DN# 392420 Page 1 of 35

FOREWORD

“Travelling by bus and coach is a safe form of passenger transport in the UK, but it is equally
important that bus and coach stations are designed in a safe, modern and user friendly way. I am
pleased to be able to support and commend this best practice guide to all those involved in the
design, planning and operation of bus and coach stations of the future to enable them to deliver an
attractive, safe and environmentally friendly facility which will encourage passengers to make
more journeys by buses and coaches”.
Norman Baker,
Parliamentary Under –Secretary of State,
Department for Transport

DN# 392420 Page 2 of 35

INTRODUCTION
This guidance has been drafted by industry and government stakeholders to assist anyone
responsible for health and safety in a bus or coach station. The group identified key hazards
and risk associated with the operation and design of bus stations, and provides practical
advice on how they can be managed effectively.
The Health and Safety at Work Act 1974 requires employers to ensure, so far as is
reasonably practicable the health and safety of their employees when at work and to ensure
others are not put at risk by their work activities. Employees also have a responsibility to take
reasonable care of their own health and safety and that of others and to cooperate with their
employer when managing health and safety at work.
The Management of Health and Safety at Work Regulations 1999 place requirements on
employers to carry out an assessment of risks to the health and safety of their employees
while at work, and others who may be affected by their work activities. Further details on how
to successfully control health and safety risks at work may be found at the HSE web site Ref 1.
This guidance should be used by architects and designers as a reference document to provide
insight into issues to be carefully considered as part of the design and development process.
It should however not be regarded as a definitive interpretation of the law. Following this
guidance will help duty holders at bus and coach stations fulfill their legal commitments in
respect of health and safety. Those with specific responsibilities include bus/coach station
owner/leaseholders, bus and coach operators, bus and coach drivers, bus station staff, tenants,
licensees and contractors.

DN# 392420 Page 3 of 35

DESIGN
1. KEY DESIGN / SAFETY ISSUES

This section looks at key issues regarding design and layout of bus stations. It is particularly
relevant to the design of new bus stations. However many of the factors are equally relevant
in reviewing the operation of existing bus station facilities and should be considered whenever
any refurbishment activity is being carried out.

1.1 Key Safety Considerations

There are a number of key issues to consider:
1 At project inception a review should be undertaken of existing highway layouts and
bus routes to ensure that they are considered when determining the most suitable
location for new bus facilities. Land ownership issues should be considered, and any
knowledge of future developments e.g. new shopping centres, which may affect traffic
and pedestrian flows and routes to and from the preferred site.
A key consideration is to design the layout to minimise and manage pedestrian/
vehicle conflict.
2 Where possible consider the orientation of the bus station in respect of key local
developments (shops; rail stations;) to ensure pedestrian routes flow directly to
adjacent developments, minimising the need for vehicles to cross paths.
3 Consider all passenger/pedestrian routes (desire lines.)
4 Manage vehicle speeds.
1.2 Key Objectives

1 The safety of pedestrians and all bus station users.

2 The design and location of the bus station should encourage public transport use and
interchange with other transport modes, encouraging sustainable travel.
3 The bus station should be located to meet the local authority’s strategic plan for the
town or city centre. If possible it should be flexible enough to accommodate
existing and future levels of services (allowing for potential growth
/competition) and take into account the nature and type of vehicle using it. It should be
flexible enough to allow for current and future arrangements of bus operators and
evolving vehicle designs.
4 To provide a bus station that is an attractive, modern, secure and welcoming facility
safe by design and accessible for all, fully compliant with the Equalities Act 2010
(Ref2) and all other current legislation.

DN# 392420 Page 4 of 35

1.3 Managing Pedestrian Movements
Under key safety considerations the reduction of the risk of conflict between pedestrians and
vehicles is one of the key design criteria of any bus station.
Whilst it may not be possible to eliminate all such conflicts, the design should minimise the need
for pedestrians and passengers to cross the bus carriageway.
Consideration needs to be given to key pedestrian destinations adjacent to bus station
including:

- Shopping centres
- Markets
- Rail stations
- Taxi ranks
- Car drop off area
- Schools and colleges
- Entertainment ( cinemas, theatres, pubs )
- Hospitals and health centres
- Local government facilities.
- Future developments.
- Information points
- Toilets

This applies not only to passengers alighting or boarding buses, but also pedestrians who may
wish to access neighbouring destinations.
There is a balance between locating a bus station centrally and managing pedestrian
movements in and around the bus station.
Key aims:
1. Design to avoid conflict between buses and direct passenger routes;

2. Manage the direct routes of passengers (desire lines) where they occur;

3. Avoid the need for passengers and pedestrians to unnecessarily leave a

concourse;

4. As far as practical have all facilities on a single concourse, minimising the

requirement for pedestrians to cross vehicle lanes;

5. Consider designs that minimise conflict between pedestrians and vehicles;

6. Avoid bus circulation routes within town and city centres to and from the bus
station to minimise traffic congestion and potential pedestrian and vehicle
conflict
DN# 392420 Page 5 of 35
1.4 Alternative Designs
The two main types of bus or coach station design are Drive In Reverse Out (DIRO) and Drive
In Drive Out (DIDO). Each has advantages and disadvantages and either may be
appropriate, with design determined by local considerations.
DIRO layouts typically encourage passengers to go directly to the concourse from where
desire lines can be better controlled and there is a low risk of endangering members of the
public. This is likely to reduce the footprint of the site and allow concentration of facilities and
passengers in one securely managed concourse. The design involves reversing on departure
and it is essential to address the potential for pedestrians to access the bus carriageway area
through the introduction of control measures.
Larger bus or coach stations may require a number of passenger islands creating, increasing
risk associated with passenger conflict. The provision of separate islands not only leads to
passenger movement across carriageways, but also dispersal of passengers which reduces the
benefits of centrally located facilities. Security cover can also be more difficult due to the
dispersed nature of the passengers.

