Transportation and Commerce within the

Stabroek Area
: A research project to access problems within the streets of the Stabroek, New town and
Robbstown areas and engineer a sustainable environment to facilitate transportation and
commercial business activity within the project area.
CIV 401
University of Guyana
Kwesi Mcdonald
8/24/2009
GLOSSARY OF TERMS

Terminology Definition/Comment
Georgetown The capital and largest city of Guyana. Georgetown is located at
6°48′N 58°10′W. The city serves primarily as a retail and
administrative Centre. It also serves as a financial services Centre.
Market A system that allows buyers and sellers to exchange any
type of goods, services and information.
Street vendors These firms are classified as direct selling, non-store
retailers. They may include any vending business selling perishable
or non-perishable goods from the structure of a tent or a motor
vehicle.
Stabroek market The physical structure and streets within the project area
which facilitates transportation and commerce
Minibus Toyota Hiace commuter body type (pre-2004)
Coaster Toyota Coaster 30-S commuter bus
Minibus system Hail and ride bus service provided by privately owned
minibuses with routes designated by Ministry of Home affairs,
Guyana.
Walkway Space provided for pedestrian traffic
Roadway Space provided for vehicular traffic
Board the act of going on to a bus, ship, aircraft, etc.
Alight To get down, as from a vehicle; dismount

i|Page
 Summary

In 2008 traffic signals were installed along the avenue of the republic in
Georgetown, this avenue was previously being used to provide on-street bus operations
for several bus routes. These bus operations were relocated to Stabroek market area,
following articles that appeared in the newspapers complaining about the negative
effects of these bus operations in the area this project was initiated.
The initial stages required the review of literature regarding bus operations,
particularly in developing countries and their development. Consequently aspects of
pedestrian travel and the relationship between efficient transport infrastructure and
commercial business operations had to be examined. Field assessments were conducted
and it was determined that the bus parks had reduced on-street parking capacity of
private vehicles and contributed to a poor pedestrian environment in association with
walkway encumbrances such as non-store street vendors.
With methodologies obtained from the literature review and data from the two
public transportation surveys conducted in Guyana, a sustainable methodology for the
improvement of the minibus service in Georgetown was identified. This methodology
generally involves establishing bus terminals within areas where these buses provide
boarding and alighting and reducing bus zones to enable this system of terminals.
Since a significant majority of minibuses that park within the Stabroek area do
not provide bus service within Georgetown, the number of minibuses parks required
would be dramatically reduced and would provide an improvement to the pedestrian
transport, on-street parking as well as public transportation operations in the area ; all
of which are essential elements to a functioning commercial area.
Contents
1.0 Introduction ............................................................................................. 1

2.0 Background ............................................................................................. 3

3.0 Statement of Problem .............................................................................. 4

4.0 Objectives ............................................................................................... 4

5.0 Scope ...................................................................................................... 4

6.0 Significance of Study .............................................................................. 5

7.0 Literature Review .................................................................................... 7

7.1 Greater Georgetown Development Plan (2001-2010) ......................... 8

7.2 Sustainable development ...................................................................... 9

7.3 Green Engineering ............................................................................. 10

7.4 Pedestrian Modeling .......................................................................... 12

7.5 Pedestrianisation ................................................................................ 14

7.6 sections Bus Station Design ............................................................... 16

7.6.1 Land use and the location of bus stations ...................................... 16

7.6.2 Operation of a bus station ............................................................. 18

7.6.3 The platform and bus bays ........................................................... 19

7.6.4 Roofing and flooring .................................................................... 19

7.6.5 Staffing facilities .......................................................................... 20

7.6.6 Secure operation of a station ........................................................ 20

7.7 Markets and street vendors ................................................................. 23

7.8 Ferry terminal and passenger boats .................................................... 24

7.9 On-street parking ............................................................................... 25

7.10 MiniBus surveys of georgetown. .................................................... 27

8.0 Methodology ......................................................................................... 29

8.1 The field assessment .......................................................................... 29

 8.1.1 Bus Parking Counts ...................................................................... 29

8.1.2 Pedestrian Counts......................................................................... 29

8.1.3 Roadway Measurements............................................................... 30

8.1.4 Case study.................................................................................... 30

8.2 Design Phase ..................................................................................... 30

9.0 Data Presentataion and Analysis ............................................................ 31

9.1 problems Assessed within the project area. ........................................ 31

9.2 Minibus Service ................................................................................. 33

9.2.1 Case Study: East Bank Route 42 .................................................. 36

9.2.2 Reasons to re-designate the bus zones .......................................... 36

9.2.3 The “ideal” bus station ................................................................. 37

9.3 Street Parking .................................................................................... 38

9.4 Pedestrian Activity ............................................................................. 40

9.4.1 Pedestrian travel attributes of the area: ......................................... 41

9.5 Commercial Activity .......................................................................... 45

9.6 Roadways, Walkways and the environment ....................................... 47

10.0 Discussion AND INITIAL Recommendations ................................... 49

10.1 The Environment ............................................................................ 49

10.2 Pedestrian Activity ......................................................................... 50

10.3 Private Parking ............................................................................... 51

10.4 Minibus Parking ............................................................................. 52

10.5 Commercial Activity ...................................................................... 52

10.6 Sustainable Development ............................................................... 53

10.7 Further Studies ............................................................................... 54

11.0 Engineering Design ............................................................................ 55

11.1 Constraints ..................................................................................... 55

 11.2 Criteria ........................................................................................... 55

11.3 Requirements ................................................................................. 56

11.4 Proposed Solutions ......................................................................... 56

11.4.1 Improving short-term parking capacity ....................................... 56

11.4.2 Improving the pedestrian network .............................................. 57

11.4.3 Improving the bus parks ............................................................. 57

11.5 DESIGN ANALYSIS and Specifications ....................................... 57

11.5.1 On-Street Parking ....................................................................... 57

11.5.2 Pedestrian Network .................................................................... 58

11.5.3 Bus Station ................................................................................. 60

11.6 Why this design is acceptable ......................................................... 64

12.0 Conclusion ......................................................................................... 65

13.0 Additional Recommendations ............................................................ 66

14.0 Bibliography ...................................................................................... 69

15.0 Appendix ........................................................................................... 70

1.0 INTRODUCTION

The initial motivation and ultimate of aim of civil engineering is to improve the
quality of life of the civil population, whether it is a road or a groundwater well the
positive effect of a higher quality of life is important to a society as its population
increases. This paper seeks to initiate changes in the transportation system of Stabroek
market and improve the quality of life for persons who frequent the area.

“Unfortunately, some public transport policy studies have been no more than
shopping lists of ways of improving the public transport system. They have started out by
what amounts almost to an inventory of the public transport network including its
shortcomings. (It is often overlooked that there can be no such thing as a shortcoming
unless it has been demonstrated that there is a need or desire to remedy it.) Public
transport studies should not start out by examining technology. They should start by
examining what kind of public transport services are needed, then proceed to analyse
what technological contributions may help to meet these needs.” (Simpson, 1994)
This excerpt basically outlines the methodology of this design project, which
attempts to address the needs of stakeholders in the activities that occur in the streets of
the Stabroek area. The research is directed primarily at minibuses and pedestrians within
the streets that emanate from Stabroek market.
Reviewing multiple books, research papers and design guidelines; recurring
elements of a public bus station design emerge and these form the basis of the literature
review. This project attempts to cover every new element in urban engineering as well as
all the primary themes needed to engineer a sustainable environment for stakeholders of
the Stabroek area. However this project will only serve as an initial design of larger more
complex series of engineering methodologies which should be applied to the Stabroek
area.

Page | 1
The genesis of this project lies in newspaper articles featuring the mayor of Georgetown
complaining about the negative effect that minibus parks moved into the Stabroek square
have on the commercial operations of the area.

The change in project description

The original description of this project in the proposal was “A design manual for
the sustainable operation of a single building complex to facilitate a bus terminal and
commercial business activities.” But after reviewing related engineering material and
incorporating sustainable design the idea of a single facility did not seem as relevant.
Focusing on need based engineering, instead of just designing inventory without
identifying the problems it would solve, thus the aim is to assess existing need of the
stakeholders involved and meet these requirements through economically, socially and
environmentally sustainable methods.

Additionally the new vendors‟ mall meets most of the guidelines for a pedestrian
shopping area so there was no need for study this aspect; i.e. it has walkways of sufficient
width , effective lighting, areas visible from public streets, comfortable and aesthetic
environment; however it do not possess information/signage to improve the use of the
facility.

This report is compiled to be concise focusing on presenting the technical content

relevant to the project area using visual aids and charts as much as possible.

