TOWARDS THE UPGRADATION DESIGN OF URBAN BUS TERMINAL IN

MIRPURKHAS
BY

MUHAMMAD SALMAN ALI

Batch 2015

ROLL NO : 2015-AR-029

A THESIS REPORT SUBMITTED IN PARTIAL FULFILMENT OF THE REQUIREMENT FOR THE DEGREE OF

BACHELOR IN ARCHITECTURE AND ENVIRONMENTAL DESIGN

INTERNAL ADVISER: AR.WAJEEHA EXTERNAL ADVISER:SALMAN BANGASH

CHAIRMAN :AR.FAZAL NOOR

 ACKNOWLEDGMENTS
First of all, I thank Allah, the almighty, for giving me the strength to carry on this project and for blessing me
with many great people who have been my greatest support in both my personal and student life.

I would like to thank my advisors AR salman bangash and engineer ayaz sheikh, for their guidance and
encouragement. It is a privilege to have both of them as my advisors. I benefit greatly from my interactions
with them. I thank them for setting a high standard in research and design, and for their patience with me. I
admire their intuitions and their encyclopedic knowledge.

I thank daniyal khan for being a good friend, and for encouraging me to do better. I feel deepin
d to many people. I thank komal naz , aiman tariq, ameer bilal and shifa and many others, for
being good colleagues and resources.

This thesis to dedicate my parents and support me to my teacher and to my whole family
especially my father MUHAMMAD ALI . Fathers are real heroes.

Finally, I would like to thank my father for supporting me pursue graduate study.
LIST OF FIGURES AND TABLES

INTRODUCTION

1. background …………………………………………………………………………………………….......
1.1. Introduction ……………………………………………………………………………….….……….........
1.2. Study area …………………………………………………………………………………….…………....
1.3. Aim and objective/ focus ………………………………………………………………………………….
1.4. Scope ……………………………………………………………………………………………................
1.5. Justification statement .…………….………………………………………………………….................
1.6. Research methodology……. ……………………………………………………………………………..
1.7. Expected results……………………………………………………………………………………………

LITERATURE REVIEW

2 Definition…………………………………………………………………………………………………….

2.1 background……………………………………………………………………………………………………..

2.2 standard of bus terminal………………………………………………………………………………………

2.3 Urban Transportation …………………………………………………………………………………………..
2 .4 Public Transport: …………………………………………………………………………………………..
2.5 Modes of Transportation ………………………………………………………………………………….
2.5.1 Road Transportation: …………………………………………………….
2.5.2 Rail Transportation: ……………………………………………………………
2.6 Urban Bus Transportation: ……………………………………………………
3.1 Architectural Design of Bus Terminals …………………………………………………………………..
3.2 Physical Components of Transport ……………………………………………………………………
3.3 Functions of The Terminal ………………………………………………………………………………
3.4 Terminal Characteristics …………………………………………………………………………………
3.5 Location of Terminal: …………………………………………………………………………………….
3.6 Considerations ……………………………………………………………………………………………
3.7 Conclusion ………………………………………………………………………………………………...

MIRPURKHAS
 Introduction:

4.1. History …………………………………………………………………………………………………..

4.2. Geography ……………………………………………………………………………………………...

4.3. Culture and Economy …………………………………………………………………………………

4.4. Administrative Division ………………………………………………………………………………..

4.5. Road Network Infrastructure ………………………………………………………………………….

4.6. Irrigation ………………………………………………………………………………………………...

5. Demography ……………………………………………………………………………………………….

5.1. Population Characteristics ……………………………………………………………………………

5.1.1. Population Growth Pattern …………………………………………………………………………..

5.1.2. Population Distribution by Age and Gender ……………………………………………………….
5.1.3. Dependent Population ……………………………………………………………………………….
5.2. Livelihood ……………………………………………………………………………………………….

5.2.1. Main Sources of Livelihood/Income ………………………………………………………………...

5.2.2. Agriculture ……………………………………………………………………………………………..
5.2.3. Industry ……………………………………………………………………………………………......
5.3. Health …………………………………………………………………………………………………...

5.3.1. Health Facilities ……………………………………………………………………………………….

5.4. Education ….……………………………………………………………………………………………

5.4.1. Highlights ………………………………………………………………………………………………

5.4.2. Gender and Level Wise Details ……………………………………………………………………..

PROBLEM IDENTIFICATION

6.1. Mirpur Khans Bus Terminal ……………………………………………………………………………….

6.2. Commuter Issues ………………………………………………………………………………………….
6.2.1. Transporters ………………………………………………………………………………………………..
6.2.2. Passengers ………………………………………………………………………………………………...
6.2.3. Citizens ……………………………………………………………………………………………………..
6.3. Problems Finding ………………………………………………………………………………………….
6.3.1. Traffic Congestion …………………………………………………………………………………………
6.3.2. Road Side Encroachments ……………………………………………………………………………….
6.3.3. Lack of Parking Space ……………………………………………………………………………………
6.3.4. Cargo Difficulties …………………………………………………………………………………………..
6.3.5. Taxi and Rickshaw Stand ………………………………………………………………………………...
6.3.6. Booking Offices ……………………………………………………………………………………………
6.3.7. Waiting Area ……………………………………………………………………………………………….
6.3.8. Service Station / Workshops ……………………………………………………………………………..
6.4. Analysis …………………………………………………………………………………………………….
6.5. Conclusion ………………………………………………………………………………………………….

RESEARCH METHODOLOGY

6.6 Number of vehicle………………………………………………………………………………………..

6.7 Target group……………………………………………………………………………………………..

6.8 Interviews………………………………………………………………………………………………..

6.9 commuter issue…………………………………………………………………………………………

CASE STUDIES

7.1. Finding …………………………………………………………………………………………..

7.2. Local Case Studies ………………………………………………………………………………………..

7.2.1. Daewoo Bus Terminal Karachi …………………………………………………………………………..

7.3. National Case Studies …………………………………………………………………………………….
7.3.1. Sucker Bus Terminal ……………………………………………………………………………………...

7.4. International Case Studies ……………………………………………………………………………….

7.4.1. Intercity Bus Terminal Porcine, Jaen, Spain …………………………………………………………..

7.4.2. Kayseri West City Bus Terminal …………………………………………………………………………

7.4.3. Nevsehir Bus Terminal / Bahadir Kul ……………………………………………………………………

DESIGN BRIEF

8 selection criteria…………………………………………………………………………………………….

8.1 concept……………………………………………………………………………………………………..

8.2. Capacity …………………………………………………………………………………………………………

8.3. Vehicle Maneuver Efficiency …………………………………………………………………………………

8.4. Pedestrian Accessibility ……………………………………………………………………………………….

8.5. Personal Safety ………………………………………………………………………………………………...

8.6. Passenger Comfort …………………………………………………………………………………………….

8.7. Core Passenger Facilities ……………………………………………………………………………………..

8.8. Additional Passenger Facilities ………………………………………………………………………………

8.9. Staff Facilities …………………………………………………………………………………………………..

9.0. Clarity of Circulation …………………………………………………………………………………………..

9.1. Management …………………………………………………………………………………………………...

9.2. Maintenance …………………………………………………………………………………………………...

9.3. Sustainability …………………………………………………………………………………………………...

CHAPTER NO: 1 INTRODUCTION

1. Background
The rapid advancement of communication means is one of the factors for development of a country.
According to a saying; "The civilization travels through the roads”. Transportation is one of the prime
parameters of modern urban development. Keeping in view the changing dynamics of city and its growing
needs. Mirpur khas being Sindh’s 4 th most populous city has seen heavy influx of people from all over
Sindh. In that context, The Focus of this thesis will be on intercity traveling in which the study of the intercity
transportation in the light of different interest groups will be done. The study will go through a process of
analyzing, how is the present condition of the current terminal and the difficulties faced by its users i.e.
transporters, passengers and citizens Hence presenting a new sounder and technically sound proposal of
the current bus terminal which is in a chaotic condition as of present. Technology should be utilized to
provide a solution that will be vital for getting the project moving in a right direction

1.1 Introduction
The public transport system is in constant development, leading to construction of new bus terminal
buildings from mirpurkhas. Unlike other types of buildings my research is more on giving a more advance
proposal on a bus terminal relatively underdeveloped. The effect of design characteristics and design
choices on how to enhance the functionality of a bus terminals has therefore been investigated in this
thesis. Construction of new bus terminal buildings can increase the development of its surrounding. An
increased quality of the environment for waiting areas, which enclosed bus terminals contributes to,
increases the quality of the entire travel which in return also leads to an increase of travelers. Toilets,
controlled indoor climate and sense of security are examples affecting the environmental quality. This
combined with the fact that these types of buildings handle large volumes of people makes them complex
buildings and complicates an energy efficient design. The traveler load and thereby the occupant load is
the hardest parameter to define during the design of advanced bus terminals. This is because the amount
of traveler varies widely over the day but also because the variations over the years may change
significantly. The traveler load is then also strongly connected to the frequency of open and closed
entrances, which affect the proper circulation patterns demand. Mirpur khas being home to over 1,160,000
people faces a load of around 25,000 passengers a day and a total of 558 vehicles also both incoming and
outgoing hence we will explore the possibilities of providing a well-equipped design compromised of
modern architectural interventions hence seeking to provide comfort to all its users.

1.2 Study area.

. Mirpur khas being home to over 1,160,000 people faces a load of around 25,000 passengers a day and a
total of 558 vehicles also both incoming and outgoing hence we will explore the possibilities of providing a
well-equipped design compromised of modern architectural interventions hence seeking to provide comfort
to all its users.

1.3 Aim and Objectives/focus

To improve intercity transport conditions and to facilitate its users.Time saving and long journey facilities for
passengers regard to improve pedestrian access and safety.Real time travel information and land use
proposal to support terminal.To improve the surrounded environment.To provide the vehicles with safety,
better parking and maneuver abilities.