The drawing below summarises the interaction of vehicle maneuvering lines, (in blue) with
alighting passengers desire lines (in red).

DN# 392420 Page 6 of 35

The key advantages and disadvantages are summarised below:

Advantages Disadvantages
DIRO 1. Buses are required to reverse on
1. The smaller footprint provides a
departure.
more efficient use of space.
2. Pedestrians separated from buses
in a single enclosed concourse, 2. If passengers alight and do not
providing full weather protection go into the concourse they enter
which can accommodate all an apron with multiple buses
customer facilities. reversing and there is an
increased risk of injury.
3. Creating a concourse means
CCTV and RTI screens can be
used more efficiently. 3. Increased risk of alighting
4. Concourses have improved passengers walking across the
security; they can be remotely vehicle apron if sufficient
locked outside operational hours deterrents are not in place.
and are better suited to CCTV.
5. Enclosed concourses allow for 4. Procedural instructions need to
retail units, cash points, telephones be issued to operators on how to
and vending/ticketing machines in use facilities (give way to
a safe environment. reversing buses, enter drive
6. Greater control over desire lines through lane ASAP, avoid two
by directing people from the bus adjacent vehicles reversing
into the concourse area and on to simultaneously etc).
designated exits.
7. Bay doors linked to induction 5. Increase ‘dwell time’ for bus
loops only allow passengers onto maneuvering on and off stand.
the maneuvering area once a bus
has arrived.
6. Risk of vehicle collision with
8. Undercover passenger transfer infrastructure. Vehicle restraint
between stands with no conflict barriers need to be provided.
with maneuvering buses.

DN# 392420 Page 7 of 35

 Advantages Disadvantages

DIDO 1. Less efficient use of space – may

1. Avoids reversing maneuver (unless
require separate islands and the
required in relation to layover)
need for passenger to cross
2. Less dwell time for maneuvering carriageways
on/off stand.
3. Reduced risk of passengers 2. Shelter islands might feel less
walking in drivers’ blind spots safe at night than concourse
while buses are reversing. environments if not properly
designed and managed
4. Construction costs of Island type
construction can be cheaper than
DIRO. 3. Mobility impaired passengers
have to cross carriageways and
5. Reduced risk of infrastructure negotiate dropped kerbs.
collision due to parallel parking.
4. As passengers wait in a number
of different locations additional
RTI screens are required.

5. Can be difficult to cover with

CCTV; would require a full
CCTV audit/review to ensure
best possible coverage

6. Opportunities to take shortcuts

between islands creates extra
desire lines in high vehicle traffic
areas requiring more safety
features to be incorporated into
the station design.

7. Passengers subject to inclement

weather whilst using uncovered
crossings

8. Islands create additional

crossing points, each of which
increases the risk of a bus
colliding with a station user.
Multiple crossing points with
pedestrian right of way can also
impede the smooth flow of buses
through the bus station.

DN# 392420 Page 8 of 35

Design Considerations
The design stage affords the opportunity to create a safe environment which minimises risk to
all users. Addressing the points below will help achieve these aims.
1. Pedestrian Crossing points
• Type of crossing – controlled (signals ) or uncontrolled
• Type of material used
• Crossing design – raised platform or level with carriageway
• Location
• Sightlines
• Lighting
• Additional treatments (e.g. lights in carriageway) use of tactile
materials on footpath to crossing point.
• Standard design - (design on private sites may be different to local
authority standards)
2 Deterring passengers entering bus aprons at vehicle entry/exit points
• Use of deterrent paving
• Use of barriers to control access of pedestrians and vehicles
• Location of access points (relative to key passenger destinations and
desire lines)
• Signage
• CCTV coverage with audio messaging.
3. Restrict access for passengers boarding and alighting from buses by use of
any combination of the following
• Automatic doors
• Internal and external barriers
• Internal and external direction signage
• Ensure buses “plug“ into boarding points
• Reduce the requirement for buses and coaches not to double park –
resulting in passengers stepping onto bus apron
4. Restraint Barriers
• Assess and minimise risk of injury to bus passengers and driver and those
waiting on the concourse
• Protect buildings
5.Provision of Layover facilities
• Location
• Drivers access to site facilities
• Clearly marked and designated parking bays

6. Effective lighting throughout bus station (with particular reference to bus apron)
consideration must to be given to glare and mirror effect of glazed screens due to
different illumination level.

7. Effective drainage design.

DN# 392420 Page 9 of 35

8. CCTV
• Monitors safety of passengers and drivers within concourse and shelters
• Monitors safety of bus apron and crossing points

9. Signage – consistent; kept to a minimum (use pictograms where possible)

meaningful and kept up to date

10 All kerbs at boarding points within the bus station should be appropriate for
passenger loading/unloading requirements

11. Facilities

• Welfare facilities (rest room/eating and drinking area)

• Separate toilets for drivers and the public.
• Smoking facilities (if any and in line with legislation)
• Driver and public information points
• Other toilet facilities (especially for the mobility impaired and baby
changing facilities)

12 Natural approach lines should be as direct as possible.

13 Road markings – apart from statutory road markings (when appropriate)
consideration should be given to additional marking to inform
passengers (e.g. look left).
14 Consideration should be given to the control/prevention of unauthorised
vehicles on site.
15 Coach facilities
• Consider if left and right hand drive vehicles can be
accommodated.
• Consider access arrangements for loading/unloading of
passengers and luggage as this could take place
at many points around the vehicle.
• Consider waiting area arrangements for this group in terms
of sufficient seating, waste bins etc.
• Look at ways to prevent passenger access to adjacent
carriageways
• Consideration be given to loading and unloading of tow
trucks.
Procedures for loading/unloading, conditions of use of facilities and on site
operation need to be established and communicated to all coach operators.

