STUDY ON BUS TRANSIT

HUB
-NEVIN RAJAN
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1.STUDY ON BUS TERMINUS AND
VARIOUS ASPECTS

• Transportation is an integral part of the functioning of

the society. The transport system improves the social
economic, industrial, commercial progress and
transfers the society into an organized one. It is one of
the most essential services, vital force for determining
the direction of development. To achieve the desired
transportation balance and the system to be efficient, it
is essential to provide organized facilities in the
system, one such facility is a bus terminal.
• 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
know as terminals or the fixed facilities.
• Terminals are one of the main components of any
mode of transportation.
1.STUDY ON BUS TERMINUS AND
VARIOUS ASPECTS

• A bus terminus is a designated place where a bus or 

coach starts or ends its scheduled route. 
• 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.

An interstate/city bus terminal is a landmark in the city

and nevertheless “the gateway of the city”. This can be
considered as an indicator of development of any
city/town. To achieve a desired transportation system, it
is essential to provide an adequately planned and
organized accessibility in the system, most widely used
one such facility is the “Bus Terminal”. Bus terminals
are predominantly used for inter-city and intra-city
movements.
1.STUDY ON BUS TERMINUS AND
VARIOUS ASPECTS

PLANNING CRITERIA
1.NEED 3. LOCATION
accessibility 4. DESIGN
comfort and convenience SEGREGATION OF BUS AND NON BUS TRAFFIC
safety SEGREGATION OF PEDESTRIAN AND VEHICULAR MOVEMENT
easy processing ELIMINATION OF VEHICULAR TRAFFIC CONFLICT
2. SIZE SEGREGATION OF PEDESTRIAN FLOWS
follow of traffic MINIMUM PROCESSING FOR BUSES
system characteristics SEGREGATION OF TRANSPORTATION AND NO TRASPORTATION
user characteristics ACTIVITIES
2.STANDARDS OF BUS TERMINUS

BUS DIMENSIONS
2.STANDARDS OF BUS TERMINUS

STANDARDS OF BUS
TERMINUS
2.STANDARDS OF BUS TERMINUS

STANDARDS OF BUS
TERMINUS
2.STANDARDS OF BUS TERMINUS

TYPES OF BAYS
2.STANDARDS OF BUS TERMINUS

STANDARDS OF BUS
TERMINUS
2.STANDARDS OF BUS TERMINUS

PLATFORM TYPES
2.STANDARDS OF BUS TERMINUS

PLATFORM TYPES
2.STANDARDS OF BUS TERMINUS

TURNING RADII
2.STANDARDS OF BUS TERMINUS

TURNING RADII
3.EVOLUTION OF BUS TERMINALS

• It all began with a simple system of horse-drawn

carriages that, surprisingly, took a while to catch on.
But once it did, public transportation would quickly
progress from simple horsecars to cable cars, rail lines,
and finally, the modern buses we know today.

• The First Failed Public Bus Attempt

The first person to propose the idea of a public

transportation system was Blaise Pascal, who launched a
handful of horse-drawn carriage routes in Paris in 1662.
And, since they were only available to the nobility and the
gentry, many “commoners” didn’t even get the chance to
see if they liked the service.
And thus, the first public transportation system was a flop.
It would be 150 years before someone finally got the idea
to catch on for good.
3.EVOLUTION OF BUS TERMINALS

• The Omnibus

A century-and-a-half and a lot of sore feet later, the year

1826 brought us the Omnibus, the first land-based
innovation in public transportation (public ferry boats had
been commonplace since the early 1800s).
Omnibuses were horse-drawn passenger wagons that were
pulled by one to three horses, depending on their size. The
largest models held up to 42 passengers, and some even
featured two stories with an open top.

It was France who, again, tested this public transportation

system—this time-saving room for those without blue
blood. The idea stuck, and even made its way across the
pond to New York City, who had established their own
omnibus line by 1828. Soon after, many U.S. and
European cities followed suit.

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3.EVOLUTION OF BUS TERMINALS

• The Omnibus

This new omnibus system wasn’t without its downsides,

though. People generally considered public transportation
to be a good thing, but riding on said public transportation
wasn’t really a comfortable experience. Cobblestone roads
made for a bumpy ride, which was further emphasized by
the lack of padding on the seats. Plus, at a price of 12
cents per ride, the omnibus was still a little too expensive
for many urban citizens.
With time, though, the system found a middle-class
audience who couldn’t afford private stagecoaches but
were willing to pay to avoid walking. This audience
helped the omnibus stick around long enough to start
seeing some improvements.
3.EVOLUTION OF BUS TERMINALS

• The Horsecar and the First Rail System

Bumpy, uncomfortable omnibus rides finally became a

thing of the past in the 1830s. Cities began laying smooth
rails into the streets over pre-existing Omnibus routes,
creating the first rail-based transit systems. The rails
helped reduce friction on the wheels which made it easier
for horses to pull more weight on their vehicles and, of
course, made rides much more comfortable.