1.4 Scope
The main prospective of this research for providing well maintain/principle structure of bus
terminal and transport system for travelers/passengers. Current terminal is disorganized and not
properly developed therefore this research help to facilitate users for better transport system to
passenger throughout redesigning of proper and accurate terminal.

1.5 Justification statement.

"To Redesign the mirpur khas bus terminal which serves as the main hub of intercity transportation
activities and to provide adequate facilities to its users "
1.6 Research Methodology
In order to achieve the objective of this study, I started my research through literature review,
reading books on intercity transportation and terminal, research journals on web, analyzed thesis
reports on intercity bus transportation. I have took important point and gathered most data from
from newspaper articles which related with transport and terminals. I studied research
publication and report from urban resource center. “MASS TRANSIT PLANNING BY JOHN
ELDRICH’’. I have visited bus terminal of mirpur khas and asked the transporters and passengers
about their problem and issues in reaching bus stops, in travelling from mirpur khas to other
cities and other problems.

1.7 Expected Results

After design new building of this terminal so it can support a highly active transport system.
New design of this terminal building will considered for saving passengers from heat stock and
provides new seating arrangements to transporters, drivers and their users. Considers the term of
issue involves the physical management of traffic also recent services of modes and passengers.
New design of building can totally impacts on major commercial trends and transport are
changing the relationships between terminals and their user so it will generate and attract
movements of passengers and transportation system that have definitive impact on current
conditions.
 LITERATURE REVIEW

Chapter 02

2 Definitions
A bus terminus is a designated place where a bus or coach starts or ends its scheduled route.
The terminus is the designated place that a timetable is timed from. Termini can be located at bus
stations, interchanges, bus garages or bus stops. Termini can both start and end at the same place,
or may be in different locations for starting and finishing a route. Termini may or may not
coincide with the use of bus stands.

2.1 Background
The history begins on May 23, 1922, when the city administration gave the architect and
businessman F. Kangro the permit to open 5 bus lines.

1922-1939: city lines and intercity lines begin from Vene turg (Vene market) which was also
known as Täiturg (flea market) and in 1939-1940 Viru square. The buses were lined up in front
of what we now know as Viru hotel, right next to the New Market. The traffic organizer who
also sold bus tickets worked in a small office at the corner of Pärnu road and Vene market.

1940-1959: buses still depart from the same place, only now it is known as the Stalin square. In
1949, after demolishing the market hall and moving the market to Tartu road district, intercity
bus lines’s departure was moved to a square next to Estonia theater. A year later, suitable place
was found for intercity bus lines at the side of the huge Stalin square at the beginning of Tartu
road almost where Radisson hotel is today.

1959-1961: in the beginning of 1959, bus station was moved to its current location at the corner
of Lastekodu and Odra street. The wooden 1-storied building on Stalin square was taken apart
and re-built at the new bus station square right where there is bus line No 17 stop today.

1961-1965: new 2-storied bus station hall was built. According to the plan the new bus station
complex was supposed to be ready by Estonian SSR 25th anniversary on July 21, 1965. The plan
was more or less fulfilled, although there were several shortages pointed out in the exploitation
deed.
2.2 STANDARDS OF BUS TERMINAL

Buses
Standard City Bus. The approximate average city bus length is 14 meters, or between 35 and 45
feet. Bus width is typically between 95 and 105 inches, or 8 to 9 feet.
Bus stop shelter

Bus stop pathway

. Bus stop boarding and alighting areas shall provide a clear length of 96 inches (2440 mm) minimum,
measured perpendicular to the curb or vehicle roadway edge, and a clear width of 60 inches (1525 mm)
minimum, measured parallel to the vehicle roadway.
2.3 Urban Transportation
Urban areas are locations where rapid growth or advancement of population amenities and other town
planning factors are broadly affected due different of social and to aspects environmental behaviors. While
urban traffic is a term used to indicate the transportation network in urban localities. The basic unit of urban
traffic is the road.
Urban roads should be deigned to be safe and to permit the free flow of traffic at reasonable speed. The
traffic capacity of road should be balanced against the traffic requirements of the existing and proposed
development they are expected to save. This will necessitate the planning of the urban road network as a
whole, and will involve forecasting future traffic volumes and appropriate controls of parking and
development to ensure that the network will continue to function efficiently. Much can be done to improve
the safety and capacity of existing roads by traffic management and the control of street parking but
provision for the future growth of and improvement of environmental standards will entail a continuing
program of major improvement and new construction, which will need to be carefully phased with urban
development and renewal.

2.4 Public Transport:

Public transport comprises all transport systems in which the passengers do not travel in their own
vehicles. It is also called public transit or mass transit while it is generally taken to mean rail and bus
services, wider definitions would include scheduled airlines, fries, taxicab services etc. The term rapid
transit refers to fast public transport in and around cities, such as metro systems. Public faster than other
modes of t can be travel; prime examples are in cities where road congestion can be avoided, and for long
distance travel where much higher speeds are possible than are permitted on roads.

2.5 Modes Of Transportation:

Transport modes are the means by which people and freight are carried. They fall into one of three basic
types, depending on over what surface they travel-land (road, rail and pipelines), water (shipping), and air
Each mode is characterized by a set of technical, operational, and commercial characteristics.

2.5.1 Road Transportation:

Road infrastructures are large consumers of with the lowest level of physical space constraints among
transportation modes. However, environmental constrains are significant in road construction. Road
transportation has an average operational flexibility as vehicles can serve several purposes but are rarely
able to move outside roads. Road transport systems have high maintenance cost both for the vehicles and
infrastructures.
They are mainly linked to light industries where rapid movements of freight in small batches are the norm.
2.5.2 Rail Transportation:

Railways are composed of traced paths on which are bound vehicles. They have an average level of
physical constrains linked to the types of locomotives and affected by the gradient Heavy industries are
traditionally linked with rail transport systems, although contamination has improved the flexibility of rail
transportation by linking it with road and maritime modes.

2.6 Urban Bus Transportation:

Urban bus transportation is broadly classified in two types namely.

1. Intercity bus transport
2.Intracity bus transport
Intercity Bus Transport: service which provides travel from one city to another city.
Intracity Bus Transport: Service which provides travel within the city.
Bus stations in urbanized areas are off-street spaces for a combination of bus routes that come together or
as part of the route design alignment Public transport terminals are end-station' of one or more routes;
however, the terms are interchangeably used when passenger facilities are also included. Urban bus
terminals are planned and designed on the basis of requirement for arterial accessibility, bus loading
unloading berths based on the number of rotes peak headway schedule, coordination, and dwell times are
some considerations more specific to inter urban bus routes.
Intercity transport terminals are essentially interchange facilities to serve transfer of commuting passengers
to local transit facilities and from local areas to originate there jumps to some distant destination. Terminal
planning guidelines, therefore, have to consider the base external and internal traffic circulation, their
linkage with local transport operation and site panning principles.

3.1 Architectural design of bus terminals

Terminal buildings can have positive effect on city development. Construction of a new terminal building
can make the surrounding area more attractive and lead to establishment of new companies and residential
buildings. A new bus terminal gives a promotional value that also increases amount of travelers,
approximately up to 5%. Bus stations can be designed in many different ways. This study is limited to only
concern enclosed bus terminal buildings which has regulated indoor climate. These generally consist of two
main areas; a terminal hall and a bus loading area. The terminal hall usually contains passenger circulation
areas, ticket booths and stores. The design of terminal buildings is strongly connected, like for most
buildings, to demands and expectations for the occupants or in this case the travelers. A study made on
public transport travelers shows that the environment for waiting areas is highly valued by the travelers. An
increased quality of the environment for waiting areas also increases the quality of the entire travel which in
return leads to an increase of travelers. Availability of toilettes and comfortable seats in an indoor
environment increases the atmosphere of waiting areas significantly.

Safety is of big importance for travelers passing through terminal buildings. Presence of people in motion
gives the travelers a feeling of security. Availability of shops and cafés results in a staffed terminal during
specific hours which thereby also gives a sense of security. Security guards are often needed if a terminal
lacks shops or cafés. Another factor influencing the environment is lightning. Enlighten waiting areas gives
a sense of increased security for the travelers, especially during dark hours. This is confirmed in Swedish
regulations which states that lightning in public premises should be designed with such intensity that the
occupants feel safe. Big amount of glass in the facades also gives a secure feeling for the occupants.
Finally, orient ability and architectural aspects are of great value for the travelers. High traveler densities
which can occur during rush hours require efficient flows of travelers. The sequence of movement
describes a traveler’s possible activities during their stay in the bus terminal. First a traveler passes through
an entrance, then the traveler tries to locate himself through information screens or similar. Then the
traveler may purchase a ticket before walking to the correct platform or waiting area. To avoid conflicts, the
terminal should, for this reason, be designed with direct communications between activities to ensure
efficient flows of travelers. This sequence does not apply for all occupants in a bus terminal. Non-travelers
may only be passing through or visit stores.

The bus loading area and thereby the connection between platforms and the terminal building can be
designed in various forms. The platforms can either be completely separated from the terminal building or
be connected, e.g. docking platforms. The principle of docked platforms means that the arriving busses
dock by with the front against a building or waiting area. This means that the bus has to reverse in order to
get out. The travelers can beneficially stay inside the building until the bus has arrived if each bus stop has
a separate gate. Docking platforms are most suitable for end stations of bus routes since docking and
reversing takes time. Docking platforms increases the stop times and is therefore not suitable for terminals
used for passing bus routes.