16. Rear loaded minibuses

17. Bicycles

Ref 3 Good Practice Guide for Bus Station Design: Martin Robertson Bursary: Item 7 Design
Standards for further details

DN# 392420 Page 10 of 35

1.5.1 Design process
1 Stakeholders
Consideration should be given to potential stakeholders at various stages that may
include:

• Owners of bus station (e.g.: PTE /local authority / shopping centre).

• Local authority/PTE.
• Bus, coach and rail operators.
• Landowners directly affected by development
• Local community groups (e.g. access and disability groups.)
• Town centre partnerships.
• Police, fire brigade, ambulance and other emergency services.

In addition pre planning applications with planning department, building control,

highways departments, access officer, police, architectural liaison officer, and utilities
providers.

2 Pressure from developers and limited budgets

There may be pressures to compromise on the size of any proposed bus station due to
financial constraints or proposed developments (e.g. for retail or commercial purposes)
occupying part of the proposed development.
These must not conflict with minimum design standards or overall capacity requirements
which in turn could jeopardise safety.
Ref 3 Good Practice Guide for Bus Station Design: Martin Robertson Bursary
- Item 4 Design Capacity of Stands
- Item 7.1.2 Dimensions of Stands
3 As part of the design process there should be a full assessment of any scheme
including:

• Designer risk assessments.

• Specific project issues and risk logs.
• Project reviews.
• Safety audits.
• Road safety audits (stages 1,2 and 3)
• Vulnerable user audits
• CDM (Construction Design & Management) regulations compliance.
• Environmental audit

Timescales for undertaking project reviews and safety audits should be considered on
a project-by-project basis and agreed and signed off as part of the agreed project
management procedures for the scheme.

DN# 392420 Page 11 of 35

4 Full size bus tests.

When carrying out a vehicle test use a suitable site, e.g. a disused airfield, football
ground parking area or similar to check the proposed designs. It is not desirable to
rely solely on computer aided design for determining dimensions and layouts. Trials
can reveal some of the real or practical issues.
Wherever possible the proposed layout should be set out as full size together with
access and exit routes onto the public highway. Operators should be asked to provide
a range of vehicles of the type that are to use the facility to replicate the manoeuvres
that will take place once operational. Key manoeuvres include bus access and exit of
the facility, pulling up to and away from stands, passing vehicles on adjacent stands,
other stationary vehicles and vehicles entering/exiting layover bays.
In carrying out these tests the conditions relevant to mobility impaired users should be
replicated (e.g. use of bus ramp) to establish suitability.

Ref 3 Good Practice Guide for Bus Station Design: Martin Robertson Bursary

DN# 392420 Page 12 of 35

2.0 HEALTH & SAFETY
2.1 Health & Safety Policy and Risk Assessment
The safe management of bus stations and interchanges falls primarily to the owner and/or
operator of the bus station.
(Ref 3 Good Practice Guide for Bus Station Design, Martin Robertson Bursary)
There are a number of issues that should be considered as part of an effective management
system, including:

• Maintenance of structure;
• Emergency procedures in the event of an accident or incident;
• Fire risk assessment & effective evacuation plan;
• Safety and welfare of passengers;
• Operation of bus services;
• Procedural instructions for bus operators.
• Code of conduct for bus drivers.
• Control of contractors visiting the site.
• An adequate level of insurance cover is maintained.

2.1.1 Organisation
Duty holders should ensure that they have clearly defined responsibilities and relationships in
place in order to promote a positive health and safety culture.
Structures and processes are needed which:

• Establish and maintain effective management control within an organisation.

• Promote co-operation between individuals, safety representatives, unions and

other groups so that management of health and safety becomes a
collaborative effort. This should be helped by effective staff involvement and
communication externally between station owners, operators and other
groups.

• Ensure that information is communicated effectively both within and between

organisations.

• Secure the competence of employees, by effective training and the issue of

clear and concise information and instruction.

• Establish regular structured meetings with bus operators, facility owners,

tenants etc. in order to ensure familiarisation with management and
organisational arrangements in order to discuss topics and areas of common
concern.

• Establish a planned Inspection and Reporting regime.

DN# 392420 Page 13 of 35

2.1.2 Planning and Implementing
There should be a planned and systematic approach to implementing the health and safety
policy through an effective health and safety management system.
There is a legal requirement to make a suitable and sufficient assessment of the risks to the
health and safety of those who will use the bus station. This will include the bus station owner’s
staff, bus station tenants and license holders , sub-contract staff, drivers, contractors, visitors
and members of the public.
The duty to manage risks will primarily fall on the owner of the bus station. However, bus
operators also have a duty to assess risks associated with their activities.
This should include a risk assessment of their drivers’ use of bus stations; not just the risks to
their own employees but also how their drivers’ conduct can impact on the safety of others.
It would be good practice for the station owner and bus operators to co-ordinate efforts to
control risk and share their findings.
Risk assessment of bus stations should be seen as separate and distinct to risk assessments
carried out during design and construction. These two are linked, as how the bus station is used
affects the design and vice-versa.
Hazards identified in the assessment may be due to the movement of vehicles or the behavior
of drivers or pedestrians. More specific guidance regarding these is elsewhere in this
document. It is good practice for bus station owners to produce a Bus Station Users Agreement
with bus and coach operators they should abide by. This will detail all contractual
arrangements between owners and station users..
This may include, amongst other things, rules regarding:

• Speed limits;
• Driving instructions (e.g. priority to reversing vehicles, use of reversing aids, turning engine
off when stationary);
• Acceptable practices regarding where and when passengers board or alight;
• Good practice (e.g. drivers must be on stand ready to start boarding 3 minutes prior to
departure, with advice on where to stop if stand is occupied);
• Incident reporting procedure;
• Layover points; and
• Emergency procedures

This agreement may also take into account the following:-

• Stand allocation procedure;
• Information and publicity provision;
• Cleaning;
• Complaints procedure;
• Departure charges; and
• Drivers’ code of conduct
DN# 392420 Page 14 of 35
2.1.3 Measuring Performance
Some form of monitoring is essential to establish if policies and procedures for health and
safety is effective. This should take the form active and reactive monitoring.
Active monitoring gives an organisation feedback on its performance before an accident or
incident. An active monitoring system could incorporate a variety of elements:

• Random speed monitoring;

• Analysis of drivers’ breaches of code of conduct;
• Audits of infrastructure (e.g. integrity of walkways, automatic doors);
• Analysis of security/anti-social behavior incidents;
• Annual review of risk assessments; and
• Inspection of sites.

Information from active monitoring should be used to proactively review and improve
management systems, if necessary.
Reactive monitoring systems are by definition triggered after an event and include identifying
and reporting:

• Injuries or cases of ill health ;

• Near misses (those with the potential to have caused serious injury, ill health or
loss);
• Unidentified or poorly controlled hazards;
• Weaknesses or omissions in performance standards; and/or
• Other losses, such as damage to property;

2.1.4 Auditing and Review

Auditing and performance review constitutes the ‘feedback loop’ which enables an
organisation to reinforce, maintain and develop its ability to reduce risks and to ensure
continued effectiveness of health and safety management.
All control systems deteriorate over time. This may be as a result of complacency or because
control systems become obsolete.
The aims of auditing should therefore be:

• Effective management arrangements are still in place;

• Adequate risk control systems exist and are implemented;
• Appropriate workplace precautions are in place.

Reviewing performance should be continuous and undertaken at different levels within an

organisation, taking into account the results of audits and observations by supervisors and
managers in a position to identify and remedy failures implementing workplace precautions as
and when they occur, rather than waiting for a future planned audit.
Ref 4 Management of Health and Safety at Work Regulations 1999, Regulation 3(1)

DN# 392420 Page 15 of 35

3.0 Pedestrian Issues
Introduction
A major risk to people within any bus station/interchange is interaction with moving vehicles,
thankfully such instances are rare but when they occur can be serious.
For this reason a risk assessment should be made at design stage in respect of anticipated
pedestrian movements to and from the bus station and within the site , taking into account any
“desire lines” (generally the shortest route between two points ) of the pedestrian.
A review of this risk assessment should be made as soon as is practicable once the station is
fully operational
3.1 Pedestrian Walkways
Walkways, where practicable, should always be as direct as possible in order to avoid the
potential for pedestrians to take short cuts. They should guide the pedestrian along the route
they are required to follow to access to all possible destinations.
Such walkways should be covered or enclosed to encourage pedestrians to keep to the path
particularly in poor weather.
Large clear pictorial signs should guide passengers to their destination options. Consideration
should also be given to visually impaired passengers in terms of directional information and
action taken to ensure routes are left clear of seats, bins, signs etc wherever possible.
To guide the pedestrian to their destination, barriers should be considered as part of the
safety arrangements on road perimeters, which will help to prevent unauthorised access to
road areas. Consideration should be given to the appropriate positioning, height and
construction of any barriers.
In considering the smoking policy the impact of pedestrian movement to any designated area
should be taken into account.
Management Supervision of Pedestrians
It is the responsibility of the operational management team to ensure so far as reasonably
practicable, the safety of pedestrians (including drivers/inspectors) and consideration must be
given to information and training provided.
This might include some or all of the following:

• Broad understanding of H&S duties and responsibilities

• Awareness of the operational risk assessment process and detail

• Total understanding of any monitoring arrangements in place

• Conflict Management Training

DN# 392420 Page 16 of 35

3.2 Crossings
Pedestrian crossings should be clearly defined and recognisable to passengers and drivers
alike by means of road marking, kerb alignment, signing and lighting.
Crossings should be positioned at an appropriate distance from the front of a marked bus box
in order to ensure a reasonable sight line for a pedestrian waiting at a crossing.
Any pedestrian crossing should be at right angles to the carriageway to avoid users having to
turn their head more than 90 degrees to observe oncoming vehicles.
Regard should be given to visually impaired pedestrians with appropriate use being made of
tactile paving. Consideration of audio information should also be made.
3.3 Management Supervision of Drivers/Inspectors/Contractors and Others
It is the responsibility of operational managers to ensure not only their own staff but all other
persons with legitimate reason to work on the site are able to undertake their duties without
risk of harm to themselves or others. To ensure this is the case a safe method of working needs
to be established and agreed beforehand.
3.4 Stand Configuration
Pedestrian accommodation and access in bus stands should ensure people waiting/queuing do
not create an obstacle for the safe movement of other passengers around the bus station.
The width of a bus stand should facilitate a ramp to accommodate a standard reference
wheelchair or double buggy. Ref 2 Equality Act 2010.
3.5 Vehicle Loading/Unloading
To ensure passengers leaving or boarding a bus at a stand are only able to do so via a
designated route, pedestrian barriers should be considered to reduce the risk of passengers
gaining access to carriageway areas whilst using a stand..
This can be achieved by having electronic doors at each stand, activated via a road sensor
which detects the presence of a bus. These ensure passengers cannot directly access the
carriageway until a vehicle is present at the stand. Consideration should be given to the risk of
a passenger becoming stuck on the carriageway side of the doors.
It should not be possible for the doors to be manually opened by the public or a bus driver. In
the event of an emergency evacuation designated doors should be capable of being
programmed to open automatically whilst others should be then capable of being opened
manually. A robust and effective monitoring and repair system should be in place to ensure
the effective operation of automatic doors.
Consideration should be given to special safety requirements required for loading and
unloading luggage when coaches use a bus station. Where possible specific bays should be
designed for coaches where kerb lines, barriers, and standing areas take into account the
room required for opening and lifting of side locker doors for loading/unloading luggage.
Consideration should also be given to current and planned DDA requirements for coaches, and
the variety of wheelchair lifts currently used on vehicles.

