= 96.693 m2
Note: Amin is an initial estimation.

P = Critical Factored Axial Load(without self weight/buoyancy/soil).
qmax = Respective Factored Bearing Capacity.
Final Footing Size
Length (L2) = 11.200 m Governing Load Case : # 101
Width (W2) = 11.200 m Governing Load Case : # 101
0.559 m Governing Load Case : # 101
Depth (D2) =
Area (A2) = 125.440 m2
------------------------------------------------------
Pressures at Four Corner
Area of
Pressure at Pressure at Pressure at Pressure at footing in
Load Case corner 1 (q1) corner 2 (q2) corner 3 (q3) corner 4 (q4) uplift (Au)
(kN/m2) (kN/m2) (kN/m2) (kN/m2)
(m2)
101 116.4815 149.9040 147.8771 114.4545 0.000

101 111.8817 149.9102 146.8142 108.7856 0.000
101 116.4815 149.9040 147.8771 114.4545 0.000
2 115.3456 115.5058 115.3176 115.1574 0.000
If Au is zero, there is no uplift and no pressure adjustment is necessary. Otherwise, to account for uplift, areas of
negative pressure will be set to zero and the pressure will be redistributed to remaining corners.
Summary of adjusted Pressures at Four Corner
Pressure at Pressure at Pressure at Pressure at

corner 1 (q1) corner 2 (q2) corner 3 (q3) corner 4 (q4)
Load Case
(kN/m2) (kN/m2) (kN/m2) (kN/m2)
101 116.4815 149.9040 147.8771 114.4545

101 111.8817 149.9102 146.8142 108.7856
101 116.4815 149.9040 147.8771 114.4545
2 115.3456 115.5058 115.3176 115.1574
Details of Out-of-Contact Area
(If Any)
Governing load case = N/A
Plan area of footing = 125.440 sq.m
Area not in contact with soil = 0.000 sq.m
% of total area not in contact = 0.000%
------------------------------------------------------
Check For Stability Against Overturning And Sliding
- Factor of safety against sliding Factor of safety against overturning
Load Case Along X- Along Z- About X- About Z-

No. Direction Direction Direction Direction
1 27.760 183.851 3150.380 127.677

2 3971.468 596.400 3676.451 4319.294
3 19.107 184.800 1172.116 85.937
4 23.634 228.589 1449.860 106.301
5 18.641 123.459 2115.538 85.737
6 30.800 203.981 3495.327 141.657
101 5.230 42.855 391.269 23.729
102 6.346 52.003 474.788 28.794
Critical Load Case And The Governing Factor Of Safety For Overturning and Sliding X Direction
Critical Load Case for Sliding along X-Direction : 101
Governing Disturbing Force : 1585.122 kN
Governing Restoring Force : 8290.285 kN
Minimum Sliding Ratio for the Critical Load Case : 5.230
Critical Load Case for Overturning about X-Direction : 101
Governing Overturning Moment : -237.303 kNm
Governing Resisting Moment : 92849.493 kNm
Minimum Overturning Ratio for the Critical Load Case : 391.269
Critical Load Case And The Governing Factor Of Safety For Overturning and Sliding Z Direction
Critical Load Case for Sliding along Z-Direction : 101
Governing Disturbing Force : 193.449 kN
Governing Restoring Force : 8290.285 kN
Minimum Sliding Ratio for the Critical Load Case : 42.855
Critical Load Case for Overturning about Z-Direction : 101
Governing Overturning Moment : -3912.953 kNm
Governing Resisting Moment : 92849.493 kNm
Minimum Overturning Ratio for the Critical Load Case : 23.729
------------------------------------------------------
Moment Calculation
Check Trial Depth against moment (w.r.t. X Axis)
Critical Load Case = #201
Effective Depth = = 0.501 m