3.1 Physical Component of Transport:

The provision of proper bus bays and bus stands with full scale amenities at all important points is an
essential pre-requisite of a sound road transport system. A cursory glance at the state of affairs, prevailing
in many large cities and satellite town of Pakistan reveals that even bus bays are non-existent at the very
places where they ought to be, not to talk of bus stand. The transport operators, therefore, select awkward
points for bus stops which only add to congestion, if anything at all and thereby substantially reduces the
traffic capacity of the highways with the lapse of time, such awkward points tend to became traditional bus
stops and any attempt to change them later is almost invariably doomed to failure.
According to urban transport strategies, the terminology of Terminal may understand by following studies
3.2 Functions of The Terminal:
A terminal has three main functions:
1. To allow access to vehicles operating on a specialized way
2. To permit easy interchange between vehicles operating on that way and between modes of transport.
3. To facilitate consolidation of traffic.
Terminals range in size from a simple roadside bus stop to the huge complex of a major road or port. The
letter can be regarded as a single very large terminal or alternatively as a series of separate terminals
grouped together for convenience, efficiency and economy-each individual berth being considered as a
terminal in its own right. Variation in the size and equipment of terminals is found between those provided
for different forms of transport, and between passengers and goods transport.

3.3 Terminal Characteristics:

Generally speaking, passengers are self-loading, self-discharging and capable of moving passengers are
themselves from mode of transport to another Unless the passengers are infirm or one dolled the transport
operator needs to provide little assistance in loading and discharging only where long distances, or
changes of levels are involved between the terminal entrance and the conveyance, or in interchanges
between vehicles, does he need to provide ancillary transport. Moreover, passengers are capable of
reading timetables and following instructions, and so can be in a sense self-consolidating
Nevertheless, the extent to which passenger itself consolidating has its limitations. The length of time a
passenger is willing to remain in 'store, between vehicle departures, is the time that be allowed to elapse
between the shorter than can dispatch of load of cods on journeys of comparable distance. The longer the
interval between vehicle departures which will be tolerated by the passengers.
Some waiting time at inter-changes of vehicles, may arise simply because it is impossible to timetable neat
connections between all services. During these waiting Prods, the transport operator (or the terminal
operator) must provide certain services and facilities for the passengers. They will usually include seating,
toilets, accommodation and refreshment facilities. These services may change according to the modern
need of communication and technology.
It must be apparent from the foregoing that ample and considerable space forethought on the planning of
terminals are essential prerequisites efficient operations, Possible future expansion must be taken into
account in the planning stages, for an efficient terminal can soon be crippled if the success of its operation
generates additional traffic with which it cannot cope.
3.4 Location of Terminal:
The centers of towns and cities could be important locations for terminals for some modes of transport,
though not for all. However, theses terminal sites may be unavailable to or unsuitable for the terminal
operators, for various reasons:
l. Most land in or near the center of a town or city is likely to be already occupied and any vacant land will
be very expensive.
2. Where there are no vacant sites, occupied sites might be acquired and re-developed, but this would
involve even greater expenditure than the acquisition of vacant site.
3. The additional congestion created by road vehicles using the terminal may be
Unacceptable by planning point of view.
4. The environmental effects of noise, fumes, vibration and visual intrusion may be unacceptable to the
community.
The choice of location for road passenger terminals (bus & coach service) is usually
Straight forward because in most cases the city center is the main consideration for
numerous road passenger services Intercity bus terminal requires spaces comparatively than local buses
due to their loading, workshops and other long journey requirements Accessibility of the passenger is
another important factor for locating site.
Passenger demands for changing vehicles, i.e. the interchange to be made as convenient as possible.
Infrastructure needs of that locality should be good enough to support bus terminal and the most important
thing is to make control over environmental and social abuses of spaces

3.5 Considerations:

 Efficient public transport services must form an integral of the overall plan for the part development
of any city. There should be full consultation with the operator when such arrangements are being
considered. Ideally the stations should be combined or near to one another. If the railway station is
close to the site, it will be convenient if the combined bus and coach station is located nearby.

 Intercity bus station will normally be located in outskirt of а city and should have easy access to the
distributor roads. Buses should be able to enter and leave the station without delaying and
endangering other traffic-preferably without having to cross or turn right against opposing traffic
streams. Unless bus terminals and their access are care sited the concentration of bus traffic may
overload nearby streets adjunctions.

 Special attention should be given to the design of реdestrian routes to and from operating points.
Pedestrian crossings, subways and bridges should be provided necessary. Ideally the terminal
 should be linked to a comprehensive system of where pedestrian ways. Accommodation should be
provided off highway for buses waiting at terminal during quite periods. Terminal should be
designed to avoid need for reversing any having regard to turning circle requirements consideration
should also be given to the possible need for car parking facilities, when picking up passengers at
terminal. Vehicle maneuvers used in approaching parking bays.

 Shunting is used where a vehicle only sets down passengers on to their concourse before moving
away to park or to a bay position for collecting passengers. This maneuver avoids waiting to
occupy a predetermined bay and effectively reduces journey time.

 Drive-through bays are fixed bay positions for setting down and/or collecting passengers. They are
in a line, so a vehicle often has to approach the bay between two stationary vehicles. In practice, it
is often necessary to have isolated islands for additional bays with the additional conflict of
passenger and vehicle circulation.

 ‘Saw tooth’ layouts have fixed bay positions for setting down and/or collecting passengers with the
profile of the concourse made into a saw tooth (sometimes referred to as echelon) pattern. In
theory, the angle of pitch between the vehicle front and the axis of the concourse can be anything
from 1 to 90 degrees. In practice, however, it usually falls between 20 and 50 degrees. The vehicle
arrives coming forward and departs going backwards, thus reducing the conflict between
passenger and vehicle, but demanding extra care to be taken when reversing out of the bays. The
choice of maneuver will be influenced by the size and proportions of the site available, the bus
operators’ present and anticipated needs, and in particular the preference of their staff. Some will
accept the saw tooth arrangement while others prefer the drive-through. The area of the site is
further added to by the requirement of ‘layover’. This is where vehicles were having set down their
passengers, but which are not required to collect passengers, are parked on the station until
needed again. The layout for this should be based on the requirement for parking, but preferably in
such a manner that no vehicle is boxed in by another, and of course positioned so as not to
interfere with other bus movements. In some cases, economy of space can be achieved, again
dependent upon local timetables, by using spare bays for layover purposes.

 The facilities to be provided for passengers - Provision for passenger’s will depend entirely upon
anticipated intensity of use and the multi-modal nature of the interchange. If, for example, there
are already public toilets, a bus and coach information Centre and cafes nearby, then these may
not be required on the station concourse. However, waiting room facilities will probably be
required, with someone on hand to give information and supervision. In more comprehensive
 schemes, in addition to a waiting room, a buffet and public toilets, one may plan for kiosks and
enquiry, booking, left luggage and lost property offices.

 The facilities to be provided for staff -There will invariably be an inspector or inspectors in a station
who, as well as assisting passengers, are primarily concerned with supervising the comings and
goings of vehicles, their drivers and conductors. If there is a depot near to the station, then most
staff facilities will be provided there. However, if the depot is some distance away, it will be
necessary to provide canteen and toilets for them on the station site, so that during breaks and
between working shifts they do not need to get back to the depot until they return their vehicle for
long-term parking. Should the depot be even more remote, it will be necessary to provide all
facilities at the station site and only basic amenities at the depot. In this case, as well as the
canteen and toilets, a recreation area, locker rooms and ‘pay-in’ facilities should be provided. The
latter is an office area where drivers/conductors check, then hand over monies taken as fares,
which in turn are checked and accounted for by clerical staff.

 Facilities for bus maintenance - It will be appreciated that the proper inspection, repair and
servicing of buses and coaches is an integral part of a bus operator’s responsibility. Normally, such
work would be carried out at a local depot, with a repair workshop together with fueling, washing
and garaging facilities. The provision of some or all of these facilities within a station complex is
unusual, but by no means unique.

3.6 Conclusion:
To study the terminal, we must have to understand the urban pattern and transport condition of a city.
Terminals' are points for interchanging of vehicles. In modem world, terminals are interring modal transit
facilities hub as more than transportation focus.
The main purpose of terminal is to organize traffic flow and to develop a pattern of linkage between and
buses. There is a variety of variation between type and passenger size of terminal. To design a terminal,
we should consider the three major circulations.
1 Flow of buses 2. Flow of peoples 3. Flow of luggage
The location of terminal depends on the growth pattern of a city. Major intercity bus terminal is not feasible
in the center of a city or in areas of heavily clustered residential blocs. It seems to select site of terminal in
outskirts of the city to develop such area as an economical center with no any environmental and social
disturbance.
MIRPURKHAS HISTORY.
6. Introduction:
6.1. History:
District Mirpur Khas is an ancient city with a rich history. This region has seen the reign of different rulers.
The region used to be a Buddhist settlement known as Kahoo Jo Daro. Some of the remaining Stupas (a
dome-shaped structure erected as a Buddhist shrine) can still be seen in an archeological site of this
district. After the conquest by the Arabs, under the command of Muhammad Bin Qasim, in 712 A.D, this
region was controlled by the Muslim rulers. However, development in this region mainly started with the
rule of Talpur dynasty (17731843). The rulers of the Talpur dynasty used the title Mir (modified from the
Arabic word Ameer meaning commander-in-chief). The town of Mirpur Khas was named after its founder
Mir Ali Murad Talpur in 1806. Mirpur Khas remained capital of the Mirs of Talpur until 1843 when Sindh was
annexed to the British India under the East India Company. When General Charles Napier attacked Sindh,
Mir Sher Muhammad Talpur, the last Talpur ruler, resisted the British. His battle for the liberation of Sindh
rendered him the title of 'the lion of Sindh'1. The British made Sindh part of the Bombay Presidency and
built a communication network throughout the province. They administratively divided the province in to
districts and sub districts (talukas). They built roads, schools, dispensaries and many other civic amenities.
Tharparker was made a district, comprising of Umerkot and Mirpur Khas towns. Umerkot was made the
district's headquarters, while Mirpur Khas was ignored until the opening of the Jamrao Canal in 1900. This
canal made Mirpur Khas stand out of the rest of the towns in the district. It was constituted as a municipality
in 1901 and was made the district headquarters of district Tharparkar in 1906. After the independence of
Pakistan in 1947, because of its proximity with the Indian border, Mirpur Khas became the first city to
welcome refugees from India to Pakistan. It acted as a primary railway junction for the first trains to come
across Rajhistan to the Sindh province. In 1990, the district of Mirpur Khas was carved out of district
Tharparkar and was given the status of a district.

