Bus Terminal Design Guidelines

BUS
TERMINAL
DESIGN
GUIDELINES

i SGArchitects, Delhi
 Bus Terminal Design Guidelines
This is a technical document produced by SGArchitects, New Delhi. This document is to be read in conjunction with
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Key Contributors:

Sandeep Gandhi
Principal Architect

Satyajit Ganguly
Senior Transport Planner

Ruchi Varma
Architect and Urban Designer

Shruti Khandelwal
Architect and Urban Designer

Rajat Kalsi
Senior Architect

Nilesh Bansal
Architect
 i SGArchitects, Delhi
Bus Terminal Design Guidelines
Acknowledgements
The authors would like to express our gratitude to Shakti Sustainable Energy Foundation.

Shakti Sustainable Energy Foundation works to strengthen the energy security of India by aiding the design and imple
mentation of policies that support sustainable mobility, energy efficiency and renewable energy. The foundation not
only funded the development of these guidelines but also provided feedback and continuous support in coordinating
with various Government and Non-Government stakeholders.

We would also like to thank the different State Transport Undertakings (STU’s) and Municipal Corporations, for their
participation as case study examples, for their immense support and cooperation in making this document possible.
We deeply acknowledge Coimbatore City Municipal Corporation(CCMC), Tamil Nadu State Transport Corpora
tion(TNSTC), Delhi Transport Corporation (DTC), Kalyan - Dombivali Municipal corporation(KDMC) and Chandigarh
transport Undertaking (CTU) for their guidance and valuable inputs.

Finally, we would like to thank the Association of State Road Transport Undertakings (ASTRU) for extending their sup
port and guidance throughout the project. Their inputs have helped us immensely at various stages of development
of this document.

Disclaimer:

The views/analysis expressed in this report/document do not necessarily reflect the views of Shakti Sustainable Energy Foundation. The Founda
tion also does not guarantee the accuracy of any data included in this publication nor does it accept any responsibility for the consequences of
its use.

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qualified professional. SGArchitects make no representations or warranties, undertake or guarantee that the use of guidance in the report will
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be liable to you in respect of any business losses, including without limitation loss of or damage to profits, income, revenue, use, production,
anticipated savings, business, contracts, commercial opportunities or goodwill, etc.
ii SGArchitects, Delhi
Bus Terminal Design Guidelines
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Bus Terminal Design Guidelines

Contents
spatial requirements charts? .44 4
Designing............................................................47 4.1
1 Introduction .........................................................1 1.1 Geometric Design Standards......................49 4.2
Upgrading bus terminal infrastructure ........2 1.2 Intelligent Transport Systems (ITS)............57 4.3
Current state ................................................2 1.3 Need Services ......................................................60 4.3.1
for a Guideline ....................................3 1.4 Target Lighting...............................................60 4.3.2
Audience...........................................3 1.5 Terminal as Drainage.............................................61 4.3.3 Fire
public space: New approach....4 Fighting........................................62 4.4 Typical
2 Getting Started: Pre Planning ..............................5 2.1 Details............................................64 5
Principles of Terminal Planning & Design ....6 2.2 Financing ............................................................77 5.1
Essential Requirements................................7 Funding and Financing Models..................78 5.2 Cost and
2.2.1 Primary Infrastructural Requirements.7 2.2.2 Revenue Generation ...................83
Supporting Infrastructure ....................8 2.3 Project 5.3 Land Acquisition and Sourcing...................84 5.4
Development.................................10 2.3.1 Project Financial Requirement...............................85 6 Case
Initiation....................................10 2.3.2 Site Identification Studies.......................................................95 6.1. City Bus
& Project Planning. ..10 2.3.3 Institutional frame Terminal ...........................................96 6.2. Inter State &
work........................11 2.4 Design Brief Local Bus Terminal ...............98 6.3. City Bus
Development .........................12 2.4.1 Terminal Terminal ....................................102 6.4. Inter State Bus
Characteristics.....................12 2.4.2 Functional Terminal .........................104
Attributes .........................13 3 Annexure 1 - Planning Information and
Planning..............................................................17 3.1 Considerations.....................................................108

Planning Assumptions................................19 3.2 Planning Annexure 2 - Glossary of Terms...........................111

Information and Considerations.22 3.3 Functional Annexure 3 - Specific Design Considerations for Bus
Terminals.............................................................114
Arrangement............................25 3.4 Functional
Annexure 4 - Spatial Requirement Charts for Bus
Requirements...........................29 3.5 Spatial
Terminals.............................................................116
Requirements.................................42 3.5.1 How to use
7 References.......................................................212
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Bus Terminal Design Guidelines
List of Figures Proposed site for Bus terminal .................96
Figure 27: Proposed bus bays and Pedestrian
Figure 1: Overcrowded bus in Delhi
infrastructure.............................................................96
(www.tribuneindia.com)..............................................2
Figure 28: Terminal Building Ground floor................96
Figure 2: Dilapidated Bus Terminal, Gurgaon
Figure 29: Terminal building First floor .....................96
(hotgurgoan.com) ........................................................3
Figure 30: Bus circulation (for option 1)....................97
Figure 3: Maribor Bus terminal (smartcitymaribor.si) 4
Figure 31: Bus circulation (for option 2)....................97
Figure 4: Port Authority Bus Terminal New Jersey
Figure 32: Private vehicle and Feeder circulation .....97
(inhabitat.com) ............................................................4
Figure 33: Pedestrian circulation in bus terminal......97
Figure 5: Design for differently–abled at a Bus terminal
Figure 34: Proposed site for Bus terminal .................98
(skyscaprercity.com)......................................7 Figure 6:
Figure 35: Area allocation for ISBT and Local terminal
Feeder bays The Vytilla bus terminal-cum mobility hub
(Proposal 1)................................................................98
Kerela. Photo: Vipin Chandran ...............8 Figure 7:
Figure 36: Terminal Building Ground floor (Proposal
Denver Bus Terminal
1) ...................................................................................98
(longmontian.blogspot.com) .......................................8
Figure 37: Terminal Building First floor (Proposal 1).98
Figure 8: Sunderland Bus Terminal (scofield.com) ......9
Figure 38: ISBT Bus circulation (Proposal 1) ..............99
Figure 9: Port Authority Bus Terminal. (Flickr/Harald) 9
Figure 39: Local Bus circulation (Proposal 1).............99
Figure 10: The entrance to Union Station's newly
Figure 40: Private vehicle and Freight service vehicle
redesigned-bus terminal, including an information booth
circulation (Proposal 1)..............................................99
(front right), a convenience store (back right) and a
Figure 41: Feeder circulation (Proposal 1).................99
sheltered waiting area (center, behind the escalator).
Figure 42: Pedestrian circulation (Proposal 1).........100
(Courtesy USRC, ©Anice Hoachlander) .....9 Figure 11:
Figure 43: Area allocation for ISBT and Local terminal
Slough Bus Station (Photos: Hufton and
(Proposal 2)..............................................................100
Crow)..........................................................................10
Figure 44: Terminal Building Ground floor (Proposal
Figure 12: Project development stages .....................10
2) .................................................................................100
Figure 13: A schematic representation of the functional
Figure 45: Terminal Building First floor (Proposal
attributes in bus terminal. ........................15 Figure 14:
2) .................................................................................100
Design brief form ......................................16 Figure 15:
Figure 46: Pedestrian infrastructure to access the
Decision making flow chart.......................18 Figure 16:
terminal ...................................................................100
Methodology for using functional arrangement
Figure 47: ISBT Bus circulation (Proposal 2) ............101
diagrams...............................................25 Figure 17:
Figure 48: Local Bus circulation (Proposal 2)...........101
Methodology for using functional requirement
Figure 49: Private vehicle circulation (Proposal 2) ..101
sheets....................................................29 Figure 18:
Figure 50: Feeder circulation (Proposal 2)...............101
Methodology for using spatial requirement graphs
Figure 51: Pedestrian circulation (Proposal 2).........101
(example graph – site area against bus flow per
Figure 52: Proposed site for Bus terminal ...............102
hour............................................................................42
Figure 53: Existing terminal circulation ...................102
Figure 19: Scenario Description .................................43
Figure 54: Area allocation & Bus circulation in terminal
Figure 20: ITS architecture for Bus Terminals............58
(Proposal 1)..............................................................102
Figure 21: Budgetary Allocations flowchart for Bus
Figure 55: Proposed commercial area (Proposal 1) 102
terminals....................................................................78
Figure 56: Dedicated Loading Bays for Buses (Proposal
Figure 22: Various Revenue model contracts with their
1)..............................................................................103
responsibilities, risk, and ownership and time durations
Figure 57: Area allocation & Bus circulation in terminal
(Source: Presentation by V. Srinivas Chary on Public
(Proposal 2)..............................................................103
Private Partnership in Urban structure and service
Figure 58: Proposed commercial area (Proposal 2) 103
delivary) .........................................................81 Figure 23:
Figure 59: Aerial view of Proposal 2: Dynamic Operations
Diagram shows the typical structure of a SPV (Source:
in Terminal............................................103 Figure 60:
Investopedia)........................................81 Figure 24:
Fixed bus bays (Proposal 2) ....................103 Figure 61: Bus
Private sector participation spectrum (Source:
terminal Site context........................104 Figure 62:
ppp.worldbank.org) ....................................82 Figure 25:
Components of existing terminal ...........104 Figure 63:
Typical BOT structure (Source: Wikipedia)83 Figure 26:
Circulation in existing terminal...............104 Figure 64:
 Existing floor plan ...................................104

v SGArchitects, Delhi
Bus Terminal Design Guidelines
Figure 65: Proposed depot, Local terminal area and
Private parking area (same for both
proposals) ......105 Figure 66: ISBT bus circulation for
proposal 1 .........105 Figure 67: ISBT bus circulation
with Fixed bus bays (Proposal
1)..............................................................105 Figure
68: ISBT bus circulation for proposal 2 .........105
Figure 69: ISBT bus circulation with Dynamic bus bays
(Proposal 2)..............................................................106
Figure 70: Proposed Local bus
terminal...................106 Figure 71: Proposed floor
plans of Terminal building (for both
proposals) .................................................106 Figure
72: Loading bus bays for ISBT buses.............106

List of Tables
Table 1: Critical terminal characteristics....................12
Table 2: Application of lighting in a bus terminal ......60
Table 3: Required lux levels according to the functions
in a bus terminal (Source: Labour and Welfare Bureau
of the Government of the Hong Kong Special
Administrative Region)...............................................61
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Bus Terminal Design Guidelines
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Bus Terminal Design Guidelines
Foreword
India’s economic development and prosperity calls for increasing mobility of people to access various activities and
goods. A major share of the mobility surge is being catered to by road based transport, of which a substantial compo
nent is met by buses. It is estimated that there are close to seven lakh buses operating in the country. Of these, ap
proximately 150000 are operated by the public sector through more than sixty State Transport Undertakings (STU)
and Transport Corporations. It is estimated that these buses carry more than 70 million passenger trips every day,
which is nearly three times the passengers carried by Indian railways. Public sector buses alone are estimated to un
dertake 12.1 billion kilometers every year.

While buses form the structural core of the road transport, in the past few years, there has not been visible growth in
their modal share in the total trips made, owing to the lack of adequate bus fleets and their supporting infrastructure
like terminals and depots. Bus terminals, are the hub of activities, of passenger and operators, and are spaces where
bus operators, STU and passenger requirements converge. Buses in India operate from nearly 3,000 terminals. There
is a strong need to upgrade the infrastructure and facilities of these spaces into hubs which meet the requirements of
both customers and bus operators.

Bus passenger terminals handle large volumes of passenger transfers on a daily basis. It can be said that passenger
level of service at these locations goes a long way in ensuring attractiveness and increased patronage of bus
transport. However, most bus terminals currently offer sub-optimal services to both bus passengers and bus
operators. Most STUs struggle with constrained finances and therefore were unable to invest in the up gradation and
regular upkeep of these facilities.

Though up gradation and development of bus terminals is high on the agenda of the STUs, there is a general capacity
void which needs to be addressed. There exists no specific planning or design guideline on this subject, while there is
an evident lack of knowledge and experience on successful PPP strategies. In this con-text this comprehensive
planning and design guideline for bus terminal development is a first of its kind. It provides recommendations for
various typol
ogies and sizes towards the improvement the quality of public bus terminal infrastructure in Indian cities.

The guideline has been supported by Shakti Sustainable Energy Foundation with technical support provided by SGAr
chitects. I trust that this guideline will serve as an important resource in filling up the capacity gap for developing
stakeholder requirement responsive bus terminals in India. It will contribute in making bus transport more attractive
and will help in achieving our long term vision for a more sustainable mobility in the country.

Executive Director

Association of State Road Transport Undertakings (ASRTU)

P.S. Ananda Rao

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Bus Terminal Design Guidelines
Preface
The transportation sector, covering both passenger and freight services, is the second largest consumer of primary
energy in India after the industrial sector. It currently contributes to 18-20% of the national primary energy demand.
Population and economic growth are leading to an increase in the mobility needs for goods and passengers that are
rising at an annual rate of 9%. The passenger transport sector is becoming highly energy intensive because of a shift
in consumer preference from public transport to private transport. This has severe implications for climate change
and air quality in the country. There is an urgent need to arrest this shift and undertake necessary measures that can
increase the use of public transport for urban mobility and inter-city travel.

Reliable, safe and comfortable public transport systems are a precondition for developing sustainable transport sys
tems. Bus systems, in particular, are extremely relevant since they form the majority of public transport trips.
Improved bus services and developing state of-the-art supporting infrastructure like bus terminals, depots and bus
stops can attract users and increase ridership.

I am pleased to announce that Shakti Sustainable Energy Foundation has signed a Memorandum of Understanding
with the Association of State Road Transport Undertakings (ASRTU) towards a consultative and engagement frame
work for the planning, design and implementation of improved bus systems. The current document is an important
component of the initiatives under the MoU. It aims to provide technical support to State Road Transport
Undertakings (STUs) to develop better bus terminals in the country.

The ‘Bus Terminal Design Guidelines’ developed by S G Architects with support from Shakti, provides guidelines for
design and planning of bus terminals of different capacity and functions. These guidelines have been developed after
a detailed review of national and international best practices. The readiness of the guidelines was verified by develop
ing the designs of four bus terminals. I trust that these guidelines will be of interest to the State Road Transport
Undertakings, architects, planners and designers and its recommendations will be translated into action.

Krishan Dhawan
Chief Executive Officer
Shakti Sustainable Energy Foundation
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Bus Terminal Design Guidelines
 xii SGArchitects, Delhi

1 Introduction
Bus Terminal Design Guidelines
Public transport holds center stage in the urban transport —which ultimately reduce quality of life—are attributed
agenda. A well-functioning and sustainable city cannot be to the lack of mobility options.
achieved without strengthening its pub lic transport 1.1 Upgrading bus terminal infra
system. Infrastructure plays a vital role in the operation
structure
of an efficient, convenient and safe transit system (Trans
Buses are the predominant mode of motorized public
Link Transit Authority 2011). When transit infrastructure
transport in India. All Bus systems combined carry much
is designed to enhance passenger experience, its
more passengers than any other mass transit sys tems. A
attractiveness is ensured, making it a viable alternative to
functional bus system is an essential element of both
private motorized transport. The National Urban
intercity and Intracity public transport system. Bus stops,
Transport Policy (NUTP) (MoUD 2006) recognizes that city bus terminals and depots are the critical in frastructure
dwellers are of ut most importance and that all plans must components of a bus-based transit sys tem. Bus terminals
be centered on their common benefit. With reference to are the nodal points at the begin ning and end of journey.
a focus on public transportation, the NUTP document
emphasizes the following means:

1. Encouraging greater use of public transport and

non-motorized modes by offering Central
financial assistance for this purpose
2. Enabling the establishment of quality focused
Fig
multi-modal public transport systems that are
well integrated, and provide seamless travel
ure 1: Overcrowded bus in Delhi (www.tribuneindia.com)
across modes
3. Establishing effective regulatory and enforce ment A bus terminal is the point at the start/end of a bus route,
where the vehicles stop, reverse and wait, be fore
mechanisms that allow a level playing field for all
departing on the return journey. It also serves as a station
operators of transport services, and enhanced safety
for passengers to board and alight. Evidently, at a bus
for the transport system users
terminal, parameters addressing passenger and operator
4. Building capacity (institutional and manpower) to requirements overlap. It is the site for inter change
plan for sustainable urban transport, and es between large volume of bus and passenger traffic. This
tablishing knowledge management system that demands that the facilities at a bus terminal be planned
would service the needs of all urban transport systematically and that user requirements be addressed
professionals, such as planners, re in such planning, or else the lack of an efficient and
searchers, teachers, students etc. functional environment will lead to fric tion, ultimately
compromising the attractiveness of the bus system.
The NUTP envisages a scenario wherein all city resi dents
have access to jobs, education, recreation, and other such 1.2 Current state
needs within urban limits, in a safe, afford able, quick, A review of bus terminal projects from around the world
comfortable, reliable and sustainable envi ronment. At suggests that the best practices in terminal plan ning and
present, lack of robust public transport in frastructure design are people centric. Such designing—of bus
renders Indian cities struggling to cope with increasing terminal infrastructure, its operation and mainte nance
mobility requirements. Numerous re search and studies plan—is guided by the vision of securing a high level of
have documented the ill-effects of a poor or quality and comfort both for passengers as well as
dysfunctional public transport system and as sociated terminal and bus staff. If Indian cities are to follow such a
infrastructure. Characteristic among these ill effects are - passenger service quality focused approach to wards bus
higher dependence on private motorized modes, and terminal planning—in terms of infrastruc ture, operations,
higher congestion, pollution and accidents. These effects and financial planning—certain ena blers must be put in
 place.