Page | 2
2.0 BACKGROUND

The Stabroek square area features a covered public market of steel framed structure, with
the connected frames fabricated from sections and rolled into shape by ingots of hot steel, with a
floor space of approximately 76,728 square feet with a total weight of 635 tons, the structure,
built partly on land and water. A large bitumen covered square is linked to several streets
transforming the Stabroek market into a central hub of activity in Georgetown. The market
structure itself serves as a water transport hub for passengers and goods.
With the installation of traffic lights on avenue of the republic minibuses have been
forced into the streets and square of the area, conflicting with pedestrians and street vendors.
Previous plans from government agencies generally propose one idea, spread the
operations of Stabroek market, with new bus parks and vendor arcades to be scattered across the
city. This proposes a further problem, what happens in the new areas to host these operations
when they too become unsustainable? With increasing residential developments and plans for
new towns the need for sustainable urban engineering will only increase. Implemented projects
have failed to remain viable and the minibuses and vendors simply reverted to the old situation,
which they assume is the best to serve their needs. An example would the attempt by the
M.&C.C. to move the U.G./Industry bus park to East Street Bourda in 2008. The environment
within Stabroek market is being replicated throughout Guyana, at housing schemes, bridge
crossings etc and a technical effort should be made to improve the quality of life for stakeholders
within the area.

Page | 3
3.0 STATEMENT OF PROBLEM

This research seeks to provide stakeholders of the Stabroek market area with the
recommendations that will sustainably address the parking of public transportation buses, private
cars and the encumbrance of vendors on streets and pavements within the Stabroek market area.

4.0 OBJECTIVES

a) To assess problems of stakeholders within the area as it relates to the streets of

the area;
b) To determine functional requirements that will rectify identified problems;
c) To determine produce a preliminary design that will be sustainable for the
Stabroek area.

5.0 SCOPE
a) This project area will cover minibus parking and commercial street
activity in the area west of avenue of the republic bounded by Robb
Street and Hadfield Street;
b) This project will examine stakeholders of activities which occur on the
roadway of the project area;
c) The stall holders within Stabroek market will not be considered;
d) Taxis will not be considered in this project;
e) Drainage will not be considered in this project;
f) Only a preliminary design will be produced without extensive
structural, geotechnical or architectural design.

Page | 4
 Satellite View of Georgetown
with project area highlighted,
image © google earth

Maps of Georgetown See

Appendix A5

6.0 SIGNIFICANCE OF STUDY

This research will prove to be invaluable in understanding of how to establish a

sustainable market facility and bus terminal within Guyana. At other major economic centers in
Guyana similar issues with regards to bus parking and street vending exists attempts to establish

Page | 5
markets and bus parks have not been entirely successful. This research although focused on
Georgetown can serve a basis for other projects around Guyana.
Also with a more attractive environment the Stabroek area would be revitalized and
encourage the possibility of further commercial development.

Page | 6
7.0 LITERATURE REVIEW

This literature review outlines the components of a transportation facility that features
commercial activity; it intends to fill the gap in knowledge that a civil engineer in Guyana should
have during the design process.
This review was produced as I read the literature as also services a documentation of this
process. The points outlined serve as a guide by which more advanced literature can be
reviewed.
Other literature reviewed includes:
Guyana Transport Sector Study of 2005
Books related to Urban Design

Additionally interviews were conducted with technical officers within several

government agencies.

Page | 7
7.1 GREATER GEORGETOWN DEVELOPMENT PLAN (2001-2010)
The „Greater Georgetown Development Plan (2001-2010)‟ was published in March 2002
by the Central Housing and Planning Authority of the Ministry of Housing and Water. The Plan
is the principal document available which presents any future perspective on planning for
transportation in the City of Georgetown. The general stated transport-related aims of the Plan
are to:
 „Obtain more efficient links with the national roads networks;

 Plan primary and other roads networks in and around the town;

 Reduce congestion within Georgetown;

 Reduce the need to travel; and

 Provide efficient travel, through the use of public transport, cycling and walking.‟

The plan outlines general priorities transport users in the following order of priority:
 „pedestrians and those with impaired mobility;

 cyclists;

 public transport and taxis; and

 Private motor vehicles.‟

The Plan also includes a series of „Transport Policy Statements‟ for Georgetown.

Page | 8
7.2 SUSTAINABLE DEVELOPMENT

Sustainability has been defined as “meeting the needs of the current generation without
impacting the needs of future generations to meet their own needs” and is often interpreted as
mutually advancing the goals of prosperity, environment, and society. The sustainable
development debate is based on the assumption that societies need to manage three types of
capital (economic, social, and natural), which may be non-substitutable and whose consumption
might be irreversible. In most countries the availability of capital for project implementation or
maintenance is always an issue, when capital is available the “business as usual” mentality does
not encourage the optimized resource allocation. Employing design methodologies such as green
engineering is one means by which to integrate sustainable development into an engineering
design.

The concept of sustainable development

Page | 9
7.3 GREEN ENGINEERING

Historically the trend of environmental degradation has been associated with increasing
human population and development. This trend also puts a strain on resources required to
improve the quality of life of the population. Green Engineering, along with Green Chemistry
(Anastas, 1998), are engaged through science and technology on ensuring that quality of life, or
state of economic development, is increasing through benign chemicals and materials and life
cycle-based design as well as material and energy efficiency and effectiveness. This decouples
the historical relationship of population growth and environmental degradation on the path
towards an improved quality of life. (Zimmerman, 2005)
The 12 Principles of Green Engineering (Anastas, 2003):
 PRINCIPLE 1 - Designers need to strive to ensure that all material and energy
inputs and outputs are as inherently non-hazardous as possible.
 PRINCIPLE 2 - It is better to prevent waste than to treat or clean up waste after it
is formed.
 PRINCIPLE 3 -Separation and purification operations should be a component of
the design framework.
 PRINCIPLE 4 - System components should be designed to maximize mass,
energy and temporal efficiency.
 PRINCIPLE 5 - System components should be output pulled rather than input
pushed through the use of energy and materials.
 PRINCIPLE 6 - Embedded entropy and complexity must be viewed as an
investment when making design choices on recycle, reuse or beneficial
disposition.
 PRINCIPLE 7 - Targeted durability, not immortality, should be a design goal.
 PRINCIPLE 8 - Design for unnecessary capacity or capability should be
considered a design flaw. This includes engineering “one size fits all” solutions.
 PRINCIPLE 9 - Multi-component products should strive for material unification
to promote disassembly and value retention. (minimize material diversity)

Page | 10
 PRINCIPLE 10 - Design of processes and systems must include integration of
interconnectivity with available energy and materials flows.
 PRINCIPLE 11 - Performance metrics include designing for performance in
commercial “after-life”.
 PRINCIPLE 12 - Design should be based on renewable and readily available
inputs throughout the life cycle.

Page | 11
7.4 PEDESTRIAN MODELING

A pedestrian model provides estimated values for the number of people walking on each
street in a particular area under study. It is based on a statistical model which links real observed
flows with a range of factors that have been shown to influence movement patterns. Some of the
major factors are land uses, transportation links, pavement capacity and the layout of the street
network itself. Pedestrian models give an early indication on how pedestrians will use the streets
or roads in an area.
The model brings an empirical, scientific approach to design evaluation by measuring a
key performance index: foot traffic on the streets. The model is a design evaluation tool,
allowing transport planner to test different designs to get the best result.
Historical models of pedestrian movement have generally been limited to the
macroscopic scale, grouping individuals as a group and analyzing their movement as a mass.
Commonly models were determined from statistical regression to determine the most important
factors influencing walking volumes and Fluid-flow analysis treats pedestrian movement as a
fluid moving around obstacles. (Batty, 2001). Modern models attempt to simulate microscopic
pedestrian movement by analyzing pedestrians as individual objects; the most common of these
is an agent-based pedestrian model.

The effective pedestrian model for a public transport facility must identify and analyze
certain process of pedestrian movement such walking behavior of pedestrians, pedestrians
performing activities, and the interaction of passengers with public transport vehicles. (Daamen,
2004)

The US FHWA identifies some attributes of pedestrian movement that are important in
their Pedestrian Planning Process Manual (Kagan, Scott, and Avin, 1978), these are:
 Accessibility;

 Amenities;

 Attractiveness;

 Physical comfort;
Page | 12
 Psychological comfort;

 Information; and

 Safety.

Page | 13
7.5 PEDESTRIANISATION

Pedestrianisation involves development schemes aimed at restoring or amplifying

pedestrian access to areas. New development methodologies such as New Urbanism integrate
walking as a primary mode of transportation with commercial and high density developments
positioned for the pedestrian. Pedestrian schemes are generally accompanied by improved
parking areas outside of the pedestrian zone, grass and shrub landscaping and a continuous
network for pedestrian flow. Drivers travelling in excess of 40kph/25mph are unlikely to stop for
pedestrians; therefore traffic management techniques are usually employed to maintain a lower
rate of travel.
The following is extracted from the Hong Kong Department of Transport website and
was presented at a meeting of Asian mayors.
Pedestrian schemes generally aim to:
 To improve pedestrian safety and mobility

 To promote walking as a transport mode

 To discourage access for non-essential vehicles

 To reduce air pollution

 To improve overall pedestrian environment

Pedestrian schemes include the following types:

 Full-time Pedestrian Street: In full-time pedestrian streets, pedestrians have

absolute priority. Vehicular access is restricted to emergency services only but

service vehicles may be allowed in specific period, for selected locations.

 Part-time Pedestrian Street: In part-time pedestrian streets, vehicular access is

only allowed in specific periods. In order to minimize vehicular access to the area,

Page | 14
 there is no on-street parking space. However, loading bays are provided for

loading and unloading purposes.