DN# 392420 Page 17 of 35

3.6 Car or Taxi Drop Off/Pick Up point.
To allow public transport use where coach facilities are included in the bus station design, a
designated car/taxi drop off area, segregated from the main bus station, is desirable. In
choosing its position consider the distance passengers have to carry luggage.
Any vehicle using this area should not create any hazard by its entry, parking, maneuvering or
alighting of passengers. These factors should be considered as part of the Risk Assessment
process during design and initial operation stages.
3.7 Passenger Information Systems
The provision of accurate information for passengers ensures that they are fully aware of
where to go in the bus station. It is appropriate to consider during design the provision of
information helping the pedestrian around the bus station.
The following should be provided:

• Proper grouping of the position of departure points to common routes or destinations;

• Large central displays in main concourse areas;

• Electronic timetable displays in main pedestrian areas;

• Electronic timetable displays specific to each stand;

• Printed timetables in cases on each stand;

• Tactile service information (e.g. Braille) for the visually impaired;

• Audio announcements /hearing aid loop systems; and

• Where appropriate Real Time Information linked to rail and other transport (e.g. light
rail) information

Ref 2 Equality Act 2010

3.8 Help Points

Where help points are provided passengers should also be able to make verbal contact with
an assistant, information on how the visually impaired can speak to someone and call buttons
positioned at a height suitable for the disabled passenger should be provided.

DN# 392420 Page 18 of 35

3.9 Raising Public Awareness of H&S Issues

Use should be made of statutory and general information signs to raise safety issues at the
bus station determined by the risk assessment. Use could be made of fixed information points
as well as audio facilities.

Relevant information may include:

• Signs warning about accessing carriageway areas;

• Information on action in the event of emergency; and

• No smoking signs;
Use should be made of poster cases to raise public awareness of Health and Safety issues
through promotions and campaigns.

DN# 392420 Page 19 of 35

4.0 Vehicles
The design and manufacture of vehicles is specified by legislation.
The following aspects are relevant to safe operation of vehicles in bus stations:
4.1 Mirrors (rear view)
A bus must have at least two mirrors. They are usually convex to achieve the mandatory field
of view, but this distorts the image. Increasing the number or size of mirrors might improve rear
vision, but restrict forward or side vision. The size and position of the nearside mirror must not
be a potential hazard to people at bus stops.
When “taking over the vehicle”, drivers must ensure that the side of the vehicle is just visible .
This gives relativity to the image.
Whilst an interior mirror might be provided, vision through any rear window may be
unreliable due to potential barriers (e.g. standing passengers, staircase, engine casing, body
structure, etc). An interior mirror can therefore only be considered an aid to on-board
passengers, not external pedestrians.
4.2 Reversing Aids
Vehicle specifications vary, and equipment fitted to vehicles can range from a basic minimum
to reversing cameras and proximity warning systems. These devices are merely an aid to
reversing, with rear view mirrors the main reversing tool.

• All buses and coaches have reversing lights which come on automatically whenever
reverse gear is engaged. These lights provide a visual warning to people behind the
vehicle, and illuminate an area to the rear during darkness to aid vision.

• Most buses and coaches are voluntarily fitted with reversing alarms to notify people
the vehicle is reversing. They operate automatically whenever reverse gear is
engaged, but might have an over-ride switch to prevent illegal operation between
the hours of 23.30 and 07.00. Drivers should re-engage automatic operation during
daylight hours.

• This is less likely to be the case where reversing cameras have been fitted.

• The use of hazard warning lights helps identify when a bus or coach is reversing,
these lights acting as a warning to other drivers.

• Some operators provide Closed Circuit Television (CCTV) to assist reversing and
improve other aspects of passenger safety (e.g. boarding/alighting). However, a
camera might still leave blind spots due to restriction of the field of view, adverse
light conditions, or obscured camera lens. Checking the image from the associated
monitor also distracts from watching mandatory mirrors, forward view, doors and
interior saloons. If a vehicle has a reversing CCTV monitor it should be checked prior
to the start of the maneuver and scanned with both mirrors during the maneuver. Such
a system is a supplement to normal reversing and not be solely relied on.

DN# 392420 Page 20 of 35

 • Proximity warning devices are audible and should be monitored during reversing.
Other alternatives (e.g. radar, ultrasound) might also be used

• The use of a banksman to aid reversing should be avoided, and only used as a last
resort. There must be an agreed safe system supported by training for all bus station
users.