Now, cars were accommodating three times as many

passengers as omnibuses, and lower operating costs
reduced the price to 5 cents per ride—making the
horsecars accessible to a wider range of citizens. With
rides that were both affordable and comfortable,
passengers suddenly didn’t mind having to travel further
distances across their cities.
3.EVOLUTION OF BUS TERMINALS

• The Horsecar and the First Rail System

With this ease of travel came rapid urbanization,

expanded development along the fringes of major cities,
and America’s new status as a forerunner of the Industrial
Revolution. By the 1880s, more than 30,000 miles of
street railways had been laid in the U.S. alone,
accommodating over 20,000 horsecars.

Horses could only work for about a two-hour stretch

before becoming exhausted, so transit companies had to
keep 8-10 horses on hand just to operate one car. An
equine influenza outbreak in 1872 wiped out thousands of
horses and prevented many commuters from traveling in a
timely manner. A lack of regulation on who had the right-
of-way caused a lot of traffic jams. Horses ate their weight
in food every day, which was a financial burden on
companies. Public transportation was here to stay, but one
thing was clear: it was time to move away from its
dependence on animals.
3.EVOLUTION OF BUS TERMINALS

• The Cable Car: Innovation at the Cost of

Safety

The idea for the cable car was conceived in San

Francisco after a bystander, Andrew Smith Halide,
witnessed a horsecar driver repeatedly whip a horse while
the horse struggled to climb up a slippery hill. And in a
city that’s notorious for its rolling hills, there was no
doubt that other horses were also having difficulties.

In 1873, Halide invented a new cable-driven system that

would eliminate the need for animals in public
transportation. The new cable cars ran on existing
horsecar rails with one modification: a moving cable
between the two rails. Cars had clamps on the bottom that
let them hold onto the cables when it was time to move
and slowly release the cables when they had to stop.
3.EVOLUTION OF BUS TERMINALS

• The Streetcar: Transitioning to 21st-

Century Buses

The year 1881 brought us the streetcar, a new

development in electric-powered and rail-based
transportation. Streetcars were powered by cables, which
carried electric current, that were strung over their routes.
Electric current was carried to the cars via an arm-like
extension, and the metal wheels and metal tracks acted as
“grounding” for the electrical circuit so that passengers
wouldn’t be electrocuted by the car.

Making the switch was simple: the rail lines already

existed, and most cities simply used old horsecars with
new arm attachments. Soon, new streetcar lines popped up
and cities began to sprawl even further.
This sprawl began a new era of city planning, where
“walkability” was no longer a key feature and residential
developments and downtown shopping centers overlapped
less frequently.
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3.EVOLUTION OF BUS TERMINALS

• The Streetcar: Transitioning to 21st-

Century Buses

The invention of the streetcar gave way to the sprawling,

bustling metropolises we know today: dense commercial
areas in the city center with less-dense residential zones
surrounding the city.
And since streetcar lines often ran directly into a city’s
center, these areas became prime real estate locations for
luxury retail chains, million-dollar businesses, and other
places that realized they could provide entertainment to a
much wider audience with a transportation hub right
outside of their front door.
3.EVOLUTION OF BUS TERMINALS

• The Streetcar: Transitioning to 21st-

Century Buses

While horse-drawn carriages could only carry passengers

across a few blocks, electric streetcars could cover many
miles, stretching public transportation access outward and
into areas that would eventually develop into city suburbs,
known then as “streetcar suburbs.” These small towns
preserved the dense, walkable layouts of the cities of old
but also housed a single rail line into the nearest major
city for easy access to the shopping, dining, and
entertainment options of the “big city.”
Streetcars were a hit and a major improvement over
previous public transportation services. But two major
events were about to take their toll on the world and make
it difficult for riders and transit companies alike. The
Great Depression caused widespread line closures in the
1930s, and World War II’s strict rations on rubber tires
and gasoline sealed the fate of many other already-failing
lines.
3.EVOLUTION OF BUS TERMINALS

• Rapid Transit

The appeal for a rapid transit system goes back to the late
19th century, when streetcars were still becoming
commonplace. Even though streetcars provided a
convenient way to get into and out of a city, they were still
victim to some traffic limitations. Thus, “heavy-rail”
transit systems (as opposed to “light-rail” streetcar lines)
started to spring up in major US cities.

Heavy rail would carry trains across long distances

without crossing traffic.
In 1892, Chicago was the first city in the United States to
develop a rapid-transit system with the opening of the “L”
train, which sits elevated above city streets and still runs
to this day. Boston followed shortly after in 1897 with the
US’s first subway system, which could run freely without
the influence of Boston’s harsh winter blizzard conditions
and narrow, winding streets.

