04.bus Station Design

FOR DISCUSSION
AHMEDABAD
BUS RAPID TRANSIT SYSTEM
(ART)
WORKING PAPER -4
BUS STATION DESIGN DECEMBER 2005
Gujarat Infrastructure Development Board (GIDB)
Ahmedabad Municipal Corporation (AMC)
Ahmedabad Urban Development Authority (AUDA)
Centre for Environmental Planning & Technology University,

Ahmedabad
AHMEDABAD bus RAPID TRANSIT SYSTEM (ART)
“Buses, More Buses, Better Buses”
The present initiative of Gujarat Infrastructure Development Board
(GIDB),Government of Gujarat, in collaboration with Ahmedabad
Municipal Corporation (AMC) and Ahmedabad Urban Development
Authority (AUDA), to develop BRTS is in recognition of the fact that no
single mode will completely serve the accessibility and mobility needs
of the city, and the bus system, both in its basic form (regular bus) and
rapid form (Bus Rapid Transit System), makes it a critical and major
component in an integrated transit system of any mega city.

Steering Committee
The Bus Rapid Transit Project for Ahmedabad city has been guided by the steering
committee chaired by Shri. K. Kailashnathan, (I.A.S), Secretary, Urban Development
and Urban Housing Department, Government of Gujarat.
Mr. K. Kailashnathan
Chairman, Steering Committee
Chairman, Ahmedabad Urban Development Authority (AUDA)
Mr. Anil Mukim

Municipal Commissioner, Ahmedabad Municipal Corporation (AMC)
Mr. P.J Pujari

Secretary, Economic Affairs, Finance Department
Mr. Jayant Parimal

CEO, Gujarat Infrastructure Development Board (GIDB)
Mr. K. Srinivas
Managing Director, Gujarat Urban Development Company (GUDC)
Ahmedabad bus Rapid Transit System (ART) Bus Stops
Preface
BRTS consists of several components designed to function together so as to generate superior
services, which are comparable with other mass rapid transit system including metro rail system.
Some or all of these elements are integrated to form BRTS, which will ensure fast, reliable,
secure, high capacity service, which also has a distinct identity.
Elements of BRT
System Performance
CHARACTERISTICS Travel Identity Safety

Time Reliability and and Capacity
Savings Image Security
RUNNING WAY
Running Way Segregation     
Running Way Marking 
Running Way Guidance
STATIONS
Station Type    
Platform Height     
Platform Layout   
Passing Capability   
Station Access
VEHICLES
Vehicular Configurations     
Aesthetic Enhancement  
Passenger Circulation Enhancement     
Propulsion Systems
FARE COLLECTION
Fare Collection Process    
Fare Transaction Media     
Fare Structure 
INTELLIGENT TRANSPORTATION SYSTEMS
Vehicle Prioritization    
Driver Assist & Automation Technology     
Operations Management    
Passenger Information    
Safety and Security Technology 
Support Technologies 
SERVICE & OPERATING PLANS
Route Lengths 
Route Structure  
Span of Service 
Frequency of Service    
Station Spacing  
The system being planned in Ahmedabad will have most of these components. While planning for
the system, several issues have to be addressed. These may be with regard to the advantages of
inclusion of a component, the way to include the component in terms of its type, magnitude or
quality etc., It is necessary that these issues are addressed both at the general principal level as
well as at the specific design level for Ahmedabad.
As the BRTS concept for Ahmedabad is being developed, for better decisions a wider debate
within the planning and design team as well as with the professional circle is necessary. Wider
information dissemination is also required. To facilitate this, a series of working papers have been
planned.
Government of Gujarat
GIDB AMC AUDA CEPT University
1
We would like to thank Lea Associates South Asia Ltd., New Delhi our partners in planning and
design of the project. ITDP New York is providing technical support to CEPT in preparation of BRTS
project. We express our gratitude to Mr. Walter Hook, Ms. Shreya Gadepalli and their colleagues.
The team welcomes suggestions on the bus station design.
Prof. H.M. Shivanand Swamy

Team Leader
2
Contents
1. Introduction:............................................................................................................... .2
1.1.Bus Station Type:............................................................................................................... 2
2. Characteristics defining a Bus Stop.......................................................................... .3
2.1.Location of Bus Stops: ..................................................................................................... . 3
2.1.1.Mid Block/Near Side/Far Side Locations of Bus Stops: .............................................. 3
2.2.Bus Stop Spacing: ............................................................................................................ . 5
2.3.Access to Bus stops:........................................................................................................ . 7
2.4.Placement: Curbside Vs Median Side................................................................................ 9
2.5.Capacity of Bus Stops: ................................................................................................... . 12
2.6.Size and Layout of Bus Station: ...................................................................................... 12
2.6.1.Provision of Bays .................................................................................................. . 12
3. Design of a BRT Station:........................................................................................... 14
3.1.Design Issues: ................................................................................................................ . 14
3.1.1.Passenger Amenities ............................................................................................ . 14
3.1.2.Safety and Security ............................................................................................... . 15
3.1.3.Barrier Free Design ............................................................................................... . 15
3.1.4.BRT Platform Characteristics.................................................................................. 15
3.1.5.Climatic Protection ................................................................................................ . 16
3.1.6.Aesthetic Design ................................................................................................... . 16
3.1.7.Fare Collection...................................................................................................... . 16
3.2.Conceptual Design of the Station:................................................................................... 17
3.2.1.Bus Station Design Alternatives: ............................................................................. 22
4. Case Studies: ............................................................................................................ 27
5. Summary ................................................................................................................... 30
List of Tables List of Maps
Table 2.1: Comparative Analysis for Bus Stop Locations Map 1: Showing Existing AMTS Bus Stop Location
Table 5.1: Decision Areas and Recommendations Map 2: Showing Proposed BRT Stops
List of Figures
Fig1 Showing relation between stop spacing and time
Fig2 Layout of Bus Stop location for a 30 M RoW road
Fig3 Showing access to bus stops through Pedestrian Underpass
Fig4 Showing use of existing bus stops
Fig5 Shows the curbside bus stop configuration on a street section.
Fig6 Shows the median side bus stop configuration on a street section.
Fig7 Layout showing positioning of bus stops
Fig8 Shows the bus stop layout in a street section with at grade crossing
Fig9 Boarding and Alighting platform type for BRT Stations
Fig10 Layout of Conceptual Design of the BRT Station
Fig11 Conceptual Section and Elevation of the BRT Station
Fig12 Conceptual Design Option1 for the BRT Station
Fig13 Conceptual Design Option 2 for the BRT Station
Fig14 Conceptual layout showing passenger movement
Fig15 Sample Signage Details
Fig16 Images of the Tube BRT Stations in Curitiba
Fig17 Images of the Tube BRT Stations in Curitiba
Fig18 Images of the Transmilenio BRT Stations in Bogotá
Fig19 Images of the Leon BRT Stations in Mexico
Draft Working paper on Bus Stop Design and Location
Abstract
Bus stops, stations and terminals form the interface between the passengers with the Bus Rapid
Transit System. Hence it is essential for these facilities to be convenient, comfortable, safe and
easily accessible for all age groups of people, supporting a strong identity for the system thereby
enhancing the surrounding urban context.
This paper sets the primary considerations in the planning and design of simple BRT stations.
Further it discusses the criteria for locating bus stops, guidelines for design of the shelters
and its accessibility for the pedestrians. Aspects related to necessary infrastructure,
circulation within the bus shelter have also been discussed. Finally the paper concludes by
providing various possible options along with recommendations for implementation.
1. Introduction:
1.1. Bus Station Type:
Bus Stations are of three types; Simple Stops, Interchange Stations and Main Line Stations or
Terminals.
Simple Stops - These stops are located at mid block, or at intersections at spacing of 500 m
catering to boarding and alighting passengers along the corridor. The passengers will
purchase the tickets and enter the system.
Interchange Stations – These stops are the contact points for the feeder buses and buses
running along the main corridor. The objective of developing these stations is for smooth, fast
and effective transfer of the passengers.
Main Line Stations/Terminals – These stations are located at the beginning and end points
of the trunk routes. These Terminals act as transfer points for the main trunk buses, feeder buses
and the existing fleet of public transport buses. These terminals would be provided with parking
and other necessary infrastructure facilities. The main terminals would also be serving as depots
for parking and maintenance (workshops). The land use development of these terminals may
also include a range of services such as offices, retail and commercial development.
All the stations would be provided with route maps and route information to facilitate the use
of the system. This paper discusses the requirements and factors related to and those governing
the locations/ spacing and design of the simple bus stops and interchanges stations.
2
2. Characteristics defining a Bus Stop