4.3 Vehicle Condition

Operators and drivers must ensure the body and windows of a bus and coach is in clean and
good condition to enable that the field of view is always available to the driver. There should
be an operating procedure for this especially in period of inclement weather and at DIRO bus
stations.
The driver is always responsible for the condition of his vehicle whilst it is on the road. The
design of bus station bays should consider that the driver should be able to see the vehicles
condition without having to step on the carriageway. Operators should ensure that wherever
possible walk round checks are not conducted in a bus station. If there is a requirement for this
agreement should be reached with the bus station owners for the use of a designated safe
area where checks can be undertaken supported by a safe system of work and training.
4.4 Breakdowns
Where breakdowns occur in a bus and coach station it is essential there is an agreed safe
system of work to cope with a vehicle repair or recovery understood and followed by all
personnel. Only trained and authorised people should investigate and repair defective
vehicles and recover them to a place of safety. Unauthorised personnel and members of the
public should be kept away from the repair area. Any repair or recovery to vehicles on a Bus
Station should be carried out in accordance with the Bus Station Users Agreement.
4.5 Other vehicles
Access to a bus station carriageway is primarily for buses and coaches, there are sometimes
cases where the bus station design or operating circumstances might require access by other
vehicles (e.g. delivery vehicles, taxis, emergency services or refuse collection). These vehicles
should be controlled by contingency plans, local rules and training, developed as part of the
routine risk assessment process. Consideration should also be given to buses with tailgate lifts.

5.0 Drivers
The Bus Station User Agreement will establish the safe system of driving within the bus
station which will be adopted by all users. It is the operator’s responsibility to ensure they
train and manage drivers to meet these requirements.
GENERAL SAFETY GUIDANCE

Drivers are responsible for their own actions and the safety of persons who may be
affected by their manoeuvring. To regulate the safe and orderly movement of vehicles in
a bus station, the following guidelines should be adopted:

DN# 392420 Page 21 of 35

 • Drivers must look out for, and give priority to, pedestrians in all areas especially at
the designated pedestrian crossings. They should be aware bus station staff, duty
managers, VOSA and unauthorized members of the public who could be on the
carriageway.

• At all times, the driver of any vehicle must adhere to the maximum speed restriction
which applies within the bus station.

• Dipped headlights must be used during hours of darkness, though specific bus
station operating procedures may call for dipped lights to be used all day in the
bus station.

• While passengers should remain seated until the bus comes to a complete stop,
some passengers may decide to stand early, so extra care needs to be taken when
braking.

• Where specified in the Bus Station Users Agreement, drivers should turn off their
vehicle’s engine upon halting. The park brake must be fully applied and the
transmission returned to neutral.

• Drivers on arrival and prior to departing from a stand should check the park brake
is applied and the transmission is in neutral. When departing select the correct
gear to depart the stand before releasing the park brake applying delicate use
of the accelerator sufficient maneuvering away from the bay.

• Once vehicle doors are closed, and a manoeuvre begins, the driver should not stop
to take on more passengers.

• Drivers must always wear a high visibility vest or jacket in all designated areas
and when crossing the carriageway to the lay over bays use the designated
walkway.

• Drivers must never operate other equipment while driving in a bus station; (e.g.
setting destination indicators or counting cash).

• It is important drivers receive training in procedures relevant to the bus stations

they operate in, and operators should provide confirmation that this is the case.

• When emergency situations arise in a bus station, drivers must follow any instruction
given by persons controlling the emergency.

• Drivers are responsible for the safe docking and deployment of vehicle ramps to
aid the safe boarding and alighting for all passengers, especially mobility
impaired passengers.

• Drivers must always use designated walkways if needing to traverse the bus
station carriageway and ensure passengers do the same if necessary.

DN# 392420 Page 22 of 35

 • Passengers must only be set down in designated places. Where the driver is
unable to use the allocated bay, the driver should wait for it to become vacant if
this will not cause obstruction; or follow the laid down operating procedure for the
bus station.

5.1 Drive in Reverse out (DIRO) Bus Station Operating procedures

The bus through lane must be clearly marked; guidance for using a Drive in Reverse out Bus
Station is outlined below. General safety guidance must always be followed.

5.1.1General

a) Drivers of vehicles reversing from any part of the bus station, other than a
stand, should give way to drivers of those vehicles reversing from a stand.
When moving in a straight line and two buses attempt to reverse
simultaneously the vehicle on the right is given priority to avoid simultaneous
movements.

b) Where conflict may arise between vehicles, the driver of the vehicle at the rear
should yield and leave sufficient space for the vehicle in front.

5.1.2 Entering and Exiting the Bus Station

.
Drivers should look for vehicles which are about to, or have started moving and
give them priority. Similarly any person on the bus station carriageway should also
be given priority.

5.1.3 Driving into and away from a stand

a) When approaching the required stand, check it is clear and proceed via the
drive through lane. Do not cut across the rear of other stands. Remain in the
drive through lane until you reach the turning point for the stand, whilst
watching for pedestrians and reversing vehicles.
Turn into the stand. Approach the stand slowing to avoid late braking and align
the vehicle tight and square to the kerb.

b) Reversing the bus when clear, should be reversed straight from the departure
stands, the vehicle wheels be positioned so reversing movement can only be in
a straight line. Scan both rear view mirrors and any reversing camera monitor
and any reversing aid. The driver should reverse until the rear of the vehicle is
at the edge of the line marking the running lane if available. The forward
manoeuvre can then be commenced, so that the bus can proceed and
immediately rejoin the drive through lane.

c) Reversing aids and audio alarms should be used.

DN# 392420 Page 23 of 35

 Drive in reverse out- bus stations
(DIRO) Typical layout

Bus
Station
Building

3 4
5
6
Drive through lane
STOP

IN
Caution

•Check for Pedestrians

EXIT
•Switch on hazard lights
•Use reverse horn if appropriate
•Scan mirrors
•Reverse straight
•Once level with through lane turn while
moving forward to join the lane
•Give way to vehicles reversing

This is a typical illustration; bus station layouts vary and wherever possible
should have a drive through lane
5.2 Drive In Drive Out (DIDO) procedure

5.2.1 Driving into and away from a stand.

a. When approaching the required stand, check it is clear and proceed via the
drive through lane. Do not cut across the rear of other stands and stay in the drive
through lane until you reach the turn point for the stand. Some bus stations may
form part of a highway so drivers must be vigilant for vehicles, cycles and
pedestrians.
Turn into the bay approaching it at an appropriate speed to avoid the need for
late braking and align the vehicle tight and parallel to the kerb.

b. When departing the stand check the vehicle mirrors and use all aids available.

c. Ensure no pedestrians are between the bus and any barrier.