2 SGArchitects, Delhi
Bus Terminal Design Guidelines
Figure 2: Dilapidated Bus Terminal, Gurgaon (hotgurgoan.com) 2. Providing efficient access and egress to and from
the terminal, for both passengers and buses

3. Ensuring planned and streamlined traffic circu

lation, and provision of amenities for passengers,
rest areas, and other facilities for bus drivers, as well
as workshop and workshop space for opera tors.
1.4 Target Audience
This guideline has been developed for three types of
target audience:

1. Planners and designers

2. Project proponents
1.3 Need for a Guideline 3. Project developers
A review of the current situation suggests that the lack of
capacity and resource material (such as guidelines and It is aimed at assisting planners and designers in under
tools specific to Indian context) may be one of the standing the requirements of different terminal typol
reasons for unsatisfactory bus terminal infrastructure in ogies and scales. This will help guide the planning and
Indian cities. A detailed planning and design guide design process of future projects towards the aim of
ensuring that such projects are responsive to the re
line for bus terminals can not only propel capacity
quirements of different users of the facility. This guide line
building, but further drive the development of more re
will equip planners and designers with tools to fi nalize
sponsive passenger-specific bus infrastructure. The need
functional and spatial requirements. It will pro vide design
to bridge the resource gap is the main motive be hind this
standards, among other suggestions.
guideline.
Project proponents can use this guideline to vet the de
This guideline is developed to meet the need for re source
velopment proposals (by planners, designers or devel
material specific to Indian context; it will pro vide planning
opers). It includes easy-to-use tables and charts, which
and design recommendations for differ ent typologies and allow a clear picture of different facilities and their space
sizes of bus terminal complex. The requirements to be included in a proposal.
following points further explain the objectives of the
guideline, and its intended role towards improving the This guideline includes space and site area require ments
quality of public bus terminal infrastructure in Indian for projects of varying sizes and typologies, based on
inclusion or exclusion of different real estate
cities:
development linked infrastructure requirements. These
1. Ensuring synchronized and functional interac tion are tied to expected project cost, and the real estate floor
between passengers, buses/operators as well as area required to be developed in order to offset the
feeder modes such as intermediate public transport same.
(IPT)
 3 SGArchitects, Delhi
Bus Terminal Design Guidelines
1.5 Terminal as public space: New terminal site into an attractive urban des tination.

approach Thus, Indian cities require a new approach of planning

and designing terminals, one that views them as inte
grated in the urban realm and contributing to the qual ity
of the city space. Within this framework, not only shall
designers and planners secure the prerequisites of a
transport infrastructure facility, but also explore its
Fig
integration in the urban fabric as a tool to catalyse its
ure 3: Maribor Bus terminal (smartcitymaribor.si) Figure 4: Port surroundings. Terminal branding can also prove to be a
Authority Bus Terminal New Jersey (inhabitat.com)
crucial element, one that contributes towards image
building of the overall public bus system besides, add ing
to the passenger experience.

Embracing a modern approach to bus terminal infra

structure development, this guideline is aimed to equip
users with practical knowledge, the know-how critical
for developing a user friendly facility which meets the
requirements of all stakeholders, and contributes to the
overall quality of a city. This information is divided into
three sections. The section ‘Getting Started – Pre
planning’ addresses pre-planning issues such as plan ning
The main characteristic of bus terminals is their conver principles, planning requirements, design brief de
gence function, because they serve asimportant nodes of velopment etc. ‘Planning and Design’ presents plan ning
transfer between different modes. These nodes are the and design information, including functional re
focus of passenger activity, which is a potential in gredient quirements, spatial requirements, and design require
for a vibrant city space. Needless to say, high level of ments. ‘Financing’ deals with different financing op tions,
passenger activity attracts business and retail functions, as well as contractual requirements for the pro ject.
which generates secondary footfall and pro pels a mere
 4 SGArchitects, Delhi

2 Getting Started:
Pre Planning
Bus Terminal Design Guidelines
The pre-planning stage for bus terminal development mileage.
includes steps necessary for undertaking detailed in
frastructure planning. These steps include under standing Operational parameters: Planning and designing of bus
the principles of bus terminal planning, devel oping an terminals is significantly influenced by the termi
understanding of key project ingredients, ini tiating nal’s operational attributes. Several operational pa
project development requirements (such as site rameters bear upon a bus terminal’s requirements. These
identification), and developing a detailed project brief. include the number of routes served and their peak
frequency, volume of waiting passengers, spaces for bus
2.1 Principles of Terminal Planning & stacking (idle parking), the mix of terminating and passing
Design services, and passenger circulation (Trans Link Transit
Principles governing how to approach the planning of bus Authority 2011). Thus, it is essential to the terminal
terminals are focused towards ensuring enhanced planning and development process that the operational
passenger experience and level of service. These have parameters are fully understood and ac counted for.
been listed below, and may be applied during the de
Existing capacity and future demand estimation: In
sign development process.
addition to operational requirements, terminal plan ning
Access and approach: Traditional bus terminal facili ties and designing should also factor in the estimates for
fail to provide convenient access to public buses; their existing capacity and future (horizon year) de mand. The
closed confines make access extremely difficult for considerations for redressal of potential short-term and
passengers. Current attempts to improve bus based public long-term capacity constraints, and fu ture expansion on
transport access are only concerned with improvement of the basis of estimated horizon year demand should be
street infrastructure, and focused mainly on pedestrian incorporated early in the planning stage (Trans Link
facilities and bus stops. Transit Authority 2011).

Access to the terminal should be convenient, barrier free Enhanced level of service: The basic premise of the Level
and facilitate streamlined internal circulation. Ad of Service (LOS) framework is that passengers are
ditionally, the ingress and egress points should be so sensitive to the amount of space surrounding them.
located that they are not in conflict with traffic circu lation When this space is compromised by crowding, they
at the peripheral road network (Planning De partment perceive it as a deterioration of service (Transpor tation
Hong Kong 2014). One way of achieving this is by creating Research Board 2011). LOS is an indicator of how good
alternative access/egress points by inte grating multi the present situation in a given facility is, and helps
modal facilities with the bus terminal; this can further determine the environmental quality of a given space
convenience commuters by providing access/egress based on the function it is serving. To plan for critical LOS
choices. requirements for a terminal (as listed in different
standards), one must first understand the en tire journey
Location: Locational characteristics make for the key of a passenger through the facility. Each activity planned
factor attracting passengers using the bus terminal (Trans for the passenger/commuter needs to offer a baseline
Link Transit Authority 2011). Centrally located (core city level of service as per space standards and area
areas) bus terminals are desirable for opera allocation.
tional efficiency and passenger convenience, as they
provide ample interchange opportunities. Addition ally, Integrating multi-modal accessibility and feeder in
they are potential candidates for using terminals as a frastructure: Integrating provisions for feeder modes—
vibrant city space. Peripheral terminals, when in tegrated like cycle rickshaws, auto rickshaws, buses, private
with depot functions, work best in minimizing dead vehicles etc.—in the facility design, ensures im proved
 accessibility and conflict free circulation. Planned to facilitate seamless transfers, in or der to create the
allocation of space for such modes helps re duce delays, impression that the journey is con tinuous (and without
and improves level of service for passen gers. The aim is breaks).

6 SGArchitects, Delhi
Bus Terminal Design Guidelines
Crime prevention through environmental design through sustainable means and use of efficient
(CPTED): Passenger safety is fundamental to the at technologies. This may include use of solar
tractiveness and increased use of public transport. A energy, efficient LED lighting, passive cooling/heating
commuter should feel safe using public transport at any measures, higher reliance on natural lighting etc. Ad
time (of day and night) and at any location (Trans Link ditionally, techniques for noise control, solid waste
Transit Authority 2011). CPTED promotes the no tion that management, waste water re-cycling, use/re-use of
waste water, and rain water harvesting should be in
it is possible to apply creative urban design principles to
tegrated in the proposal during the planning stage.
reduce incidence and perception of crime. This includes
better urban planning, including effective lighting, 2.2 Essential Requirements
barrier-free circulation, enhanced visibility, signage and
The guideline intends to provide standards and recom
way finding, integrated commer cial activities (formal or
mendations for planning and designing bus terminals, per
informal) to avoid dark or in active corners etc. Integrating
the Indian context. For this, a list of broad infra structural
CPTED shall ensure bet ter connectivity as well as
requirements has been drawn up, through literature
enhanced and attractive us age.
review. These requirements are the essen tial ingredients
Integrating universal design: India’s Disability Act of 1995 for planning and designing bus termi nals, and have been
suggests that public infrastructure be barrier free for all. classified as primary infrastruc ture requirements and
This implies that bus terminal facilities should be inclusive supporting infrastructure re quirements.
and accessible for all, including dif ferently-abled people,
2.2.1 Primary Infrastructural Requirements The
people carrying luggage, preg nant women, children,
infrastructural requirements for bus terminals re spond to
people travelling with infants (in hand or stroller) etc. All
the bus and passenger demand within a given site.
passengers should be able to cover their journey in a
Identified infrastructural elements consume space based
seamless manner with min imum effort.
on planned capacity, which when aggre gated defines the
site area requirement for a proposed terminal facility.
These infrastructural elements in clude bus transfer, park-
and-ride, drop-off, vehicular parking, and meet-and-greet
areas, as well as the var ious inside-terminal elements
such as walkways, stair ways, escalators, elevators,
turnstiles, ticket machines, and platforms. They vary with
the requirements of passengers, staff and drivers.

Ancillary facilities that act as feeder to bus terminal, also

need attention. The building area that houses these
Figure 5: Design for differently–abled at a Bus terminal (sky facilities needs to respond to a defined level of service in
scaprercity.com)
order to accommodate the required footfall. Space and
Integrating sustainable development practices: Infra architectural standards define the relation
structure plans and development practices should ship between spatial requirements and level of ser vice.
consider green building technologies to reduce the Suggestions and recommendations for use of ma terial
overall carbon footprint and adverse impact on the en (and finishes) appropriate and conducive for a public
vironment, both during the development and opera tional
zone are also included in the guideline.
phase. Construction practices may employ ma terial (and
techniques) with low embodied energy, while energy Primary elements to be considered with regard a bus
requirements for the terminal’s opera tions may be met
 terminal’s infrastructure development can be classi fied 1.Passenger areas
for three different user types. These include pas sengers, a. Ticketing and queuing
terminal staff and bus staff. b. Passenger waiting areas

7 SGArchitects, Delhi
Bus Terminal Design Guidelines
c. Passenger conveniences (drinking water facili ties marking), public art, and breakdown services.
and toilets)
Feeder infrastructure: The infrastructure which con nects
d. Passenger circulation
the bus terminal with the city is referred to as
e. Boarding/Departing areas
supporting access (or feeder) infrastructure. It in cludes
f. Facility entry
provision for various modes that provide ac cess—and act
g. Tourist information
as feeder—to the bus terminal. These include parking for
h. Security, including CCTV cameras
private vehicles; drop-off and pick up bays for private
i. Retail, concessions and lease space
vehicles, taxis, auto rickshaws cycle rickshaw, shared
j. Dormitories and lodging (if required)
vehicles such as vans/jeeps etc.; and bays and/or stops
k. Cloak room for local bus services. Integration of all these modes
l. Railway reservation makes for higher passenger conven ience and increased
2.Areas for terminal staff intermodal accessibility.
a. Revenue office
b. Security and information
c. Ticketing booth
d. Resting room
e.Staff conveniences (drinking water facilities and
toilets)
f. Canteen Figu
g. Maintenance staff (chairs and lockers) h.
Control room (CCTV surveillance) re 6: Feeder bays The Vytilla bus terminal-cum-mobility hub Kerela.
Photo: Vipin Chandran
3. Areas for bus staff
a. Canteen
b. Resting areas
c. Lodging areas (if required)
d.Bus staff conveniences (drinking water facilities
and toilets)
2.2.2 Supporting Infrastructure Figu
Bus terminal infrastructure planning is not just about
provision of requisite facilities, but also about how these re 7: Denver Bus Terminal (longmontian.blogspot.com)
facilities serve the terminal users. It has been ob served
that even large and newly constructed termi nals fail to Seating: Seating—in and around the bus terminal
meet commuter requirements and expec tations. This can complex—shall be planned to cater to a minimum of 30%
be attributed to poor functionality and upkeep of of all passengers in the facility. Seating is required so as
provided facilities, such as shabby wait ing areas, lack of to avoid obstruction to the flow of passenger traffic
connectivity, dilapidated rest sheds, stinking environs, through the complex; it should be designed to combine
poor ambience etc. comfort, ease of maintenance and resistance to
vandalism.
Supporting infrastructure refer to the additional facili ties
which aid in enhancing user experience, efficiency, and Hardscape and landscaping: It is important to ensure
attractiveness of bus terminal. These include pro vision for that landscaping complements the spatial design and
enhances the visual appeal of the terminal. Outdoor and
feeder infrastructure, seating, landscaping, lighting, way
indoor passenger areas should be smoothly hard
finding (Passenger Information Systems (PIS), signage and
 scaped, to facilitate easy connection between site’s wear, walking comfort and usability by wheel chairs,
periphery and the terminal. The paving’s surface qual ity prams and baggage trolleys.
should ensure durability as well as resistance against

8 SGArchitects, Delhi
Bus Terminal Design Guidelines
Lighting: Lighting should be designed to meet mini mum
illumination levels and quality standards for both indoor
and outdoor application. Natural lighting ele ments such
as sky lights shall be used to enhance light ing level
without increasing the energy load of the ter minal
facility. Lighting fixtures should be energy effi cient,
require low maintenance, and minimize light Figur
pollution and glare.
e 9: Port Authority Bus Terminal. (Flickr/Harald)

Figu Figu

re 8: Sunderland Bus Terminal (scofield.com) re 10: The entrance to Union Station's newly redesigned-bus terminal,
including an information booth (front right), a conven ience store (back
Signage: PIS—including both dynamic and fixed sign age— right) and a sheltered waiting area (center, be hind the escalator).
(Courtesy USRC, ©Anice Hoachlander)
constitute an integral part of the terminal’s way finding
infrastructure, and play an important role in regulating Public art: Visual space perception (mental copying of
vehicular and pedestrian movement. They provide objects and events of the outer world) helps people
relevant information, warnings and directions, thus recognize spaces within a particular environment, such as
facilitating ease of access, convenience and safety. They a bus terminal complex. It increases the image
should be strategically placed, consistent and easy to ability, cultural identity, and social attractiveness of
interpret. Public address system should be integrated enclosed spaces. As such, public art installations and
into the design, at all terminal facilities. The aim is to other aesthetic elements in the complex are likely to
provide a robust, functional, and visually dis contribute to its visual appeal and overall attractive
crete system that can provide communicative infor ness, and must be integrated into the terminal build ing’s
mation and also be linked to the security system for development. Contemporarily, ‘public art’ has also come
warning (in case of emergency). to include various other elements like urban furniture,
lighting, multimedia, graffiti and commercial art. Public
art is by the people, and for the people, and as such
should also be sourced from them. Therefore, it is
important to allocate planned spaces for such in
stallations, and make appropriate funding available for
integration of the same.
 9 SGArchitects, Delhi
Bus Terminal Design Guidelines
stage includes city demographics, existing trans portation
scenario, existing facility conditions etc.