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3.EVOLUTION OF BUS TERMINALS

• Rapid Transit

The 1950s brought us a handful of futuristic monorail

systems, namely the short-lived “Trailblazer” monorail
in Houston, Texas, which was opened and
decommissioned within a matter of
months. Seattle constructed a monorail system for the
1962 Seattle World’s Fair but retired the system and
declared it a historical landmark in 2003.

Monorails and other heavy- and light-rail systems

certainly have their advantages. They’re speedy, they
don’t have to navigate traffic jams, and let’s be honest—
monorails look really cool. But there are many instances
in which a rail system can be inconvenient. Any minor
change to a route necessitates a new rail line, which has to
be laid into the street while another line is torn out of the
street. Regular maintenance could shut down an entire rail
line, since there’s often only one train servicing a route.
And it can be difficult to justify the massive up-front cost
of building rail infrastructure in a new area.
3.EVOLUTION OF BUS TERMINALS

• Rapid Transit

Meanwhile, buses can change routes at a moment’s notice

based on the demand of the riders. Transit companies can
send one bus to service a route while another is in the
shop. And buses don’t require new infrastructure to
operate. Unless a city has the budget and the demand for a
set-in-stone rail line, a bus system is the more economical
choice.

The rail systems of the early 20th century peaked in

popularity around 1910, but by 1930, over 230 rail
companies had either gone out of business or converted to
buses. Studies show that rail systems are only efficient in
extremely densely-packed cities, which explains their
presence today in major cities such as New York, London,
and Hong Kong. Otherwise, cities tend to rely on buses to
transport the majority of their citizens.
3.EVOLUTION OF BUS TERMINALS

• Bus Transit Today

Mass transit ridership has declined significantly over the

last 100 years—so much so that some claim its existence
is largely due to tradition rather than necessity. As a car-
centric culture began to emerge mid-century, it became
commonplace for households to own at least one car.
There was a slight pushback to this new normal in the
1960s and 1970s, with environmental concerns in most
riders’ minds, but the cars won.
However, there’s still plenty of need for reliable public
transportation, particularly in major cities with limited
parking and a high cost of living. Owning an automobile
isn’t always financially feasible, and public transportation
offers a low-cost way to get to school or work.
Knowing what an advantage it can be, many bus
companies are working to make public buses more
appealing, more affordable for city transit operators, and
more environmentally friendly—which brings us to the
next stop on our journey.
4.BUS TERMINALS AND TECHNOLOGY

• Electric and Self-Driving Buses

With electric buses gaining popularity, many public

transportation systems are looking to adopt these
environmentally-friendly vehicles to help reduce
emissions and keep city air clean. In 2020, Los
Angeles announced a plan to add 155 electric buses to the
city’s fleet. Meanwhile, New York City, Seattle, and the
state of California have made pledges to transition to zero-
emission fleets.

If all goes according to plan, 33% of all transit buses in

the United States will be electric by the year 2045.
But with all of the environmental benefits of electric
buses, they can have their drawbacks. “Range anxiety”
refers to the fear that a charge won’t hold until a route is
completed or a destination is reached. Electric buses can
also cost up to $300,000 more than traditional diesel-
powered models, deterring many cities from making the
switch.
4.BUS TERMINALS AND TECHNOLOGY

• Electric and Self-Driving Buses

Proterra, a manufacturer known for its battery-powered

electric buses, works to address the “range anxiety” felt
by many bus transit providers. Charging ports are
standard at every bus depot so that drivers can plug buses
in after a long day of driving, but Proterra also adds on-
route charging stations that can charge a bus in as little as
five minutes, ensuring 24-hour service with little to no
anxiety.

And while the up-front cost can be intimidating, the lack

of fuel costs for electric buses quickly makes up for the
initial cost. All things considered, it’s about 2.5 times
cheaper to power electric vehicles than it is to power
diesel vehicles, and battery prices are expected to drop
50% by 2025, which will help to further reduce the up-
front cost.
6.MOBILITY STUDY OF GOA
6.MOBILITY STUDY OF GOA

Road Network Total of 224 km of NH, 232 km of SH and 815

kilometers of MDR and ODR.
• NH-66 (ex NH-17)
• NH-4A.
• NH-366 (ex NH-17A)
• NH-566 (ex NH-17B)
• NH-768 (ex NH-4A)
• SH-1
6.MOBILITY STUDY OF GOA
6.MOBILITY STUDY OF GOA
6.MOBILITY STUDY OF GOA
6.MOBILITY STUDY OF GOA
6.MOBILITY STUDY OF GOA
6.MOBILITY STUDY OF GOA
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