 Traffic Calming Street: In traffic calming streets, footpaths are normally widened

and on-street parking spaces are reduced as far as possible. Taxi stands and green

minibus stands are only provided if relocation is not practical. There is no

restriction to vehicular access. However, vehicles are slowed down through the

use of traffic calming measures, such as speed tables, kerb build-outs, sharpened

corners, road narrowing, etc.

Some Studies suggest that the decision to walk is influenced by attractiveness of the
environment, and generally reducing the feeling of inferiority compared to road users. (Tight,
Kelly, Hodgon, & Page, 2004)

Page | 15
7.6 SECTIONS BUS STATION DESIGN

7.6.1 Land use and the location of bus stations

“The division of responsibilities between town planning authorities, local authority

engineering policy and transport authorities has contributed to the lack of coordination between
land use policy, public and private transport policies. This has had several serious effects. Big
traffic generators have been too often badly located in relation to public transport capacities.”
(Simpson, 1994)

The above statement describes the relationship that exists between land use policy and
public transportation, the latter of which is basically not considered by planners. Public
transportation planning is hindered by the availability of land, this situation demands stations and
bus stops to be highly efficient and innovative in their land use to ensure that their successful in
their purpose.
Bus services are usually planned to follow land uses and activities, their focus on
customer convenience is to attract ridership and ultimately revenue. This convenience can be
represented in locating bus station and bus stops within a reasonable walking distance of the
pedestrian. It must also allow passengers to board and alight safely. Ideal locations for bus stops
are places of particular need such as shops, libraries and sheltered housing. Consultation of a
location may include the police, public works authority, businesses and the public. In some cities
bus services operate without the use of bus stations, by coordinating their activity on city streets
in conjunction with road traffic restrictions.

Page | 16
Accessible bus stop design guidance (2006)

Page | 17
7.6.2 Operation of a bus station

Accessible bus stop design guidance (2006)

The operations of a bus station differ from a bus stop in that a station offers more
services, multiple bus routes, route interchange etc; a bus station is also associated with the
termination point of a route. A station also facilitates waiting areas, commercial business activity
and is a focus for planning high density land uses.
Enclosing buses in a confined space is always liable to make exhaust emissions, noise,
and leakage of oil and the other environmental effects of buses much worse than in the open. The
environment of most enclosed bus stations varies from poor to disastrous (Simpson, 1994).
Passenger safety within bus stations is concerned with two aspects, safety from vehicles,
track, electrical and other equipment and safety from assault. Attempts to isolate pedestrians
from vehicular traffic will sometimes expose the pedestrian to crimes which are relatively easy to

Page | 18
get away with. Safety from assault is an overwhelming concern of public transposition stations
with varying methodologies to address them. The basic design involves an open plan and in an
elevated position so that the area is visible to passers-by.
Safety of pedestrians from vehicles can be addressed by several means. In bus stations,
there should be a clear delineation and separation of passengers and vehicles. Passengers should
not have to cross road space used by vehicles. Elimination of the need for vehicles to reverse will
also help to reduce accidents. Unfortunately these represent ideal conditions. They are not
always practical on the sites available and compromises have to be made.

7.6.3 The platform and bus bays

Bus stations must present an attractive face to passengers and potential passengers by
providing safe access to the buses as well as a clean and safe waiting area. Concessionary
businesses can also be located in this area to improve functionality of the space. Aesthetic design
can be complemented with plants and building paint. Adequate seating is also a requirement
especially if departure times are long. The waiting area will be subject to surges of passengers
during peak periods and design should as adequately as possible met this need. The platform area
serves as the interface between the passenger and the bus service, providing essential information
and other services such as public toilets.

Bays for buses in a station can be either at right angles to the passenger area, parallel to it,
or in echelon (at an angle to the aisle (an acute angle with the direction of approach). Bus bays at
right angles or in echelon will need reversing space but give a greater capacity for the frontage of
the passenger waiting area. Shunting bus maneuvers involves vehicle only sets down passengers
on to their concourse before moving away to park or to a bay position for collecting passengers.
In practice, angled parking usually falls between 20 and 50 degrees (Blow, 2005).
The platform provides a safety barrier between the bus and pedestrian and extends the
benefits of the waiting area such as a roof overhang until the passenger boards.

7.6.4 Roofing and flooring

A roof provides shelter from weather and allows the station to operate without hindrance
from the sun and rain. The design is influenced by the function of the facility and intended
Page | 19
lifecycle of the facility. The overhang of roof must provide cover to the entrances and bus bays;
it improves attractiveness of the facility and enhances functionality. Flat roofs provide additional
floor space but since bus station are subject to change or upgrades depending upon the bus
service a roof that can be demolished or easily repaired are always the most viable choice. The
angle with which rain falls is influenced by many factors including weight of raindrop, wind
speed etc; wind driven rain can vary between 22degress and 60 degrees. An angle of 45 degrees
is commonly used to prove a economical balance, i.e. from the edge of the platform a 45degree
line is drawn upwards to intersect with the angle of the roof. However an overhang will be
affected by the heights of vehicles that have to approach the platform.
The floor in a bus station has to be a durable and hard wearing surface; as well as
seamless and easily maintainable. The floor must have resistance not only to pedestrian traffic
but also the environment. Demarcation is important in controlling pedestrian movement and
safety. Sight guidelines positioned on the floor for the elderly and impaired assist them in
navigating the facility.

7.6.5 Staffing facilities

A station may require operations staff to monitor the bus service operations, and assist or
supervise pedestrians; these operating staff can be accommodated in a office facility either
within the station or nearby. It usually provides canteen and toilets, a recreation area, locker
rooms and „pay-in‟ facilities.

7.6.6 Secure operation of a station

Because of the high volume of pedestrians who may be required to walk wait or loiter in
a bus station they easily become areas of crime and violence. Poor segregation of buses and
pedestrians increases the likelihood of accidents and create a sense of chaos for bus operators
and observers. Research projects such as SPIN-UP (Security Perception in Intermodal Stations
for Urban Public transport) have attempted to develop measures which intend to mitigate safety
concerns in transport stations.
Mitigation measures usually revolve around making it more likely that the offender will
be caught and reducing fear that passengers may feel. Every station can be unique, so the entire
physical and social environment has to assessed and a range of possible measures of security

Page | 20
enhancement can be developed. The staff managing a station may also be trained to deal with
conflict and aggression. The maintenance of a station to creates a sense of management and
control, thus reducing fear; such maintenance includes repair lighting and trimming landscape.
Some design features become a potential threat if they are not well maintained.
The following is a list of points derived from the secure station program in the U.K.
(Department of Transport):
 Site perimeters, entrances and exits: entrances and exits should be clearly

marked and, when the station is open, allow clear visibility both inwards and

outwards. Example of good practice would be: the use of „open‟ fencing rather

than solid walls

 Formal surveillance The presence and visibility of staff and CCTV provides a

reassurance to passengers and a deterrent to potential offenders.

 Informal surveillance, by passerby, passengers and staff. Examples of good

practice include: the use of „open‟ fencing rather than solid walls, encouraging the

presence of retailers on the station and in the immediate vicinity, to generate a

„busy‟ atmosphere (taking care that they do not obstruct passenger exits) making

waiting areas visible to other passengers and staff, through the use of glazing

rather than solid walls.

 Landscaping Landscape design can make a station more attractive and develop a

sense of ownership by local residents and users. Examples of good practice

include: using slow-growing shrubs which cannot grow too large, use of prickly

shrubs to minimize opportunities for concealment.

 Lighting: Apprehension about personal security and crime increases after dark.

Examples of good practice include: uniform lighting, so that it does not create

Page | 21
 pools of intense brightness, silhouette on-coming pedestrians, or temporarily blind

people with its intensity the use of matt surfaces to minimise the possibility of

creating glare the use of light coloured paint

 Visibility, It is not only the ability to see ahead and along a route but, in the case

of any potential threats to personal security, to have space and time to anticipate

problems and plan precautionary action.

 Information to passengers: confidence in finding one‟s way around the station

and proceeding on one‟s journey is fundamental to a passenger‟s sense of

security, and can discourage those with criminal intent. Maps, signage and

timetables help the passenger make informed decisions and proceed confidently.

 Calling for help Passengers need to know that they can get help in an emergency.

Their confidence in such systems depends on a reliable, fast and effective

response.

Page | 22
7.7 MARKETS AND STREET VENDORS

Street vending is an important business activity and often more prevalent in large cities.
Many of these vendors cater to workers that are heading to or from work or during lunch hour.
Many street vendors sell standard food items such as hot dogs, hamburgers, chips, fruit, pastries
and salads, and coffee, soft drinks, tea and juices as well as specialty food items like ice cream,
bagels and snow cones. Others may sell merchandise such as scarves, t-shirts and other clothing
items, jewelry, and small electronic items such as radios, etc. (Lynn Andersen Lindberg, 2004)
Sophisticated street vendors can act as agents of store retailers corporations or franchises.
Streets vendors target potential customers by increasing their access to them, situating
themselves in locations of high pedestrian density and where other commercial businesses are
insufficiently meeting demand such as stadiums, office buildings, hospitals and malls. The key
element of a street vendor business is a market which has not reached its saturation point (at
which the market is not profitable), and where the street vendor and client form a friendly and
profitable relationship. Markets should be developed where growth potential exists and where
the vendor has a price or some other advantage (Lynn Andersen Lindberg, 2004). A vendor
would be expected to assess the income characteristics and needs of the community they intend
to interact with.
An organized vendor mall seeks to accomplish the same goals as a profit oriented bus
station, to attract potential clients and develop a market.