2.1. Location of Bus Stops:
A key element in improving bus transit efficiency is stop location. Stop locations can be with
respect to a signal: nearside, far side, or mid-block. BRT systems with active signal priority
and queue jumpers should place stops at the far side, allowing for effective use of these
measures. It also clears the bus through the intersection with minimal delay. If the stop was
on the near side, queue jumpers would be not be used, and the bus would have to merge with
queue traffic on the curbside lane for the stop. Consequently, the bus would be delayed by at
least one signal cycle. Mid-block stops are not commonly used; however their location has no
advantage and disadvantage in terms of signal priority and queue jumpers. Effective stop
location helps to minimize travel time of passengers, which is essentially the goal of BRT.
2.1.1. Mid Block/Near Side/Far Side Locations of Bus Stops:
An important criterion for the development of an efficient BRT system is the location of the Bus
Stop with respect to the proximity to major trip generators. The factors governing bus stop
location decisions are dependant on safety and operating elements. The safety elements consist
of the following criteria:
Passenger protection from passing traffic
Access for people with disabilities
All-weather surface to step from/to the bus
Proximity to pedestrian crossings
Proximity to major trip generators
Convenient passenger transfers to the existing AMTS routes with nearby
stops
Street lighting
Operating elements consist of:
Adequate curb space for the number of buses expected at the stop at one
time
Bus routing patterns
Directions (i.e., one-way) and widths of intersection streets
Types of traffic signal controls (signal, stop, or yield)
Volumes and turning movements of other traffic
Width of pedestrian pavements
Pedestrian activity through intersections
3
Table 2.1.1-1: Comparative Analysis for Bus Stop Locations
Type of Location Advantages Disadvantages

Far Side – Minimizes sight distance Signal priority provision for buses
Bus stop problem on approach to would be ineffective as stoppage
location just intersections time at intersections would
after an Provides additional right turn increase
Bus Stop intersection capacity Intersections may be affected by
Bus Way
Bus Stop
Bus Way facilitates bus signal priority queuing buses during peak hours
operation as buses can pass
through the intersection before
stopping
Pedestrian crossing is behind
the bus
Near Side – Dwell time at signalized Sight distance problems on
Bus stop intersections would be used for approaching an intersection is
location just boarding and alighting of greater
before an passengers Bus has to wait in the bus bay till
intersection Eliminates the possibility of the signal turns green resulting in
Bus Stop
Bus Way stopping twice at intersections
Bus Way delays for the subsequent buses
Bus Stop
approaching the stop
Mid Block – Minimizes sight distance Increases walking distance from

Bus stop problems for vehicles and intersections for the passengers
location in pedestrians
between two Less Pedestrian congestion in
intersections passenger waiting areas at
Bus Stop
Bus Way
Bus Way
Bus Stop Intersections
4
Locating bus stops 200 m from the intersections would allow the system more options for expansion
if demand grows faster than expected. This may lead to longer walking time for transferring
passengers depending upon the number of passengers transferring between bus lines at any
given intersection1. However this would depend upon factors such as existing junction spacing.
2.2. Bus Stop Spacing:

Bus Stop Spacing depends on the following factors:
- Density of Passenger demands
- Locations of large traffic generators
- Road Geometrics
- Level of Service
Figure1: showing relation between stop spacing and time
Corridor 1: optimum average transit stop distance
35
30
25
average time - minutes
20
15
10
traveling
5
walking
0 sub total
200 300 400 500 600 700 800 900 1000 1100 1200
distance - meters
Source: ITDP
1
Recommendation from ITDP
5
The standard spacing between bus stops is 500 meters (ranging from 300 m to 1000 m).
The existing AMTS system has different routes plying along parts of the corridor. In all there are
115 existing stops along the proposed corridor. The numbers of stops have been rationalized to
82 based on existing land use typology and demand at each location. The proposed trunk corridor
for the Ahmedabad Bus Rapid Transit System has 61 bus stops while there are 21 stops along
the link connection to Maninagar and Kalupur Railway stations. Of the 82 stops, 3 would be
located at mid block while the rest (79) would be located at intersections. Along the link
connection, majority of the bus stops would be located at intersections. It is recommended to
locate as many stations as possible close to intersections. The existing spacing between the
stops varies from a minimum of 300m to a maximum of 1700 M.
30000
Merge of Cycle Traffic with Others
due to constraints in RoW
2000
Cycle Track
2500
Pedestrian Path
2500
6000
Channeliser
7000
Pedestrian Zebra Crossing

BUS STOP
6500
30000
BUS WAY
BUS WAY
BUS STOP
Figure 2: Layout of Bus Stop location for a 30 M RoW road
This results in lesser idle time, thus increasing system speed. Also there is the added advantage
of targeting passengers arriving at intersections from non-BRT routes. A list of all the existing AMTS
stops is provided in Annexure. The recommendations for stop type and location for BRT system is
as given below:
No. Of Stations at intersections 79
No. Of Stations at Mid Blocks 03
No. Of Terminus Stations 04
No. Of Interchange Stations 23
6
The average distance between 2 consecutive stations varies between 500 to 700 metres. This
difference is due to the following reasons:
In existing situation, 3 Flyovers, 1 underpass & 2 River Bridges are situated along the
corridor. No bus stands are provided on them.
The stretch from Naroda to Village Bhat, via Airport & Ruby Rushi is sparsely
populated. Bus stands on these stretches are located at more distance from each
other.
The stretch near the University being open land, bus stands are further away.
Average distance between consecutive stops along the corridor from Soni Ni Chali to Maninagar,
via Sarangpur, ST Terminus & Kankaria is lower than the gross average, as the area is densely
populated, and has more potential to capture passengers. Most BRT stations are located within
50 metres of AMTS stands at the same location. This will aid in keeping the integrity with the
proposed feeder and existing public transport systems. This will also enable passenger traffic
interchange. Stands have been relocated at certain places, where it is not feasible to place them
at the location, due to heavy traffic, inaccessibility or identification of better locations in the vicinity.
The figure 2 shows a layout of a junction with the approach roads having a RoW of 30 M. The
Width of bus stops can be maintained 2.5 M, thereby merging the cycle traffic with the rest of the
traffic on approach to the junction. Alternatively, the width of the bus stops can be reduced to
1.5 M.
2.3. Access to Bus stops:

Pedestrian access to bus stops depends upon the location. It can be controlled with the provision
of at grade (zebra crossings) or grade separated crossings (under pass/foot over bridge). Bus stops
located at intersections can be accessed through at grade zebra crossing. Grade separated
crossings are necessary along roads with RoW varying in between 40 M & 60 M and having a
very high traffic volume. Due considerations need to be given for access for the physically
challenged by providing ramps, low height handrails.
7
Figure3: showing access to bus stops through Pedestrian Underpass
Access to the stations

through pedestrian
underpasses
3500
2500
CARRIAGE WAY MEDIAN BUS LANES CARRIAGE WAY TRUCK PARKING
3000
7000 2500 7000 2500 7000
A
3000
2350 8300 2350 7000 2350
Figure A indicates a provision of the pedestrian underpass through the cross section of the road.
The carriage way and bus ways have been raised by a height of 2.5 M above the ground. This
enables easier access to the subways for pedestrians. Existing utilities such as drainage lines/storm
water lines will not thereby be affected. The major drawbacks for this particular design are steeper
access ramps to the stops and lack of natural lighting and ventilation.
Figure B discusses an alternative option of raising the carriage way by a height of 2.0 M. The bus
way would thereby remain at the existing road level. This enables easier access to stops for all user
groups, adequate natural ventilation and lighting resulting in a more secure system. The design is
also cost effective.
Alternatively, full length pedestrian underpasses could be provided, below the road section to
facilitate crossing for the pedestrians. Pedestrians would thereby have to climb down through a
height of 3.5M. Disadvantages of such a provision are lack of natural lighting and ventilation,
8
shifting of existing utility lines, lack of security and safety for pedestrians. Artificial lighting and forced
ventilation would also add on to the cost of construction.
Apart from underpasses, foot over bridges could also be built to facilitate pedestrian crossing. It is
by and large observed that use of foot over bridges is almost nil in comparison to at grade
crossing and underpasses.
2.4. Placement: Curbside Vs Median Side

The location of the bus stop in a street section can be further classified as curb side and median
side. Presently in the context of Ahmedabad, the locations of the existing AMTS bus stops are at
the curbside. The pictures below illustrate the existing bus stops, their utility.
Figure4: showing use of existing bus stops
The existing bus stops of the Ahmedabad Municipal Transport System are located on the curb side.
It is by and large observed that the utilization if the stop is negligible. The distance between the stop
and the bus is sufficient to incorporate a passing lane. The size of the shelter is not large enough to
hold the number of passengers waiting at the stop. Hence the passengers spill over on to the road.
Also, accesses to a majority of the bus stops have been obstructed by large trees, vendors and
haphazard parking. Hence curbside locations have to be segregated from the pedestrian pathway
and access restricted to either unidirectional or bi-directional with the provision of a railing.
A brief discussion on Curbside and Median Side location stating the advantages and disadvantages
of each have been detailed out below.
9
Curbside Location of Bus Stops

The bus platforms serve as
continuous median and serve as
pedestrian crossing refuge islands.
This configuration also enables
2500 7000 2500
straight flow without bulging for the
bus lanes and mixed lane traffic.
Figure 5: shows the curbside bus stop configuration on a street section.
The staggering of the stops also enables overtaking at bus stops. The technical specifications for
design of the bus would be the same as per existing. Hence the same bus could be used for on and
off the main exclusive corridor.
Median Side Location of Bus Stops

In this case, one central bus stop
caters to the passengers boarding and
alighting from the bus in both directions.
Free transfers in a pre payment 3500 5000 3500
system at all stops are easier as it

Figure 6: shows the median side bus stop configuration on a street section.
avoids crossing the bus lane.
The technical specifications of the buses are to be changed by providing doors on both sides of the
bus. Variations in road cross sections due to provision of a ‘bulb’ in the central median to
accommodate the bus stop does not enable smooth flow for the mixed traffic. Overtaking at bus stops
by provision of skipped stop service would not be possible with the median bus stop configuration.
10
Figure 7: Layout showing positioning of bus stops

a. Curb side
b. Median/central
BUS STOP
BUS STOP
a. Curb Side - Median

Lane BRT Station
BUS STOP BUS STOP
b. Median Side -
Median Lane BRT
Station Location
11
2.5. Capacity of Bus Stops:
In developing cities, up to 6000 passengers per hour may board or alight at a busy bus stop2. Based on
the boarding and lighting surveys, the bus stops are categorized into three namely;
- Very High Volume – located at city centers (= 2500 per hr)
- High Volume – located in local centers (1000 to 2500 per hr)
- Intermediate Volume (< 1000 per hr)
2.6. Size and Layout of Bus Station:

Various Layouts for the bus stops as existing in many places around the world have been experimented
with for the Ahmedabad Bus Rapid Transit Proposal. The conceptual layout proposed for the Ahmedabad
system has been detailed out below. The Bus Stop layout has been designed so as to accommodate two
bus bays at the curb side, i.e. provision for two buses to dock at the same time. The size of a single bus
shelter with two bus bays is 28.6 M by 2.5 M. The two bays, each measuring 12 M in length has been
divided by a 4.6 M wide walkway (pedestrian crossing). The bus shelters on either side of the bus lanes
have been placed in a staggered fashion, 50 M c/c to enable overtaking at the bus stops while running the
different types of services such as all stop and express stop. Access to the bus stops has been provided
through at grade pedestrian zebra crossing. Alternatively a pedestrian subway could also be provided in
between the two staggered stops, with access to it from the 2.5 M wide pedestrian strip.
Adequate provision in design should be made to ensure safe and convenient movements of passengers
to/from BRT bus stops. At mid-block bus stops, a pedestrian phase signal to be provided to enable safe
crossing of the urban dwellers guided through zebra crossings. The maximum number of mixed traffic
lanes the pedestrians would need to cross is only two at a time, which can generally be negotiated safely.
At high-volume bus stops, a pedestrian subway will be provided to facilitate unrestricted crossing of BRT
system users and other urban dwellers.
The bus stop near intersections shall be accessed using zebra crossings provided at intersection and
the 2.0 m footpath between BRT lane and mixed traffic lane.
2.6.1. Provision of Bays
The number of bays to be provided at a bus stop depends upon factors such as volume of passenger
traffic, dwell time for a bus at the stop, length of buses and frequency of buses approaching the stop. In
principle a minimum of two loading positions should be provided per platform.
2
Design Guidelines for Bus way Transit, Overseas Road Note 12, Transport Research Laboratory
12
38000
10000
CARRIAGE WAY
PARKING STRIP/LANDSCAPED STRIP
SUBWAY
PEDESTRIAN CROSSING
12000 4600 12000

2500 PEDESTRIAN PATHWAY BUS SHELTER BUS SHELTER
LANE
BUS
50000
PEDESTRIAN
7000
LANE
BUS
2500 BUS SHELTER BUS SHELTER PEDESTRIAN PATHWAY
CARRIAGE
WAY
Figure 8: shows the bus stop layout in a street section with at grade crossing
13
3. Design of a BRT Station:

Integration of a BRT system in an urban setting presents within itself a challenge and an opportunity to
improve and enrich the existing streetscapes. One of the most important roles of the BRT facilities design
such as a shelter is to support an appealing, cohesive visual identity for a quality and safe transit
service.
The BRT shelter should portray a high quality design giving due attention to support infrastructure for
passenger amenities such as shelters, seating and lighting as against the existing stereotype bus
passenger facilities existing in various parts of the city.
3.1. Design Issues:

This section examines the key issues and the components to be integrated while designing a BRT
stop.
3.1.1. Passenger Amenities

a. Shelter
The BRT shelter is to be provided at every stop/station. They are to extend along the full length of the
platform serving as a weather protection to the passengers. The shelter should be of high quality,
prefabricated and modular. The Shelter roofs should be such that rain water is directed away for the
vehicle side. The material for constructions should be readily available in the market, easily maintained
and durable.
b. Passenger Information
All the stops should be provided with a standard form for presenting passengers information such as
signage’s, route details and graphics. Specifically they comprise of bold identification signage, transit
route maps, neighborhood maps placed at prominent locations. Signage and graphics should readily
distinguish the BRTS stations from the regular stops. The stops should also facilitate advertising at
specific locations that does not conflict with the other directional and information signage. IT Display could
be optionally placed at station entries and on platforms indicating the system wide schedule and delay at
each platform.
c. Street Furniture
All the stops and stations should be accommodated with seating for at least 15 waiting passengers. Other
necessities include rails for leaning, trash receptacles.
d. Other Amenities and Facilities
Other conveniences for the passengers that form a requirement at the stops are ticket vending
counters, bicycle racks, vending stalls for newspaper and public telephones. These are to be placed at
locations having least interference with boarding and alighting passengers.
14
3.1.2. Safety and Security

Safety and security is essential for the safe operation and public acceptance of the transit system.
Security is essential as the BRT stops would be open for extended hours and likely to be unattended.
Visibility is also an important criterion to security. Passengers should be able to see the surrounding
locations and be seen from the locations outside the station. Security equipment such as closed circuit
television for monitoring may be used while upgrading the BRT shelters over a longer period of time.
Adequate illumination, especially at nights is necessary.
3.1.3. Barrier Free Design

The BRT stations should be made accessible to by the physically challenged. The internal layout of the
shelter should be barrier free to facilitate easy circulation. Access via ramps need to be provided for
stops having high platforms.
3.1.4. BRT Platform Characteristics

The BRT system presents with itself a unique array of options and requirements for the platform
design. Planning the platform for BRT station revolves around design guidelines, berth configurations,
platform width and height and vehicle interface issues.
Platform Dimensions –
The Length of the platform depends upon the length of the vehicle and the number of bays required
which is in turn dependant upon design bus volumes and service times at any given time. Width of the
platform varies from 2.5 M to 5 M. The passengers should be able to clear the station before the arrival
of the subsequent bus. The Platforms could be provided either at a low height or at a higher level. The
Platform/vehicle interface has a strong influence on the boarding and alighting speeds. Level Boarding
is attained through precision docking system at stations having a high platform. High platform stations
(as located in Curitiba, Bogotá and Quito) are more expensive and occupy more space due to
provision of access ramps. Due to the influx and availability of low floor buses and low cost for
construction, low height platforms giving a height of 0.35 M have been more accepted worldwide.
a. Access – Access to the high platforms from the pedestrian path needs to be provided through
ramps.
b. Provision of Bays – Linear and parallel bays are generally preferred for online bus stops.
15
Figure 9: Boarding and Alighting platform type for BRT Stations
3.1.5. Climatic Protection

Protection from weather is a major consideration in the BRT stations. Ahmedabad, being a city having
hot and humid conditions almost through the year, open designs for stations are not preferable.
Completely enclosed stops, although preferable due to high concentration of RSPM in the city, would
require the provision of air conditioning and ventilator fans. This however escalates the cost involved in
the maintenance of the station. Passive solar design and natural cooling techniques could be sought after
solutions to overcome climatic extremes.
3.1.6. Aesthetic Design

Aesthetics and passenger friendliness in addition to a modern appearance together formulate the
essential architectural considerations. The design should symbolize an image representing speed in hand
with modernity.
Over use of advertising displays resulting in a visual clutter needs to be curtailed at bus stops.
Locations for concentrated advertising displays need to be specified within and on the external facade
of the stop.
3.1.7. Fare Collection

Fare Collection also forms an important influence on the design of the passenger facilities within the BRT
station. Off board fare collection policy reduces the dwell time at bus stations and enables rapid boarding
and lighting. The station can be divided into paid areas and free areas. Entry into the paid area of the
station can be controlled by introduction of turnstiles or other control devices. Bogotá is one such example
of a controlled access station. Since Ahmedabad does not have the high level of passenger traffic that
exists in cities like Curitiba, Jakarta and Bogotá, it is not necessary to provide costly infrastructure as
ticket vending machines, although provisions could be made for incorporating it while upgrading the
system.
16
3.2. Conceptual Design of the Station:

A conceptual design showing the distribution of activities and movement of the passengers within the
station has been described below.
The Layout and cross section of the station is as shown in the figure below. The activities have been
uniformly distributed thereby enabling comfortable movement for passengers. The two bus bays, each
12 M long are separated by a 5 M long central utility space and information display.
Entry into the bus station has been defined from the side which is in alignment with the pedestrian
crossings. Provision for a ticket vending machine and a turnstile entry has also been placed at the
entry into the station. Seating provision for at least fifteen passengers has been provided in each bay.
An extension of 0.75 M by 0.9 M has been provided at the platform level, in conjunction with the doors
positions of the bus to enable rapid boarding and alighting. This provision can be substituted with the
flip down ramps attached to the bus as it avoids customer hesitancies resulting in slower alighting and
boarding. In addition, to encourage streamlined flow of passengers into the bus, an aisle has been
provided for queuing. The central core of the station has been demarcated for providing passengers
with facilities such as information, route maps, newspaper and telephone. The Information display
boards on the inside and the advertisement hoardings on the outside would be back lit.
17
SEATING SPACE SEATING SPACE VENDING PHONE SEATING SPACE SEATING SPACE
DUSTBIN KIOSK BOOTH UP
DUSTBIN
MOVEMENT AISLE MOVEMENT AISLE ENTRY
TICKETING MACHINE
EXIT
INFORMATION PANELS - BUS ROUTE/CITY MAP ETC.
BOARDING ALIGHTING ADVERTISMENT PANELS BOARDING ALIGHTING

PLATFORM PLATFORM PLATFORM PLATFORM
BUS WAY
Continuous seating provision Aisle for queuing for boarding into the
at the extreme side for 15 to bus
20 passengers per bay
The Movement aisle which has been kept Utility area with vending kiosk, Raised platform with entry defined by
obstruction free enables comfortable telephone booth, dustbins, back lit provision of an access ramp.
movement for the passengers within the advertisement hoardings and
station. information display.
BUS WAY
Movement pattern for boarding passengers Movement pattern for alighting passengers
Figure 10: Layout of Conceptual Design of the BRT Station
18
BUS STATION
Polycarbonate sheeting supported as structural roofing material, supported

on steel members, serves as protection against extremes of climate
Seats- Metal sheets bent around ties, with the ties

acting as structural support member
350
2500 7000 2500
Section
PROVISION FOR ADVERTISING HOARDING
2500
5000
25000
Elevation
Figure 11: Conceptual Section and Elevation of the BRT Station
The design is being explored to cater to the various dimensions which formulate the requirements of a modern bus rapid transit station. The areas
under scrutiny are detailed design of the spaces, delineation of the areas, utility provisions, and interface with the BRT vehicles and material for
construction. For the initial stage of implementation it is necessary for the station to be cost effective. Standards could be up graded at a later
stage depending upon the demand.
A few more concept proposals developed for the bus station have been discussed below.
19
Views showing
interiors
The conceptual images indicate the design elements, passenger movements, and utilities that essentially
frame the bus stop requirements for a bus rapid transit system. Exploration of varying materials such as
corrugated metal sheets, steel sections, and hollow pre cast concrete blocks portrays a modern image to the
station. Figure 12: Conceptual Design Option1 for the BRT Station
CONCEPT 1
20
The design is relatively simple, having segregated

spaces for waiting and boarding. The core area within the
station caters to the information display, ticket counter
and other infrastructure for the passengers.
Corrugated Polycarbonate sheets supported on tubular