Governing moment (Mu) = 4547.414 kNm
As Per IS 456 2000 ANNEX G G-1.1C
= 0.456026
Limiting Factor1 (Kumax) =
Limiting Factor2 (Rumax) = = 5309.034579 kN/m2
Limit Moment Of Resistance (Mumax) = = 14924.544246 kNm
Mu <= Mumax hence, safe
Check Trial Depth against moment (w.r.t. Z Axis)
Effective Depth = = 0.501 m

Governing moment (Mu) = 7010.789 kNm
As Per IS 456 2000 ANNEX G G-1.1C
= 0.456026
Limiting Factor1 (Kumax) =
Limiting Factor2 (Rumax) = = 5309.034579 kN/m2
Limit Moment Of Resistance (Mumax) = = 14924.544246 kNm
Mu <= Mumax hence, safe
------------------------------------------------------
Shear Calculation
Check Trial Depth for one way shear (Along X Axis)

(Shear Plane Parallel to X Axis)

DX = 0.501 m
Shear Force(S) = 1571.741 kN

Shear Stress(Tv) = 280.107820 kN/m2
Percentage Of Steel(Pt) = 0.6216
As Per IS 456 2000 Clause 40 Table 19

Shear Strength Of Concrete(Tc) = 557.033 kN/m2
Tv< Tc hence, safe
Check Trial Depth for one way shear (Along Z Axis)

(Shear Plane Parallel to Z Axis)

DZ = 0.501 m

Percentage Of Steel(Pt) = 0.3910
As Per IS 456 2000 Clause 40 Table 19

Shear Strength Of Concrete(Tc) = 456.817 kN/m2
Tv< Tc hence, safe
Check Trial Depth for two way shear

As Per IS 456 2000 Clause 31.6.3.1
Ks = = 1.000
Shear Strength(Tc)= = 1581.1388 kN/m2
Ks x Tc = 1581.1388 kN/m2
Tv<= Ks x Tc hence, safe
------------------------------------------------------
Reinforcement Calculation
Calculation of Maximum Bar Size
Along X Axis
Bar diameter corresponding to max bar size (db) = 32 mm
As Per IS 456 2000 Clause 26.2.1
Development Length(ld) = = 1.146 m
Allowable Length(ldb) = = 5.150 m
ldb >=ld hence, safe
Along Z Axis
Bar diameter corresponding to max bar size(db) = 32 mm
As Per IS 456 2000 Clause 26.2.1
Development Length(ld) = = 1.146 m
Allowable Length(ldb) = = 5.150 m
ldb >=ld hence, safe
Bottom Reinforcement Design
Along Z Axis
For moment w.r.t. X Axis (Mx)
As Per IS 456 2000 Clause 26.5.2.1

Minimum Area of Steel (Astmin) = 7486.080 mm2
Calculated Area of Steel (Ast) = 21938.478 mm2
Provided Area of Steel (Ast,Provided) = 21938.478 mm2
Astmin<= Ast,Provided Steel area is accepted
Selected bar Size (db) = Ø12
Minimum spacing allowed (Smin) = 52.000 mm
Selected spacing (S) = 57.451 mm

Smin <= S <= Smax and selected bar size < selected maximum bar size...
The reinforcement is accepted.
Based on spacing reinforcement increment; provided reinforcement is
Ø12 @ 55.000 mm o.c.
Along X Axis
For moment w.r.t. Z Axis (Mz)
As Per IS 456 2000 Clause 26.5.2.1

Minimum spacing allowed (Smin) = = 50.000 mm

Ø16 @ 60.000 mm o.c.
Top Reinforcement Design
Along Z Axis
Governing Moment = 19073.688 kNm
Minimum spacing allowed (Smin) = 50.000 mm

Ø25 @ 60 mm o.c.
Along X Axis
Governing Moment = 19073.688 kNm
Minimum spacing allowed (Smin) = = 50.000 mm

Ø12 @ 60 mm o.c.
------------------------------------------------------
BIBLIOGRAPHY
1) Indian Standard 456 2000