Figure 12: Project development stages

2.3.2 Site Identification & Project Planning. This is

the second stage of project development and comprises
Figure 11: Slough Bus Station (Photos: Hufton and Crow) two phases; the first involves identifying a suitable site
and the second, initiating the planning process specific to
In-terminal breakdown services: Buses plying on long its context.
inter-state or intra-city routes often require minor
maintenance, involving fan, engine belt, tires, outer body In the first phase, government officials and other
etc. As terminals are not equipped to handle mi stakeholders (such as the land owning agency, state
nor breakdown requirements, buses remain parked transport undertaking (STU) etc.) identify a suitable site.
there, till engineers from the concerned depot can visit to Identifying an appropriate site is a critical compo
attend to them, or they can be towed back. This af fects nent of project development. It must address two ma jor
the service schedule, in turn inconveniencing the considerations:
passengers. Therefore, including provisions for in-ter
minal breakdown service in infrastructure, is crucial for ∙ Location Attributes: Currently, the selection of a site
an efficient service planning. for a bus terminal is governed primarily by the
2.3 Project Development availability of land. However, other location attrib utes
—passenger demand and the bus route net work—
The bus terminal development process—culminating at
should also be considered. If the site is not near trip
an operational terminal—includes three broad stages, i.e.
generators, it may make access harder for commuters.
project initiation, site identification cum project planning,
Additionally, if it is off the serving route network, dead
and institutional framework setup. These stages are
mileage will up the vehicle op erating costs (Rodrique,
introduced in Figure 12, and elabo
Comtois & Slack 2013). The terminal’s location also
rated in the following sections.
influences its revenue gen eration potential; easy
2.3.1 Project Initiation accessibility will affect at tractiveness for private
Project initiation ensures an action oriented approach to investment, such as for commercial/real estate
implementing bus terminal infrastructure. This stage development.
includes gathering information required to begin the ∙ Capacity relationship: Land being finite puts a cap on
project, followed by organization and documenta
the capacity of each site. Understanding the site’s
tion of the data collated for developing it. Further, the
capacity yields an insight into maximum vol umes that
project initiation stage involves all necessary analysis
it can cater to: peak passenger flow that can be
undertaken for planning the project, such as concep
tualizing availability of sites (for the project), with de handled, maximum number of buses that can be
tailed information on operators, principal stakehold ers, accommodated at idle/loading/unloading bays, and
and authorities. Additional information required at this maximum number of cars that can be parked. There is
a dynamic relationship between
 10 SGArchitects, Delhi
Bus Terminal Design Guidelines
the site area and the space to be reserved for com operate the facility.
mercial development: a larger facility requires higher
investment (achieved through an integrated 1. Bus service providers: These include government
commercial/real estate development), which de mands departments and municipalities, public corpora tions,
higher commercial/real estate development footprint and private sector companies.
(including space for private vehicle park ing), to offset
2. Regulatory and enforcement bodies (if separate from
the increased funding requirement, which in turn
local authorities): These help regulate terminal
leads to higher site area requirement. Understanding
operations as well as services, and establish neces sary
the area-capacity relationship helps the decision
controls for terminal facility management.
maker appreciate the relationship be
tween available site size and achievable capacity. In an 3. The private sector: Its participation plays an im
urban setting, bus terminals have a nominal capacity, portant role in financing and maintaining the termi nal
which is related to the amount of land they occupy facility. Both public and private sector participa tion can
and the level of applied technological, labour and be financed by commercial banks and other
managerial capability. According to, The Function of financial institutions.
Transport Terminals (Rodrique, Comtois & Slack 2013),
a utilization rate of 75 to 80% is considered optimal 4. Local authorities: These act as regulators and ser vice
(i.e. 75 to 80% of theo retical capacity can be used to providers, help raise finance, and supervise the
cater to demand), because above this level, activities related to the development, maintenance,
congestion starts to arise, undermining the reliability and/or operation of the terminals (covering the area
of the terminal facility. This information should be within the terminals’ boundary as well as those sur
applied in bus terminal site selection. rounding it).
Once the site is identified, project development en ters In an ideal institutional framework, these agencies (and
the planning phase. Planning is guided by the selected organizations) operate as per clearly defined roles and
site’s features, which include its existing conditions responsibilities, and a well-defined co-oper ative
(potential and constraints), operational factors (such relationship, which is usually put down in a le gally binding
as layover time) and most im portantly, capacity contract. In case of infrastructure pro jects especially for
requirements of the terminal (depending on the peak bus terminals, various management models are devised
flow of buses and routes originating and terminating to ensure the provision of services and facilities, such that
there). For a green field terminal site, capacity the provision is sustained be yond the implementation of
requirement for the terminal needs to be established the project. These man agement models involve the
based on horizon year de mand estimates. financial structure, oper ations management, and
2.3.3 Institutional frame work maintenance of the terminal.
The third (and concluding) stage in project develop ment
consists in building a stable institutional frame work for Financial Structure: This is the framework adopted to
the project, the objective being establishing a set of acquire and support funding, which is a necessary step to
formal organizational structure, rules and norms towards enable the terminal’s development, maintenance and
provision of the terminal facility. These relate to - how operations. The financial structure helps formu
and who will operate the terminal, how the facility will be late how to finance the project, including detailing debt
maintained, how revenue (for the facil ity’s development and equity ratios etc. Embracing recent trends based on
and maintenance) will be gener ated/sought, and what (if different and evolving revenue models, the financial
any) the business model will be. The framework proposes frameworks for development of bus terminal projects
multiple agencies and or have kept pace, changing from time to time. Chapter 5 –
ganizations (mentioned below) that may come to gether Financing discusses financial structuring of bus terminals
(in different formats) to develop, maintain and/or in detail.

11 SGArchitects, Delhi
 Bus Terminal Design Guidelines
Operations management: This is an area of manage Table 1: Critical terminal characteristics

ment concerned with planning, of a terminal, and if required, rede No.

Characteris
designing, and control ling the functions S.
tics Description
signing operations as per the desired level of services. Terminal Ty
1 pology Inter state or Local 2 Terminal size
Essentially, operations management optimizes the
Terminal Op
process of converting terminal inputs (current opera tions, Small, Medium or Large 3 erations Fix route
size, and typology) into outputs (improved effi ciency and Bay Allocation or Dynamic Bay Allocation
better functionality). It entails ensuring that operations
are resource-efficient, and effectively meet terminal These terminal characteristics and their related func tions
requirements. form the structure of this guideline. Terminal
characteristics and functional attributes are explained in
Maintenance: Bus terminal maintenance, though costly sections 2.4.1 and 2.4.2.
and time-consuming, is a critical indicator of a terminal’s
attractiveness. Proper maintenance of bus facilities goes 2.4.1 Terminal Characteristics
a long way in preserving the terminal system’s positive Terminal Typology: The hierarchy of routes served is one
image. Ways to execute this include - creating a database of the primary determinants of a terminal’s design and
of maintenance schedules (to track elements like planning. In India, there are mainly two different types of
condition of pavement surfaces; age of the facilities; terminals:
history of damage; and condition of shelter, benches and
∙ Local Bus Terminal – Bus services at a local bus
other transit amenities), and forging working agreements
with local businesses or commercial centers, to help terminal cater to routes whose starting and
share the terminal agency’s financial responsibilities. terminating points connect two different places
in the same city. On these routes, buses stop to
2.4 Design Brief Development Brief board and offload passengers at short intervals,
usually about 0.5 km.
development is a critical starting point for the planning
and design exercise of a bus terminal project. The brief ∙ Interstate Bus Terminal (ISBT) – Starting and
provides an outline of the project’s objec tives and their terminating points connect two different states,
corresponding design strategies, thus yielding the design regions/districts, or cities; long inter vals between
solutions. The brief development stage assists the stops, usually greater than 10 kms
planners/designers to list all func tional and operational
requirements, and any associ ated spatial and material Terminal Size: This characteristic denotes the scale of a
ones. bus terminal, irrespective of its hierarchy (interstate or
local). Terminals are categorized under three scales based
First stage of the brief development exercise is to iden tify on the bus flow per hour - Large (more than 300 buses
and classify the terminal’s critical functional and per hour), Medium (more than 60 up to 300) and Small
operational characteristics. These are terminal typol ogy, (less than or equal to 60).
terminal size, and classification by terminal oper ations.
Table 1 presents these characteristics and their Terminal Operations: This characteristic determines the
respective features. operations type of a bus terminal, in terms of allo cating
boarding bays to different routes. The categori zation is
based on the current preference and norms followed by
the terminal operator (usually state or city transport
undertakings). In India, two operations types are
observed:

∙ Fixed Route Bay Allocation1- This operations type

is usually observed in medium and large
1
For details of bay arrangements Refer to the Interim Report –
Section 2.4.2.1
 12 SGArchitects, Delhi
Bus Terminal Design Guidelines
bus terminals, and entails fixed (specific to a
2
route) bay allocations i.e. a particular route will For details of bay arrangements Refer to the Interim Report –
Section 2.4.2.1
be allotted its specific bay or a boarding spot, and
influenced by the bus demand, circulation pat
every bus plying on that route will always
tern, curb length limitations, and space availa
commence from there. More than one route may
bility in the terminal. There are five types:
be assigned to the same bay.
• Saw tooth bays: This arrangement works well
∙ Dynamic Bay Allocation2- In this type of oper with one-way driveway (along the bays), and
ations, buses dock at a vacant bay or one as allows easy pulling in and pull ing out of buses,
signed by the terminal supervisor at entry. These without the need to re verse. Additionally, it
are not fixed to a particular route. Such terminal ensures reduced gap between bus and platform
operations are observed mainly at small while docking.
terminals; they can work with large bus flows • Angular bays (60, 45, 30 degrees): These work
only in the presence of a good passenger well with one-way driveway and al low easy
information system (PIS). pulling in, but require reversing while pulling out.
A reduced angle of bay minimizes driveway width
2.4.2 Functional Attributes requirement, but increases curb length
Terminal operations involve a complex juggling of requirement.
functions to support bus and passenger handling. These • Perpendicular bays: This arrangement re quires
functions (discussed below) influence terminal minimum combined area per bus (bay +
infrastructure planning, maintenance and design. driveway), but maximum driveway width, and
1. Bus bay allocation: This relates to types of bay higher effort (and time) for pulling in (and
allocation for buses, depending on terminal out). Perpendicular bays are thus most
operational characteristics such as layover time suitable for idle parking or for boarding bays
and bus flow. Buses use terminal space for in small terminals with a long layover time.
offloading passengers, idle parking (based on the • Linear/parallel bays: A long linear plat form
assigned layover time), and loading passengers. serves multiple buses. Linear bays usually
These three activities influence how bus bay include an overtaking lane which acts as a
planning is undertaken: driveway. They work with one way driveway,
occupy long curb length per bus, but require
∙ Common bays – As per this allocation type, minimal driveway width. Linear bays find it
buses park at a common bay, and load, difficult to allow drivers to reduce gaps
unload and rest in idle state all at the same between bus and platform while docking.
location. Common bays allow only for fixed • Drive through bays: Drive through bays al low
route bay allocation for buses, and are for parallel bays, each with a single drive-in
planned mostly for local bus ter minals with lane. These bays may be arranged at 30, 45,
short layover time. 60 or 90 degrees to the curb. To get to drive
through boarding bays, pas sengers need to
∙ Segregated Bays – As per this allocation type,
cross multiple bus drive ways. This is usually
bays are segregated by activity, i.e. as loading solved by providing raised cross-walks. Thus,
bays, idle bays, and unloading bays. Buses drive through bays work well for low
move between these three lo passenger volume terminals or those which
cations/bay types sequentially. Such bay require minimal baggage transfer; they suit
planning helps save space and works best local bus ter minals more than inter-state
with longer layover time; it is thus ob served ones.
mainly at interstate bus terminals. 3. Average Layover Time: This is the most im portant
Segregated bays can be planned for both determinant of capacity requirement for a terminal’s
fixed route and dynamic bay allocation. bus specific infrastructure (boarding, offloading and
2. Bus boarding bay arrangement3: This relates to idle parking bays).
types of boarding bay arrangements, and is
3
For details of bay arrangements Refer to the Interim Report – Section 2.5.1.1

13 SGArchitects, Delhi
Bus Terminal Design Guidelines
4
Layover time is the time a bus spends inside the For details of bay arrangements Refer to the Interim Report –
terminal, from entry to exit. Higher the layover Section 2.5.1.1

time, higher the accumulation of buses inside the space must be integrated for such feeder
terminal, and higher the ca modes. This holding space feeds vehicles to
pacity requirement to accommodate them. the feeder lanes when re quired.
Layover time is usually pre-defined by bus op • Feeder bays: These provide feeder
erators based on their operational and service services with parking provisions. They serve
requirements. However, planned and actual both as boarding bays for passen gers as
layover time have been observed to vary sig well as short term parking for feeder
nificantly. Therefore, it is important to capture modes such as auto rickshaw, taxi and cycle
both planned and observed layover time, be fore rickshaw.
initiating the planning process. The latter is 6. Finance: This relates to the broad financing
usually estimated at off peak time when the strategy adopted for the terminal, and is clas
layover time is expected to be longer.
sified into two types:

4. Private Vehicle Parking4: This relates to the type of ∙ Public ownership - On failing to at tract
parking arrangement for private vehi cles at the private participation (in terms of part or
bus terminal. It is influenced by the parking complete equity) due to loca
demand and space availability in the terminal, tional attributes of site, political, bu
and is classified into four categories: • Structured reaucratic limitations etc., the termi
parking: Parking on multiple floors (multilevel nal development project is entirely
parking), usually above ground publically financed.
• At grade parking: Parking arranged only at
∙ Public private Partnership (PPP) – When
ground level
public funds fail to meet the ur
• Shared parking: Parking not exclusive to bus
terminal private vehicles, such as public park ing ban sector’s investment require
in a district catering to visitors to the area, ments, a terminal development pro
including those accessing the bus terminal • On ject must rely on the public private
street parking: Parking arranged along the street, partnership method to raise addi
not planned on a land parcel set off the street, tional finance as well as to improve
usually outside the terminal com plex. delivery methods. Private equity can be
5. Feeder service Integration: This relates to the type raised through various methods, most
of infrastructure provided for feeder ser vice common being exchange of land rights
integration at the terminal, and is classi fied into related to the terminal site. This
three types: exchange entails transferring a com
• Intermodal: Includes infrastructure ponent of the site—or floor area ratio
integration with transit systems such as (FAR) at the site—to the private part
metro or public bus systems ner, for real estate development and
• Feeder lanes: These provide feeder allied functions such as parking.
services without parking provisions. 7. Bus maintenance Facilities: This relates to the bus
They are used for pick and drop only, maintenance infrastructure at the termi nal, and
not waiting (by feeder modes such as can be classified into two broad cate gories:
auto rickshaw, taxi and cycle rickshaw). ∙ On site - Maintenance/breakdown fa
To enable waiting, separate holding cilities are provided inside the termi
nal boundary. Provisions include re
served parking bays for breakdown
vehicles, space for a mini workshop,
 room for tools etc.