section making up the structural framework has been
chosen as the roofing material.
CONCEPT 2
GIDB AMC AUDA 21 CEPT University
Figure 13: Conceptual Design Option 2 for the BRT Station
3.2.1. Bus Station Design Alternatives:
The conceptual designs on bus stations have been elaborated further and three alternatives each have
been prepared for three different widths of 3.5m, 2.5m and 1.5m. The concepts for the three design
options have been presented below. The detailed designs have been presented in the annexure 3.1,
3.2 and 3.3.
A. Alternative 01:
The Bus Station has been designed keeping in mind the following factors which are directly or
indirectly responsible in the functioning of a Bus Rapid Transit System – namely; modularity,
easy circulation, provision of facilities and public amenities, branding and identity, and
provision for advertisements.
The BRT stop has been designed for widths of 1.5 M, 2.5 M and 3.5 M depending upon the RoW
availability and passenger demand. Facilities such as phone booths, vending machines like
those provided in Metro Stations are also necessary in a BRT Station. Although it is not possible
to provide such facilities at all stops, major interchange stations are required to be incorporated
with such amenities. The Design alternatives have areas demarcated for such provisions.
Seating facilities within a BRT stop are generally kept to a minimum to facilitate easy
circulation and movement for the passengers within the limited area. Also it is subject to the
condition of the waiting time at a stop, since frequency of buses within the BRT systems would
vary from 2 min (peak) to 5 min.
The skin of the stop may either be constructed in R.C.C (pre cast blocks) or steel. Mild Steel is
preferred over R.C.C due to easy installation and modular framework. The structural columns
forming the grid are typically made of ‘I’ sections and Circular Hollow Sections made of Mild
Steel, bent and riveted to attain the desired shape. The roof is made of colored A.C sheets
with desired grooves having a minimum thickness of 15mm, preferably 25mm thick for
sturdiness. Being a lightweight material, double layers need to be provided with insulation
material in between thereby preventing heat gain & keeps the bus station cooler.
The stations have been designed to have entry and exit on one side or both sides of the bus bay
subject to available width. The entry space has been provided for manual/automated ticket
vending. Online electronic signboards, distinctly visible from entry & turnstiles, show the buses
arriving on respective platforms. The flooring proposed for the bus station would vary to
demarcate the areas. The height of the station is proposed to be 2.8M with overhand provision
on the Bus lanes and platform height at 380mm to provide at-grade entry into the low floor buses.
22
B. Alternative 02:
Bus station plays a prominent role in promoting the BRT and its ambience. Bus stations that
provide more than shelter are the need of the day. Facilities like phone booths, vending
machines, waiting areas, signages & information boards are necessary to keep the
passengers informed about the latest status of the buses & local facilities.
Modular design has the advantage of uniformity & speed in construction, economy, ease of
circulation & adaptability. The bus stations proposed on the following page are based on the
Modular concept of design. Bus stations are constructed using a modular grid of 2.5m for 2.5m
& 1.5m wide bus stations. A modular grid of 3.5m is used for a 3.5m wide bus station. The
structural columns forming the grid are 75mm Circular Hollow Sections made of Mild Steel,
bent to the designed shape. These columns are provided with threaded holes at distance of
450mm c/c. These recesses receive M.S. rods. A grid of such rods becomes the base for tiles
of size 450mm x 450mm having recesses to receive the rods. The tiles can be created from a
variety of materials based on the economy needed. They can be moulded in concrete, terracotta,
stone or with metal skin having a heat & acoustic filler.
The roof is barrel shaped, made from translucent Fiber Reinforced Plastic (FRP) sheet, minimum
of 15mm thick, preferably 25mm thick for sturdiness. Translucent roof removes the necessity of
providing lighting inside the stand during the daytime. FRP being a lightweight material can rest
on slimmer columns. The roof is made of two layers of FRP, prevents heat gain & keeps the bus
station cooler. The intermediate space between the two layers is ventilated naturally & hence
creates a buffer, which continuously receives the heat & removes it to the atmosphere, without
transferring it to the station.
This intermediate space also contains lighting fixtures, naturally protected from vandalism, being
inaccessible & segregated by a roof layer. When these fixtures are lighted at night, their placing
& the translucence of the roof lights up the whole roof uniformly, making it feel lighter & attracting
people towards it, forming a sculpture in the urban space. Lighting design of this roof can create
many exciting possibilities, while also serving as normal lighting fixtures for the station. The
stations have been designed to have entry on the side facing the approaching bus
& exit on the opposite side. The entry has space provided for manual ticket vending. One has
to pass through ticket-operated turnstiles to cross into the bus station. Online electronic
signboards, distinctly visible from entry & turnstiles, show the buses arriving on respective
platforms. A queuing area for the first platform has been provided followed by the waiting area,
having vending machines & electronic display.
23
The flooring proposed for the bus station is made of terracotta tiles of size 450mm x 450mm.
The height of the platform is 380mm to provide at grade entry into the low floor buses.
C. Alternative 03:
The Concept:
The design concept focuses on modular design facilitating rapid and economical construction.
The circulation within the bus shelter has been designed to increase passenger comfort and
reduction in dwell times. The bus stations for the Ahmedabad Rapid Transit (ART) have been
designed for varying widths of 3.5m, 2.5m and 1.5m to be accommodated along corridors with
varying right of ways (RoW’s) of 60m, 40m and less than 30m respectively.
General Layout:
The bus stations have been designed to cater to varying demand along the corridor. The bus
station could contain one or two bus bays based on the passenger demand. The bus bays are
separated by a utility area between them to facilitate easier overtaking. The utility area is
proposed to have facilities such as telephone booths, mobile charging points, and newspaper
and snack vending machines.
Circulation Patterns:
The circulation inside the bus shelter has been designed to accommodate maximum passengers
during peak hours, to avoid queuing outside the bus shelters and reduction in dwell times.
The bus station circulation has been made compatible to accommodate off-board ticketing, with
provision of turnstiles at the entry and exit points.
24
3.5m wide bus stop
2.5m wide bus stop
1.5m wide bus stop
1.1.1 A 1.1.2 E
Figure 14: Conceptual layout showing passenger movement
Sitting Arrangement:
The sitting capacity for the three design alternatives is as follows:
Width of Bus Shelter Seating Capacity (Max)
One Bay Two Bays
3.5 m 25 50
2.5 m 15 30
1.5 m No sitting No Sitting
Signage Systems:
Signage systems have an important role to play in a bus shelter design and facilitate
passenger convenience if designed and located in an appropriate manner. The bus shelter
signage system would cover the following aspects:
ART Route Map
ART Logo
Electronic Display of Expected Bus Arrival
Entry for Disabled
Images of prominent landmarks in the vicinity of the bus stop for contextual
significance
Signage systems indicating location of telephone booths, snack vending and newspaper
vending in the bus shelter
Signage system indicating No Smoking Zone
25
Figure 15: Sample Signage Details
Access for the Disabled:
The bus stations would be accessed through ramps to facilitate easy for the disabled. The
people using wheelchairs would be entering through the front door of the bus. The bus arrival
and departure information systems would be assisted through audio systems for the visually
challenged.
Materials:
The structural frame of the bus station would be essentially prefabricated mild steel sections.
The roofing system of the station would consist of lightweight material such as FRP (Fiber
Reinforced Plastic) or Asbestos sheet. The seating arrangement would also be made of
tamper proof materials.
Cost Estimate:
A block cost estimate for the three design options has been prepared. The summary of the
estimate for the three alternatives is presented below. A detailed estimate for a typical stop
has been provided in Annexure 3.4.
Cost (with Cost (with