Drivers must be mindful that the rear of their vehicle will swing
outwards, and avoid turning too sharply to avoid impacting the rear of
the bus with any barriers, potentially trapping any pedestrians.
DN# 392420 Page 24 of 35

Be particularly vigilant for motor cycles and cycles in bus stations that
are part of the main highway.

REFERENCES

Ref 1 htpp://www.hse.gov.uk/PUBNS/books/hsg65.htm

Ref 2 Equality Act: 2010

Ref 3 Good Practice Guide for Bus Station Design:

Martin Robertson Bursary: 2007

Ref 4 Management of Health and Safety at Work Regulations: 2003

Ref 5 Traffic Signs Manual: 2009

Ref 6 Public Service Vehicles: 1990 & 2000

Ref 7 Crime and Disorder Act 2008

Checklist
Reference Aspect Comment Completed

1.1 Key Safety Considerations

DN# 392420 Page 25 of 35

 Have existing highway These factors will influence the
layout and bus routes best bus station design
been reviewed?

Has land ownership in These factors will influence the

vicinity of proposed bus best bus station design
station been identified?

Have future development These factors will influence the

of adjacent sites been best bus station design
considered?

Has the orientation of bus These factors will influence the

station in relation to optimum bus station design
existing and planned land
uses been considered?

Have potential passenger It is important to identify all

pedestrian desire lines potential desire lines at an
been identified and early stage in the design
considered? process

Have means of managing Layout should be considered as

vehicle speeds been well as the use of speed
considered? monitoring equipment.

1.2 Key Objectives

Has the safety of all users Safety considerations should

been factored into the include bus drivers, tenants,
design? contractors as well as the
public.

How will the design of the Attractive, well located

bus station encourage use facilities have the potential to
of public transport, increase use of public
interchange and transport.
sustainable travel?

How does the bus station The bus station design should
complement the not be done in isolation to the
development plan for the development plans for the
town/city centre? area.

Is the design flexible to The design should consider

accommodate future levels alternative vehicle types (e.g.
of service and vehicle articulated buses, longer buses,

DN# 392420 Page 26 of 35

 type? and different door locations)
as well as changes in demand.

Is the proposed design The bus station needs to

attractive and welcoming comply with all relevant
and accessible to all, legislation as well as
meeting Equality Act 2010 presenting a safe, secure and
regulations? pleasant environment for
passengers.

1.3 Managing Pedestrian Movements

Has the potential for Undertake detailed risk

conflict between assessment
pedestrians and vehicles
been considered and
reduced to an acceptable
level?

Have appropriate Prepare list of mitigation

mitigation measures been measures being proposed and
included in the design and reasons why not included as
proposed management? part of scheme.

1.4 Alternative Design Considerations

Have alternative bus Look at the options available

station configurations been e.g. DIDO, DIRO
considered as part of the
design process?

1.5 Specific Design Considerations

Has the design and layout Consideration should include

of pedestrian crossing traffic signal control, materials
points considered a range (including tactile surfaces),
of safety features? locations, sight-lines, lighting
and relevant local authority
standards,

How are/will passengers Prepare list of mitigation

be deterred from measures being
accessing the bus proposed/reasons why not
carriageway areas? included as part of scheme

What control measures Prepare list of mitigation

are/will be in place for measures being
boarding and alighting proposed/reasons why not
passengers? included as part of scheme.

How vehicles are/will be Prepare list of mitigation

prevented for accidental measures being
incursion to passenger proposed/reasons why not
DN# 392420 Page 27 of 35
 areas? included as part of scheme

What provision is/will be Consider location of layovers in

in place for lay-over, relation to drivers access to
including safe driver required facilities
pedestrian access to site
facilities?

What is/will be the Consider location of internal,

standards of external lighting to avoid glare
external/internal lighting? and mirror affect on glazed
walls where internal
illumination levels are higher
than external levels.

What provision has been Consider camera locations and

made/is used for CCTV ensure all main risk areas are
monitoring and recording covered. Consider mixed use of
of internal and external fixed and pan, tilt and zoom
areas? cameras.

What type of signage is to Consider use of pictograms

be used? and keep all information
current and up to date

Has consideration been Consider accessibility

given to kerb heights at requirements and Equalities Act
bus boarding points? 2010.

Does the design include for Agree with clients (including

key passenger and bus and coach operators) the
operators facilities? key facilities to be included as
part of the scheme.

Have passenger and Consider clearly identifying

pedestrian desire lines to main entrance and exit points
and from the facility been to the facilities to encourage
identified and considered? users to use safe, direct routes.

Has the provision, type Markings should be clear,

and layout of concise and meaningful.
carriageway markings Provision of markings on
been carefully considered? footpaths to assist users should
be considered.

Has access to site by Markings and signage should

unauthorised vehicles been be clear to reduce risk of
considered as part of the unauthorised vehicles using site.
Where possible provide
DN# 392420 Page 28 of 35
 design process? loading/unloading bays on
public highway adjacent to
facilities.

1.6 Design Process / who should be involved.

Have all project Ensure formal consultation

stakeholders been process with all stakeholders
involved at project from project inception through
initiation stage and to completion.
throughout the
development cycle?