Page | 23
7.8 FERRY TERMINAL AND PASSENGER BOATS

A ferry terminal is intended to provide safe and efficient transfer of passengers from a
ferry to platform which leads into an area. Tidal movements often create a difference in height
between the boat and pier, and small passenger boats are often subject to motion due to waves.
Internationally small metal or fibreglass boats which can accommodate 10, 15 or 30
passengers are used in low density population area for water transport to islands. Ferry services
are usually operated as a time based service providing efficient and constant transportation.
Piers for small boats often extend normally from the shoreline with parallel bays for
passenger transfer.

20 persons
Fiberglass
passenger boat (http://shirabu-fiberglass.itrademarket.com/1086840/passenger-boat-12-meters.htm)

Page | 24
7.9 ON-STREET PARKING
Convenient on street parking in a downtown commercial area is essential to the long term
viability of the area. Since reversing into the public “right of way” is considered dangerous,
parallel parking is the most common parking method employed and in most areas the only
method permitted.
Angled parking has nearly twice the capacity of parallel parking with 90 degrees parking
having the highest capacity. Since on street parking would involve a flow of traffic along the
parking area, reducing and maintaining a flow of traffic below 40kph, as well as a clear line of
sight are essential for safety. Barriers to prevent drivers from driving on the pedestrian area or
into walls are also important.
“The process of changing parallel to angle parking must consider a number of factors
related to the particular street where the change is being considered. These considerations should
include area type, the classification or type of facility, street width, current traffic volumes,
pedestrian activity, the type of land use, the availability of parking, the impact on adjacent street
segments, transit operations and the potential changes in accidents.” (Edwards, 2002).
Another consideration is the angle of parking with flat angles such as 30 degrees allow
the front doors to swing free of the adjacent car, this can allow small stall widths.

Parking Module (Watson, Plattus, & Shibley, Time-Saver Standards for Urban Design,
2003)

Page | 25
 Formula for parking stalls and Module Dimensions (Watson, Plattus, & Shibley, Time-
Saver Standards for Urban Design, 2003)

Page | 26
7.10 MINIBUS SURVEYS OF GEORGETOWN.

A principle study of the minibus service in Guyana was conducted as a part of the
Guyana: Transport Sector Study conducted in 2005 under the Ministry of Public works by
GOPA Consultants. A second survey of the minibus service was conducted by ND LEA
Consultants in association with CEMCO INC. in 2003 as part of consultancy services for
Alternative Southern Approach to Georgetown.
These two reports share similar survey results and recommendations, some of findings
contained within these reports are:
 Removal of long-distance and non-city bus terminals from Georgetown;

 Relocation of minibus terminals within Georgetown;

 Redesign of minibus routes in Georgetown;

 Introducing larger capacity buses on high frequency bus routes.

 About 50% minibuses only operate once or twice per day

 Minibuses inbound to Georgetown in the morning have excess seating capacity,

having long boarding times in excess of 30minutes during off-peak periods and

some routes have excess passengers during afternoon peak periods.

 The frequency of minibus passengers is sporadic and subject to change on a daily

even hourly basis. About 40% of passengers transfer to another route at the

Stabroek terminal.

Page | 27
Table 3-2
Frequency of Minibus Routes Serving Georgetown Central Area (Inner Cordon)

Service Area Services per Average

Minibus Hour to/from Service Frequency
Route Number Central Area (approx.)
Georgetown 40 155 > 1 every 30
sec.
41 227 > 1 every 20
sec.
45 117 1 every 30
sec.
East Bank 42 172 > 1 every 30
Road sec.
West Bank 31 23 1 every 3
Road mins.
West Coast 32 35 1 every 2
Road mins.
East Coast 44 182 1 every 20
Road sec.
Long 43 (Linden) 10 1 every 6
Distance Services mins.
50 (Rosignol) 14 1 every 4
mins.
63A 4 1 every 15
(Moleson Creek) mins.
72 (Madhia) 2 1 every 30
mins.
Source: (Ministry of Public Works and Communications – Works Services Group,
consultant‟s Public transport report

See appendix A3 for additional excerpts.

Technical specifications of minibuses used in Guyana See Appendix A4

Page | 28
8.0 METHODOLOGY

8.1 THE FIELD ASSESSMENT

This involved acting as a member of the existing street operation, i.e. as pedestrian
moving streets of the area, loitering, and “stalking” other pedestrians; examining the pavements,
roadway, drains and movement of traffic both pedestrian and vehicular; acting as a private car
parking in the area and a vehicle traversing the area.
I also observed the commerce activity within the area and the relationship with
pedestrians, vehicles and commerce.
Photographs of the all streets within the area were taken during an 8am off-peak holiday;
also the functions of the area with minimal users was observed and recorded during this holiday.
Preliminary condition surveys were conducted on the roadways and pedestrian pavements
to determine if remedial work was necessary.

8.1.1 Bus Parking Counts

To assess the number of bus routes and their respective buses, a manual count was
conducted on two separate occasions during off-peak periods for 30 minutes. These off peak
periods would were 10am-11am and 2pm- 3pm. This was to determine the maximum number of
buses that would require parking.

8.1.2 Pedestrian Counts

Pedestrian counts were conducted during off peak periods counting the number of single
pedestrians within a section of walkway for 5 minutes. Each pedestrian trip was counted once.
This count was counted once. During these counts attributes of pedestrian travel were observed
and documented. This count should be regarded as a macroscopic flow analysis.

Page | 29
8.1.3 Roadway Measurements
Measurements of roads sections identified during the initial field assessment for
improved parking were taken, the widths of paved roadway, road shoulder, drains and walkways
were recorded on Robb Street and Cornhill Street.

8.1.4 Case study

An examination of the route 42 bus operation was conducted; it involved the
determination of active routes used by the zone 42 buses by interviewing the bus operators.
Acting as agent within the zone 42 bus system it ascertained the extents of bus service by
boarding and alighting at random points between Diamond and land of Canaan.
Finally buses where observed as the operated in the service area to determine the routine
extent of bus service, i.e., the points at which buses regularly stop; and the effect on the
passengers of this bus service.

8.2 DESIGN PHASE

The literature review identifies common methodologies for the operation of bus service
stations, pedestrian safety and walking efficiency; these methodologies were examined using the
data obtained during the field assessment to develop guidelines for their implementation in the
project area.

Page | 30
9.0 DATA PRESENTATAION AND ANALYSIS

9.1 PROBLEMS ASSESSED WITHIN THE PROJECT AREA.

Observing the Stabroek square and the connecting streets during a holiday at 8am, the
problems observed at rush-hour are still evident and appear to be systemic of the area‟s present
functions.
The problems which persist within the project area are:
 Pedestrian movement severely hindered on some streets, pedestrian travel can be

chaotic and persons only seem to enter the area to accomplish a pre-determined

task.

 Vehicles and pedestrians on most streets in the project area share space creating a

dangerous environment for vehicles and pedestrians.

Photograph c. stabroek news

 Some store roof overhangs drain rainwater on the pedestrian walkway sometimes

inundating it with water.

 Solid waste management is insufficient and the area is sometimes packed with

heaps of garbage.

Page | 31
 Minibus parking is unregulated or “self-regulated” by the operators, this leads to

the perception of chaos by pedestrians and vehicles not “familiar” with the area.

Minibus operators along with their “touts” harass pedestrians travelling through

the area in the hope of attracting customers.

 Stationary non-store vendors occupy pedestrian walkways and roadways and

some even construct shops on the pavement or roadway.

 Private cars have limited parking space within the area which usually taken by

business owners and office staff.

 Vendors particularly cash crop farmers near the Stabroek market entrance are on

the roadway frequented by minibuses and other vehicles.