Width Length RCC Skin) Steel Skin)
Alternative (m) (m) Area Rs. (Lakhs) (Rs. Lakhs)
1 1.5 12.6 18.9 0.70 0.73
2.5 12.375 30.9375 1.14 1.19
3.5 12.38 43.33 1.60 1.66
2 1.5 12.5 18.75 0.69 0.72
2.5 10 25 0.92 0.96
3.5 9.85 34.475 1.27 1.32
3 1.5 12.5 18.75 0.69 0.72
2.5 15 37.5 1.38 1.44
3.5 15 52.5 1.94 2.01
26
4. Case Studies:
A few examples of BRT Stations taken as case studies, with their characteristics have been
enlisted below.
A. Tube Station (Curitiba)
The “tube” passenger stop platforms or stations are the
trademark of the Curitiba system. They can serve three times
as many passengers per hour as a conventional bus.
“Tube” stops are used both on the trunk line bus ways and on
the express buses (off the bus way). Stop details are as follows:
• On bus ways, tube stops are located at about 500-m
spacing.
• The tubes include raised platforms (low-floor buses are not
in operation) and provide passenger weather protection; the
stops are constructed from a plexi glass-type
material with steel ribs.
• The tube stops are equipped with doors to enter/exit buses;
these are coordinated with doors on the buses – five doors on
the trunk line bi-articulated buses.
• Disabled and wheelchair access to the high-level stops is
made through a small elevator at each stop.
• Passenger boarding and alighting of buses is gap free and
level; this is achieved by the use of fold-down steps from bus
doors, which deploy automatically as bus doors are opened
and position onto the threshold of the platform; it is
understood that bus-platform positioning door-to-door is done
Figure 16: Images of the Tube BRT
visually by the driver, and there is adequate tolerance to Stations in Curitiba
ensure safe operation of the system.
• The stops are designed to speed passenger handling, and fares
are paid by passengers at the entry to the stop – similar to a
metro. Each stop is equipped with turnstiles (numbers depend on
size of stop) and are manned by a ticket collector–inspector.
Typical dwell times at stops are less than 20 seconds.
27
• On bus ways, tube stops are on line with no special provision

for bus-on-bus overtaking. Theoretically, the bus way is wide
enough to allow overtaking by buses entering the opposing bus
stream, but this is not normal operational practice.
• Stops for both directions are generally located opposite each
other and close to junctions. As stops are located on the central
road of the trinary axes, access and traffic issues are less
critical than on a bus way introduced into an existing road.
However, as with any stop, there is a need to balance safety,
junction capacity, and bus way capacity.
B. Transmilenio Station (Bogotá)
Figure 17: Images of the Transmilenio BRT Stations in Bogota
There are three types of stations:

Simple Stations: They are located every 500 meters. At these
stations passengers can purchase tickets and enter the system.
Intermediate Stations: These stations are the contact points
between the feeder buses and the main lines. Their objective is
to provide smooth, fast and effective interaction between the
Transmilenio and feeder buses.
Portals or Main Line Stations: They are located at the
beginning and end points of the main line routes. In these stations
transfers are accomplished among Transmilenio buses,
feeder and transportation routes. The fee is integrated with the
feeders, so that when a transfer takes place double
28
payment is not required. These stations are provided with

bicycle parking facilities.
Walkways, plazas and sidewalks were constructed to provide
adequate pedestrian and bicycle access. Parking and
maintenance areas for the buses near terminal stations were also
constructed. Each station is provided with maps and route
information to facilitate the use of the system.
In total there are 57 stations and 4 transfer terminals as a part
of the phase 1 development. Phase 2 would have 50 stations and
5 terminals.
C. Leon - BRT (Mexico)
Figure 18: Images of the Leon BRT Stations in Mexico
There are in total 51 stations and 2 terminals existing along the

BRT corridor. The Stations are narrow and having high
platforms to enable rapid boarding and alighting. The system of
prepayment of fares has been incorporated into the system to
decrease the dwell time at stops.
29
5. Summary
Various issues related to the bus station have been dealt with in this working paper. The core
aspects with their issues and decisions have been listed in the table given below.
Table 5-1: Decision Areas and Recommendations

SL Areas Issues/ Decision Areas Recommendations
No.
1 Location of Bus Stops Mid Block In total 3 locations on the ring corridor
At Intersections at Mid block 79 locations at
-Near Side Intersections
-Far Side
Preferably bus stops are to be located
on the near side at intersections
2 Spacing of Bus Stops Depends upon location and Average of 500 M, varying in between
demand 300 M & 1000 M
3 Positioning of Bus Stops Median Side Location Curb side Location

in a given RoW Curb Side Location
4 Capacity of Bus Stops Very High Volume First Phase would cater to an
High Volume Intermediate Volume
Intermediate Volume
5 Layout of Bus Stops - Online, Offline Online Stops with staggering of the
- Staggered bus stops in opposite directions
6 Access to Bus Stops Provision of Pedestrian At grade access for bus stops at
Underpasses, overpasses, Intersections
at grade crossings Grade separated provision (Half
underpasses) for mid block Stops –
Especially along the old NH8.
7 Size of Bus Stop Depends upon the Provision of 2 Bays at a stop Size –
number of bays 25 M in length by 2.5 M in width with
a clear height of 2.5 M (min)
8 Platform Height Low floor Height to be matched with the floor

High floor height of the bus
9 Design Issues Provision of facilities and Conceptual Design developed showing

other amenities at the stop the placement of activities, circulation
Construction Material and probable material for construction
Protection from extremes of
climate
30
Annexure-3-4 (Cost Estimates for Bus Station Design Alternatives – Single Bay)
Unit Qty. Rate Amount

[A] 2.5 mtr. x 15 mtr. size
1 Providing, Supplying & fixing precast C.C. block Rmt. 32.50 318.00 10335.00
(M15) for 'L' shaped Kerbing of 450 mm width in
plan including 200mm stem width and of 500 mm
hieght including base thickness of 200 mm as per
design, conveying it to the site, jointing into
C.M.(1:3) & racking out the joints including with
necessary excavation of asphalt/soil or any type of
material, disposing of the unservicable material with
in 5.0 km. lead and providing and laying 150 mm
thick bedding concrete in C.C. 1:4:8(1 cement:4
coarse sand:8 coarse aggregate) etc. comp.as
directed.
2 Providing and laying cement concrete 1:1.5:3 for Cu.M. 0.77 4000.00 3087.00
column pedestal including excavating pit for it and
providing and fixing 300 x 300 x 12 mm base plate
on the foundation with foundation bolts as per
drawing, including the cost of form work, curing etc.
complete
3 Supplying, fabricating, erecting modular frame of Kg. 386.40 75.00 28980.00