Have external influences Ensure external influences in

(from developers and local relation to space and funding
authorities) been taken do not compromise safety
into account as part of considerations
development process?

Has the proposed site ‘Full size’ bus tests are

layout been set out full important and results should be
size and been tested by recorded and the design
vehicles? amended accordingly.

1.7 Policy and safe management of bus stations.

Has the facility owner/ Consideration should be given

operator developed an to maintenance, emergency
effective management procedures, safety of
system for the new passengers and other users,
facilities? control of contractors using site,
operation of bus services and
procedural instructions to
operators.

2. Health and Safety Policy and Risk Assessment

2.1Organisation

DN# 392420 Page 29 of 35

 Overall responsibility for Co-operation between the
health and safety in team working on the project is
relation to the project paramount and the
needs to be clearly management process needs to
defined, agreed and a be a collaborative effort.
named individual be
identified.

2.2 Planning and Implementing

Has a planned and Detailed risk assessment which

systematic approach been clearly identifies project risks
adopted to implement a and responsibilities, mitigation
project specific health and methods, any residual risks that
safety management remain and how they are to be
system? managed.

Does the management Clearly defined risk

system make a clear assessments required for the
definition between the design and construction stage
design and construction of the project and operation
stages and the operation stage once all works are
stage of the development? completed.

Has a drivers guide for the Bus and coach operators should
facilities been prepared sign up to the operational
by the facility owner? guide prior to being allowed
to use the facilities.

2.3 Measuring Performance

Has a monitoring system Need to consider active and

been established to ensure reactive systems to cover
policies for the control of feedback to organisations
health and safety risks are before and after an incident
effective? takes place.

2.4 Auditing and Review

Has a review system been System needs to ensure

set up to provide effective arrangements in
feedback in the place, risk control systems exist
management and control and are implemented and
cycle? workplace precautions are in
place.

3. Pedestrian Issues

General

Has a review been Need to understand if there

undertaken of the existing are existing desire lines that
pedestrian desire lines will remain once new facility
DN# 392420 Page 30 of 35
 across and through the completed
site?

Has a risk assessment been Risk assessment will identify

undertaken at the design risks and any remedial
stage in respect of action/mitigation method
anticipated pedestrian required.
desire lines?

3.1 Pedestrian Walkways

Are the designated Clearly defined routes reduce

walkways as direct as risk of incidents and assist
possible and are they pedestrian movements through
clearly defined. Special sites.
consideration needs to be
given for people with
mobility issues and visual
impairment?

Has appropriate signage

and flooring materials
been considered in order
to assist way finding?

Has consideration been Physical barriers reduce risk of

given to the use of accidents.
perimeter barriers to
clearly define route and
ensure segregation of
pedestrians from risk
areas such as bus
carriageways?

Have bus station staff Staff need to understand their

been trained in health and safety duties and
management and responsibilities in relation to the
supervision of pedestrians public using the facilities.
using the facilities?

3.2 Crossings

Has the location of Crossings on highway land

pedestrian crossings been need to be considered as part
considered in relation to of the highways risk
desire lines, site lines and assessments.
traffic flows through the

DN# 392420 Page 31 of 35

 site?

Has a consistent approach Consideration needs to be

to the design and given to crossing markings,
appearance of the signage and whether or not the
crossings been considered crossing is controlled or
that takes into account uncontrolled.
location i.e. private site,
public highway or both?

3.3 Stand Configuration

Has the configuration of Internal and external layout to

bus stands been be carefully considered.
considered to avoid
conflict between queuing
and alighting passengers
and accessibility
requirements to satisfy
Equalities Act 2010
legislation?

3.4 Vehicle Loading / unloading

Has the configuration of

bus stands been
considered to ensure direct
route provided from bus to
concourse in order to
reduce risk of passengers
accessing bus
carriageways?

Has consideration been Consider type and height of

given to the use of physical barriers.
physical measures to
reduce the risk of
passengers accessing bus
carriageways when
alighting and boarding?

3.5 Car and Taxi drop off /pick up point.

Has the location of this If appropriate provide

area been considered in designated passenger routes.
relation to desire lines and
route taken to facilities
once passengers have

DN# 392420 Page 32 of 35

 been dropped of or
picked up?

3.6 Passenger Information Systems

Has the location and Agreed location of displays

height of the information needs to be free from
displays been considered obstruction. Signage, CCTV
with type face and font cameras and viewing distances
size of the displayed need to be considered.
information?

3.7 Raising Public Awareness of H & S Issues

Has consideration been Consider use of warning signs

given to raising awareness and poster cases to display
of health and safety issues appropriate information. Public
to users of the facility? Address systems can also be
used.

4.0 Vehicles

Has current and future The different lengths of vehicles

vehicle design been and passenger door locations
considered as part of the need to be considered at
design process? design stage.

Has consideration been

given to the design being
flexible so that it can
accommodate future
changes in vehicle design?

Has an operators Detailed minimum standards

‘condition of use’ document for vehicles using the facility
been prepared for the need to be agreed with
facility, specifying the operators e.g., vehicle
minimum standards for cleanliness, use of reversing
vehicles operators have to aids and mirrors, CCTV on
comply with in order for buses, general vehicle
them to use the facility? condition, procedure in case of
vehicle breakdown.

5.0 Drivers

Has a set of operational The guidelines need to be site

guidelines been agreed specific and take into account
with bus operators using bus station layout (DIRO,
the facility which clearly DIDO), how drivers pull on and
identifies the driving off stands and how they enter,
procedures to be adopted drive through and exit the
DN# 392420 Page 33 of 35
 by drivers in the facility? facility.

DN# 392420 Page 34 of 35

DN# 392420 Page 35 of 35