Page | 32
9.2 MINIBUS SERVICE

Minibus Routes, Lengths and Vehicle Allocations (2003), (courtesy of M.P.W. &C.)
Minibus Between And Length Vehicle Notes
Route Number (km) Allocation
21 Supenaam Charity 61.5 150 Essequibo
Coast
31 Georgetown Canal #1 19.5 68 Via WBR
Canal #2 24.0
Patentia 17.5
32 Georgetown Parika 37.5 320 Via WCR
33 Enterprise Cornelia 7.0 10 Legman Is
Goodmans Freetown 9.0
Doctor Fly 10.0
Vertronwen 3.0
Good Success Zeelandia 9.0 Wakenaan Is
Concordia 11.0
Moor Farm 12.0
Marias Pleasure 9.0
Moitgedacht 3.5
40 Georgetown Kitty/Campbelleville 7.25 180
Sophia 8
.5

41 Georgetown East/West 1 5.5 190

East/West 2 4.75
South Riumveldt 8.1
Lodge 3.5
Cemetery Road 3.5
Tucville/Sophia 6.5
42 Georgetown Agricola 4.0 204 Via EBR
Peter’s Hall 5.0
Mocha Arcadia 11.5
Herstelling 7.5
Prospect 9.5
Craig 14.5
Friendship 18.0
Land of Canaan 25.0
Timehri 39.5
43 Georgetown Linden 104.5 300 Via EBR
44 Georgetown Cummings Lodge/ Industry 8.5 554 Via ECR
Plaisance 10.0
Better Hope 10.5
Montrose 11.0
Beterverwagting 13.5
Triumph/Mon Repos 14.5
Annandale 17.0
Buxton 18.0
Enterprise 20.5
Enmore 24.0
Victoria 26.5
Clonbrook 30.0
Mahaica 39.5
45 Georgetown Lamaha Hospital 6.0 75
50 Georgetown Rosignol 104.5 265 Via ECR
50A Rosignol Ithaca 5.5 4
62 New Amsterdam Harmony 17.0 10 Via ECR

Page | 33
 63 New Amsterdam Moleson Creek 88.0 336 Via ECR
63A (was Georgetown Moleson Creek 192.5 56 Via ECR
65)
64 New Amsterdam Wyburg 18.0 3
71 Bartica Approximately 10k radius 6
72 Georgetown Madhia 166.0 10-15 est. Via EBR
Source: Traffic Police records and Consultants’ estimates

“It is noted that, due to the configuration of the minibus routes serving the Georgetown
area, many passengers are required to pass through and transfer to another minibus route at the
Stabroek „terminal‟, (or elsewhere within the City where routes may intersect), to enable them to
access their final trip destination. The Consultants‟ on-board minibus surveys suggest that about
43% of passengers travelling to and from Georgetown on the ECR minibus services may
currently have to transfer at Stabroek (or elsewhere within Georgetown), whereas about 40% of
those using EBR minibus routes may also be making a transfer to reach their trip origins or
destinations. Passengers making transfers are required to pay a fare each time they use a
different route” (Ministry of Public Works and Communications – Works Services Group,
consultant‟s Public transport report)

Detailed bus surveys for the Stabroek area were conducted under the Guyana Transport
Sector Study of 2005 provided in Working Paper 14: Urban / Suburban Minibus Services in
Georgetown [Preparations for Special Study No. 1]. The results of that survey and conclusions of
the report indicate high frequencies of departures among local buses particularly during peak
morning hours with as much as 15 seconds for route 41 minibuses but 2mins for route 32
minibuses.

Page | 34
 Routes

Bus services
within
Georgetown
Bus services
outside of city

Pie chart showing minibuses that park in Georgetown.

60

45
50
41

40 46
47

30 40
48
20 31/32
42
10 44/50/63A
43/72
0
Minibuses Parking

Average minibus parking within project area during 30mins of off-peak periods.

The primary reason buses park within Georgetown is simply because it is a guaranteed
location to acquire passengers. A bus operator would view travelling along his route to acquire
customers as a risk; since he must acquire passengers to cover the cost of fuel, maintenance and
his income and there is no assurance of that by simply looking for passengers along the route.

Page | 35
9.2.1 Case Study: East Bank Route 42
The Route 42 zone allows any commuter bus to board and alight passengers along the
route of Georgetown to Timehri, these buses however segregate themselves into primarily three
bus routes terminating at points at which the bus returns to Georgetown, these points are Craig,
Friendship and Timehri. The latter two only provide boarding and alighting between the two
“turn around points”, thus creating informal terminals based on their knowledge of the social
need and their economic viability. However these buses must still return to Georgetown to board
passengers, because there are no formal terminals at the “turn around point” and no reason to
stop another route 42 bus from simply changing route and taking the passengers.

This has several profoundly negative consequences among which are:

 Traffic and parking congestion and related negatives results;

 Bus fares highly sensitive to changes in fuel price;

 Minibuses travel long distances to reach their service area and would not

penetrate the service area (“go off route”) but seek to return to the terminal

(Georgetown) as quickly as possible.

 Bus service for persons desirous of travelling within the service area and not to

Georgetown is difficult if not nonexistent, i.e. travelling from Craig to Timehri

persons usually must travel from Craig to Georgetown, then Georgetown passing

by Craig to get to Timehri. This basically means that direct public transportation

is nonexistent between certain areas even though they may be several miles along

the same roadway.

9.2.2 Reasons to re-designate the bus zones

 Reduce traffic congestion within Georgetown and nearby communities;

 Reduce the number of buses that will require parking at any one terminal;

Page | 36
  Allow buses to park and operate more effectively by remaining in the area in

which they provide service;

 Encourage the development of new economic areas outside of Georgetown at the

new terminals mitigating the need for vendors to setup operations in Georgetown;

 Reduce the fares and operating cost for bus services by reducing the distance they

would have to travel.

9.2.3 The “ideal” bus station

A bus station to accommodate all of the
routes operating out of Georgetown would require a
perimeter of as long as the entire Stabroek square
and spanning from the front of Stabroek market to
avenue of the republic.

Space required for the “ideal” bus station to

service all existing routes that operate out of the
Stabroek area. This includes roadway, pedestrian and platform requirements.

Parking Bay required for each minibus: 2.8m x 5.8m

Number of routes: 26
Number of minibuses per route: 10
Platform and waiting area: 10m wide
Width of bus station: 26no. x 2.8m = 72.8m
Roadway width between platform and bus park = 10m
Length of bus station: 10no.x 5.8 + 10m +10m = 78m

Minimum Area required for ideal bus station = 78m x 72.8m =5678.4 m2

Page | 37
 This space would exceed the Stabroek market itself and when the roadway space for
normal vehicle traffic, pedestrian travel etc. is considered the space requirements increase
beyond the free land space available within the area.
Note that the dimensions of the parking bay are based on the dimensions of a the Hiace
minibus, a coaster model minibus or a full size bus would require more space.

9.3 STREET PARKING

Street Parking conditions within Project area:
 The streets within project area outside of the bus parks are primarily designated

for parallel parking; Water Street (between Robb and south streets) and Cornhill

Street are the only streets with diagonal parking, these have been setup by

business or by the taxi operators.

 During weekdays the parking space is occupied by primarily by the businesses

and office staff. Most Parking is occupied by 9am and is held until 5pm;

 There are also taxies and minibuses on some streets outside of the bus parks

which may occupy parking on the streets;

 Private cars involved in retail shopping and other activities have limited and

random parking availability during business hours; this sometimes leads drivers to

double park on the roadway particularly on Robb street.

 Some businesses mark road shoulders for their own purposes such parking for

their personal parking, cargo vehicles or to simply have the entrance of the

business visible from the street;

 Some sections of the road shoulder are occupied by cargo vehicles and containers,

particular on the street behind the new vendor mall, which is occupied by
Page | 38
container trailers basically turning the street into an extension of the container

shipping facility.

This section is Brickdam, south along

the Demico business place; here the
road reserve has been blocked by the
business preventing taxies from parking
but also customers. The carriageway
for vehicles begins at the paved edge
thus the no stopping signs.

Page | 39
9.4 PEDESTRIAN ACTIVITY
Walking as mode of transportation within the project area can be described as inhibited
and chaotic, some walkways are encumbered over by vendors (street and in-store); the pedestrian
network is not completely linked and some sections require the pedestrian to travel on the
roadway. Pedestrian movement in the area is dominated by pre-determined destination and route,
so as to avoid obstructions or dangerous traffic.

The pedestrian network does not extend into the sections of the project area which have
been converted to bus parks such as Stabroek square and Brickdam shown above.

While most of the

walkways within the project area
are clear of large encumbrances
with a few stands, signs etc.;
some sections particularly a
roadway between Cornhill and Commerce streets features severe hindrances to walking.
Stationary vendors erect stalls on the pavements during business hours 8am to 5pm and leave the

Page | 40
goods secured in canopy on wooden stalls which are left at specific areas at night, sometimes
piled into groups and left on the walkway.

9.4.1 Pedestrian travel attributes of the area:

 Accessibility: Apart from new commercial buildings the pedestrian network in the

area, the existing pedestrian network has not been updated to meet present

pedestrian requirements. Some sections of high volume traffic have no pedestrian

walkway.

 Amenities: there no pedestrian amenities such as benches, green space within the

area

 Attractiveness: The area has no overall visual theme and each individual store or

street vendor creates the physical and visual environment they desire. The air

within the area can sometime be unpleasant with vehicles pollution, waste and

noise from the bus parks.

 Physical comfort: Most walkways are smooth and structural sound.

 Psychological comfort: With vendors, minibus touts, and loitering on some

walkways the ability for a pedestrian to move comfortably and undisturbed is

hindered. Most pedestrians only enter the area with pre-determined destinations

and there is no “window shopping” mentality.

 Information: there is no pedestrian signage in the area or maps to guide movement

 Safety: there are no pedestrians crossings in the area, no speed control such as

bumps, thus vehicles tend to move recklessly fast within the area even around

corners, traffic jams related to pedestrians and bus parks are the main restrictions

Page | 41
 to speeding within the area. With no walkways or encumbered walkways in some

sections, pedestrians have to walk on the roadway.