14 SGArchitects, Delhi
Bus Terminal Design Guidelines
∙ Off Site – Maintenance/breakdown facilities ∙ Baggage trolleys
are not provided inside the terminal 9. Terminal staff amenities: This relates to the facilities
boundary but sourced off site, usually to
dedicated for staff. They include: ∙ Drinking Water
local, privately oper
ated repair workshops in the termi ∙ Toilets (Odorless & Waterless)
nal’s vicinity.
8. Passenger amenities: This relates to the facil ities ∙ Resting rooms
provided in the terminal, for passengers’
convenience, including: ∙ Canteen

∙ Drinking Water ∙ Revenue Office

10. Bus staff amenities: This relates to the facili ties
∙ Toilets (Odorless & Waterless)
dedicated for bus drivers and conductors
∙ Concourse (collectively known as bus staff or crew). These
include:
∙ Free Wi-Fi facility in waiting area
∙ Drinking Water
∙ Eateries
∙ Toilets (Odorless & Waterless)
∙ Tourist Information
∙ Resting room
∙ Cloak room
∙ Canteen
∙ Ticketing
∙ Dormitory
∙ Dormitory
Figure 13 presents a schematic representation of the
functional attributes discussed above.
 Figure 13: A schematic representation of the functional attributes in bus terminal.
15 SGArchitects, Delhi
Bus Terminal Design Guidelines
A combination of the functional and operational re site details, capacity requirements (or expected
quirements presented above, outlines the brief for demand), operational details etc. Form A also allows
planning and developing a bus terminal. Based on these classification of terminals in terms of their typology and
requirements, a form for recording and collating the size, which guides the information gathering pro cess in
design brief has been provided below. This form is Form B. Form B records information generated by
divided into two parts – A & B. Form A includes infor rationalizing stakeholder requirements against the
mation which is gathered from observations, second ary planning and design recommendations included in this
data, and stakeholder inputs. This information in cludes guideline.

FORM A - Fill up based on site observations, secondary data and stakeholder reequirement
Terminal Name Site Area (Ha)
Terminal (site) Location Is site combined (Local + ISBT)? (Y/N)
Site Status (tick one) Existing & operational Green field Earmarked (not aquired)
Observed peak hour bus flow Planned peak hour bus flow
Terminal Typology (tick one) Local Bus Terminal (A) Interstate Bus Terminal (B) Terminal Operation (tick one) Fixed route-bay
allocation (a) Dynamic route-bay allocation (b)
Terminal Typology - based on planned one) <= 60 buses per hour Large (3)
or horizon year flow Terminal Size (tick Small (1) Medium (2) > 300 buses per hour
60 to 300 buses per hour
Observed average layover time (min) Planned average layover time (min)
Capital source for development (tick one) 100% public funding Private equity through PPP format
FORM B - Fill up based on guideline recommendations (section 3 and 4) and stakeholder requirements
Site area required as per required flow (Ha ) Proposed bus bay requirement Bus flow possible as per available site area (numbers) Offloading - Loading - Idle
(numbers) -
Bus boarding bay arrangement (tick one) Bus Saw tooth Angular Perpendicular Linear Saw tooth Drive Through Drive Through Drive Through
offloading bay arrangement (tick one) Bus idle Angular Perpendicular Linear Saw tooth Angular
parking bay arrangment (tick one) Perpendicular Linear
Bus maintenance infrastructure (tick one) On Site Off Site
Private vehicle parking numbers (ECS) For terminal (staff+visitors) For real estate dev. Total

Private vehicle parking type (tick one) Structured At Grade Shared On Street At Grade+building basement

Private veh. parking arrangement (tick one) Angled (30,45 or 60 degree) Perpendicular Parallel
Feeder service infrastructure (tick one) Intermodal Feeder Lanes Feeder Bays
Provision for parking and/or bays for feeder vehicles (numbers) Auto Rick. Cycle Rick. Shared van/jeep Taxi
Bus

Funding methdology - infra. dev. (tick one) 100% public funding Private equity through PPP format Commercial/Real estate
development (Y/N)
Broad functionwise area requirement (sqm) Passenger amenities
Passenger and staff amenities Included (Y/N) Area (sqm) Area (sqm) Terminal staff requirments Included (Y/N)
Bus Area Feeder-pick/drop Circulation Private vehicle parking Building footprint
Ticketing Administrative office
Arrival Concourse Departure concourse Drinking Dormitory Bus staff amentities Toilet cum bathroom Included (Y/N)
water Revenue Office Area (sqm)
Drinking water
Toilet Drinking water
Resting room
Eateries Toilets
Canteen
Tourist information Cloack room Resting room
Dormitory
Canteen

Ancilliary functions - provisions and area Additional Stakeholder Requirements Function Requiremnts
Included (Y/N) Area (sqm) S.No.
Bank/ATM Railway booking office
Post office 123
Freight services 4 Figure 14: Design brief form

16 SGArchitects, Delhi

3 Planning
Bus Terminal Design Guidelines
Under the broad bus terminal planning approach, the Terminal operations under each category are classified
functional (and associated spatial) requirements for as:
different activities in the facility, are finalized. This sec tion
assists in selecting the functions and provisions suited to ∙ Fixed route bay operations
various bus terminal sizes and typologies. It provides
interactive graphs and tables for guidance on estimating ∙ Dynamic route operations
the size and volume requirement for all ac
Each operation type can be further classified on the ba sis
tivities (in the facility).
of bus flow (buses per hour) and planned layover time in
Following sub sections state how to use the infor mation the bus terminal.
in this section. A step by step approach will al low
This guideline places these typologies and operation
planners and designers to put together the design brief,
types at the base for initiating terminal planning and
and all necessary information to guide the termi nal
design. Figure 15 presents the decision making pro cess.
design process.

Terminal design and planning starts with decisions on the

terminal’s typology and proposed operations type. As
already discussed (in section 2.4.1), terminals in the
Indian context fall under two broad categories:

∙ Interstate Bus terminals (ISBT)

∙ Local /City Bus terminal

 ure 15: Decision making flow chart
In this section, a list of planning information introduces
the functions and terms discussed in the guideline. Fur
ther in the section, a diagram—representing how dif
ferent terminal activities and functions are related— helps
visualize the necessary spatial and functional
connections, and their arrangement on the site. A list of
recommended functional requirements for different
Fig terminal typologies and sizes follows. Spatial require
ments of each of these functions, and of the overall site,
appear in the subsequent section.
 18 SGArchitects, Delhi
Bus Terminal Design Guidelines
3.1 Planning Assumptions

Terminology Typology Assumption Area/unit

Function ISBT Buses connecting interstate and/or inter-district Local Buses connecting
points within state boundary

Operation Fixed Bay Allo cation Operation already decided - Loading, Idle and Un loading at same bay.
Dynamic Bay Operation already decided – loading, Idle and Un loading at different
Allocation bay.

Terminal Size Small Type Peak Bus flow per hour is less than 60 Medium Type Peak
Bus Flow per hour is between 60 and 300
Large Type Peak Bus Flow per hour is greater than 300

Bay type Common bays Operations taking place at same bay when layover time is less
than 10 min; common in case of fixed
bay allocation

Bus boarding Bay Type Angular bays docking of buses but requires long 217sqm/bay (preferred for
Segregated bays Operations taking place at different curb lengths. To avoid long continu offloading bays)
bays common in case of dynamic ous lengths, saw tooth bays maybe
bay allocation provided in parallel arrangement
Saw tooth bays with passing lanes and con necting
raised crossing for passenger access
This arrangement allows easy

60 This arrangement allows easy docking of buses with shorter curb 145 sqm/bay
length. This may be combined
45 150 sqm/bay with parallel arrangement in terminals with lower
30 163 sqm/bay bus flow
Perpendicular bays ar rangement for idle parking (Loading bays); 75 sqm/bay (Idle
Bays aligned perpendicular to concourse. Ideal 150sqm/bay Parking)
Drive through The bays are parallel arrangement without passing from each other by their respective boarding bays
lanes. Thus parallel boarding lanes are segregated 258 sqm/bay

262 sqm/bay ade quate head space. There is an overtaking It is suggested to provide multilevel car parking
lane par allel to the bus bay. One may combine fa
it with an other adjacent parallel bay with cility for peak hour parking capacity of private
overtaking lane in between. ve
hicles more than 130
2ECS/100sqm for Terminal Building and
Parking 30sqm/bay (without lift); 16sqm/bay
Private Vehicle 3ECS/100sqm of commercial built-up (with lift)
Linear/parallel bays Structured Multilevel Parking with or
This arrangement requires longer curb length as without mechanical lifts
buses are stacked one behind the other with

At Grade On hard surface or ground 23sqm/bay

19 SGArchitects, Delhi
 Bus Terminal Design Guidelines

Feeder Service Integration Car Parking (23sqm/bay); Cycle Rickshaw (19 50%Bus, 20% car/Taxi, 5%Cy cle
Shared Multilevel or at grade parking sqm/bay); Auto Rickshaw (22 sqm/bay); Bus Rickshaw, 10%Auto Rick shaw, 15% Cy
provision is combined with Drop cle/Ped
miscellaneous activities in off bay (saw-tooth arrangement)
close vicinity to the site
On-Street Side or shoulder parking either ISBT
Feeder Bus service is not considered within site
charged or free in
case of existing bus shelter adjacent to the site
Local 2% Car, 8% Cy
cle, 80% Cy
cle/Ped, 10%
Auto Rickshaw
Intermodal Provision for feeder bays within or adjacent
to the site as per requirement
Lanes Provision for feeder service along demarcated
lanes
Bays Feeder service allocated as per segregated
bays

Finance PPP Public-Private Partnership

Private Owner ship Private ownership

Bus Mainte nance Facility Eateries Drinking Water

It is not required in small and medium Local 1/100pax (NBC 2010)
Termi 140 sqm/bay
nal typologies
Passenger Amenities Vendor/Hawker zone
On-site Breakdown, repair operations It is included in Local Terminal Typologies only
provided within the site Cloak Room
Off-Site Breakdown, repair operations Not required for ISBT small and all Local
Terminal
available out side the site
Typologies
Dormitory (for night operations) 1.5sqm/person for 15% terminal
This is not required in ISBT small Terminal occupancy
typology
4sqm/vendor 2sqm/100pax
and all Local Terminal Typologies
Ticketing
Concourse (For the purpose of this manual, all It is not required in small Local Terminal
amenities have been provided with standard 1bed/50pax; 6.31 sqm/bunk (Neufert,
Typology
LOS C 2000) 22sqm/100pax
Tourist Information
established by ACRP for Airports)
It is not required in Local Terminal Typologies
0.75sqm/100pax 1.1 sqm/fixture

20 SGArchitects, Delhi
Bus Terminal Design Guidelines
Toilets 1000 persons Female- 5 WC for first 1000 persons and 1 for
Male- 4 WC for first 1000 persons and 1 for every subsequent 1000 every subsequent 2000 persons
persons; 6 urinals for first 1000 persons and 1 for every subsequent
One Indian-styled WC shall be provided in each toilet; Assume 60 male station, and family toi let (NBC 2010)
to 40 female ratios in any area 4 sqm/fixture; min distance be tween two
It may include differently-abled toilet, diaper changing stations, nursing blocks-300m

Terminal Staff Amenities Revenue Office 10sqm/person Terminal Office 10sqm/person

Bus Staff Amenities It is not required for Local Terminal Typologies 2sqm/person in cluded in office area
Railway Reservation Office
Standard area included in ISBT terminal only 1.1 sqm/fixture
Resting room Resting Room
It is not required for small and medium Local This is not required for small and medium Local 4 sqm/fixture; min distance between
Ter minal and small ISBT Terminal typology Terminal Typologies two blocks-300m (Neufert, 2000)
Canteen Canteen
It is not required for small Local Terminal Typol This may be combined with Terminal Staff Can 1bed/10 bus personnel;
ogy. This may be combined with Passenger Can teen incase of ISBT terminal typologies and is 6.31 sqm/bunk (Neufert, 2000) 2sqm/
teen in case of other terminal typologies not required in Local Terminal typologies bus per sonnel for 80% bus staff
Drinking Water 2sqm/person; 80% occupancy for bus
Drinking Water
(Same as above)
(Same as above) person nel
Toilets
Toilets 1.1 sqm/fixture
(Same as above)
1 fixture per 150 bus personnel with minimum
1 fixture for male and female 4 sqm/fixture; min distance between
60sqm two blocks-300m

2sqm/person
Dormitories (for night operations)

21 SGArchitects, Delhi
Bus Terminal Design Guidelines
 3.2 Planning Information and Considerations

Terminology Typology Description/Consideration Symbol/Explana tion

Function ISBT Inter State Bus Terminal A Local Local City Bus Terminal B

Operation Fixed Bay Allo cation tions taking place at same bay
Dynamic Bay Al Loading, Idle and Unloading opera
location b
Loading, Idle and Unloading opera tions taking place at different bays
a

Terminal Size Small Type Peak Bus flow per hour is less than 60 1
Medium Type Peak Bus Flow per hour is between 60
2
and 300
Large Type Peak Bus Flow per hour is greater
3
than 300

Bay type Common bays Loading,

Idle and Unloading opera tions

taking place at same bay

Segregated bays Loading, Idle and

Unloading opera
tions taking place at different bays

Bus boarding Bay Type

Saw tooth bays Bays arranged in saw-tooth fashion

Angular bays Bays aligned parallel, at 60, 45 or 30 degrees

Perpendicular bays

Bays aligned parallel, at 90 degrees

 Drive through Bays

arranged parallel at either 90, 60,

45, 30 degrees without an over
taking lane with opening for bus lanes
on both sides.

Linear/parallel bays Bays arranged linearly along the de parture platform

Private Vehicle Parking Structured Multilevel Parking with or without mechanical lifts

22 SGArchitects, Delhi
Bus Terminal Design Guidelines
Terminology Typology Description/Consideration Symbol/Explana tion

At Grade On hard surface at ground level

Shared Multilevel or at grade parking

provi
sion is combined
with local miscella
neous activities.
On-Street Side or shoulder parking
either
charged or free

Feeder Service Bus, Taxi, Cycle or Auto Rickshaw

Intermodal Provision for feeder bays
within or ad
jacent to the site
as per requirement

Lanes Provision for feeder service

along de
marcated lanes

Bays Feeder service allocated as per

segre
gated bays

Finance PPP Public-Private

Partnership. Develop ment includes
component of private
equity.
Public Owner ship Development funded and supported by
public funds with no private eq uity.
Bus Mainte nance Facility Eateries
Cloak Room
Dormitory (for night operations)
Ticketing
Passenger Amenities
On-site Breakdown, repair operations pro vided within the
site

Off-Site Breakdown, repair services sourced outside the Information

site

Drinking Water Toilets

Concourse

23 SGArchitects, Delhi
Bus Terminal Design Guidelines
Terminology Typology

Description/Con
sideration
Symbol/Explana
tion
Terminal Staff Amenities Terminal Office Canteen

Drinking Water
Resting room
Toilets
Canteen

Drinking Water

Toilets

Dormitories (for night operations)

Bus Staff
Amenities Resting Room
Revenue Office
 24 SGArchitects, Delhi
Bus Terminal Design Guidelines
3.3 Functional Arrangement
How different terminal functions are arranged (as per
their operational relationship) defines terminal plan ning
in terms of circulation design and site layout. This section
includes a graphical representation of how dif ferent
terminal functions are arranged, at both inter state and
local bus terminals. This helps understand

Figure 16: Methodology for using functional arrangement diagrams.

the relationship between these functions, which aids
conflict-free planning of circulation (vehicular and pe
destrian) associated with different activities in the bus
terminal complex. Figure 16 shows how to read and use
the functional arrangement plates.

Heading (Title)
Bus Terminal Typologies
Flow Chart
Legend
25 SGArchitects, Delhi
Bus Terminal Design Guidelines
 26 SGArchitects, Delhi

Aa1/Aa2/Aa3 Ab1/Ab2/Ab3
Bus Terminal Design Guidelines
27 SGArchitects, Delhi
Ba1/Ba2/Ba3 Bb1/Bb2/Bb3
Bus Terminal Design Guidelines
28 SGArchitects, Delhi
Bus Terminal Design Guidelines
3.4 Functional Requirements This section medium or large), and operation type (fixed route or
includes information on types (and op tions) of dynamic bay). Color coding is used for recommenda tions
infrastructural elements related to different bus terminal - dark green represents the desirable option, standard
functions (represented in the previous section) at an green indicates an option to be selected un der given
identified site. It also recommends a suit able conditions (listed for each function), and light green
infrastructure option for each function, based on the represents options which are not suggested for use for
terminal typology, size, and operation type. Each page the given bus terminal type. Figure 17 shows how to use
provides information on a single combination of bus this section.
terminal typology (interstate or local), size (small,
Planning information needed Subcategory Denotion Average Layover time in minutes
Terminal Size Large (More than 301 buses per hour) 1 Medium (61-300 buses per
(Bus flow per hour) hour) 2
Small (Less than 60 buses per hour) 3
Terminal Options Fixed Route Bay a
Dynamic Bay b

Terminal Typology Interstate A

Local B

Heading (Title)
Subheading (classification)
Criteria
Preferences (dark green- top pri
ority to light green-least priority)
Brief Explanation

Figure 17: Methodology for using functional requirement sheets

29 SGArchitects, Delhi
Bus Terminal Design Guidelines

Aa1
A Inter State Typology
a Fixed Route Bay Operation
1 Large Size

Bus Bay Allocation Common Segregated5

Common bays shall be preferred if average layover time is less than or equal to 15 min.