MS pipe tubular sections of 75 mm dia. having 25
mm dia threaded gooves @ 450 c/c to accomodate
the skin structure and confirming to IS specification
including painting with two coats of synthetic enamle
paint over one coat of primer coating
4 Supplying, fabricating, erecting structural steel Kg. 270.00 65.00 17550.00

work riveted or welded , in build up section using
MS pipes as per drawing and specifications for
purlins, including painting with two coats of synthetic
enamle paint over one coat of primer coating
5 Providing and fixing translucent roof of approved Sq.M. 54.00 350.00 18900.00
make F.R.P. roofing sheets with Hilti make self
drilling and self tapping type bolts comp. excl. the
cost of purlins, rafters and trusses.
31
6 Providing and fixing 15 cm wide 45 cm over all semi Rmt 15.00 190.15 2852.25
circular plain G.S. sheet gutter with iron brackets 40
x 3 mm size, bolts, nuts and washers etc. including
making necessary connections with rain water pipes
complete. (0.80 mm thick with zinc coating not less
than 275 gm/ m2)
7 Providing, placing and fixing in position pre-cast No. 40.00 150.00 6000.00
cement concrete skin of 450 x 450 x 75 mm size in
mix 1:1.5:3 with 6 mm down graded stone
aggregate reinforced with 1.6 mm dia mild steel
wire, fixing and finishing in cement mortar 1:3, etc.
complete.
8 P/L 20 mm thk. Grey cement chequered tiles Sqm 37.50 320.00 12000.00
(terracotta) 250 mm x 250 mm of approved make
over a bed of 20 mm thk CM 1:4 including
necessarycuring etc. complete as per directed or as
per manufacturers recommendations.
9 Supplying and fixing of MS grill of approved design Sqm 6.75 1400.00 9450.00
to restrict the buffer area consisting of C.H.S. of 50
mm dia peripheral and 25 mm dia verical safety posts
including applying one coat of primer and two coat of
enamle paint.
10 P/F PVC rainwater downtake pipe with fixures like Rmt. 5.40 110.00 594.00
bends, shoe, etc. including fixing necessary
supporting MS clamps, brackets, etc. complete for
75 mm dia (4 kg/sq.cm) as per drawing.
11 Supplying and fixing road sign board made of Each 10.00 1500.00 15000.00
50x50x6 mm MS angle 3.6 mt. in length with fixing
the M.S. plate of 16 guage having the size 60x60
cm square including painting, lettering etc. complete
including fixing in C.C. 1:4:8 with necessary
excavation etc. complete
12 Providing and fixing fibre seats for seating purpose Rmt 15.00 900.00 13500.00
as per drawing.
Total 138248.25
Cost /Sqm 3686.62
32
Ahmedabad Bus Rapid Transit (ART) Bus Stops
Annexure 2.1: List Showing Locations of AMTS stops

Existing
Sl.No Station Name Existing Location Sl.No Station Name Location
1 Abu Koba Mid Block 58 Harbole nath Park Mid Block
2 Chintamani Soc Intersection 59 Rajdip Society Intersection
3 Sabarmati Soc Intersection 60 Raj Ratan Society Intersection
4 Power House Colony Mid Block 61 Gauri Cinema Mid Block
5 Power House Intersection 62 Soni Ni Chali Cross Roads Intersection
6 Railway Over Bridge Intersection 63 Viratnagar Intersection
7 Broad Guage Rly Stn Mid Block 64 Chamunda Nagar Mid Block
8 Prabod Raval Bridge Mid Block 65 Khodiyar Nagar Intersection
9 Bhavsar Hostel Intersection 66 Leela Nagar Mid Block
10 Nava Wadaj Intersection 67 Thakkar Bapa Nagar Intersection
11 Pragatinagar Intersection 68 Bajrang Bapu Ashram Intersection
12 Shastrinagar Intersection 69 Priya Cinema Mid Block
13 Jainmangal Society Intersection 70 Krishna Nagar Intersection
14 AEC Office Intersection 71 S T Workshop Intersection
15 Shreenath Nagar Mid Block 72 Raman Cotton Works Mid Block
16 Gopal Nagar Mid Block 73 Bunglow Intersection
17 Memnagar Terminus Intersection 74 Bethak Intersection
18 Karnavati Hostel Intersection 75 Dwarkanagar Intersection
19 Andhajan Mandal Intersection 76 Ruby Coach Builders Intersection
20 Himmatlal Park Intersection 77 Nana Chiloda Intersection
21 Rangmitra Society Mid Block 78 Ramkrishna Vidyalaya Intersection
22 Shivranjani Soc Intersection 79 Noblenagar Intersection
23 Umiya Vijay Mid Block 80 Kotarpur Water Works Intersection
24 Haridas Park Mid Block 81 Samrat Nagar Mid Block
25 Satyakam Soc Mid Block 82 Ambawadi Police Station Mid Block
26 Nehrunagar Intersection 83 Vahivati Kacheri Mid Block
27 Tagore Park Mid Block 84 Tanki / Indira Bridge Intersection
28 Manekbaug Hall Intersection 85 Nirankari Hall Mid Block
29 Sumel Flats Intersection 86 Sardarnagar Bus Stand Intersection
30 Shreyas Crossing Intersection 87 Sardarnagar Approach Intersection
31 Jaydeep Tower Intersection 88 Ajit Mills Intersection
32 Dharnidhar Intersection 89 National Mills Mid Block
33 Anjali Cinema Intersection 90 Anant Mills Mid Block
34 Dungarsee nagar Intersection 91 Rakhial Cross Roads Intersection
35 Chandranagar Intersection 92 Ganji Farak Mills Mid Block
36 Danilimbda Road Intersection 93 Marsdan Mills Mid Block
37 Chandola Talav Intersection 94 Patel Mills Intersection
38 PWD Stand Mid Block 95 Hathi Khai Intersection
39 Chandola Octroi naka Mid Block 96 Kamdar Maidan Mid Block
40 Ranipur Road Intersection 97 Sarangpur Intersection
41 Narol Circle Intersection 98 New Cloth Market Intersection
42 Cadilla Warehouse Mid Block 99 Anant Ashram Mid Block
43 Geeta Process Mid Block 100 Kamnath Mahadev Mid Block
44 Vatwa Cross Roads Intersection 101 Raipur Darwaja Intersection
45 Samrat Nagar Intersection 102 S T Terminus Intersection
46 Jeevan Park Mid Block 103 Majur Gam Intersection
47 Royal Tiles Intersection 104 Bhula bhai Park Intersection
48 Cadilla Bridge Mid Block 105 Mangal Park Mid Block
49 Jasodhanagar Cross Roads Intersection 106 Shah alam Tolnaka Intersection
50 Saraswati nagar Mid Block 107 Dhor Bazar Intersection
51 Sardar Patel Sankul Mid Block 108 Amrakunj Intersection
52 Swaminarayan Colony Mid Block 109 Gordhan Wadi Mid Block
53 CTM Cross Roads Intersection 110 Pushpkunj Soc Mid Block
54 Kailash Colony Intersection 111 Shelat Bhuvan Mid Block
55 Ajay Tenament Mid Block 112 Ram Baug Intersection
56 Rabari Colony Intersection 113 Krishna Baug Intersection
114 Maninagar Cross Roads Intersection
57 Ram Rajya Nagar Intersection 115 Maninagar Terminus Intersection
Annexure 2.2: List showing locations of proposed BRT stops