The above figure shows an overlay of pedestrian traffic within the area during an off-peak day
period.

Page | 42
 Pedestrians walk on the roadway at:
 Across South and commerce

streets where there is no

walkway

 Stabroek square, pedestrian are

boarded and alighted by two bus

parks on to the Stabroek square

which has no provision for

pedestrians.

 South road where the paved walkway is encumbered by vendors and other

obstacles

On streets where vehicles park over drains, some vehicles will be parked on the pavement
itself, there are usually wheel barriers erected to prevent this at most locations.
About 50% of pedestrian activity during off-peak periods is related to minibus travel
either boarding or alighting. Over 75% of pedestrians on the roadway is related to boarding or
alighting of minibuses.

Page | 43
STREET EASTERN/NORTHERN WESTERN/SOUTHERN
SIDE SIDE
ROBB 300 300
STREET
HINCK 125 100
STREET
SOUTH 10 10
STREET
CROSSING 175
BETWEEN
SITH AND
COMMERCE
STREETS
COMMERCE 35 35
STREET
AMERCIA 50 75
STREET
STABROEK 400 300
SQUARE
(ENTIRE
SIDE
COMBINED)

Table showing 5 minute pedestrian counts at particular sections

Page | 44
9.5 COMMERCIAL ACTIVITY

Commerce activity in the streets of the area is dominated by non-store stationary vendors
who occupy sections of the pavement with stalls to display their goods. There is approximately
one vendor for every 20 feet of pedestrian walkway within the project area.

Page | 45
 The area provides a vital support for cash crop farmers; vendors shown establish
themselves on a high volume pedestrian route even though they are on the roadway.

Vendors are accommodated within the:

 Stabroek market: steel frame structure housing hundreds of retail and wholesale

vendors of all types from jewellers to fresh fish vendors;

 Vendor‟s arcade: a section of regent street was converted was converted fully to a

stationary vendor and full time pedestrian area;

 Vendors Mall: a plot of land along water street was occupied for pavement

vendors with simple wooden stalls but in 2008 converted to concrete stores

funded by each vendor with the intend of establishing a modern mall. Over 150

vendors occupy this area.

Page | 46
9.6 ROADWAYS, WALKWAYS AND THE ENVIRONMENT
Walkways
Typical width: 3.05m
Surface: In-situ concrete slabs
Condition: minor cracks are visible along most sections but the surface is generally intact
and structurally sound.

Roadways
Typical width: 9.144m
Surface: asphaltic concrete
Condition: the roads surface for vehicular traffic was observed to be good condition with
no signs of failure.

Drains
Typical width: 1.22m

Page | 47
 These constructed from concrete with a depth of approximately 0.9m.
The storm drains in the area are sufficient for runoff in the area, the drainage is provided
by the Demerara River during low tide. Larger channels are usually filled with water from other
areas such as an aquifer from south ruimvedlt.

The Environment
The environment can be
described as sufficient to cater only for
the most basic social and economic
needs, with no intended theme. The
area is cleaned daily by the M&CC but
the solid waste builds up within some
sections notably food and drink
containers.

These sections are:

 41/45 bus park in front of the Stabroek market

 Western ends of Commerce Street.

Page | 48
10.0 DISCUSSION AND INITIAL
RECOMMENDATIONS

10.1 THE ENVIRONMENT

The heaps of solid waste present in some sections of the project area are comprised of
mainly food and drink receptacles and disposed farm goods. Throughput the project area there
are no observed waste receptacles, only a few placed by the vendors and stores themselves.
Improved solid waste management in the area must involve:
1. Placement of small waste receptacles to accommodate the areas around food

vendors

2. Installation of large waste dumpsters to store volumes of waste that will

accumulate during cleaning periods

Page | 49
 3. Tracing the pathways of the waste to source (vendors, stores or customers) and

determining measures to reduce the use of non-useable containers. The long term

aim is reduce the production of waste.

10.2 PEDESTRIAN ACTIVITY

The pedestrian count and condition survey were intended to provide basic information for
off-peak designs. The flow of traffic within the areas varies with time and day and the width
provided of 10 feet can generally be regarded as suitable since for the volumes of traffic during
most of the day, however some technical data suggest 15 to 20 feet walkways for a comfortable
walking experience in such volumes of pedestrian traffic. This project therefore will focus on
improving efficiency of travel and safety so as to establish a proper pedestrian transport network.
Walking is involved by several physiological factors which will affect any attempt to
analyze pedestrian behavior in an area like Stabroek where some sections have no walkways.
A long term policy for the area should involve the improvement of all aspects of
pedestrian use since this is critical urban area of the city. The long term ability of the Stabroek
area to function as commercial area is in improving the pedestrian environment.

Extract from Time saver urban design

“By way of summary, the following list of reasons to create traffic-free zones provides
some a useful summary of the above points:
• To attract people. This creates more opportunities for shopping, socializing, business
and fun, along with increased financial sources for both the citizens and municipality.
• To provide a sense of place that strengthens community identity and pride. This
improves community relations and reduces feelings of alienation, while creating a place for all
people to congregate.
• To reduce noise and air pollution.
• To provide a safe and attractive environment. A pedestrian zone is part of the
community‟s public environment, accessible to people of all ages and abilities.

Page | 50
 • To improve the visual environment. Signs, lights, spaces, colors and textures can be
designed to relate to the person on foot, rather than to the person on wheels.
• To promote urban conservation through planting and landscaping and cultural
conservation including preservation, building restoration and renewal.
• To increase property values and, consequently, the city‟s revenue from real estate
taxes.
• To invite walking and to permit special rights-of-way to be reserved for bicycles
and public transportation vehicles.
This improves mobility through the city center and helps save energy.
• To decrease the number of motor vehicle related accidents, saving lives, police
work and judicial time.
• To promote citizen participation in the planning and implementation of the pedestrian
area, as an instrument for public education and engagement in urban life.”

An enhanced pedestrian environment in Paterson Street Hong Kong and Main street
South Carolina where the area was revitalized after suffering urban decay.

10.3 PRIVATE PARKING

The project will attempt to improve parking capacity along Robb Street and Hinck Street
where there are several restaurants and significant commercial buildings such as the General Post
Office; by implementing diagonal parking across the road shoulder, there is up to 38 feet
available for roadway and parking in this section. Parallel parking requires significantly more

Page | 51
space than diagonal parking and in the project area; efficient use of space is dependent upon the
driver and it common to observe double parking by vehicles that obstruct the roadway with little
regard for the flow of traffic.
Increased capacity and more effective parking with marked bays would improve the
parking situation; however this would restrict traffic flow and change the purpose of the roadway
from vehicle transport to primarily facilitating parking, thus a plan to improve traffic flow
through south and Commerce Streets would be necessary.

10.4 MINIBUS PARKING

To address parking a plan will feature the following:
 guidelines on establishing new bus zones, with specific example of the existing route 42

zone aimed at reducing bus parking within Stabroek;

 A bus station that meets operational standards outlined in the literature.

Presently there is no minibus modeling algorithm to model changes in bus routes related
to Georgetown, there would be no way to assess the effects on time of bus operation by changing
the routes.

10.5 COMMERCIAL ACTIVITY

With the establishment of the vendors‟ mall the area features three large vendor areas and
new vendors continue to occupy spaces where pedestrians frequent. A comprehensive socio-
economic study to identify the factors driving vendors into Stabroek needs to be done, since
there have already been attempts to remove vendors and they have over time returned or been
replaced by new ones.
Such a study is beyond the scope of this project.
One of the reasons street vendors continue to operate in the area is simply because it is planned
and designed to function as a high volume urban commercial area; presently it is the only such
area in Guyana. With pedestrian pavements, multiple access roads and compact layout for
reduced walking time, similar urban plans have not been replicated in Guyana and as such there

Page | 52
is a lack well-functioning commercial areas outside of the Stabroek area which can support such
non-store vendors on a daily basis.

10.6 SUSTAINABLE DEVELOPMENT

This seeks to employ the principles of green engineering to implement sustainable development;
the primary results of this are:
 The use of off-peak data to maximise design efficiency;

 reducing new infrastructure works and seeking to utilize existing physical environment as

much as possible;

Using buildings available in Guyana the design of new stations and terminals should seek
to be Multi component to promote disassembly, reuse, recycle of materials used. The
perseveration of value of investment may also be achieved using multi component designs, the
unique benefit to public transportation is that it allows for terminals to be decommissioned or
disassembled and moved to a different location if the route is redesigned in the future.

Multi component methodology under green engineering in Guyana may involve:

 Timber structural members secured by bolts;

 Steel columns and beams in place of in-situ concrete for large structures;

 Metal sheeting and decking in place of concrete walls and floors;

 Pre-cast concrete elements for floor slabs, columns and beams.

Timber and steel are materials which require more costly precautions to extend

their life or prevent untimely deterioration but the possibilities of reuse and

recycling are high. In situ concrete has a high level of durability can forms almost

permanent non-moveable feature. The cost of demolishing in-situ concrete may

Page | 53
 even rival its initial construction cost, of all materials used in Guyana in-situ

concrete has the least value in sustainable development.