Boarding Bus Bay Type Saw tooth

Angular Perpendicular Drive Through Linear /parallel
 Perpendicular bays shall be preferred in case of curb length limitations or where bays are accessed through a two way carriageway.

Private Vehicle
Parking Structured At Grade Shared6 On Street
Structure parking is desirable where land is at premium and parking demand is relatively high. Shared parking shall be preferred where sig
nificant parking demand is generated from adjoining land use which can be integrated in a common public parking.

Feeder Service In
tegration Intermodal Lanes Bays
Feeder Bays can be opted for feeder modes covering relatively low catchment area. These include modes such as cycle rickshaws, Gramin
Sewa etc.

Finance PPP Public Ownership

Complete public ownership shall be necessitated when private participation and complete equity cannot be attracted because of loca
tional attributes of site or other conditions beyond the control of STU's.

Bus Maintenance
Facilities Onsite Off site
Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse Eateries Tourist Info. Cloak room
ties
Ticketing Dormitory
Tourist information office shall be provided in conditions where the same does not exist in the immediate
periphery of the terminal. Dormitories shall be provided if sufficient demand exists and where such facilities are unavailable in the
vicinity.

Revenue Office Resting Room Canteen Water Toilets

Terminal Staff Amenities
Terminal Office
Resting room and canteen facilities are preferred for the bus terminals operating night services. Existing eating points in
the terminal can serve as a common food facility.

Dormitories Resting room Canteen Drinking water Toilets

Bus Staff Ameni ties
Where common canteen facility for terminal staff and drivers exists, dedicated canteen for bus drivers may not be required. Existing eating
points in the terminal can serve as a common food facility.

5
Segregation can be termed as segregated idle bus parking (Idle bus parking are perpendicular and at grade).
6
Shared Parking can also be structured parking.

30 SGArchitects, Delhi
Bus Terminal Design Guidelines

Ab1
Bus Bay Allocation Common Segregated Typology Inter State A Operation Dynamic Bay b
Size Large 1
 Dynamic bay operations require segregated bays for boarding, alighting (unloading7) and lay-over functions (Idle Parking8) as the layover
time is significantly high.

Boarding Bus Bay Type Saw tooth

Angular Perpendicular Drive Through Linear /parallel
Perpendicular bays shall be preferred in case of curb length limitations or where bays are accessed through a two way carriageway.

Private Vehicle
Parking Structured At Grade Shared9 On Street
Structure parking is desirable where land is at premium and parking demand is relatively high. Shared parking shall be preferred where sig
nificant parking demand is generated from adjoining land use which can be integrated in a common public parking.

Feeder Service In
tegration Intermodal Lanes Bays
Feeder Bays can be opted for feeder modes covering relatively low catchment area. These include modes such as cycle rickshaws, Gramin
Sewa etc.

Finance PPP Public Ownership

Complete public ownership shall be necessitated when private participation and complete equity cannot be attracted because of loca
tional attributes of site or other conditions beyond the control of STU's.

Bus Maintenance
Facilities Onsite Off site
Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse Eateries Tourist Info. Cloak room
ties
Ticketing Dormitory

Tourist information office shall be provided in conditions where the same does not exist in the immediate periphery of the terminal.
Dormitories shall be provided if sufficient demand exists and where such facilities are unavailable in the vicinity.

Revenue Office Resting Room Canteen Water

Terminal Staff Amenities
Toilets Terminal Office
Resting room and canteen facilities are preferred for the bus terminals operating night services.

Dormitories Resting room Canteen Drinking

Bus Staff Ameni ties
water Toilets
Where common canteen facility for terminal staff and drivers exists, dedicated canteen for bus drivers may
not be required.

7
The bays provided for unloading functions are Saw tooth and at grade.
8
The bays provided for Idle parking functions are perpendicular and At grade
9
Shared parking can also be a structured Parking.

31 SGArchitects, Delhi
Bus Terminal Design Guidelines

Aa2
A Inter State Typology
a Fixed Route Bay Operation
2 Medium Size
 Bus Bay Allocation Common Segregated10
Common bays shall be preferred if average layover time is less than or equal to 15 min. If expected layover time is long (> 15 minutes) and
bus traffic is higher than 120 buses per hour; in such case segregated bays are preferred.

Boarding Bus Bay Type Saw tooth

Angular Perpendicular Drive Through Linear /parallel
Perpendicular bays shall be preferred in case of curb length limitations or where bays are accessed through a two way carriageway.

Private Vehicle
Parking Structured At Grade Shared11 On Street
Structure parking is desirable where land is at premium and parking demand is relatively high. Shared parking shall be preferred where sig
nificant parking demand is generated from adjoining land use which can be integrated in a common public parking.

Feeder Service In
tegration Intermodal Lanes Bays
If feeder modes frequency is high and segregated space for feeder parking is available; in such cases feeder lanes can be

provided.

Finance PPP Public Ownership

Complete public ownership shall be necessitated when private participation and complete equity cannot be attracted because of loca
tional attributes of site or other conditions beyond the control of STU's.

Bus Maintenance
Facilities Onsite Off site
Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse Eateries Tourist Info. Cloak room
ties
Ticketing Dormitory

Tourist information office shall be provided in conditions where the same does not exist in the immediate periphery of the terminal.
Dormitories shall be provided if sufficient demand exists and where such facilities are unavailable in the vicinity.

Revenue Office Resting Room Canteen Water Toilets

Terminal Staff Amenities
Terminal Office
Resting room and canteen facilities are preferred for the bus terminals operating night services. Revenue office may be
required based on the functional and locational attributes of the bus terminal.

Dormitories Resting room Canteen Drinking

Bus Staff Ameni ties
water Toilets
Where common canteen facility for terminal staff and drivers exists, dedicated canteen for bus drivers may
not be required.

10
Segregation can be termed as segregated idle bus parking (Idle bus parking are perpendicular and at grade).
11
Shared Parking can also be structured parking.

32 SGArchitects, Delhi
Bus Terminal Design Guidelines
 Ab2
Bus Bay Allocation Common Segregated Typology Inter State A Operation Dynamic Bay b
Size Medium 2

Dynamic bay operations require long layover time i.e. (> 15 minutes) hence segregated bays for boarding, alighting (Unloading 12) and lay
over functions (Idle Parking13) are required.

Boarding Bus Bay Type Saw tooth

Angular Perpendicular Drive Through Linear /parallel
Perpendicular bays shall be preferred in case of curb length limitations or where bays are accessed through a two way carriageway.

Private Vehicle
Parking Structured At Grade Shared14 On Street
Structure parking is desirable where land is at premium and parking demand is relatively high. Shared parking shall be preferred where sig
nificant parking demand is generated from adjoining land use which can be integrated in a common public parking.

Feeder Service In
tegration Intermodal Lanes Bays
If feeder modes frequency is high and segregated space for feeder parking is available; in such cases feeder lanes can be

provided.

Finance PPP Public Ownership

Complete public ownership shall be necessitated when private participation and complete equity cannot be attracted because of loca
tional attributes of site or other conditions beyond the control of STU's.

Bus Maintenance
Facilities Onsite Off site
Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse Eateries Tourist Info. Cloak room
ties
Ticketing Dormitory

Tourist information office shall be provided in conditions where the same does not exist in the immediate periphery of the terminal.
Dormitories shall be provided if sufficient demand exists and where such facilities are unavailable in the vicinity.

Revenue Office Resting Room Canteen Water

Terminal Staff Amenities
Toilets Terminal Office
Resting room and canteen facilities are preferred for the bus terminals operating night services.

Dormitories Resting room Canteen Drinking water Toilets

Bus Staff Ameni ties
Where common canteen facility for terminal staff and drivers exists, dedicated canteen for bus drivers may not be required. Dormitories for
bus staff is preferred if the terminal is operational in night hours.

12
The bays provided for unloading functions are Sawtooth and at grade.
13
The bays provided for Idle parking functions are perpendicular and At grade
14
Shared parking can also be a structured Parking.

33 SGArchitects, Delhi
Bus Terminal Design Guidelines
Aa3
A Inter State Typology
a Fixed Route Bay Operation
3 Small Size

Bus Bay Allocation Common Segregated15

If expected layover time is significantly long (> 15 minutes) and bus traffic is higher than 30 buses per hour; then segregated functions are
preferred.

Boarding Bus Bay Type Saw tooth

Angular Perpendicular Drive Through Linear /parallel
Drive through bay arrangement can be opted, if the pedestrian flow in the terminal is very low. Linear/ parallel bay arrangement shall be
preferred, if bus frequency in the terminal is very low i.e. (< 30 buses per hour).

Private Vehicle
Parking Structured At Grade Shared16 On Street
Structure parking is desirable where land is at premium and parking demand is relatively high. Shared parking shall be preferred where sig
nificant parking demand is generated from adjoining land use which can be integrated in a common public parking.

Feeder Service In
tegration Intermodal Lanes Bays
If Intermodal feeder service exists in near vicinity to the terminal, then shall be integrated together.

Finance PPP Public Ownership

Private equity may be attracted if excess land is available and public funds are scarce.

Bus Maintenance
Facilities Onsite Off site

Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse17
ties Eateries Tourist Info. Cloak room Ticketing
Dormitory
Cloak room may be required if terminal is observing a higher number of long stay transit commuters. Existing eating points near terminal
vicinity can serve as a common food facility for the terminal users 18. Tourist information can be combined with ticketing.

Revenue Office Resting Room Canteen Water Toilets

Terminal Staff Amenities
Terminal Office
Resting room shall be required for the terminals operating night services. Revenue office may not be required unless
terminal has combined depot function or is has specific functional and locational requirement.

Dormitories Resting room Canteen

Bus Staff Ameni ties
Drinking water Toilets
Dedicated resting rooms for bus drivers may not be required where common facility for terminal
staff and drivers exists.

15
Segregation can be termed as segregated idle bus parking (Idle bus parking are perpendicular and at grade).
16
Shared Parking can also be structured parking.
17
Built concourse shall be required for bus volumes higher than 30 buses per hour
18
Terminal users includes Passengers, terminal staff and bus staff

34 SGArchitects, Delhi
Bus Terminal Design Guidelines
 Ab3
Bus Bay Allocation Common Segregated Typology Inter State A Operation Dynamic Bay b
Size Small 3

Dynamic bay operations requires long layover time i.e. (> 15 minutes) hence segregated bays for boarding, alighting (Unloading 19 ) and lay
over functions (Idle parking20) are required.

Boarding Bus Bay Type Saw tooth

Angular Perpendicular Drive Through Linear /parallel
Linear/ parallel bay arrangement shall be preferred, if bus flow in the terminal is very low i.e. (< 30 buses per hour).

Private Vehicle
Parking Structured At Grade Shared21 On Street
Structure parking is desirable where land is at premium and parking demand is relatively high. Shared parking shall be preferred where sig
nificant parking demand is generated from adjoining land use which can be integrated in a common public parking.

Feeder Service In
tegration Intermodal Lanes Bays
If Intermodal feeder service exists in near vicinity to the terminal, then shall be integrated together.

Finance PPP Public Ownership

Private equity may be attracted if excess land is available and public funds are scarce.

Bus Maintenance
Facilities Onsite Off site

Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse22
ties Eateries Tourist Info. Cloak room Ticketing
Dormitory
Cloak room may be required if terminal is observing a higher number of long stay transit commuters. Existing eating points near terminal
vicinity can serve as a common food facility for the terminal users 23. Tourist information can be combined with ticketing.

Revenue Office Resting Room Canteen Water Toilets

Terminal Staff Amenities
Terminal Office
Resting room shall be required for the terminals operating night services. Revenue office may not be required unless
terminal has some significant functional and locational attributes.

Dormitories Resting room Canteen

Bus Staff Ameni ties
Drinking water Toilets
Dedicated resting rooms for bus drivers may not be required where common facility for terminal
staff and drivers exists.

19
The bays provided for unloading functions are Saw tooth and at grade.
20
The bays provided for Idle parking functions are perpendicular and At grade
21
Shared parking can also be a structured Parking.
22
Built concourse shall be required for bus volumes higher than 30 buses per hour
23
Terminal users includes Passengers, terminal staff and bus staff

35 SGArchitects, Delhi
Bus Terminal Design Guidelines
Ba1
B Local Typology
a Fixed Route Bay Operation
1 Large Size

Bus Bay Allocation Common Segregated24

Common bays shall be preferred if average layover time is less than or equal to 10 min.

Boarding Bus Bay Type Saw tooth

Angular Perpendicular Drive Through25 Linear /parallel
Drive through may be preferred for layover time less than 20 min and bus flow is less than 400 buses per hour. Angular bays can be provided if
the terminal layover time is greater than 20 min or more and bus flow is in excess of 400 buses per hour.

Private Vehicle
Parking26 Structured At Grade Shared On Street
Shared parking shall be preferred where significant parking demand is generated from adjoining land use which can be integrated in a com
mon public parking which may be at grade or structured.

Feeder Service In
tegration Intermodal Lanes Bays
Feeder Bays provide simultaneous short term parking and pickup facility.

Finance PPP Public Ownership

Complete public ownership shall be necessitated when private participation and complete equity cannot be attracted because of loca
tional attributes of site or other conditions beyond the control of STU's.

Bus Maintenance
Facilities Onsite Off site
Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse Eateries Tourist Info. Cloak room
ties
Ticketing Dormitory

Existing eating points near terminal vicinity can serve as a common food facility for the passengers. For monthly pass facility dedicated
(Ticket) counter can be provided or can be clubbed with the terminal office.

Revenue Office Resting Room Canteen Water Toilets

Terminal Staff Amenities
Terminal Office
Resting room and canteen are preferred for bus terminals operating night services. Revenue office may be required if
terminal has com bined depot function or if there exists other specific functional and locational requirements.

Dormitories Resting room Canteen Water Toilets

Bus Staff Ameni ties
Facilities like water and toilets can be combined with terminal staff facilities. Dedicated facilities for bus drivers may not be required.

24
Segregation can be termed as segregated idle bus parking (Idle bus parking are perpendicular and at grade).
25
It is also possible to provide Drive through bays, in stack of 10 to 15 bays each.
26
Parking in Local Terminals is for usage of staff and to cater real estate development parking demand.

36 SGArchitects, Delhi
Bus Terminal Design Guidelines
 Bb1
Bus Bay Allocation Common Segregated Typology Local B Operation Dynamic Bay b Size
Large 1

Dynamic bay operations require segregated bays for boarding, alighting (Unloading- Provided with At grade Sawtooth bays) and lay-over
functions(Idle-Parking – Provided with at grade perpendicular bays ) as the layover time is significantly high(>10Min).

Boarding Bus Bay Type Saw tooth Angular

27
Perpendicular Drive Through Linear /parallel
Linear/Parallel bay can be opted if bus frequency is lower than 60 bus/hour with more circulation space available else in case of site/area
constraints Sawtooth bays can opted.

Private Vehicle
Parking28 Structured At Grade Shared On Street
Shared parking shall be preferred where significant parking demand is generated from adjoining land use which can be integrated in a com
mon public parking which may be at grade or structured.

Feeder Service In
tegration Intermodal Lanes Bays
Feeder Bays provide simultaneous short term parking and pickup facility.

Finance PPP Public Ownership

Complete public ownership shall be necessitated when private participation and complete equity cannot be attracted because of loca
tional attributes of site or other conditions beyond the control of STU's.

Bus Maintenance
Facilities Onsite Off site
Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse Eateries Tourist Info. Cloak room
ties
Ticketing Dormitory

Existing eating points near terminal vicinity can serve as a common food facility for passengers. For monthly pass facility separate (Ticket)
counter can be provided or can be clubbed with the terminal office.

Revenue Office Resting Room Canteen Water Toilets

Terminal Staff Amenities
Terminal Office
Resting room and canteen are preferred for bus terminals operating night services. Revenue office may be required if
terminal has com bined depot function or if there exists other specific functional and locational requirements.