6.2. Geography:
District Mirpur Khas lies in 68o 59’ 3” to 69o 16’ 53” east longitudes and 24o 48’ 33” to 25o 48’ 7” north
latitudes. This district is bounded by district Umerkot on the east, district Sanghar on the north, district
Tando Allahyar on the west, district Badin on the south-west and district Tharparkar & Badin on the south.
The climate of the district is extreme, both in winters and summers. The summer heats are considerably
neutralized by constant sea breeze from the south-west. The land structure of this district comprises of
plane fertile lands suitable for agriculture. Due to a well-organized canal system, the whole district has
water availability, resulting in the grasslands and irrigated crop lands.

6.3. Culture and economy:

The city has several shopping centers and bazaars. Irrigation and farming was revitalized after the Jamrao
Canal was built in the 1900s. The city was able to produce and cycle crops to supply mainly grain, cotton
products like fabrics, and sugar from the sugarcane cultivations. For a certain period in history, Mirpurkhas
enjoyed being the best cotton producer in the country and much of the income of the town came from cotton
farming in its heyday. In late 18th century, many Muslim families were shifted from east Punjab to the area. The
biggest Muslim community who settled here, was Arain community. The Arains from various districts of eastern
Punjab such that Amritsar, Gurdaspur, Ferozpur, Ambala, Patiala and Jalandhar moved here and permanently
settled. The contributions of Arains towards the agriculture and irrigation systems is remarkable. They live
mostly in rural areas with peace and harmony. The city also have well known Sindhi Arain population.
Nowadays, however, the area is much known its mango produce. The city seeks pleasure in declaring having
252 different varieties of "mangoes", of which the most famous variety is the *Sindhri Amb* literally the mango
from Sindh. The city boasts its mango products at an annual harvest festival showcasing its world renowned
produce. The district has very fertile land and it produces wheat, onion, sugarcane, cotton, corn, mangoes and
other crops. Though Mirpurkhas has small industrial park but no industry is functional over there. However,
there are four sugar mills, namely Mirpurkhas sugar mills, Mirawah sugar mills, Digri Sugar Mills and Najma
sugar mills, of them Mirpurkhas sugar mills is the oldest one.

Mirpurkhas city is also famous for promoting sports in the Sindh province. Cricket, hockey, badminton and
table tennis are famous sports of Mirpurkhas. Nayyar Ahmed Siddiqui, the International Table Tennis
Federation Certified Coach and Certified Member of Olympic Council of Asia also belongs to this city.

6.4. Administrative Division:

District Mirpur Khas has its district headquarters in Mirpur Khas city. This district has six talukas,
named: Mirpur Khas, Sindhri, Digri, Hussain Bux Mari, Kot Ghulam Muhammad and Jhuddo. It has 41
union councils and 416 mouzas (revenue village). Out of the total mouzas, 398 are rural mouzas, 3 are
urban and 15 are partly urban.

6.5. Road Network Infrastructure:

Road network is considered as a vehicle for economic development and social change. Efficient road
network not only develops a quick and efficient transportation system but also opens up new area
hitherto remained closed. It brings about social integration among rural and urban sectors and greatly
 assist in accessibility to basic needs i.e. education, health facilities, etc. It brings rural areas in constant
touch with urban segment of a society and creates better understanding necessary for social change
and political awareness. Mirpur Khas district covers an area of 2,925 square kilometers yet it has only
716 kilometers of good quality roads, which are grossly inadequate for the area and its population4. A
Provincial Highway connects Hyderabad with Mirpur Khas via Sultanabad, Tando Allahyar and Tando
Jam. The district headquarter of Mirpur Khas is linked with its taluka Headquarters of Digri and Kot
Ghulam Muhammad through metaled roads. Other important road links in Mirpur Khas district are given
as under:
 Road from Mirpur Khas to Umerkot via Jamrao, Akri, Sufi Fakir and Mori
 Road from Mirpur Khas to Badin via Mirwah Gorchani Digri and Tando Bago
 Road from Mirpur Khas to Mithi via Digri, Tando Jan Muhammad, Jhudo and Nau Kot
 Road from Mirpur Khas to Sanghar via "Kahoo Jo Daro" and Sindhri
 Road Kot Ghulam Muhammad to Mirwah Gorchani

6.6. Irrigation

The district has a well-established canal irrigation system. With the opening of Jamrao canal in the British
era, the importance of this district increased significantly. Jamrao canal originates from the right bank of
Nara canal and serves an area of about 935,000 acres. Two major canals i.e., Jamrao canal, West Branch
Canal, and their distributaries irrigate district Mirpur Khas. In this district, there are four distributaries, two
minor and thirty-four outlets5 directly drawing water from Jamrao canal. The West Branch Canal is the
largest offshoot of Jamrao Canal having a design capacity of 900 cusecs to serve the cultivable area of
230,800 acres. The water distribution system of West Branch Canal consists of two distributaries, three
minors and sixtytwo outlets drawing water directly from the west branch.
MIRPUR KHAS AT A GLANCE
 Demography
6.7. Population Characteristics:

In Pakistan, male population is more than the female population and is among those four countries where
life expectancy for females, at birth, is less than that of males8. Sex ratio in district Mirpur Khas is 108
males per 100 females, which is more than the ratio at the national level that is 1069. Though there could
be other possible reasons for such a difference in male to female ratio, one probable reason of this ratio
could be underreporting of females during national surveys. Besides, a very high maternal mortality rate
and poor health care at the district and provincial level are likely to be instrumental for this difference.
District Mirpur Khas, like majority of the other districts in Sindh, is rural by its characteristics. A majority of
the population i.e. 67 % resides in rural areas as compared to the 33 percent that resides in the urban
areas.
Table 1.1: Estimated Population of District Mirpur Khas for 2014
 Population Growth Pattern

In 1998, the total population of the district was 1,026,832. Population of District Mirpur Khas has an
estimated10 growth rate of 2.72% per annum, which means that the population will double itself in 25.48
years11 from 1998. 45.08 percent of the population is below 15 years of age and 2.76 percent is 65 years
or above. The estimated population for 2014 is 1,592,981, showing a 36% increase in 16 years from 1998.
Fig 1.2 : growth pattern

6.7.1. Population Distribution by Age and Gender

Out of the total population, 52 percent are males and 48 percent are
females. Largest cohort of population is 5-9 years,

which decreases with 5 years interval. Total population in this cohort is

231,038. Except in the age groups of 20-24, 40-44, and 75+, in all the rest
of the age groups, male population Fig 1.3 : population
distribution by age.

outnumbers female population.

6.7.2. Dependent Population

The economically dependent population is considered to be the

population that is less than 15 years and more than 65 years of age. In
addition to them, widowed, and/or divorced women are also
considered dependent population. Dependent population in the case of
Mirpur Khas district is 48 percent of the total population and the
working population is 52 percent, which shows that dependency ratio
Fig 1.4 :dependent population..

12 in the district is 92 percent.

Table 1.2: Taluka wise Population of the district
Table 1.3: Population of Union Council

6.8. Livelihood
6.8.1. Main Sources of Livelihood/Income:

District Mirpur Khas is pre-dominantly rural and the sources of livelihood are less diversified for the
resident population. Taluka Mirpur Khas, due to its urban nature and industrial units, has a relatively better
economic environment. The rest of the five talukas are rural and dependent on agriculture for livelihood
opportunities. Although, poverty is chronically prevalent in the entire district, the incidence of poverty is
relatively less in Mirpur Khas taluka as compared to the other talukas13. The following table shows the
number of mouzas reporting sources of employment in district Mirpur Khas. Majority of the male population
is associated with agriculture (in 66% of rural mouzas) followed by labor (in 16% of rural mouzas). While in
the category of some, services sector, personal business and labor are frequent in male population. Given
the cultural trait of Sindh and rural areas, where women actively work side by side with the men, the female
participation in economic activity is reasonable in this district, as 182 mouzas (44%) have reported that
women are also engaged in agriculture. In the category of some, 54% of the mouzas have reported women
working as laborers.
Table 1.4: Number of Mouzas Reporting Sources of Employment

The categories under which these mouzas have reported against different livelihood sources are:

Mostly:

population of 50 percent and above

ͻ Some: population between 1 percent and 50 percent

ͻ None: less than or equal to 1 percent

6.8.2. Agriculture:

Agriculture sector plays a significant role in the overall economic performance of Pakistan. Currently, this
sector provides employment opportunities to 45% of the labor force in Pakistan. This sector provides
sources of livelihood to 60% of the population in the rural areas (Nonetheless, three out of four poor people
live in rural areas in developing countries14). Agriculture contributes 21% to Gross Domestic Product
(GDP) of Pakistan15. Mirpur Khas contributes significantly in agriculture sector of Sindh because its
climate is suitable for production of various food items including the Kharif crops of maize, rice, sugarcane,
cotton and bajra and Rabi crops of wheat, barley, Gram and barseen. In addition to these, fruit orchards are
abundant in this district. Mouza statistics have reported that fruit orchards are widespread in 67% of the
mouzas16. This district is famous, all over Pakistan, for its mangoes. The total reported area of the district
is 353,000 hectares, out of which 317,000 hectares (90%) are cultivated. Within the cultivable area,
151,000 hectares are net sown17 whereas 166,000 hectares are currently fallow lands18. The remaining
10% of the total reported area is uncultivated; out of which 14,000 hectares are not available for cultivation
and 20,000 of the area is cultural waste.
Table 1.5: Land Utilization Statistics of District Mirpur Khas (000 Hectares)
 6.8.3. Industry:

Industries in Mirpur Khas are mainly associated with agriculture. The famous among these are the sugar
mills since sugarcane is cultivated on large scale in this district. In the census of manufacturing industries
2000-01, 18 industries were reported in this district with a total asset value at 1.6 billion rupees in that year.
These industries reported a daily employment of 2,899 persons in 2000-0121. Most of these industries are
situated in Mirpur Khas taluka. These include sugar mills, cotton factories and flour mills. 1.3.4Livestock
Livestock sector maintains a unique position within the agriculture sector of Pakistan. It contributes 55.91
percent of agriculture value addition22. It also contributes 9% to the GDP of Pakistan23. Besides, this
sector provides foreign earnings, dairy products’ needs, food security and daily cash income to the people
of Pakistan. It helps to reduce the income inequalities, especially in case of emergencies (floods, crop
failure). Hence this sector is considered as the most secure source of livelihood for small farmers and
landless poor. The share of Sindh province in livestock population of Pakistan is 20%. The livestock
population of district Mirpur Khas is given in the following table.
Table 1.6 : Livestock in District Mirpur Khas

6.9. Health
6.9.1. Health Facilities:

The total number of public sector health facilities in district Mirpur Khas is 9429. There is one District
Headquarter hospital and two tehsil headquarter hospitals with a capacity of 264 and 52 beds respectively.
These health facilities are sufficient for only 30% of the estimated 2014 population of the district30. Table
1.5.1 shows the details of these health facilities.
Table 1.7: Number of Health Facilities by Type

6.10. Education
6.10.1. Highlights

Literacy Rate (10 years and above) 46%

Adult Literacy Rate (15 years and above) 45%

GPI Primary 0.55

GPI Middle 0.61

GPI Secondary 0.66

GPI Higher Secondary 0.78

Population that has ever attended School 43%

Male 55%

Female 28%

Population that has completed primary level or higher 36%

Male 46%

Female 24%

Student Teacher Ratio 28

Primary 27

Middle 26

Secondary 28
Higher Secondary 34
Source: District Education Profile Mirpur Khas 2012-13, Pakistan Social and Living Standard Measurement Survey 2012-13

District School Enrolment Ratio

The education status is quite poor in district Mirpur Khas. The overall literacy rate (for the population of 10
years and above) is 46%; for male it is 61% and for female it is 27%. For the urban rural comparison, urban
literacy rate is higher than the rural, which is 71% (male: 82% and female: 59%); whereas the rural literacy
rate is 35% (male: 52% and female: 13%). Adult literacy rate (for the population of 15 years and above) is
45 %. Gross Enrollment Rate34 (GER) at the primary level in Mirpur Khas is 65% (Male: 75%, Female:
54%), in urban community it is 108% (Male: 112%, Female: 103%) and in rural community it is 54% (Male:
65%, Female: 40%). Net Enrollment rate35 (NER) at the primary level in district Mirpur Khas is 46% (Male:
50%, Female: 41%), in urban community it is 75% (Male: 80%, Female: 79%) and in rural community it is
38% (Male: 41%, Female: 33%). Table 1.6.1 shows details of Gross and Net Enrolment Rates by Rural,
Urban and Gender at different levels.
Table 1.8: Gross and Net Enrolment Rates by Gender and Locality at Different Levels

6.10.2. Gender and Level Wise Details

The total enrollment of students, in the government schools of district Mirpur Khas, is 153,657 (Male:
96,675 and Female: 56,942). Out of a total of 5,489 teachers, 3,867 are male and 1,622 are female
teachers. This illustrates that one teacher is teaching averagely 28 students. The total boys’ schools of
District Mirpur Khas are 501, and the total female schools are 359. Besides, there are 1,335 mixed gender
schools. Thus, the total number of schools is 2,195 and averagely every school has an enrolment of 70
students and a teaching staff of around 336. Primary The total number of primary level schools, that are
reported, is 1,993 and the total enrollment at the primary level is 106,347 (Male: 68,768 and Female:
37,579). Total number of teachers, at the primary level, is 3,879, out of which 2,817 are male and 1,062 are
female teachers. Thus, on an average, each primary school has an enrolment of 53 students with a
teaching staff of 2. However, the student class ratio is 34 and each school has averagely around 2 class
rooms. Middle There are a total of 118 middle schools reported. Total enrollment, at the middle level, is
6,929 (Boys: 4,310 and Girls: 2,619). The total number of teachers at the middle level is 265, out of which
205 are male teachers and 60 are female teachers. Thus, on an average, each middle school has an
enrolment of 59 students with a teaching staff of 2. However, the student class ratio is 22 and each school
has averagely around 3 class rooms. Matric There are a total of 70 secondary schools. Total enrollment at
the secondary level is 23,389 (Boys: 14,062 and Girls: 9,327). The total number of teachers at the
secondary level is 845, out of which male teachers are 562 and female teachers are 283. Thus, on an
average, each secondary school has an enrolment of 334 students with a teaching staff of 12. However,
the student class ratio is 48 and each school has averagely around 7 class rooms. Higher Secondary There
are a total of 14 higher secondary schools in the district. Total enrollment at the higher secondary level is
16,952 (Boys: 9,535 and Girls: 7,417). The total number of teachers at the higher secondary level is 500,
out of which male teachers are 283 and female teachers are 217. Thus, on an average, each higher
secondary school has an enrolment of 1,211 students with a teaching staff of 36. However, the student
class ratio is 67 and each school has averagely around 18 class rooms.

Source: 36 District Education Profile Hyderabad 2012-13

Table 1.9: Enrolment and Educational Facilities by level and Gende

References
PESA-District-Mirpurkhas-Sindh
6 Local context MIRPURKHAS
Mirpurkhas bus terminal

Exiting Mirpurkhas bus terminal

6.1Bus terminal Mirpurkhas

It was established in October 2002

It handles approximately 24,500 passenger’s daily

A total of 558 vehicles both incoming and outgoing

Covers an area of about 8.1acres

10.lanes for bus circulation

20 shops

1 mosque
6.2 Commuter issues

The different interest groups of intercity bus transport are the cause and the victim of an of Problems.
Mainly there are three groups that are concerned to these problems:

6.2.1. Transporters

6.2.2. Passengers

6.3. 3. Citizens

6.3 Problems Finding

There are many problems in the terminal, which seriously affect the city's transportation. The different
interest groups of intercity bus transport are the cause & victims of a number of Problem. Some of them are
highlighted

6.3.1 Traffic Congestion:

congestions mostly take place at the local junctions due to the improper traffic tie road markings; also there
is no roper planning for junctions. The long Pellicle have created many problems while passing through the
congestion & also when they parked on the roadsides or driven through narrow roads for repairs, loading &
unloading purpose. Traffic congestions also create by the poor quality of road constructions, as it seems
that many roadsides are full of dumped material, eater or encroached, leaving a small space for the
pedestrian's & vehicles to pass by. On the other hand, the bus drivers are mostly uneducated, therefore
neglect the rule & regulations & also don't care about the rights of pedestrians & vehicle. That's why most
of the accidents take place just because of the poor sense of road.

6.3.2 Road Side Encroachments:

In our society, the planners give the least importance to the footpath, as the footpaths are limited in
number & they are also occupied by the venders, shopkeepers, furniture markets, & also by the car dealers
creating traffic problem & also forcing pedestrians to use road which results in serious accidents. The
roadsides are encroached upon a large space resulting in the availability of lesser width of roads for traffic
movement
6.3.4 Lack of Parking Space:

most + important & major problem of the terminal is the lack of parking space for large size; buses. This
creates the problem as the buses parked are haphazard way along the major roads or the lines.

6.3.5 Cargo Difficulties:

Loading & unloading activities for passengers is very common in mirpur khas. This is just because of the
lack of civic sense in this society. These activities narrow down the effective width of roads & result in
congestions.

6.3.6 Taxi and Rickshaw Stand

There is no any proper space or stand for taxis and rickshaws, which makes the location accessible for the
user. They park at the roadside and made the scenario more disturbing.

6.3.7 Booking Offices:

different transport companies create their own ways for ticketing. Even some of them made booking on the
footpaths. Passengers are not able to identify their concern buses after taking tickets.

6.3.8 Waiting Area

Proper waiting areas for passengers are not present at any of the terminal. Activities during waiting period
are haphazard and not be supportive for the whole context.

6.3.9 Service Station / Workshops

After a long j journey or before going for a long route, the bus must be in a good condition. Trip after trip
required a neat & clean interior in a short passage of time Proper Space Auto-mechanic work and cleaning
is one of the basic requirements of bus terminal. Filling station of desirable capacity is another major
consideration. These services are not visible at most of the existing scattered locations in the city.
6.4 Analysis

Hence we can say that the existing condition of mirpur khas bus terminal is in a very bad condition. During
the research process of this thesis, problem came across in which that there are lack of any single
organization to control the whole traffic system. As there are too many transport companies doing business
that's why they are more interested in doing business rather than protecting for travel there is no fix price
criteria for the fare; there is no any check for this situation. There is also the lack of facilities for the both the
transporters & passengers & also it creates problems for the citizens of the city.

After doing case studies and to find out commuter issues, some major problems may have been identified
in the following points:

• There has been an enormous increase in the incoming going traffic flow at the terminal. With this increase
in traffic there has been an inverse reaction on its management control and the number of problems over
the years has enormously increased due to these problems. The main building of the terminal has lost its
function and character, so act as a dummy

• Road user's behavior is also prime cause of road congestion and other relevant problems. The level of
driver's education and discipline is low. Their behavior is characterized by little respect for rules and
regulations, bad manners and generally aggressive attitude. No guidance is provided for drivers as to the
position they should take up.