Distance
Location Station to next
Station Name Type Type station
1 Crematorium Intersection 470
2 Acher Intersection Interchange 520
3 Shankarpura Intersection 480
4 AEC Colony Intersection 650
5 Sabarmati Intersection 1250
6 RTO Intersection Interchange 600
7 Ranip Intersection Terminus 610
8 Old Wadaj Intersection 490
9 New Wadaj Intersection 450
10 Akhbarnagar Intersection Interchange 750
11 Pragatinagar Intersection 460
12 Shastrinagar Intersection 620
13 Jai Mangal Apt Intersection 600
14 AEC Intersection Interchange 950
15 Memnagar Intersection Interchange 950
16 University Intersection 350
17 Andhajan Mandal Intersection Interchange 695
18 Himmatlal Park Intersection 450
19 Shivranjani Intersection 460
20 Umiya Vijay Intersection 860
21 Nehrunagar Intersection Interchange 580
22 Manekbaug Intersection 1280
23 Shardanagar Intersection 490
24 Anjali Intersection Interchange 665
25 Chandranagar Intersection Terminus 1710
26 Pirana Intersection 665
27 Danilimbda Intersection Interchange 950
28 Chandola Talav Intersection 680
29 PWD Guesthouse Intersection 750
30 Ranipur Road Intersection 550
31 Narol Intersection Interchange 520
32 Cadila Warehouse Intersection 760
33 Vatwa Intersection Interchange 490
34 Royal Tiles Intersection 690
35 Ghodasar Intersection 1320
36 Jashodhanagar Intersection Interchange 750
37 Expressway Intersection 665
38 CTM Intersection Interchange 796
39 Kailash Colony Intersection 610
40 Rabari Colony Intersection 765
41 Raj Ratan Society Intersection 675
1
Distance
Location Station to next
Station Name Type Type station
42 Soni Ni Chali Intersection Interchange 695
43 ViratNagar Intersection 717
44 Khodiarnagar Intersection 635
45 Thakkarbapanagar Intersection Interchange 590
46 Bajrang Ashram Intersection 560
47 Priya Cinema Mid block 530
48 Krishna nagar Intersection 490
49 Naroda ST Depot Intersection Interchange 580
50 Bethak Intersection 815
51 Devi Multiplex Intersection 420
52 Galaxy Intersection 400
53 Ruby Rushi Intersection Terminus 470
54 Dwarkanagar Intersection 520
55 Noblenagar Intersection 635
56 Kotarpur Approach Intersection 840
57 Sardarnagar Approach Intersection 1790
58 Indira Bridge Intersection Interchange 1020
59 Sardarnagar Intersection 650
60 Airport Intersection 1030
61 Bhat Intersection 1350
62 Ajit Mills Intersection 460
63 Hamid Chowk Intersection 430
64 Rakhial Intersection Interchange 650
65 Narsdan Mills Mid Block 390
66 Patel Mills Intersection 550
67 Hathikhai Intersection 1040
68 Kamdar Maidan Mid Block 830
69 Sarangpur Intersection Interchange 550
70 New Cloth Market Intersection 370
71 Raipur Darwaja Intersection Interchange 350
72 S T Terminus / Astodia Intersection 550
73 Majur Gam Intersection 450
74 Bholabhai Park Intersection 570
75 Swaminarayan College Intersection Interchange 425
76 Amrakunj Intersection 565
77 Pushpakunj Society Intersection Interchange 560
78 Rambaug Intersection Interchange 370
79 Krishnabaug Intersection 430
80 Maninagar Intersection 335
81 Maninagar Terminus Intersection Terminus
82 School (Danilimbda) Intersection 550
2
GUJARAT INFRASTRUCTURE DEVELOPMENT BOARD
Gujarat Infrastructure Development Board (GIDB), established in 1995 , is Mr. Jayant Parimal, IAS
chaired by the honorable Chief Minister of the State. Chief Executive Officer
This is a unique organization of its type and is an over-arching body for
infrastructure development in Gujarat, encompassing both the hard as well as
the soft infrastructure sectors. GIDB itself does not develop infrastructure
services but acts as a catalyst for their development.
AHMEDABAD MUNICIPAL CORPORATION

The Ahmedabad Municipal Corporation (AMC), constituted in 1950 under the Mr. Anil Mukim , IAS
Bombay Provincial Municipality Act, is a statutory body created to regulate Municipal Commissioner
development and prove utilities and facilities.
The Ahmedabad Municipal Trans port Service, a body of AMC provides public
transport services in Ahmedabad. Introduction of CNG buses through private
sector participation is the recent initiative of AMC.
AHMEDABAD URBAN DEVELOPMENT AUTHORITY

The Ahmedabad Urban Development Authority (AUDA), constituted under the
Mr. K. Kailashnathan, IAS
Gujarat Urban & Town Planning Act 1976, is a nodal agency responsible for the Principal Secretary
preparation & implementation of Development plans and town planning Urban Development Department
Schemes in their jurisdictional areas.
Chairman, AUDA
AUDA planned and developed large network of roads in the expanding areas
of the city.
CEPT UNIVERSITY
Centre for Environmental Planning & Technology University, established Dr. R.N.Vakil
in 1962, is one of the premier institutes in India imparting educ ation to Director
students and professionals in the related fields of Architecture, Planning,
Civil Engineering, and Interior Design.
Apart from academics, CEPT offers consultancy, research and short term
professional training courses with various national and international
organizations.
For Further Details:

Mr. Jayant Parimal, IAS Prof. H.M. Shivanand Swamy,
Chief Executive Officer Project Team Leader
Gujarat Infrastructure Development Board School of Planning, CEPT University,
Block No.18, 8th Floor, Udyog Bhavan, Sector 11, Gandhinagar , Kasturbhai Lalbhai Campus, Navrangpura, Ahmedabad -
Gujarat 382017 380009
Phone - +91-79-23232701 Fax - +91 79 - 23222481 Phone - +91 79 26302470
Email : ceo @gidb.org Email : shivanand@spcept.org

04.bus Station Design

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

04.bus Station Design

Uploaded by

Copyright:

Available Formats

FOR DISCUSSION

Gujarat Infrastructure Development Board (GIDB)

Ahmedabad Municipal Corporation (AMC)

Ahmedabad Urban Development Authority (AUDA)

Centre for Environmental Planning & Technology University,

“Buses, More Buses, Better Buses”

The present initiative of Gujarat Infrastructure Development Board

(GIDB),Government of Gujarat, in collaboration with Ahmedabad

Municipal Corporation (AMC) and Ahmedabad Urban Development

Authority (AUDA), to develop BRTS is in recognition of the fact that no

component in an integrated transit system of any mega city.

Mr. Anil Mukim

Mr. P.J Pujari

Mr. Jayant Parimal

CHARACTERISTICS Travel Identity Safety

The team welcomes suggestions on the bus station design.

Prof. H.M. Shivanand Swamy

List of Tables List of Maps

Draft Working paper on Bus Stop Design and Location

2. Characteristics defining a Bus Stop

2.1.1. Mid Block/Near Side/Far Side Locations of Bus Stops:

Table 2.1.1-1: Comparative Analysis for Bus Stop Locations

Type of Location Advantages Disadvantages

Mid Block – Minimizes sight distance Increases walking distance from

2.2. Bus Stop Spacing:

Figure1: showing relation between stop spacing and time

Corridor 1: optimum average transit stop distance

Pedestrian Zebra Crossing

Figure 2: Layout of Bus Stop location for a 30 M RoW road

2.3. Access to Bus stops:

Figure3: showing access to bus stops through Pedestrian Underpass

Access to the stations

2350 8300 2350 7000 2350

2.4. Placement: Curbside Vs Median Side

Figure4: showing use of existing bus stops

Curbside Location of Bus Stops

Median Side Location of Bus Stops

system at all stops are easier as it

Figure 7: Layout showing positioning of bus stops

a. Curb Side - Median

BUS STOP BUS STOP

2.5. Capacity of Bus Stops:

2.6. Size and Layout of Bus Station:

2.6.1. Provision of Bays

PARKING STRIP/LANDSCAPED STRIP

12000 4600 12000

3. Design of a BRT Station:

3.1. Design Issues:

3.1.1. Passenger Amenities

3.1.2. Safety and Security

3.1.3. Barrier Free Design

3.1.4. BRT Platform Characteristics

Figure 9: Boarding and Alighting platform type for BRT Stations

3.1.5. Climatic Protection

3.1.6. Aesthetic Design

3.1.7. Fare Collection

3.2. Conceptual Design of the Station:

MOVEMENT AISLE MOVEMENT AISLE ENTRY

BOARDING ALIGHTING ADVERTISMENT PANELS BOARDING ALIGHTING

Polycarbonate sheeting supported as structural roofing material, supported

Seats- Metal sheets bent around ties, with the ties

2500 7000 2500

PROVISION FOR ADVERTISING HOARDING