Dormitories Resting room Canteen Drinking water

Bus Staff Ameni ties
Toilets
Facilities like water and toilets can be combined with facility for terminal staff. Dedicated facilities for bus drivers may not be
required.

27
In case of dynamic bay operations, Drive through bus boarding bays should be integrated with strong PIS System for proper functioning.
28
Parking in Local Terminals is for usage of staff and to cater real estate development parking demand

37 SGArchitects, Delhi
Bus Terminal Design Guidelines
Ba2
B Local Typology
a Fixed Route bay Operation
2 Medium Size

Bus Bay Allocation Common Segregated29

Common bays shall be preferred if average layover time is less than or equal to 10 min. If expected layover time is long (> 15 minutes) and
bus traffic is higher than 120 buses per hour; in such case segregated bays are preferred.

Boarding Bus Bay Type Saw tooth Angular

Perpendicular Drive Through30 Linear /parallel
Sawtooth may be used where bus flow is more than 120 buses per hour and layover time is less than 20 min with parallel curbs
available. Angular bays may be used when layover time is more than 20 min.

Private Vehicle
Parking31 Structured At Grade Shared On Street
Shared parking shall be preferred where significant parking demand is generated from adjoining land use which can be integrated in a com
mon public parking, at grade or structured.

Feeder Service In
tegration Intermodal Lanes Bays
Feeder Bays provide simultaneous short term parking and pickup facility.

Finance PPP Public Ownership

Complete public ownership shall be necessitated when private participation and complete equity cannot be attracted because of loca
tional attributes of site or other conditions beyond the control of STU's.

Bus Maintenance
Facilities Onsite Off site
Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse Eateries Tourist Info. Cloak room
ties
Ticketing Dormitory
Ticket counters may not be required as on-board ticketing is available for such terminals but in case of issuing
monthly travel pass a facility can be provided separately or can be clubbed with the terminal office.

Revenue Office Resting Room Canteen Water

Terminal Staff Amenities
Toilets Terminal Office
Resting room and canteen are preferred for bus terminals operating night services.

Dormitories Resting room Canteen Drinking water Toilets

Bus Staff Ameni ties
Where common rest room facility for terminal staff and drivers exists, dedicated rest room for bus drivers may not be required. Other Facili
ties like water and toilets can be combined with facility for terminal staff

29
Segregation can be termed as segregated idle bus parking
30
Drive through bus boarding bays should be integrated with strong PIS System for proper functioning.
31
Parking in Local Terminals is for usage of staff and to cater real estate development parking demand.

38 SGArchitects, Delhi
Bus Terminal Design Guidelines
 Bb2
Bus Bay Allocation Common Segregated Typology Local B Operation Dynamic Bay b Size
Medium 2

Dynamic bay operations requires long layover time i.e. (> 10 minutes) hence segregated bays for boarding, alighting (Unloading- Provided
with Sawtooth at grade) and lay-over functions (Idle parking- Provided with at grade perpendicular bays) are required.

Boarding Bus Bay Type Saw tooth Angular

Perpendicular Drive Through32 Linear /parallel
Linear/Parallel bay will be preferred if bus flow per hour is smaller than 200 bus/hour and in case bus flow is greater than 200 bus per hour
than Drive through bays can be preferred.

Private Vehicle
Parking33 Structured At Grade Shared34 On Street
Shared parking shall be preferred where significant parking demand is generated from adjoining land use which can be integrated in a com
mon public parking.

Feeder Service In
tegration Intermodal Lanes Bays
Feeder Bays provide simultaneous short term parking and pickup facility.

Finance PPP Public Ownership

Complete public ownership shall be necessitated when private participation and complete equity cannot be attracted because of loca
tional attributes of site or other conditions beyond the control of STU's.

Bus Maintenance
Facilities Onsite Off site
Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse Eateries Tourist Info. Cloak room
ties
Ticketing Dormitory

Ticket counters may not be required as on-board ticketing is available for such terminals but in case of issuing monthly travel pass a
facility can be provided separately or can be clubbed with the terminal office.

Revenue Office Resting Room Canteen Water

Terminal Staff Amenities
Toilets Terminal Office
Resting room and canteen facilities are preferred for the bus terminals operating night services.

Dormitories Resting room Canteen Drinking water Toilets

Bus Staff Ameni ties
Where common rest room facility for terminal staff and drivers exists, dedicated rest room for bus drivers may not be required. Other Facili
ties like water and toilets can be combined with facility for terminal staff.

32
Strong PIS system is required if bus flow per hour is higher than 200 buses and drive through bays are provided.
33
Parking in Local Terminals is for usage of staff and to cater real estate development parking demand
34
Shared Parking can also be structured parking.

39 SGArchitects, Delhi
Bus Terminal Design Guidelines

Ba3
 B Local Typology
a Fixed Route Bay Operation
3 Small Size

Bus Bay Allocation Common Segregated35

If expected layover time is significantly long (> 10 minutes) and bus traffic is higher than 30 buses per hour; segregated bays for boarding,
alighting and lay-over functions are preferred.

Boarding Bus Bay Type Saw tooth Angular

Perpendicular Drive Through36 Linear /parallel
Saw tooth may be provided where the shape of site does not permit drive through bay provisions. Linear/ parallel bays can be preferred, in
case site is linear along the carriage way with bus flow <= 30 buses per hour and layover time is less than 20 minutes.

Private Vehicle
Parking37 Structured At Grade Shared38 On Street
Shared parking shall be preferred where significant parking demand is generated from adjoining land use which can be integrated in a com
mon public parking.

Feeder Service In
tegration Intermodal Lanes Bays
Feeder Bays provide simultaneous short term parking and pickup facility.

Finance PPP Public Ownership

Private equity may be attracted if excess land is available and public funds are scarce.

Bus Maintenance
Facilities Onsite Off site

Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse Eateries Tourist Info. Cloak room Ticketing
ties
Dormitory

Facilities like drinking water and toilets can be amalgamated with the nearby provisions.

Revenue Office Resting Room Canteen

Terminal Staff Amenities
Water Toilets Terminal office
Facilities like drinking water and toilets can be amalgamated with the nearby provisions

Dormitories Resting room Canteen Drinking water Toilets

Bus Staff Ameni ties
Segregated facilities for bus staff may not be required in small local terminals. All the required facilities can be combined with the terminal
staff amenities provided.

35
Segregation can be termed as segregated idle bus parking.(Idle bus parking are perpendicular and At grade)
36
Drive through bus boarding bays should be integrated with strong PIS System for proper functioning.
37
Parking in Local Terminals is primarily for usage of staff and to cater real estate development parking demand.
38
Shared Parking can also be structured parking.

40 SGArchitects, Delhi
Bus Terminal Design Guidelines
 Bb3
Bus Bay Allocation Common Segregated Typology Local B Operation Dynamic Bay b Size
Small 3

Dynamic bay operations require long layover time i.e. (> 10 min) hence segregated bays for boarding, alighting (Unloading - Provided with
at grade Saw tooth bays) and lay-over functions (Idle parking – provided with perpendicular bays) are required.

Boarding Bus Bay Type Saw tooth

Angular Perpendicular Drive Through Linear /parallel
In case of restricted curb length Saw tooth bus bays can be implemented in the design.

Private Vehicle
Parking39 Structured At Grade Shared On Street
Shared parking shall be preferred where significant parking demand is generated from adjoining land use which can be integrated in a com
mon public parking.

Feeder Service In
tegration Intermodal Lanes Bays
Feeder Bays provide simultaneous short term parking and pickup facility

Finance PPP Public Ownership

Private equity may be attracted if excess land is available and public funds are scarce.

Bus Maintenance
Facilities Onsite Off site

Maintenance facility for buses may not be provided inside the terminal premises in case of space constraints. Passenger Ameni
Water Toilets Concourse40
ties Eateries Tourist Info. Cloak room Ticketing
Dormitory
Facilities like drinking water and toilets can be amalgamated with the nearby provisions.

Revenue Office Resting Room Canteen Water

Terminal Staff Amenities
Toilets Terminal
Office
Facilities like
drinking water and
toilets can be amalgamated with the nearby provisions.

Bus Staff Ameni

tiesDormitories Resting room Canteen Drinking water Toilets Segregated facilities for bus staff may not be required in small local terminals.
All the required facilities can be combined with nearby amenities provided.

39
Parking in Local Terminals is for usage of staff and to cater any real estate development parking demand

41 SGArchitects, Delhi
Bus Terminal Design Guidelines
 3.5 Spatial Requirements
Each terminal function consumes finite space on the
site. Knowledge of the space requirement associated
with different functions is necessary for planning the
terminal. Information on the area required to develop
infrastructure for these functions, makes it possible to
spatially arrange the functions, towards efficient func
tioning of the terminal. This section lists (using graphs
presented in Annexure 4 - Spatial Requirement Charts
for Bus Terminals) spatial requirements for the overall
site of a terminal and the disaggregated functions, in
relation to average layover time and expected (or
planned for) bus flow per hour.

Figure 18 shows how to use these graphs in the design

and planning process. As an example, site area re
quired (in hectares) for different bus flow per hour re
quirements has been presented below.

Figure 18: Methodology for using spatial requirement graphs (example graph – site area against bus flow per hour

42 SGArchitects, Delhi
Bus Terminal Design Guidelines
Feasible development options can be assessed based on the viability. For the purpose, the fol lowing type of graphs are
available site area, stakeholder requirements, and demand in worked out:
terms of bus flow per hour. The planner selects a
development option after evaluating each on the criteria of ∙ Bus flow against site area
associated developmental requirement, market, and financial
 *All the above mentioned graphs are presented in Annexure 4 - Spatial
∙ Bus flow against car parking demand
Requirement Charts for Bus Terminals.
∙ Bus flow against bus bay requirements ∙ Bus flow against
Rest of the graphs present percentage wise breakup re
passenger flow and accumu lation
lationships for all seven development scenarios, with respect
∙ Bus flow against F.A.R. to the terminal type (interstate or local) and terminal size
(small, medium and large). Figure 19 de scribes the seven
∙ Bus flow against built up area scenarios. The graphs in the Annex ure 4 - Spatial
∙ Bus flow against parking built up area ∙ Percentage wise Requirement Charts for Bus Terminals are in same chronology
as in Figure 19.
breakup of site area allocation to functions
∙ Percentage wise breakup of open space ∙ Percentage wise

breakup of built up space ∙ Percentage wise breakup of at

grade bus park ing area
∙ Percentage wise breakup of multilevel bus parking area
*All the above mentioned graphs are presented in Annexure 4 - Spatial
Requirement Charts for Bus Terminals. The bus flow versus area
graph presents seven devel opment scenarios. These include
one scenario with no real estate development (without PPP)
and six with dif ferent PPP development options, including:

∙ at grade bus parking

Figure
∙ at grade car parking

∙ Multilevel car parking (with ramps)

∙ Multi-level mechanized car parking 19: Scenario Description

∙ Multi-level bus parking (with ramps)

∙ Basement (of terminal building) car parking

 43 SGArchitects, Delhi
Bus Terminal Design Guidelines

3.5.1 How to use spatial requirements charts?

Annexure 4 - Spatial Requirement Charts for Bus
Terminals includes spatial requirement charts for seven
scenarios of bus terminal planning. All charts relate to
bus flow per hour and average layover time. The guide
provided below directs (by page number) to relevant
charts for selected option.

Interstate Fixed Interstate Dynamic Local Fixed Local Dy namic

N

s
Chart Name

Percentage wise breakup of site

1

area allocation to functions Pg No. 130

Pg No. 144 Pg No. 178 Pg No. 192 Percentage
O

wise breakup of open space Pg No. 131

I

Pg No. 145 Pg No. 179 Pg No. 193 Percentage

R

wise breakup of built up space Pg No.

158 Pg No. 159 Pg No. 206 Pg No. 207
Percentage wise breakup of at
N

grade bus parking area Pg No. 160 Pg No.

C
161 Pg No. 208 Pg No. 209 Percentage wise
S
(
breakup of multilevel bus parking
t

n
area Pg No. 162 Pg No. 163 Pg No. 210 Pg No. 211
e

et

W
u

&

)l

Bus flow against site area Pg No. 116 Pg

c

No. 117 Pg No. 164 Pg No. 165 Bus flow

against car parking demand Pg No. 118
Pg No. 119 Pg No. 166 Pg No. 167 Bus flow
against bus bay requirements Pg No.
120 Pg No. 121 Pg No. 168 Pg No. 169 Bus flow
against passenger flow and
accumulation. Pg No. 122 Pg No. 123 Pg No.
170 Pg No. 171 Bus flow against floor
area ratio (F.A.R) Pg No. 124 Pg No. 125 Pg
No. 172 Pg No. 173
g

Bus flow against built up area Pg No.

126 Pg No. 127 Pg No. 174 Pg No. 175
k

Bus flow against parking built up

area Pg No. 128 Pg No. 129 Pg No. 176 Pg No. 177
P
 2 -

d
O

I a
)

R
u

&
m

N
p
r

a
o

E l

C
v

S
n

i
D

e
r

P
t

Interstate
Chart Name Fixed
Interstate Dynamic
Local Fixed
Local Dy namic
 Bus flow against site area Pg No. 116 Pg No. 117 Pg No. 164 Pg No. 165 Bus flow against car parking demand Pg No. 118 Pg No. 119
Pg No. 166 Pg No. 167 Bus flow against bus bay requirements Pg No. 120 Pg No. 121 Pg No. 168 Pg No. 169 Bus flow against
passenger flow and accumulation. Pg No. 122 Pg No. 123 Pg No. 170 Pg No. 171 Bus flow against floor area ratio (F.A.R) Pg No.
124 Pg No. 125 Pg No. 172 Pg No. 173 Bus flow against built up area Pg No. 126 Pg No. 127 Pg No. 174 Pg No. 175 Bus flow against
parking built up area Pg No. 128 Pg No. 129 Pg No. 176 Pg No. 177 Percentage wise breakup of site area allocation to
functions Pg No. 132 Pg No. 146 Pg No. 180 Pg No. 194 Percentage wise breakup of open space Pg No. 133 Pg No. 147 Pg No. 181 Pg No.
195 Percentage wise breakup of built up space Pg No. 158 Pg No. 159 Pg No. 206 Pg No. 207 Percentage wise breakup of at
grade bus parking area Pg No. 160 Pg No. 161 Pg No. 208 Pg No. 209 Percentage wise breakup of multilevel bus parking area
Pg No. 162 Pg No. 163 Pg No. 210 Pg No. 211
3

i
I

kr

R
Chart name
A Interstate Fixed
N
Interstate Dynamic
E Local Fixed
C
Local Dy namic
S

No. 169 Bus

flow against passenger flow and
t u

accumulation. Pg No. 122 Pg No. 123 Pg No. 170 Pg No. 171

)e

Bus flow against floor area ratio (F.A.R) Pg No. 124

a

, r

t
g

e
t Pg No. 125 Pg No. 172 Pg No. 173 g

Bus flow against built up area Pg No. 126 Pg No. 127 Pg

A

(
m

No. 174 Pg No. 175

p

o
n
l a
i

Bus flow against parking built up area Pg No. 128 Pg

r

v
a

No. 129 Pg No. 176 Pg No. 177 Percentage wise breakup

e

)p

of site area allocation to functions Pg No. 134 Pg No.

m
e

t a

148 Pg No. 182 Pg No. 196 Percentage wise breakup of

a
R

t
(

open space Pg No. 135 Pg No. 149 Pg No. 183 Pg No. 197
s

Percentage wise breakup of built up space Pg No.

l
v

a
e

Bus flow against site area Pg No. 116 Pg No. 117 Pg No. 158 Pg No. 159 Pg No. 206 Pg No. 207 Percentage wise
l
e