Main problems of the terminal are;

I. Mismanagement

2. Indiscipline

3. Encroachment

4. Lack of utilities/facilities

5. Environmental hazards

6. lack of proper parking and maneuvering spaces

6.5 Conclusion:

After the observation & the analyzation of the mirpur khas bus terminal and finding the facts & problems,
one can figure out that the present situation of mirpur khas bus terminal is in desperate need of more
development & improvement. There should be a plan to cover the entire necessary step so that it will give a
good solution for present also benefited for the future. There should be an appropriate solution for the
transporters as well as passenger, simultaneously it helps to give the benefit for the citizens of mirpur khas.
The most comprehensive & easy way to operate the system is to redesign the mirpur khas bus terminal in a
proper way, so that it will be easy for all its users. At the same time, one can enjoy all the activities real
under one roof. In this way the whole system of the regional lasted to terminal transportation could be
controlled & look after.
 Chapter 3

RESEARCH METHODOLOG
6.6 MIRPURKHAS NUMBERS OF VEHICLE

Mirpur khas being home to over 1,160,000 people faces a load of around 25,000 passengers a day and a
total of 558 vehicles also both incoming and outgoing hence we will explore the possibilities of providing a
well-equipped design compromised of modern architectural interventions hence seeking to provide comfort
to all its users.

.Intrercity Buses

Mirpurkhas to Karachi/ Karachi to Mirpurkhas “No of buses”

 Mirpurkhas to Karachi special buses maximum 30

 Karachi to Mirpurkhas special buses maximum 35
 Mirpurkhas to Karachi local buses maximum 15
 Karachi to Mirpurkhas local buses maximum 15
 Mirpurkhas to Karachi ven maximum 30
 Karachi to Mirpurkhas ven maximum 15

Mirpurkhas to hyderabad/ hyderabad to Mirpurkhas “No of buses”

 Mirpurkhas to Hyderabad local buses maximum 15

 Hyderabad to Mirpurkhas hyderabad to Mirpurkhas 15

Mirpurkhas to hyderabad/ hyderabad to Mirpurkhas “No of ven”

 Mirpurkhas to Hyderabad local buses maximum 80

 Hyderabad to Mirpurkhas hyderabad to Mirpurkhas 80

Mirpurkhas to Lahore buses “No of buses”

 Mirpurkhas to lahore buses maximum 2

 Lahore to Mirpurkhas buses maximum 2
Mirpurkhas to Nawabshah buses “No of ven”

 Mirpurkhas to Nawabshah buses maximum 4

 Nawabshah to Mirpurkhas buses maximum 4

..Intracity Buses

 Degree
 Judo
 Nokote
 Mithi
 Jamsabad
 Samaro
 Kundari
 Sanghar
 Umerkote
 Tandodam

 Intracity Buses maximum 50 vens

 Intracity Buses maximum 30 buses
6.7 TARGET GROUP
The target group for the bus terminal are passengers who travelled to interior Sindh through Super
Highway i.e. Nawab Shah, Hyderabad, Mirpur khas, Sukkur etc.

6.8 Interviews in transporter problem define

 Water
 Washroom
 Sewerage
 Garbage
 Sitting areas
 No proper parking
 No park for passenger activities
 Little mosque
 No hospital in emergency medical store
 No work shop
 No proper road
 Separate Karachi buses parking
 Separate Hyderabad bus ven /buses parking
 Separate mps bus parking space
 Infrastructure problem

6.9 Commuter issues

The different interest groups of intercity bus transport are the cause and the victim of an of Problems.
Mainly there are three groups that are concerned to these problems:

l. Transporters

2. Passengers

3. Citizens

 Transporters:
Transporter may seem to be the villains of the setup but in fact they are also affected by the condition
around them. Due to the poor planning of space, they face multi problems like no proper waiting areas for
the passengers, lack of utilities (restrooms, toilets, canteen etc.) for both passengers and drivers. The lack
of proper space results the non-availability of proper workshops, no proper space for parking and
maneuvering of buses, hence these activities end-up on the road and sidewalks. The hawkers encroach on
more than the half of the road, causing traffic jams and giving rise to a counter system involving
transporters, hawkers and law-enforcing authorities. Keeping in mind the above scenario the transporter
will have a chance of acquiring properly planned facility with spacious waiting areas; pray area, toilets, and
restrooms for drivers and restaurant/cafeteria. Proper births can be provided for the buses with well-
planned alighting and disembarking spaces. Workshops could be built in this area and maximizing the well-
tuned running of the operation.

 Passengers:

passenger suffers the existing setup more than any other group. As the current facilities are in terrible state
like toilets, washrooms, private car parking, restaurants and other facilities which can facilitate their waiting
are absent.

 Citizens:

The intercity buses and their fringe activities, over burden the traffic system which is already very much
congested. As these buses requires larger spaces, (i.e. berths for loading and unloading the passengers,
space for maintenance, repair, parking etc.) so in the absence of these spaces they normally grab side plot
if they are empty or the roads and lanes all around that area. Encroachment of a significant width on the
roads, raises the probability of traffic jams. Also as the city roads are not designed for such long buses,
they frequently jam the traffic during their turnings and movements, increases moreover as the drivers are
accustomed to drive at high speeds. Garages and workshops on the road side also deteriorate the face and
normal life in the city.

Chapter 04
7.1 Finding

The site was selected because passengers of this area are totally depending on this terminal and it
is also major transport region of this district. Mean issue of this terminal and passengers are
facing is that there is lack of seating area and parking of vehicles so redesign of this terminal can
change the whole scenario of transport system of this terminal and provide better structure.

7.2 CASE STUDY

Before starting to design a new terminal it is important to understand the basic needs and concept of the
terminal by taking some example of our own context. As we all know that the bus terminal is purely a public
building and act as a main interaction place for the public, it should be comfortable both for the people and
vehicles. The circulation pattern, quality of space, services and the architectural characters should be
appropriate enough to and must fulfill the demands. According to the selection criteria, the following
examples are taken as the case studies

7.2 Local case studies

1. Daewoo Bus Terminal Karachi

7.3 National case studies

1. Sukkur Bus Terminal

7.4 International case studies

2. Kayseri West City Bus Terminal

3. Intercity Bus Terminal Porcuna, Jaén, Spain

4. Nevsehir Bus Terminal / Bahadir Kul

7.2 Local case studies

7.2.1 Daewoo Bus Terminal Karachi

  Location: Main Super Highway

 Established: September 2007

 Area: 4 Acres

 Inaugurated By: Dr Ishrat Ul Ibad

 Building Typology: Public Building

Location Map and Orientation

Environment and Micro-Climate

 Windy

 Noisy

 Dusty

 Hot

Utility Analysis

 Prayer Area (Gents and Ladies Separate)

 Atms

 Tuck Shop

 Washrooms

 Cabs Facility

Form and Function

Function Focused Facility

Simple Rectangular Covered Area

Facilities On Ground Floor

1. Workshop Manager Office

2. Tools Area

3. 25’ High Shed Both for Terminal and Maintenance Area

4. Waiting Lounge (200 Persons)

5. Maintenance Area E.G Fueling, Service Etc.

6. Mosque

7. Hostesses Running Room

Facilities On First Floor

1. Residence Facility (Drivers)

2. Rm/Dm Offices

3. Admin Finance Office

4. Employees Mess

5. T.A Room 6. Deputy General Office

7. Drivers Room

Different Zones

1. Cargo

2. Terminal (5 Buses at A Time)

3. Maintenance (4 To 5 Buses at A Time)

4. Cab Parking (20 Cabs)

5. Buses Parking (40 Buses)

6. Public Car Parking (Cars)

7. Public Motor Cycle Parking (50 Bikes)

8. Main Building (2 Floors)

CIRCULATION

BUSES CIRCULATION
PEDESTRIAN CIRCULATION (PUBLIC)

LANDSCAPE
 7.3 National Case Studies

7.3.1 Sukkur Bus Terminal:

It was kept in mind when the precedent was selected that the study has s case and coherence with my
thesis and most preferably in the context of our region. The Sukkur Bus Terminal is a pure public building. It
acts as a gateway to the city and also as a transitional space between the city and the highway. The case
study is going to be analyzed in terms of the circulation flow, internal and external) program and
architectural aspects.

Introduction:

Sukkur is a city located in the Sindh province; the intercity bus terminal is located on the bypass from
Sukkur to Shikarpur. Initially these intercity buses came in the city and were scattered throughout the city
just like in Karachi and there were also no proper supporting facilities. The passengers in Sukkur were also
as confused as commuters in Каrachi are, like the reservation from and where to get the bus as there was
no space to where to get since these buses were entering the city and were using the roads which were not
deigned to accommodate such huge size of vehicles, this also resulted in creating ems like traffic jams and
accidents one of the major issues was the use of land made these informal bus add аs as they were
encroaching too much of the roads and in some places they encroached almost the entire road, same
issues as in criteria areas of our city namely Cant station. The entire system of these intercity buses was
exactly the same as in Karachi. Due to all these problems the city government decided to take these buses
out of the city and to construct a proper bus terminal. These are the issues, which draw my attention to take
Sukkur Bus Terminal as my case study.

Salient Features of Terminal

 Total area of land is around 18.80 acres.

 The terminal has 2 waiting halls with the capacity of500 people.
 It is currently catering approximately 1200 to 1,500 buses during 24 hours

 Overall capacity to operate is 100 to 150 buses/wagons per hour from 26 bays an interval of 10 to
15 minutes.

 In addition, there is the parking area for 80-100 buses. to Facilities such as parking space for
rickshaws and taxies are provided.