10.7 FURTHER STUDIES

Further studies required in the project areas are:
 Development of an enhanced pedestrian environment;
 Determination of the socio-economic factors driving street vending, focusing on
why they choose Stabroek and how to create new areas for vendors to operate.
 Analysis of the drainage within the area, with regard to how storm water is
drained after it enters the network of drains and the origin and effect of water that
is constantly present in the main drainage canals.
 Traffic management study to assess means to improve the flow of traffic in the
project area.
 Survey and Analysis of on-street parking within the area to determine the
composition of long-term parking and measures to mitigate parking within the
area for extended periods.

Page | 54
11.0 ENGINEERING DESIGN

11.1 CONSTRAINTS

At present there are no active or comprehensive engineering plans for the specific
problems outlined in this report. This requires assumptions be made regarding funding and actual
implementation. Some of the limitations encountered in the project were:
 Use of commonly available construction materials and methodologies to

implement designs;

 Since the area has fixed and permanent street features and property boundaries,

there is limited space for implementing new features such as walkways;

 The scope of project inhibits extensive analysis and design of particular aspect of

area such as pedestrian traffic or bus frequency predictions under the new routes.

This report identifies the qualitative aspects of problems within the area so that

sophisticated plans can be developed and implemented.

The lack of comprehensive studies into pedestrians, private parking and general traffic
activity in the project area hinders in depth analysis of every aspect of activities and also creates
a void of knowledge of the previous nature of activities within the area.

11.2 CRITERIA
The criteria upon which design alternatives will be judged area:
 Meeting the safety and other recognized standards for pedestrian and bus stations

as outlined in the literature review;

 Improving the integration of Sustainable development into the project particularly

regarding cost and social sustainability;

Page | 55
  Improve the functions and viability of commercial operations in the area.

11.3 REQUIREMENTS
Potential design solutions must feature:
 Safe, efficient and convenient pedestrian travel;

 Segregation of pedestrians and vehicles;

 Reduced bus parking within the project area;

 Increased on-street parking within the project area;

 Reduce solid waste build up within the area.

11.4 PROPOSED SOLUTIONS

11.4.1 Improving short-term parking capacity

This involves the implementation of diagonal parking along Robb Street and Hinck
Street. This is primarily aimed at vehicles reducing incidences of double parking along Robb
Street during business hours; such incidents impede the flow of traffic and create a chaotic
parking environment.
Diagonal parking has several drawbacks principle of which is reversing into the public
right of way. Measures to negate some of these risks are:
o The use of a shallow parking angle to reduce the time it takes to reverse

o Traffic calming measures to maintain a rate of travel of 30km/h

Page | 56
11.4.2 Improving the pedestrian network

 Installing new walkways will reduce the need for pedestrians to travel on the

roadways and improve efficiency of walking

 Installing crosswalks will improve safety of walking across roadways

Given the relationship between pedestrians on the roadway and minibus operation, the
implementation of the bus station would significantly improve the pedestrian network, since
pedestrian would no longer be alighted on the street or have to travel on the roadway to get to
their bus.

11.4.3 Improving the bus parks

11.4.3.1 Rezoning the bus routes

Assigning one bus route out of Stabroek market for each area will dramatically reduce the
parking requirements of buses in the area. A majority of buses that operate out of Stabroek
market do not provide bus service in Georgetown or even in Region 4; this hinders the efficiency
of bus operations and effectiveness of bus service outside of the city.

11.4.3.2 Bus station

A modern bus facility that provides the functions of departure, arrival and waiting would
be an essential element of improving pedestrian safety, traffic flow and the general quality of life
in the project area. This design would be unique in its features because of the type of bus being
used, frequency of bus operations and available land.

11.5 DESIGN ANALYSIS AND SPECIFICATIONS

11.5.1 On-Street Parking

11.5.1.1 Robb Street

 Roadway = 9.75m
 Open drain = 0.91m each side
Page | 57
  Walkways =3.05m

Minimum traffic lane width = 6.1m (Watson, Plattus, & Shibley, Time-Saver
Standards for Urban Design, 2003) 7.3-15; this is to accommodate fire trucks and container
trucks that travel thru the street.
Remaining roadway = 9.75 - 6.1 = 3.65m
A diagonal parking angle of 45 degree parking would produce stall depths of 4.5 to
5.2 m
Thus it can be concluded that diagonal parking is not possible for even one side of
this street if it to facilitate container traffic. One lane traffic width is 3.1m for cars.

11.5.1.2 Hinck Street

 Roadway = 8.53m
 Unpaved shoulder (eastern side)= 1.7m
 Open drain = 1.14m each side
 Walkways =3.05m

Minimum traffic lane width = 3.1m (Watson, Plattus, & Shibley, Time-Saver Standards
for Urban Design, 2003) 7.3-15;
Remaining roadway = 8.53 - 3.1 = 5.43m
A diagonal parking angle of 45 degree parking would produce stall depths of 4.5 to
5.2 m (Watson, Plattus, & Shibley, Time-Saver Standards for Urban Design, 2003)
This roadway can accommodate diagonal parking on the eastern side while
forbidding parallel parking on the other side. The benefits of increased parking capacity
would be offset by this loss and the added risk of revering in the right of way makes the
implementation of diagonal parking on this roadway unfeasible.
The depth of stall projection was confirmed by measuring the depth of stalls along
Water Street which were confirmed as 15 feet (4.57m).

11.5.2 Pedestrian Network

Walkway width = 3.05m
Length of walkway required:

Page | 58
 Commerce and South streets = 16m
Using 4in thick in-situ concrete: $40,000 per cubic Yard
Preliminary estimated cost = $272,000

This new walkway will improve pedestrian travel across south and commerce streets
where older walkways are almost entirely encumbered or insufficient.
The need for this walkway was identified after the pedestrian travel survey analysis and
time constraints prohibit detailed measurements and drawings

Page | 59
11.5.3 Bus Station

11.5.3.1 New bus routes

Using the informal terminals established and utilised by minibus operators who have set
up 26 bus routes on the 14 zones allocated, formal terminals can be established and the bus zones
shortened to reinforce the use of these terminals.
Case Study: Route 42 Georgetown to Timehri
Changing the Zones along the east Bank Public
Road to three zones:
Route 42: Georgetown to Craig
Route 42A: Craig to Friendship
Route 42B: Friendship to Timehri

Consequently the Route 43 park buses can be

established at the Soesdyke junction, where persons can
transfer along the route 42 to get to terminal between
friendship and Timehri. Alternatively an express bus
service can be established to move directly between
terminals such as Georgetown and Soesdyke during peak
demand periods.
This would require the establishment of new
terminals where transfers would take place. With less
parking required at these new terminals the can be smaller
and require less investment.
Such terminals can be comprised of:
 Pedestrian walkway (4.6m wide) of precast

concrete slabs (100mm thk with BRC #65

Page | 60
 reinforcement);

 Wooden columns, 150mmx150mm x4.6m, anchored into the ground with 0.9m

x0.9mx200mm R.C. pads;

 Roof structure supported on wooden columns comprised of 50mmx100mm rafters

with 25mmx100mm purlins supporting 26 gauge corrugated galvanized metal

roof sheeting.

The can operate on the shunting maneuver, with the passengers being boarded and
alighted on the platform and transferring to another bus on the platform.
Along the east bank there is significant road reserve to establish safe bus terminals with
commercial vending which can be integrated into the design.

This methodology of establishing bus zones and terminals following existing self-
regulation which operators use to establish informal terminals can be used along the East Coast
and West Coast of Demerara to greatly reduce the parking and travel of minibuses in
Georgetown. Also within the service areas other terminals can be established to provide service
deeper into communities since the distance they would have to travel would be significantly
shorter.

Page | 61
11.5.3.2 Stabroek Market Bus Station
This station would as an end of route point and transfer terminal for several bus routes.
After redesigning the bus zones the possible bus routes that will service the station area:
 Route42: Georgetown to Craig;

 Route 44: Georgetown to Plaisance;

 Route 45: Stabroek to Queenstown;

 Route 41: Stabroek to Durban Park;

 Route 40: Stabroek to Campbeville.

These routes would become high volume, high frequency transportation routes and would
require a safe and effective facility to conduct operations.
This facility can be located on Stabroek square.

B: represents the area

available for the platform.

A: represents the space

available for a bus queue.
The existing roadway
around these plots of land can be
utilized to facility movement thus
reducing necessary infrastructure
works.

Features of the bus station:

Page | 62
 Platform to board and alight passengers in two separate areas, a arrival platform

and separate loading bays for each bus route. This will segregate completely

pedestrians and minibuses. The platform will also provide a safe connection the

pedestrian network so pedestrian no longer have to walk on the roadways in

Stabroek square. This platform and waiting area can also feature vendors and

other commercial activities.

 Bus queue, after alighting passenger at the arrival bay, a minibus can turn on the

roadway and travel to the back of parking queue for its route. The queue leads up

to the departure bays where passengers can be boarded and bus departs.