164 Pg No. 165 Bus flow against car parking demand breakup of at grade bus parking area Pg No. 160 Pg
h

Pg No. 118 Pg No. 119 Pg No. 166 Pg No. 167 Bus flow against No. 161 Pg No. 208 Pg No. 209 Percentage wise breakup
i

bus bay requirements Pg No. 120 Pg No. 121 Pg No. 168 Pg of multilevel bus parking area Pg No. 162 Pg No. 163 Pg
W
a

s
No. 210 Pg No. 211

44 SGArchitects, Delhi
Bus Terminal Design Guidelines
4

t
I

R
Chart name Interstate
A Fixed
N
Interstate Dynamic
E
Local Fixed
C
Local Dy namic
S

t e i

u W
A

(
e

M d
t

, a n

t t
a

s
n

E g
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i
m

a
kr
p
a
e

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R
l

e r

v a
t
C e

)l

a
Bus flow against passenger flow and Percentage wise breakup of site area allocation
accumulation. Pg No. 122 Pg No. 123 Pg No. 170 Pg No. 171
c

to functions Pg No. 136 Pg No. 150 Pg No. 184 Pg No. 198

i

n n

i
a d

k
hc a

e r
r

(
Bus flow against floor area ratio (F.A.R) Pg No. 124 Percentage wise breakup of open space Pg No. 137
l
Pg No. 125 Pg No. 172 Pg No. 173
a

Pg No. 151 Pg No. 185 Pg No. 199

e

v p g

Bus flow against site area Pg No. 116 Pg No. 117 Pg No. Bus flow against built up area Pg No. 126 Pg No. 127 Pg Percentage wise breakup of built up space Pg No.
l

164 Pg No. 165 Bus flow against car parking demand No. 174 Pg No. 175
s
158 Pg No. 159 Pg No. 206 Pg No. 207 Percentage wise
Pg No. 118 Pg No. 119 Pg No. 166 Pg No. 167 Bus flow against
u

breakup of at grade bus parking area Pg No. 160 Pg

bus bay requirements Pg No. 120 Pg No. 121 Pg No. 168 Pg Bus flow against parking built up area Pg No. 128 Pg No. 161 Pg No. 208 Pg No. 209 Percentage wise breakup
B

No. 169
g
No. 129 Pg No. 176 Pg No. 177 of multilevel bus parking area Pg No. 162 Pg No. 163 Pg
) No. 210 Pg No. 211
5

i
I

le

R Chart name
A
Interstate Fixed
N
Interstate Dynamic
E
Local Fixed
C
Local Dy namic
S

t g a

n p

u i

kr s

Bus flow against built up area Pg No. 126 Pg No. 127 Pg

a
M

p
,

No. 174 Pg No. 175

t
r

n
a
u

e
C
B

Bus flow against parking built up area Pg No. 128 Pg

m )p

m
p

a
o

e
R

(
No. 129 Pg No. 176 Pg No. 177
)

v
l p

e
e

d v

e
Percentage wise breakup of site area allocation
Bus flow against site area Pg No. 116 Pg No. 117 Pg No. to functions Pg No. 138 Pg No. 152 Pg No. 186 Pg No. 200
e l

164 Pg No. 165 Bus flow against car parking demand

m
t

a
s

Pg No. 118 Pg No. 119 Pg No. 166 Pg No. 167 Bus flow against Percentage wise breakup of open space Pg No. 139
E R

bus bay requirements Pg No. 120 Pg No. 121 Pg No. 168 Pg

a

No. 169 Pg No. 153 Pg No. 187 Pg No. 201 (

Percentage wise breakup of built up space Pg No.

h

n
t

Bus flow against passenger flow and

i

W 158 Pg No. 159 Pg No. 206 Pg No. 207 Percentage wise

accumulation. Pg No. 122 Pg No. 123 Pg No. 170 Pg No. 171
v

li

t i
breakup of at grade bus parking area Pg No. 160 Pg
No. 161 Pg No. 208 Pg No. 209 Percentage wise breakup
lu

k
M

n
Bus flow against floor area ratio (F.A.R) Pg No. 124 of multilevel bus parking area Pg No. 162 Pg No. 163 Pg
No. 210 Pg No. 211
Pg No. 125 Pg No. 172 Pg No. 173
a

i
I

tl

Chart name
A
Interstate Fixed
N
Interstate Dynamic
E
Local Fixed
C Local Dy namic
S

t i v

Bus flow against site area Pg No. 116 Pg No. 117 Pg No.
u W
u

M
M

164 Pg No. 165 Bus flow against car parking demand

,

t d

e
n

a
Pg No. 118 Pg No. 119 Pg No. 166 Pg No. 167
g

p
g

n
Bus flow against bus bay requirements Pg No. 120
Pg No. 121 Pg No. 168 Pg No. 169
i

kr
l
a n

i
e

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C
Bus flow against passenger flow and
accumulation. Pg No. 122 Pg No. 123 Pg No. 170 Pg No. 171
e

)l
t

a
a
c

t
i
p
s
n

Bus flow against floor area ratio (F.A.R) Pg No. 124

E
a

l
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Pg No. 125 Pg No. 172 Pg No. 173

a

e
M
s

(
R

B
h

e
t
Bus flow against built up area Pg No. 126 Pg No. 127 Pg Percentage wise breakup of site area allocation Percentage wise breakup of built up space Pg No.
No. 174 Pg No. 175 to functions Pg No. 140 Pg No. 154 Pg No. 188 Pg No. 202
) R
158 Pg No. 159 Pg No. 206 Pg No. 207
l

(
p

Bus flow against parking built up area Pg No. 128 Pg Percentage wise breakup of open space Pg No. 141 Percentage wise breakup of at grade bus
l

No. 129 Pg No. 176 Pg No. 177 parking area Pg No. 160 Pg No. 161 Pg No. 208 Pg No. 209
m

a
Pg No. 155 Pg No. 189 Pg No. 203
e Percentage wise breakup of multilevel bus
parking area Pg No. 162 Pg No. 163 Pg No. 210 Pg No. 211
v

Chart name Interstate

I

Fixed
A

N
n

Interstate Dynamic
C

Local Fixed
S
Local Dy namic

s
170 Pg No. 171
e
a

d
B

Bus flow against floor area ratio (F.A.R) Pg No. 124 Pg No. 125 Pg No. 172 Pg No. 173
,

n
r

e
g

m
t

Bus flow against built up area Pg No. 126 Pg No. 127 Pg No. 174 Pg No. 175
p

l
a

v
&

Bus flow against parking built up area Pg No. 128 Pg No. 129 Pg No. 176 Pg No. 177
e

e
g
t

n
a

Percentage wise breakup of site area allocation to functions Pg No. 140 Pg

t

No. 156 Pg No. 190 Pg No. 204

E

l
i

a
k

e r

Percentage wise breakup of open space Pg No. 141 Pg No. 157 Pg No. 191 Pg No. 205
R

a
t

i
p

r
W

Bus flow against site area Pg No. 116 Pg No. 117 Pg No. 164 Pg No. 165
k
Percentage wise breakup of built up space Pg No. 158 Pg No. 159 Pg No. 206 Pg No.
r

a
207
a

Bus flow against car parking demand Pg No. 118 Pg No. 119 Pg No. 166 Pg No. 167
C

Percentage wise breakup of at grade bus parking area Pg No. 160 Pg No. 161 Pg
P

No. 208 Pg No. 209

Bus flow against bus bay requirements Pg No. 120 Pg No. 121 Pg No. 168 Pg No. 169
u
t

e
B

Percentage wise breakup of multilevel bus parking area Pg No. 162 Pg No. 163
Bus flow against passenger flow and accumulation. Pg No. 122 Pg No. 123 Pg No. Pg No. 210 Pg No. 211 m

45 SGArchitects, Delhi
Bus Terminal Design Guidelines
 46 SGArchitects, Delhi

4 Designing
Bus Terminal Design Guidelines
Bus terminal designing involves consideration of all fac
tors necessary for execution of the project at site. This
includes the following:

∙ Arranging all infrastructure and planning elements

with a detailed dimensional understanding, to en sure
functional effectiveness of the facility.
∙ Aesthetic and visual considerations for improved
spatial experience and comfort for users
∙ Installing modern techniques like Intelligent
Transport Systems (ITS), and planning services that
ensure not only user comfort and smooth function ing
of the terminal but also user safety and security
∙ Applying an understanding of construction pro
cesses, finishes and specifications, to ensure that
the plans are implementable
∙ Applying standards and norms to ensure that the
built infrastructure not only functions efficiently
but complies with all statutory requirements

This sections provides information on the following dif

ferent design aspects:

• Geometric design standards

• ITS
• Services
• Typical details
 48 SGArchitects, Delhi
Bus Terminal Design Guidelines
4.1 Geometric Design Standards A bus
terminal site requires planning for significant bus—
and other vehicular (cars and motorized two
wheelers)—circulation within the terminal. This re
quires development of vehicular infrastructure in the
form of carriageways, driveways, parking, and bays
(for different purposes) within the terminal complex.
The design for these (vehicular infrastructure) is based
on the dimensions of vehicles and related standards.
This section includes few of the critical geometric
design standards for vehicular circulation within the
terminal. Based on recommendations from ASVV
Record 15 (CROW 1998) published in the Netherlands,
these standards include:

• Geometric design standards for bus and car • Car

parking standards

• Bus parking standards

• Bus bay standards

 49 SGArchitects, Delhi
Bus Terminal Design Guidelines

01
Bus turning Radius a
Car turning Radius b
Carriage way Width c

50 SGArchitects,
Delhi
Bus Terminal Design Guidelines

02
90 degree Bus Boarding Bay a
60 Degree Bus Boarding Bay b
45 Degree Bus Boarding Bay c
 51

SGArchitects, Delhi
Bus Terminal Design Guidelines

03
30 degree Angular Bus Boarding Bay a
Sawtooth Bus Boarding Bay b
Parallel Bus Boarding Bay c
 52
SGArchitects, Delhi
Bus Terminal Design Guidelines

04
Angular Idle Bus Parking a
 53 SGArchitects, Delhi
Bus Terminal Design Guidelines

05
Angular Car Parking a
 54
SGArchitects, Delhi
Bus Terminal Design Guidelines

A/B
Typology Intercity/Local A/B

Idle Bus Parking Requirements

140

120

100
.
.
m
a

. e

r
q

(
60
A

s
d

u
e

80
B

R
Per bus parking size
r
ground coverage per bus,
e

P
the floor area value may
be divided by three.
0

represents floor area

40

occupied per bus. For a

0 50 100 150 200 250
three floor structured bus
parking, to estimate
20
Structured Bus Parking Capacity

).

100 0 50 100 150 200 250 At grade Bus Parking Capacity

m

80
e

a 60
e

B 40

90 degree bus parking consumes least area per bus for

r

any parking angle or size. For angled bus parking, 60

P

140
20 degree
parking consumes the least space up to 400 bus parking
120 size, beyond which 45 degree angle parking consumes
0 lowe per unit space per bus.

Idle bus parking (90degree) Idle Bus Parking (60 degree) Idle Bus Parking (45 degree) Idle bus parking (30 degree)

55 SGArchitects, Delhi
Bus Terminal Design Guidelines
).
. mechanised) car parking.
25
m To estimate ground
.
5
q

20
(

Per car parking size

represents floor area
15

).

coverage per car, the floor

q

area value may be divided

d

by five.
r

q
0
0 200 400 600 800 1000
e

A/B
Typology Intercity/Local A/B

Car Parking Requirements

50 occupied per car for a five

floor multi level (with
45 ramps and not
10

40

35

30

Structured Car Parking Capacity

50

45
40
60 degree car parking and higher than 80 in case
consumes least area per of at grade parking.
35 car for car parking 0
10 0 200 400 600 800 1000

30

25

20

15

capacity higher than 40 in

case of structured parking
5

At Grade Car Parking Capacity

Car parking (90 degree) Car Parking (60 degree) Car Parking (45 degree) Car parking (30 degree)
 56 SGArchitects, Delhi
Bus Terminal Design Guidelines
4.2 Intelligent Transport Systems technologies (and concepts) to achieve efficiency, im
prove environmental quality, save energy, conserve time,
(ITS)
and enhance safety and comfort (for commuters,
A bus terminal’s function is to manage commuters and
drivers and operators). ITS synergizes data acquisition,
buses in a synchronized and organized manner, ensur ing
evaluation, analysis, and information dissemination,
comfort, safety, and security of the terminal users
which helps develop an all-encompassing organization
(commuters, staff and operators). Terminals often fail at
system for information sharing among operators and
this, owing to lack of controlled information sharing,
commuters. Thus, ITS can be understood as the use of
which causes anxiety and inconvenience among users. In
modern technologies for improving transportation sys
India, terminals are plagued with problems like in
tems. Bus terminals are an essential part of the public
creased waiting time, uncertainty in bus arrival, and transportation system and ITS plays a key role in deliv
stacking of buses in the terminals. Bus schedule is often
ering a ‘quality’ bus terminal facility. ITS implementa tion,
disturbed due to unpredictable factors like traffic con
specifically with real-time information system, en sures
ditions, weather situation, traffic jams, breakdowns etc.
synchronized information distribution between
(Bangare et al. 2013). This leads to unreasonably long
commuters and operators. Recent modern bus termi nals
waiting time at the terminal, which compromises level of
are embedded with ITS and real-time information system.
service to passengers, ultimately reducing the
attractiveness of the facility. An interface between commuters and buses, the ITS ar
chitecture of bus terminals comprises two components -
Commuters at bus terminals need precise information
passenger information system (PIS) and bus infor mation
regarding bus arrival and departure time. Terminals
system (BIS). The architecture for these is pre sented in
usually have fixed (official) bus timetables on websites or
Figure 20 and the components briefly de scribed in
in print. But such timetables are usually static, offer
subsequent sub sections.
limited information (operating hours, time intervals etc.),
and are not updated regularly based on recent planned Passenger Information system/display (PIS/PIDS): It is
changes in schedule or day-to-day real-time traffic an electronic information system which provides real time
conditions. Apart from official timetables, public services passenger information. It may include both pre dictions
like Google Maps provide bus related infor mation to about bus arrival and departure time, as well as
travelers (Bangare et al. 2013). Such services, though information about the nature and causes of disrup tions.
useful, fail to bridge the information gap. Addi PIS serves as a communication link between ter minal
operators and commuters (Trapeze 2015). With the help
tionally, commercial bus information providers offer real-
of passenger information technology, terminal authorities
time bus arrival information but charge substan tially.
can communicate with passengers to pro vide them real-
Total capital cost for deployment of link infra structure to
time bus location and status updates, schedule data, and
deliver transit services is very high. If trans ferred to end
timely announcements.
users, it would lead to an increase in mo bility expenditure
for passengers. Bus Information system (BIS): It provides information
required by bus staff i.e. drivers and conductors. It in
ITS is a tested way to mitigate the above problems. cludes bus parking information, schedule of bus entry and
Communication networks, digital mapping, video mon exit in the terminal, route information, and trip in
itoring, sensors, real-time passenger information, and formation. BIS enables a bus driver to precisely allocate
variable message signs are forging new trends in the dispatching time (for the next trip) from the terminal, and
public transport infrastructure field (Vanajakshi, Rama get information on the bus bay allocated to her/him for
durai & Anand 2010). Together they form ITS, which is boarding passengers (especially important in dynamic bay
increasingly being recognized the world over. Its main allocation type of bus terminal opera tions).
objective is to evaluate, analyses, and integrate new
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Figure 20: ITS architecture for Bus Terminals minals has the following benefits:
Both PIS and BIS are largely based on the type of bus • Reduced perceived wait time: The negative
operations at a terminal complex (dynamic or fixed route impact of terminal delays is minimized, leading to in
bay). They help in solving operating problems, and in creased ridership numbers and the perception of bet ter
adopting appropriate new technologies to intro customer service. ITS is a boon for commuters who often
duce innovations into terminal infrastructure. They en suffer boredom/ anxiety not knowing when the bus will
sure real-time arrival information for users, saving their arrive.
time and improving the terminal’s performance, along
with helping improve overall system efficiency and in • Increased terminal efficiency: Increased wait ing
crease service frequency. time and uncertainty in bus arrival render the pub lic
transport system unattractive for passengers. Use of a
Apart from the real-time information system, infor mation variety of ITS technologies can track locations of buses in
can also be dispersed as static or planned infor mation. real time and predict when they will reach ter minals
Static or planned information changes slowly and is along the route. This information when shared with
typically used for journey planning prior to de parture This passengers through PIS, will allow them to use their time
type of information includes stations and stops, routes, efficiently and reach the terminal just before the bus
service numbers, timings, trip durations, fares etc. arrives, or take alternate means of transport if the bus is
delayed. Needless to say, use of ITS allows more efficient
Static information is made available traditionally in
use of terminal space, with lesser crowd ing (of both
printed form though route network maps, timetable
passengers and vehicles).
booklets, name signs and/or pictograms at stations and
stops etc. This information is also available through • Increased attractiveness: Accurate and real time
dedicated national and local telephone services. In many travel information at bus terminals (and inter changes)
areas, static information is now being made available make public transport an attractive and high quality
electronically through websites or over mo bile phone alternative to travelling by other modes. The ac curate
services (typically via SMS). Information is also being arrival time of the next bus will allow commut ers to take
increasingly provided in audio format, both on bus and alternative transport choices, and thus mit igate their
within terminals. Public address systems, usually but not anxiety and improve their experience.
always automated, will typically give next service
announcements at terminals and next stop • Alerts and alarms: Passengers and other ter minal
announcement on-board buses (Passenger Infor mation users can be alerted if the expected traffic is in terrupted
System 2015). for a defined or undefined period of time, and also in
case of any problems in terminal opera tions. ITS helps in
Benefits of ITS implementation in Bus Terminals The goal warning commuters about emergen cies such as strikes,
of bus terminals is to provide efficient, reliable service to terror threat, fire etc. This is an ef ficient way of aligning
their users. For this, information about every commuters’ expectations with
facility provided in terminals must be effectively dis
the service that the terminal system provides.
tributed to the public. Implementation of ITS in the ter
 Information type informed at the ends of, and along their journey, are
As terminal facilities continue to evolve, ITS is rapidly increasingly in demand. Terminals must find a way to
becoming a mainstay in today’s public transport do main address this need as it vastly improves the
(Trapeze 2015). Integrated systems that keep passengers

58 SGArchitects, Delhi
Bus Terminal Design Guidelines
transit experience for commuters and streamlines op 1.Real-time arrival information.
erations for terminal employees. The information pro
2.Electronic schedules and route information.
vided to terminal users by ITS integration depends on the
location (Passenger Information System 2015) where the 3.Interactive information displays.
information is needed to be disseminated. The
information distribution framework can be broadly 4.Payment and smart card payment kiosks.
divided into two contexts - off board information and on 5.Audible signage.
board information.
6.Wireless connectivity for arrival and scheduling infor
Off board information: Off board information is pro vided mation.
to passengers at the terminal. Usual up to date
7.Cameras and emergency call stations.
predictions provided include (Passenger Information
System 2015): 8.Electronic driver-to-waiting passenger communica tion.