 Facilities of proper workshops are also provided.

 Owing to its capacity, it is one of biggest terminal in Pakistan.

Architectural Characters:

The planning of the terminal is based on the Islamic ChaharBagh plan. The weather and climate of the city
support this style. All the corridors are covered and the heights of the corridors is low due to the low sun
altitude. The ceiling of the waiting rooms is being kept and facilitated with ventilators to get hot air out. To
keep the verandas, cool another technique used is the aeration through the water fountains in the green
areas along the verandas.
The entire terminal is ground floor with the main entrance from the front. On both the sides are the waiting
areas, at the right is the BeduBakas and on the left is the sachal hall. Straight walk leads into a central hall
called Bhitai Hall, which las s booking counters, 8 offices and a seating capacity for 72 people. From this
main hall, there are four verandas, which are all covered and leads to the loading bay at the right and
unloading bay to the back on the left is the local transport van for interchange. In the front is the space for
the visitor's car park and rickshaw and taxi stand. The two waiting areas at the back designed for future
extensions. Each waiting areas has its own toilet are facility.

Quality of Space:

The internal spaces of the terminal building have a sense of completeness. Once a passenger is in the
complex he goes through the covered low height verandas, with gardens and fountain giving a pleasant
feeling. There are shops on both sides of the terminal catering to the transporters and passengers.

Circulation Space:
The entire com is designed vehicle and for a smooth circulation between to vehicle to passengers. The city
drops off point passengers coming from the have a separate from where they enter the terminal and the
coming from the buses enter passengers directly from the arrival berths to the terminal from the back. The
vehicular movement is kept around the terminal.

Conclusion:

Due to the shift of intercity buses from the city to the outskirts it has given a great amount of relief on the
roads and is a step forward to the revitalization of the environment. Not only the design and construction is
carried out very carefully but also the planning for future expansion has also been allocated within the
surrounding. All the necessities for the buses, passengers are transporters have been brought together
under one roof.

7.4 International Case Studies

 7.4.1 Intercity Bus Terminal Porcuna, Jaén, Spain

Architects: José Luis Rodríguez Gil

Location: 23790 Porcuna, Jaén, Spain

Technical Architect: Enrique A. Gómez Mata

Design Team: Jorge G. Molinero Sánchez, José Luis Rodríguez Gil

Project Area: 745.0 m2

Project Year: 2009

Photography: Fernando Alda

Collaborators: Luis GarcíaCuadri, Álvaro Torres Márquez

Structures: SYTEC SL

Facilities: Ingeniería Vargas

Client: EPSA
MASTER PLAN

GROUND FLOOR PLAN

Proposal of a complete separation between pedestrian and bus circulation, prioritizing the pedestrian
circulation and organizing the terminal so that the building functions as a filter between them.
To generate a unique environment for the user: a platform with relationship and intimate spaces enveloped
in an atmosphere almost exclusively defined by the particular quality of light passing through the object.

The terminal is proposed as an autonomous and luminous object: a large, light roof, dematerialized, which
folds to the ground, under which both waiting areas associated with gardens as well as the terminal building
are located, treated with the same cladding, forming another fold.

Terminal that is different from the usually dark stations, as it lets light pass through: translucent
polycarbonate roof plates, and galvanized perforated steel sheet cladding on all sides.

Along with these general characteristics of the project, we highlight other characteristics that seek to reduce
the impact of the project in its environment, looking to build a proposal with a simple, functional, spacious
image, economic and ecological.

 Light building (metal structure), 100% recyclable, and easily adaptable to new needs, in designing the
interior elements as furniture.
  Search for “zero maintenance”, using materials and exposed construction elements with no
added finishes, with a galvanized, perforated sheet cladding that has several functions: provide
spaciousness to the proposal (allows a “veiling” of the different environments designed,
integrating and separating them simultaneously), security, solar protection, and economy in
construction, maintenance and future recycling.
 Elimination of harmful elements in construction, such as PVC (polypropylene sanitation,
synthetic rubber roof drainage, and cables without halogens), and synthetic paints and
varnishes without VOCs.
 Reuse of storm water for garden irrigation, with a concrete cistern to store water collected from
the roof and other drains in the garden areas, which feature native deciduous species, used as
solar protection in summer in the most exposed areas (south and west).
 The asphalt at the access area contains rubber from recycled tires.

Elevation

Section
 7.4.2 Kayseri West City Bus Terminal

Architects: BahadirKul Architects

Location: Kayseri/Kayseri Province, Turkey

Area: 1500.0 sqm

Year: 2006

Photographs: KetKolektif

 From the architect. A western district and villages terminal was designed in the west of the city,
Kayseri. The idea of creating a district terminal came up due to the fact that the transportation
access difficulty of the existing travel agencies in the area. Besides, the traffic density caused by
the transportation vehicles in the city center is another reason.

 The structure is designed to be located on the local road which is 8 km away from the city center
where the new intercity bus terminal also exists. Convenience of the linkage to the new local road,
the connection with the intercity bus terminal and the existence of the rail system near the city were
the reasons of choose for this area.
 The wet areas and the technical buildings are configured at the same spot for both terminals. The
terminal management office, agency offices, security offices, kiosks, prayer rooms, restrooms and
technical offices are within the passenger foyer of the county terminal.
 7.4.3 Nevsehir Bus Terminal / Bahadir Kul

 Architects Bahadir Kul

 Location Nevşehir, Nevşehir Merkez/Nevşehir, Turkey

 Client Municipality of Nevşehir

 Area 1.97 ACRES

 Project Year 2010

From The Architect

  The intercity bus terminal was designed on the way to Aksaray, 5km away from the city center, due to the
existing bus terminal’s incompatibility to handle the needs. The convenience of the linkage to the local road
of Nudge and to the city center were the reasons why this area is preferred.
Materials

The natural stone texture, indentation, natural fillings and gaps,

amorphous and asylum, and sheltering urge compose the
originating point of the structure in the mysterious topography of
Cappadocia. The protection and urge of shelter need of the
passengers under the rainy weather conditions during the waiting hours
is provided by the amorphous gaps within the fairy chimneys.

Planning

The characteristics of the amorphous gaps on the shell structure was improved by clinging a rectangular
form. A second facade was configured and pulled 5m back on the rectangular form which is composed of
the outer shell structure that faces the passenger platforms and bus platforms. A semi open waiting area
was created in order to protect the passengers under bad weather conditions. The visual relationship of the
structure between the passenger lobby, waiting halls and the cafes was reinforced by the transparent
surfaces that face the area.
Plans
Elevations
Sections
Lots of Natural Light
Exterior Simplicity
 Chapter 5

8 Selection Criteria
Before starting to design a new terminal it is important to understand the basic needs and concept of the
terminal by taking some example of our own context. As we all know that the bus terminal is purely a public
building and act as a main interaction place for the public, it should be comfortable both for the people and
vehicles. The circulation pattern, quality of space, services and the architectural characters should be
appropriate enough to and must fulfill the demands. According to the selection criteria,

8.1 Concept.

My aim is to design a system Compromising of the following.and To improve intercity transport

conditions and to facilitate its users.Time saving and long journey facilities for passengers regard to
improve pedestrian access and safety.Real time travel information and land use proposal to support
terminal.To improve the surrounded environment.To provide the vehicles with safety, better parking
and maneuver abilities.

8.2 Design brief.

 Design brief capacity.

 bus Stands 

 Ac Buses (Hino)

 Deluxe Buses (non-Ac)

 Luxury Vans (Hiace)

 Vans (Ac and Non-Ac)

 Coasters  

 Central Waiting Hall  

 Bus Drop-Off

 Bus Layover

  VEHICLE MANEUVER EFFICIENCY

 Buses

 Qinqis, Autos and Taxis.

 Cars

 Bikes

 Taxi rank 

 Car Park

 Bikes parking

 PEDESTRIAN ACCESSIBILITY

 Vehicle- Pedestrian Safety

 PERSONAL SAFETY

 PASSENGER COMFORT

 . CORE PASSENGER FACILITIES 

 Baggage Room

 Travel

 Information and Clocks

 Circulation Areas

 Seating and Waiting Areas 

 ADDITIONAL PASSENGER FACILITIE

 Retail

 Travel Information Centre 

 Public Toilets

 Telephones

 ATM

 Ticket booth

  . STAFF FACILITIES

 Management Office

 Staff Rest Room 

 staff Toilets

 Cleaner’s Store

 Bus Operator office

 Operators and driver’s Rest room and

 kitchen

 Operators and driver’s

 toilet

 CLARITY OF CIRCULATION

 MANAGEMENT

 MAINTENANCE

 spear parts shop

 Filling station

 Provide one van sized maintenance bay and 2 bus sized bays.

 Provide 2 tire shops

 . SUSTAINABILITY

8.2 DESIGN BRIEF

8.1. Location The bus terminal is located at the main hyderabad-mirpurkhas road, Mirpur khas.

8.2. Capacity

QUANTITY STANDARD SIZE

bus Stands 10 bus Stands to be placed in the main terminal covering all the 10 routes. 702ft² (13’ x 54’)

It should be able to cater for the need of 24,500 passengers and 558 buses -
throughout the day.

Ac Buses (Hino) 20 36.3 X 7.9

Deluxe Buses (non-Ac) 30 SAME CHASIS

Luxury Vans (Hiace) 22 15.5 X 5.6

Vans (Ac and Non-Ac) 50 14.5 x 5.5

Coasters 35 20.3 x 6.5

One of the bus stands is to be provided with (request service) bus.

Central Waiting Hall Provide a Central Waiting Hall for 453 people. 8050 ft² (50’ x 161’)

Bus Drop-Off 2 Drop-offs be provided, one for the passengers for the Hyderabad and Karachi 11’ x 40’
routes and the second one for the rest of passengers.