2) Indian Standard 800 2007
3) Indian Roads Congress 58 2015
4) Steel tables
5) GDCR, SUDA, Surat
6) Shakti foundation bus station design manual
7) Reinforced concrete Vol 1 by Dr. HJ Shah, Charotar publication
8) GSRTC plan documents of Surat bus station
83

Planning and Design of A Modern Bus Terminal

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Planning and Design of A Modern Bus Terminal

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Project 2016 -17

“PLANNING AND DESIGN OF A MODERN BUS TERMINAL”

SUBMITTED FOR THE DEGREE OF BACHELOR OF TECHNOLOGY,

AKI MANOHAR VISWANATH U13CE089

D PAVAN SWAROOP U13CE091

DHRUV SINGH U13CE092

JISHNU CHATTARAJ U13CE093

ABDUL FATAH U13CE110

DEPARTMENT OF APPLIED MECHANICS

S. V. NATIONAL INSTITUTE OF TECHNOLOGY

“PLANNING AND DESIGN OF A MODERN BUS TERMINAL”

D Pavan Swaroop Reddy U13CE091

Dhruv Singh U13CE092

Jishnu Chattaraj U13CE093

Abdul Fatah U13CE110

In partial fulfilment of the requirement for the award of

Bachelor in Civil Engineering

from Sardar Vallabhbhai National Institute of Technology, Surat

Prof A J Shah (Associate Professor, Applied Mechanics Department , SVNIT)

Prof A J Shah Dr C H Solanki

(Project Guide) (Head, Applied mechanics department)

The concerned students registered in Civil Engineering Department of

1) Examiner-1 ______________ ________________

2) Examiner-2 _______________ ________________

3) Examiner-3 _______________ ________________

We are deeply indebted to Prof. A J Shah (Associate professor, applied mechanics

The help provided by Dr A K Desai (professor, applied mechanics department, SVNIT)

CHAPTER 2: GEOMETRIC CONSIDERATIONS ................................................................................. 3

CHAPTER 3: FACILITIES ........................................................................................................................ 9

CHAPTER 4: SPECIFIC DESIGN CONSIDERATIONS FOR BUS TERMINALS……………....... 12

CHAPTER 5: CASE STUDIES………………………………………………………………………….. 13

CHAPTER 6: PRESENT MODEL SPECIFICATIONS AND DETAILS..............................................21

CHAPTER 7: SMART FEATURES...........................................................................................................23

CHAPTER 8: BUS TERMINAL PAVEMENT DESIGN.........................................................................32

CHAPTER 9: DESIGN OF ROOF TRUSS................................................................................................36

CHAPTER 10: DESIGN OF TERMINAL.................................................................................................43

CHAPTER 11: PLANS AND ELEVATIONS............................................................................................58

CHAPTER 12: PICTURE GALLERY.......................................................................................................67

CHAPTER 13: ISOLATED FOUNDATION REPORT...........................................................................72

Sr no. Title Page no.

1. Location of Surat central bus station 2

2. Alignment of bus bays at different angles 5

3. Typical bus and car path profiles 5

4. Turning radius iterations 6,7

5. Bus bay dimensions 7

6. Distance of bay from periphery of the terminal 8

7. Bus circulation Mumbai 16

8. Bus circulation in Delhi 19

9. Loading bays in Delhi 19

10. Components of ITS 26

11. Roof truss load diagram and deflected shape 36

12. Axial force on critical truss section 37

13. Structural frame and load diagram of terminal 43

14. Deflected shape and bending moment diagram 44

15. Shear force diagram of terminal 45

16. BMD of critical beam 45

17. SFD of beam, BMD of column 46

18. SFD of column 47

20. Deflection of column 50

21. Concrete design of column 51

22. 3D view of terminal 58

24. East elevation 60

25. North elevation 61

1) Examiner-1 __

2) Examiner-2 _ __

3) Examiner-3 _ __

Load on each intermediate panel - 752 9.34/25.92 =20790 N ………… (5)