Page | 63
 Alternative feature could be the establishment of a multiple floors above the

platform to house vendors who are presently on the square and would be displace

by the station. This facility can be initiated as private investment with the owner

renting space to the vendors and charging a fee to the buses for maintenance.

Features of the alternative platform would be the same but include:

 Steel columns and beams connected by non-welded connections to form a

frame;

 Precast concrete slabs or steel decking can be used to provide flooring.

Land space available for minibus queue, Southern section of Stabroek square between Brickdam
and Hadfield Street. Is Approx. : 2200sq. m.
Parking Bay required for each minibus: 2.8m x 5.8m = 16.3sq. m.
No. of minibuses that can be accommodated = 134
Minibus bay dimension: 2.8m x 5.8m
Platform area for boarding and alighting: 5sq. Ft. Per person (assume 2 persons at any one time,
min width=4 ft.)

11.6 WHY THIS DESIGN IS ACCEPTABLE

These design guidelines meet the principles of green engineering particularity in the use
of steel, which may be more expensive but provide a means to disassemble the building and
recycle or reuse the material, there by preserving as much value as possible. Additionally to
maximize efficiency, off-peak data was used to develop pedestrian related guidelines. These
guidelines also provide a scalable methodology for a project whereby the size of size can be
catered to meet existing needs and provide simple measures to expand for future demand.
It utilizes available land and resources without requiring significant disruption in the
socio-economic environment of the Stabroek area or the minibus operators.

Page | 64
 This project has identified sustainable guidelines to develop bus terminals outside of
Georgetown, reduced bus parking in the Stabroek area; assessed pedestrian travel in the area and
identified measures to improve pedestrian safety and travel; and a sustainable methodology for
the operation of bus station within the Stabroek area.

12.0 CONCLUSION

It has been determined that increasing on-street parking capacity cannot be accomplished
by implementing diagonal parking; however by removing the minibus parks which occupy
several streets and large lots of land, it would be possible to provide parking for long periods
aimed to businesses and offices within the area, this would allow for more capacity of short term
customer parking in other sections of the project area. This would require the implementation of
a better pedestrian environment to encourage drivers to park further away from their offices and
businesses and walk.
The establishment of new better bus routes so that multiple buses do not traverse the
same roadway going in the same direction would significantly reduce bus traffic in the city and
provide a better framework for the introduction larger capacity minibus such as 40-seat coasters
and even full size buses. With high volumes of passengers and shorter routes to travel larger
capacity buses would become more profitable and attractive to customers in the new routes out
of Stabroek.
Additionally improved public transportation service would be provided in communities
outside of the city and could potentially change the way people live their lives since they do not
have to be restricted by the limitations of the present bus service in direction and time of travel.

Page | 65
13.0 ADDITIONAL RECOMMENDATIONS

With the establishment of the vendors‟ mall, the street behind this new mall which
features 15 feet walkways and 35 feet roadway is being used as an extension of the container
facility. This area however should be converted to a parking area for taxis which have been
removed some streets recently or which encumbered the streets along Stabroek square. The
streets along Stabroek square will have to be used for bus movement in a new station at that area.
Additionally to promote the new mall the surrounding area would benefit from a new
environment, and a taxi park would be easily accommodated in this area and is within 5 minutes
walking distance of the Stabroek square.

Page | 66
 Sustaining livelihoods by improving urban public by M. Sohail PhD, MSc, MASCE;

Proceedings of the Institution of Civil Engineers Engineering Sustainability 158 ,March 2005
Issue ES1 , Pages 9–15;
7. RECOMMENDATIONS
7.1. Policy-level recommendations
A number of specific policy decisions may eventually become
unavoidable for timely delivery to urban transport services.
(a) A platform within the executive power needs to be
established to represent the three main perspectives: those
of users, regulators and operators. A single, allencompassing
official, legal body (Urban Transport
Authority) for dealing with transport overall may need to be
created at the city or regional level. Such an authority will
need to adopt a more holistic approach to develop, maintain
and sustain an urban transport network.
(b) The interaction between transport and employment creation
needs to be further explored, particularly the role of
transport in supporting the micro-enterprise. The initiation
of a participatory and continuous process of data collection
and monitoring, interaction with all stakeholders, and
localised planning and policy making needs to be taken up
by the above-proposed urban transport body.
7.2. Grass-roots-level partnerships between stakeholders
The potential exists for developing solutions through
partnerships, to overcome the constraints of limited resources
and lack of effective governance. Stakeholders can take up
certain small projects easily and rapidly. Some examples that
emerged from the case studies are as follows.
(a) The building, repair and maintenance of bus stops by the
private sector to create employment and enterprise
opportunities.
Page | 67
(b) Maintaining the cleanliness of bus stops and the interior of
vehicles can be made a private-sector service to further
encourage small enterprises.
(c) The use of ergonomically sound standards for the interiors of
vehicles would improve user satisfaction and safety levels.
(d) The working conditions of drivers and helpers (conductors),
as well as their conditions of employment, should be
improved.
(e) The informal economy can be recognised and better used to
meet development targets and objectives.
( f ) A platform should be established, where user complaints can
be acted upon, including those from women, children, the
disabled and the elderly.
(g) Monitoring systems should be put in place to capture the
wider impact of transport on employment and enterprise
development.

Page | 68
14.0 BIBLIOGRAPHY
Allison L. C. de Cerreño. (2002). The Dynamics of On-Street Parking in Large Central
Cities. New York: Rudin Center for Transportation Policy & Management.
Batty, M. (2001). Environment and Planning B: Planning and Design.
Blow, C. (2005). Transport Terminals and Modal Interchanges, Planning and Design.
Linacre House, Jordan Hill, Oxford OX2 8DP: Architectural Press.
Daamen, W. (2004). Modelling Passenger Flows. Delft University Press.
Department of Transport, B. Secure Stations Scheme. U.K.: British Department of
Transport.
Edwards, J. D. (2002). Changing on-street parallel parking to angle parking. Institute of
Transportation Engineers. ITE Journal .
Lynn Andersen Lindberg, D. V. (2004). STREET VENDOR BUSINESS AND INDUSTRY
PROFILE. Springfield, Illinois 62701: ILLINOIS DEPARTMENT OF COMMERCE AND
COMMUNITY AFFAIRS.
Simpson, B. J. (1994). URBAN PUBLIC TRANSPORT TODAY. 2–6: E & FN Spon.
Sohail, M. (2005). Sustaining livelihoods by improving urban public transport. UK:
Proceedings of the Institution of Civil Engineers.
Tight, M., Kelly, C., Hodgon, F., & Page, M. (2004). Improving pedestrian accessibility
and quality of life. Leeds UK: White Rose ePrints Repository.
Watson, D., Plattus, A., & Shibley, R. (2003). Time-Saver Standards for Urban Design.
Ney York: The McGraw-Hill Companies, Inc.
Watson, D., Plattus, A., & Shibley, R. (2003). Time-Saver Standards for Urban Design.
The McGraw-Hill Companies, Inc.
Zimmerman, J. B. (2005). SUSTAINABLE DEVELOPMENT THROUGH THE
PRINCIPLES OF GREEN ENGINEERING. Department of Civil Engineering, University of
Virginia.

Page | 69
15.0 APPENDIX
A-1: bus bay operation

Page | 70
A2: - Checklist for business district improvement

Page | 71
Page | 72
 A3: Excerpt from the (Ministry of Public Works and Communications – Works Services
Group, consultant‟s Public transport report of 2003

Page | 73
A4 Minibus Specifications
The Toyota Hiace is available in the following configurations
Wheelbases: standard or long
Engines: petrol [2000] or diesel [2400 and 2800]
Body types: panel van, delivery van or commuter
A high roof option is available with the LWB panel van and commuter body types

Specifications
Standard Wheelbase Models
Panel Van Delivery Van Commuter
4 door 5 door 4 door 5 door 4 door
Seats 3 3 3/6 3/6 12
Engines
Petrol Yes Yes No Yes Yes
Diesel 2400 Yes No Yes No Yes
Diesel 2800 No Yes No Yes No
Dimensions (mm)
Lenght 4750 4750 4570 4570 4570
Width 1690 1690 1690 1690 1690
Height 1955 1995 1955 1955 1960
Wheelbase 2330 2330 2330 2330 2330
Tread front 1450 1450 1450 1450 1450
Tread rear 1430 1430 1430 1430 1430
Turning radius 4.7m

Toyota Coaster 30-S

Engine:
Type: 6 cyl OHC, 4,164 cc
HP:135HP @ 3,800 rpm
Torque: 29 KgM @ 2,200 rpm
Fuel: Diesel
Page | 74
Fuel system: Injection system
Fuel tank capacity: 95L
Seating:
Capacity: 30
Seat material: Fabric
Seat belts: On all seats
Dimensions:
LxWxH: 6,990 x 2,025 x 2,445 mm
Wheelbase: 3,935 mm
Ground clearence : 185 mm
Turning radius: 7.2 m
Weight :
Kerb weight : 3,475 kgs
Payload : 2,195 kgs

Page | 75
A5: Maps of Georgetown

Page | 76
Page | 77