Bus Layover 2 layover bays be provided. 40’ x 10’

Taxi rank Taxi queuing space is to be provided, to minimize pedestrian transfer distances 144ft². (9’ x 16’)
including Autos, Qinqis and Taxis.

Car Park Parking for 15 cars. 16’ x 8’ per car

Bikes parking Parking for 30 bikes. 3’ x 6’ per bike

8.3. VEHICLE MANEUVER EFFICIENCY

Buses  Entry to Stands Be provided from the first entrance located at the western side of the terminal.

 Exit from stands is from the East side entrance.

 The buses should be able to turn reversing.

Qinqis, Autos and Taxis. Taxis, Autos and Qinqis. will not be permitted to enter the bus area. 

Cars Cars will not be permitted to enter the bus area.

Bikes No bikes are permitted to enter the bus area.

8.4. PEDESTRIAN ACCESSIBILITY

Vehicle- Pedestrian Safety  Access for pedestrians will be via a new public plaza immediately at the entrance of the terminal.

 A landscaped barrier and pedestrian ‘no-walk’ zone is provided to the rear of the circulation area.
The bus entrance and exit points provide a possible breach of this ‘no-walk’ route.

 Ensure pedestrian barriers are suitably designed to provide an effective barrier to pedestrian
movement.
8.5. PERSONAL SAFETY

 Provide visually ‘open’ concourse and waiting areas which provide high levels of natural surveillance.
 Minimize possible hiding places which are created by solid corners and heavy low level planting.
 Avoid dead end areas within the concourse, ensuring alternative escape routes are possible should a passenger be threatened.
 Provide high levels of illumination, both natural and artificial.
 Design staff areas to provide visible staff presence and high levels of natural supervision of the concourse, waiting areas and bus
movement areas.

8.6. PASSENGER COMFORT

 Provide fully enclosed waiting and circulation areas.

 Provide high levels of shelter for passengers interchanging between different modes of transport or between stands.

8.7. CORE PASSENGER FACILITIES  STANDARD SIZE

Seating and Waiting  Provide waiting areas which are able to accommodate the required 21.5ft² per person
Areas  numbers of waiting passengers (maximum 20-30 per stand)
 Provide waiting areas which are structured to control the direction of
queuing so as to help avoid ‘sprawl’ into the adjoining circulation areas.
 Provide dedicated waiting space for wheelchair users at each stand.
 The layout of the waiting areas should be designed to facilitate
passengers being able to move to a different stand, if for whatever reason
a bus needs to pull in at a different bay.

Circulation Areas Ensure circulation routes are well defined with clear sight lines. Provide a preferred minimum
circulation width of 13 feet,
with an absolute minimum of
9.8 feet.
Travel  3-line electronic passenger information display at each head of queue, -
Information and Clocks along with 1 No. 18-line electronic information display boards adjacent to
each station entrance and within the travel information Centre.
 Provide clocks which are clearly visible within the concourse and waiting
areas.

Baggage Room Baggage Facility Be provided for the passengers. 468ft². (18’x
26’)

8.8. ADDITIONAL PASSENGER FACILITIES STANDARD SIZE

Retail Provide 1 or more small retail kiosks to every stand. 107.6ft² per unit

Travel Information Centre Flexible space is to be provided within the passenger concourse area which will be 96ft² (12’ x 8’)
sufficient in size and appropriately located to permit the inclusion of a small Travel
Information Centre if required. The area should be adjacent to the management
staff enquiry desk.

Travel Information Centre Flexible space is to be provided within the passenger concourse area which will be 96ft² (12’ x 8’)
sufficient in size and appropriately located to permit the inclusion of a small Travel
Information Centre if required. The area should be adjacent to the management
staff enquiry desk.

Public Toilets Provide an improved public toilet facility to accommodate Female, Male and 21.5ft² per unit
disabled.
The toilets are to be chargeable.

Telephones  Provide 1 No. public telephone. 1369’ sq. in

 Design / location should consider possible risk of anti-social behavior.

ATM  Provide 1 No. ATM cash machine. 16’ width

 Design / location should consider possible risk of anti-social behavior. Height 4’-1”
Ticket booth A ticket booth for each stand. 3.8ft² per unit

8.9. STAFF FACILITIES STANDARD SIZE

Management Office  Provide management office at ground floor level with a 322.9ft² per unit
counter to enable public enquiries.
 A CCTV monitoring point is to be provided within the
management office.

Staff Rest Room Provide a small rest room and kitchen with seating.

Staff Toilets Access to a toilet is required for management staff. 23ft² (4’ x 5’)

Cleaner’s Store Provide a dedicated cleaner’s store with sufficient space. -

Bus Operator office An office is required for bus operators. No dedicated Counter is required -
for public enquires and consequently, the office may be located at first
floor If required.

Operators and driver’s Rest room and A rest room and kitchen area is required for operator staff. 6500 ft²
kitchen

Operators and driver’s Accessible toilet is required for bus operating staff. 23ft² (4’ x 5’)
toilet

9.0. CLARITY OF CIRCULATION

 Provide a visible presence for the bus station when approached from the main road.
 Provide circulation routes within the building that respond to pedestrian desire lines and which provide good natural sight
lines.
 Provide signage which is consistent in location and format throughout the site and which is consistent in format with the
wider area transport signage.

9.1. MANAGEMENT
 The station is to be manned.
 Provide for operation between 0600 and 2200.
 Consider options for central lock down. The facility is to allow suitable access for cleaners ‘out of hours’.

9.2. MAINTENANCE QUANTITY STANDARD SIZE

spear parts shop 1 216ft² (12’ x 18’)

Filling station 1 7700ft² (110’ x 70’)
Provide one van sized maintenance bay and 2 bus sized bays. 2 1680ft² (60’ x 28’)
Provide 2 tire shops 2 216ft² (12’ x 18’)
 Ensure design incorporates materials which are readily accessible for maintenance and cleaning.
  Ensure the design incorporates materials which are durable, cleanable and vandal resistant.

9.3. SUSTAINABILITY
 Consider options for sustainability including passive and active systems along with selection of materials from reliable sources.
 Consider options for LEED design.

8.3.SITE ANALYSICS

10.1. Location:
Site is located on main mirpur khas Hyderabad road, adjacent to mirpur khas grid station.

Fig 2.2: location of

mirpur khas in Pakistan.
 Fig 2.3: location of site in mirpur khas.

10.2. Gps Coordinates:

25°31'19.42"N 68°58'47.92"E

10.3. Area Of Site:

Area of marked site is approximately 8.1 acres. The ownership of site is Government of Pakistan.

10.4. Features Of The Site:

The site is located on the main mps-hyd highway making it easy accessible to all.
The current built area is composed of roughly 0.50 acres.

Fig 2.4: major routes origination from mirpur khas

 Fig 2.7: section of site at A’-A’.

Fig 2.8: Land use around the site.

 Fig 2.9: solid void.

Fig 3.0: Topography.

10.5. Vegetation:

Wild Trees and Shrubs are in Abundance.

10.6. Soil Condition:

Soil is Fertile and The Land is Plain.

10.7. By Laws:

50 % OPEN SPACE FOR PUBLIC BUILDINGS.

CANNOT GO MORE THEN 3 FLOORS (INCLUDING GROUND).
10 FEET MANDATORY SPACE FROM THE LEFT, RIGHT AND THE REAR SITE.

BALDIA MIRPURKHAS

10.8. Traffic:
Traffic Flow is Usually At Its Peak During 9am to 1pm.

10.9. Swot Analysis:

10.9.1. Strength
• The site is on main Hyderabad-Mirpur khas Road, which is very easily accessible from any part of the city
• The site can be reached from 2 roads.
10.9.2. Weakness
• No traffic circulation plan for the movement of buses
• No marked parking layover for the buses and the transport which is used for coming to the terminal.
• Not enough public toilet facility for the passengers.
• There is no restaurant and restrooms for the passengers and the terminal employees.
• On street pickup and drop off of passenger.
10.9.3. Opportunity
• It can be a urban meeting point and it will have some commercial facilities also which will cater to the area
as a whole.
• The site is also the switchover point for long distance passengers so they can also relax at a comfortable
facility.
• It can be the breather space of the area.
10.9.4. Threat
• The ratio of green and grey area is in imbalance.
• Due to movement of traffic there is sound pollution
• The site is mostly surrounded by residential and commercial area, which might not be an ideal.
8.4 CHAPTER: 06 DESIGN DEVELOPMENT:

MASSING BUILD FORM

 DESIGN PERPOSEL.01

8.5 MASTER PLAN

GROUND FLOOR PLAN & FIRST FLOOR PLAN
MAINTANENCE WING FLOOR PLAN& VIEWS
SECTION &ELEVATION
VIEWS

CHAPTER-07 BIBLIOGRAPHY:
References

Baldia Mirpur Khas.

Transporter Association of Mirpur Khas.

Google Earth.

References
time saver standards for building types

Station and Support Facility Design guidelines

http://www.pta.wa.gov.au/publications-and-policies/design-and-planning-guidelines

 References

 http://www.archdaily.com/640716/nevsehir-bus-terminal-bahadir-kul

 http://www.archdaily.com/466101/intercity-bus-terminal-jose-luis-rodriguez-gil

 http://www.archdaily.com/506279/kayseri-west-city-bus-terminal-bahadil-kul-architects

 Administration Daewoo Bus Terminal Karachi

 Administration Sukkur Bus Terminal

 http://www.e-architect.co.uk/bus-stations

 http://uk.phaidon.com/agenda/design/articles/2014/july/30/a-bus-terminal-worth-waiting-for/

 page 26, guidelines-for-providing-access-to-public-transportation-stations

 References

 Life-cycle cost model on capital assets

 Terminal design standards es in the current document.

 Transporters, Passengers and Administration of Mirpur khas bus terminal.