In recent years, new electronic technology has been

⮚ Which route is operated by the next bus to ar rive,
developed to provide improved traveler information.
including its expected departure time and
Information may be delivered via any electronic media,
destination.
including:
⮚ When the bus will arrive.

⮚ How closely is it running to its schedule. ⮚ Similar ⮚ Telephone (either a manned bureau service or an
information for the subsequent few services automated answering system).
⮚ General advice (on current travel disruptions) that ⮚ Touch screen kiosks for self-service (e.g. in cus
may be useful to the passenger in under standing the tomer offices).
implications for their travel plans ⮚ Internet through a website.
On board Information: On board information is pro vided ⮚ PDA or mobile phone (typically using SMS or WAP).
to passengers after boarding the bus. This in cludes
(Passenger Information System 2015): ⮚ LED displays and screens inside terminals

ITS implementation considerations in bus terminals ITS

⮚ What is the next station or stop.
functionality should be considered as an integral
⮚ When is the expected time of arrival at the next component in developing modern terminal facilities. It is
station or stop. essential for convenient public information distribu tion,
operational efficiency, and security. Following are some
⮚ How closely is the bus running to its schedule. ⮚
ITS concerns to be considered in terminal design and
Advice on connecting services.
planning:
ITS information medium implemented in bus termi
1. As bus terminals are a part of public infrastruc
nals
ture, ITS facilities should be implemented consid
ITS applications require both power and communica tion
ering usability by physically challenged travelers
infrastructure. It can significantly improve the us ability of (visual or hearing impaired). Thus, information
terminal as well as the overall feeling of safety and distribution should comprise visual, voice, or
security. Potential ITS applications that may be ap plied in touchable media (Passenger Information System
bus terminals are as follows (Pace Suburban Bus 2015): 2015).
 2. Considering language diversity in India, the ITS record them for law enforcement purposes. The
installed in the terminal should provide infor mation presence of video cameras and call boxes also acts
in multiple languages (Passenger Infor mation as deterrent for crimes.
System 2015).
4. ITS hardware and connection points are typi cally
3. Video cameras should be used at strategic ter located in a control room within the terminal facility.
minal locations to allow the terminal staff to mon The control room should be located in ‘discreet
itor conditions and events in the station, and to access area’ to the terminal, and signed as ‘staff
only’.

59 SGArchitects, Delhi
Bus Terminal Design Guidelines
5. Management needs for including the ITS facil ity discourages loitering (or unintended uses) of terminal
should feature in the operational planning pro cess facilities by non-bus riders (Transportation Research
of the terminal. Board 1996). Adequate lighting in the termi nal aids
operators in proper management of bus oper ations.
4.3 Services
Further, it helps bus drivers identify waiting pas sengers
The design and provision of services—such as lighting,
and possible obstructions in the bus areas (boarding
drainage, firefighting, and information systems—is an
bays, unloading bays, and idle bus parking ar eas),
essential component of bus terminal design. Without
especially during night hours.
these services well integrated into the design, a terminal
is unlikely to meet its requirement, and the target level of The following section presents the types of bus termi nal
service. Some essential services to be integrated into bus lighting, with details on their usability areas, spe cific to
terminal planning and design have been discussed below. the different functions performed in the termi nal.

4.3.1 Lighting Types of lighting

Bus terminals are among those public infrastructural Three types of lighting are used in terminals (APTA
facilities that usually operate almost 24 hours a day. Bus 2009a): These are:
terminal operations continue beyond sunset (par ticularly
in India), necessitating lighting provisions. But lighting is a) Continuous lighting:
also required during the day, because of solid roofing in This is the most common type of security lighting sys tem
the terminal buildings, owing to which the environment installed in bus terminals. It consists of a series of fixed
inside becomes dark and discomforting (Campbell & lights arranged continuously, to light interior or exterior
Smith 2008). Lighting plays a key role in enhancing areas during hours of darkness. They can be used around
terminal facilities - through ambient illumi nation in order a building perimeter, pedestrian path ways, vehicle
to allow a safe, comfortable, and func approaches, or property boundaries (APTA 2009a).
tional environment, and to highlight key architectural b) Standby lighting:
aspects to create an iconic and attractive bus terminal This lighting type is similar to continuous lighting, in
(Trans Link Transit Authority 2011). layout and design, except that the luminaries are not
continuously lit. Instead, they are turned on either au
Bus terminal lighting is designed to meet the specific tomatically (when activity is detected in the area) or
needs of commuters using the terminal facility and other manually. Standby lighting should use instant ‘on’ light
transit areas (parking, walkways, internal or un ing lamps (e.g. incandescent, halogen, fluorescent, in
derground areas, bus stops, and shelters). The main ductively coupled, or LED) (APTA 2009).
objective is to provide passengers a sense of personal c) Mobile lighting:
security (APTA 2009). Appropriate lighting provisions This lighting type is manually operated and moveable.
help passengers to see (and approach) the designated Mobile lighting may supplement continuous or standby
transit areas (and other passenger amenities) within the lighting. It can be used at special events and in emer
terminal. According to the Trans Link Transit Au thority gencies, during hours of darkness (APTA 2009).
(2011), lighting features are integral compo nents of
Crime Prevention through Environmental De sign (CPTED) Table 2 classifies terminal lighting types according to
methods. CPTED suggests that proper illu mination their usability areas.
 Table 2: Application of lighting in a bus terminal
Location Of Use Types of Lighting

Continuous Standby Mobile

Critical X
infrastructure
access point

Fare gate X

Kiosk X

Parking lot open area X X

Waiting area X

Parking structure roof X

Platform ( outside X
canopy )

Platform (inside X
can opy)

Pedestrian pathway X X
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Bus Terminal Design Guidelines
Restricted area X
entry / Exit

Station entry/exit X X

Ticket vending X
ma chine

Vehicle kiss and X

ride approach

Vehicle staging area X X

Bus terminal lighting performs functions related to night

12. Toilets/corridors/Stairs 150
time safety, security, orientation, and the illumi nation of
features. To fulfil this responsibility, lighting systems 13. Sign Surface 120
must provide a level (and type) of lighting that is
14. Canopied Areas 150
consistent with the requirement of individual func tions
(and activities). Higher lighting levels should be 15. Parking Bays and 75
considered for critical functions and areas. Table 3 pre Driving Lanes
sents the desired lux-levels41 for different terminal
16. Site Entrance and Exits 250-300
functions.
17. Garage (General lighting) 500 (min 200)
Table 3: Required lux levels according to the functions in a bus
terminal (Source: Labour and Welfare Bureau of the Gov 18. Washing Area 500 (min 250)
ernment of the Hong Kong Special Administrative Region)
19. Parking lot 150
S. No. Function Lux Level

1. Waiting Rooms 150

2. Ticket counters 1000 (min 41

Lux-levels: Lighting requirement in any infrastructure is measured in lux
500) levels. Lux is a quantitative measure of the ability of a light; it is the metric
standard unit of measure for illuminance.
3. Accounting Office 1000 (min Lighting Recommendations
500) The placement and maintenance of lighting in the bus
terminal is normally the responsibility of local jurisdic tion
4. Office in general 500 (min 250)
or the terminal developer (such as the concerned STU).
5. Canteen 150 Lighting levels must meet the current regulation
standards for public transport facilities and signage. Lo cal
6. Platforms/Concourse 150
municipalities establish lighting standards for their
7. Ground floor 120 jurisdictions (Pace Suburban Bus 2015). Therefore, the
Entrance Lobby and lighting for terminal development must be planned in
Lift coordination with appropriate municipalities.

8. Lift Lobby of Upper Floors 85 Since bus terminals are a subject of public interest, the
decision to install lighting at a terminal site is influ enced
9. Small Items Storage 300
by cost, availability of power (electricity), and vandalism
10. Food Preparation 500 (Transportation Research Board 1996). It is important
and Cooking therefore that lighting elements are main tained regularly
and are resistant to vandalism. Light ing can be expensive
11. Bars, Dining Rooms 50-200
 to install, but is indispensable to passenger safety. To Waterlogging and ponding is a major problem in most
counter prohibitive costs that make it uneconomical to Indian bus terminals. Needless to say, it impacts termi nal
provide lighting at terminal sites, transit agencies can performance. It causes inconvenience to commut ers,
include installation of light ing as a part of the agreement contributing to the terminal becoming unattractive and
with advertising compa nies. This cost effective approach generates additional expenses in terms of higher
includes not just in stallation by the advertising company, maintenance cost. Its main cause is the terminal plan
but also mainte nance. During daylight, the use of ner’s apathy for drainage/sewage considerations.
translucent materi als—and structures—which emulate Therefore, the guideline advocates provision of ade quate
an open and spa cious design, helps achieve a more arrangements for drainage of all sewage and waste water
naturally lit terminal environment, and economic lighting in terminals. Terminal planning should in corporate the
provisions (Trans Link Transit Authority 2011). necessary profile design of large open spaces, in order to
avoid accumulation of water and en sure rapid drainage,
4.3.2 Drainage even during peak rainfall events.

61 SGArchitects, Delhi
Bus Terminal Design Guidelines
The terminal should be planned in a way that major in 4.3.3 Fire Fighting
terface zones between commuters and buses are kept Every public space, institution or building should be
away from drainage facilities; e.g. the bus bay areas constructed, equipped, maintained and operated in
(especially unloading and boarding) should not be over fulfilment of the need to avoid undue danger to the life
(or near) catch basins, as this creates a potential trip ping and safety of occupants from fire, smoke, fumes, or
hazard. panic, during the time period necessary for escape.
Planning for fire protection in/around bus terminal fa
Additionally, boarding and off-boarding areas should be
cilities involves adopting an integrated systems ap
adequately sloped, to drain water from the passen ger-
proach which allows analysing all the terminal compo
bus interfaces. This water should then be directed to
nents as a comprehensive fire safety system package
drainage channels provided in the system, such as natural
(WBDG Secure/Safe Committee 2014). Such analysis
earth swales, concrete gutters, or ditches. These channels
requires more than code compliance, or meeting the
should be located (and shaped) to min imize the potential
minimum legal responsibilities for protecting the ter minal
for traffic hazards, and to accom modate the anticipated
facility from fire disaster. Therefore, code re quirements
storm-water flows. The drain age in bus terminals should
must be creatively (and efficiently) inte grated with other
be designed to cause no stagnation at the maximum
fire safety measures and design strategies, so as to
discharge rate for which the different units are designed.
achieve a balanced design that will
According to the Washington Metropolitan Area Transit
provide desired levels of safety (evacuation, recovery and
Authority 2009, passenger boarding areas should be
egress).
designed with minimum slope gradient of 1:50 (2%) for
drainage. For terminal development in India, Part-IV (Fire and Life
Safety) of National Building Code of India should be
The guideline also suggests that proper drainage inlets
followed, unless otherwise specified. However, addi tional
should be positioned suitably to prevent ponding, and to
state and city level building codes and fire codes are
limit the spread of water to critical areas (where
available across the nation and may also be re ferred to.
commuters alight and board). The drainage inlets are
Thus, terminals should be planned, designed and
often covered with slotted gratings. These should be
constructed, in consultation with the appropriate
aligned perpendicular to passenger path, to prevent their
government agencies. In case of non-government pro
hindering commuter movement, especially for people
jects (such as those developed by concessionaires un der
with baggage trolleys, prams, and walking aids.
PPP), the appropriate building code and fire code official
should be consulted, for minimum and recom mended fire
 safety measures (WBDG Secure/Safe Committee 2014). 1. Wet riser
To ensure fire safety, the terminal building schemes shall 2. Hose reel
also be cleared by the Chief Fire Officer. Additionally, fire 3. Automatic sprinkler system
protection engineers must be involved in all aspects of 4. Fire hydrant
5. under ground water tank with draw off
the design, to ensure a rea sonable degree of protection
connection
of human life from fire (and combustion products), as 6. Terrace water tanks
well as to reduce the po tential loss from fire (real and 7. Fire pump
personal property, infor mation, organizational 8. Terrace pump
operations). 9. First aid firefighting appliances
10. Auto detection system
Terminal projects need to be designed to incorporate 11. Manually operated electrical fire alarm
efficient and cost-effective fire protection systems, both system
passive and automatic. These systems are effec tive in 12. Public assistance system with talk back
detecting, containing, and controlling and/or ex facility
tinguishing a fire event at early stages. Some of these 13. Emergency lights
14. Auto D.G. set
firefighting systems are listed below:
15. Illuminated exit sign
16. Means of escape, or fire exits

62 SGArchitects, Delhi
Bus Terminal Design Guidelines
17. Miniature Circuit Breaker(MCB)/ Earth
leakage circuit breaker(ELCB)
18. Fireman switch in lift
19. Hose boxes with delivery hoses and
ranch
20. Pipes refuge area

As per National Building Organisation code (NBO

2011), the mentioned fire safety arrangements should
be provided in bus terminals (Bhubaneswar Develop
ment Authority 2008).

.
 63 SGArchitects, Delhi
Bus Terminal Design Guidelines

4.4 Typical Details

To implement proposed designs at the terminal site,
detailing them is important. Detailing yields a set of
drawings referred to as construction drawings. These
assist in implementing specific planning details on site.
This section presents drawings for some of the critical
details that should be part of a bus terminal’s design
drawings. These include -

⮚ Feeder mode bay details

⮚ Footpath details

⮚ Tactile details

⮚ Raised crossing details

⮚ Bollard details

⮚ No-entry signage details

⮚ Drop-off lane signage details

⮚ Feeder mode parking signage details

⮚ Parking signage details

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Bus Terminal Design Guideline for India

01
Feeder Mode Bay Detail a

65

SGArchitects, Delhi
Bus Terminal Design Guidelines

02
Footpath Detail a
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Bus Terminal Design Guidelines

03
Tactile Detail a
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SGArchitects, Delhi
Bus Terminal Design Guidelines

04
Tactile Flooring – Tree Guard Detail a
Tactile Flooring – Manhole Detail b
68 SGArchitects, Delhi