“BUS TERMINAL ”

RSW-MT-01
AR 3111/D- ARCHITECTURAL DESIGN 5
2774/2775

CUDIAMAN, NOIMEE D. OCTOBER 7, 2023

BS ARCHITECTURE AR. C.A.P. KIAT-ONG, UAP, M.ARCH
BUS TERMINAL

 A bus terminal, or terminus, is the point where a bus route starts or ends,
where vehicles stop, turn or reverse, and wait before departing on their return journeys. it’s
 also where passengers board and alight from vehicles. it also often provides a convenient
point where services can be controlled from. The size and nature of a terminal may vary, from
a roadside bus stop with no facilities for passengers or bus crews, to a purpose built off-road
bus station offering a wide range of facilities. If the number of vehicles arriving and departing
is low, a roadside bus stop, with no facilities, will normally be adequate. With a large number
of vehicles arriving and departing, it may be necessary to provide off-road bus station
facilities for the convenience of passengers and to reduce traffic congestion.
REFERENCES(HTTPS://WWW.PPIAF.ORG/SITES/PPIAF.ORG/FILES/DOCUMENTS/T
OOLKITS/URBANBUSTOOLKIT/ASSETS/3/3.1/35(VII)A.HTML#:~:TEXT=A%20BUS
%20TERMINAL%2C%20OR%20TERMINUS,SERVICES%20CAN%20BE
%20CONTROLLED%20FROM.)
Terminals versus stations
 The term bus station is normally used to refer to an off-road location with at least basic
facilities for passengers, while a terminal may be a fully equipped bus station but might
equally be merely a point in the road. In many cities the majority of passengers start and end
their journeys at bus stations, and a significant proportion of operators’ revenue may be
collected at these points.

Stations and terminals are important elements


Bus stations and terminals are a significant element in the operation of bus services. Their
design and location affect the efficiency of a transport system, and its impact on other road
users. Some stations are regarded more as landmarks than as utilities, and as such are often of
prestigious rather than practical design, which may detract seriously from their efficiency.
 Local bus services in many towns and cities are centered on bus stations. Often there are large
stations in the central area, with smaller ones at the outer ends of the routes. There may also
be intermediate stations, especially at points where many passengers interchange between
different bus routes, although most intermediate passengers on urban services board and
alight at roadside bus stops. Bus stations may also be used for parking between journeys for
buses which are away from their home bases. But they should not normally be regarded as
long-term parking facilities, particularly in locations where land is expensive. When they are
not required for loading, buses should be parked elsewhere, preferably at depots where there
are facilities for vehicle servicing and cleaning. Buses should not normally be permitted to
park in streets adjacent to bus stations.

Efficient systems limit bus time at stations


If buses are utilized efficiently, it should not be necessary for them to spend much more time
at bus stations than is required for loading and unloading. The requirement to park large
numbers of buses for long periods between trips is often a reflection of inefficiency or excess
capacity in the industry. Although it may be unavoidable at off-peak times if there is a
significant difference between peak and off-peak service levels.
 In practice it is necessary to achieve a realistic compromise with regard to parking at bus
stations. While it’s expensive to provide parking space at city centre terminals, it can also be
expensive and inefficient for buses to be driven for long distances to remote parking areas,
particularly if traffic congestion is a serious problem. It may be appropriate for bus operators
to be charged for parking on a time basis to discourage them from parking their vehicles for
too long. Calculating these charges should take into account the cost of providing parking
 facilities. But it should not be so high that it encourages operators to park their vehicles
elsewhere when this would be uneconomic or undesirable not only to the operator but to the
community.

Locating bus stations for urban services


It’s essential that stations are not only constructed to a suitable design and with adequate
capacity, but also that they are suitably located.
 There are a number of considerations in deciding the best location. The location should be
where routes should logically connect or terminate, as determined by passenger demand
patterns. If the station is used as an intermediate stopping point on routes passing through, it
should be conveniently located for passengers joining or leaving vehicles.
 Sometimes the location of stations for different classes of vehicles is influenced by the
catchment areas of the passengers. For example, the majority of people using air conditioned
buses may live in a different part of the city from those using standard services.
 An efficient urban bus route network in any medium or large city will inevitably require a
large number of terminal points, not only at the ends of each route but at various intermediate
points where some vehicles may turn short.

Simple terminal points do the job


It would be both uneconomic and unnecessary to construct large complex terminal facilities at
all of these points. In the majority of cases all that is required is the facility for vehicles to
turn, without obstructing or endangering other traffic, and sufficient space at the curb or
alongside the road for a reasonable number of vehicles to stand between journeys.

It’s often appropriate, where the road layout permits, for buses to follow a loop round the block at the
end of the route, standing between journeys at a roadside stop at some point in the loop, or
immediately before or after it.
Similarly, bus stations en route will be required only where demand justifies their provision. As a
guide, an off-street bus station may be justifiable if the number of buses standing simultaneously
loading, unloading or waiting to depart regularly exceeds 10 or 12, although much will depend on the
road layout, and the volume of other traffic. If the road is very wide and there is little traffic, roadside
bus stops may cater adequately for up to five buses loading simultaneously on each side of the road.
If suitable off-street terminal sites are not available it’s usually preferable for routes to terminate on-
street, even in central areas, rather than for terminals to be sited at inconvenient locations.

Efficient routing minimizes the need for terminals


Efficient routing can minimize the number of routes which must terminate in busy central
areas, while efficient scheduling and regulation of departures can minimize vehicle waiting
times. Provided there is no excess capacity in the system, no more than two or three vehicles
on any one route need be waiting at the central terminal point at any time, so that disruption to
traffic can be minimized.

Where bus stations are required, they should be located near to points of high demand for maximum
passenger convenience. The location of stations is often determined primarily by the availability of
sites, and as a result they are often in inappropriate locations, causing inconvenience to passengers
using them, and increasing vehicle operating costs by increasing the distances traveled.
Central area terminals can create congestion

In many cities there are one or more terminal bus stations in the central area. If there is a
single central bus terminal, this is convenient for passengers interchanging between routes.
However, if there are very many bus movements a single terminal may be impractical,
requiring a very large area of land, and creating congestion both within the station itself and
on surrounding streets. In large cities, there are often several terminals, usually located around
the periphery of the central area.

Where there are several central terminals, there are normally different terminals serving different
groups of routes or destinations. Each terminal should ideally be located close to the corridor served
by its group of routes. This minimizes the number of buses crossing the central area and reduces
traffic congestion caused by buses. But it may mean that the majority of passengers must walk some
distance into the centre to complete their journeys, and passengers interchanging between routes may
be seriously inconvenienced by having to walk from one terminal to another.

An alternative is to allocate routes to terminals in such a way that every route crosses the city centre
before reaching its terminal. This may increase passenger convenience, but may also increase the
level of traffic congestion, and requires a greater number of buses to provide an equivalent service.
While urban bus services are often severely hampered by traffic congestion, the buses themselves may
also contribute to congestion in the city. In particular, city centre bus terminals can cause severe
traffic congestion through the concentration of buses arriving and departing. This is particularly so
where buses load at the curbside rather than in off-street bus stations.

Operating from suburb to suburb can decrease congestion


The congestion caused by buses terminating in central areas can be alleviated by linking bus
routes so that the majority operate across the city from one outer suburb to another, stopping
in the central area for no longer than is necessary to set down and pick up passengers. All
terminal points will be outside the central area. This means less disruption is caused to other
traffic and there is likely to be more space for buses to stand for long periods, as may be
necessary at off-peak times.

Additional advantages from this type of operation are that bus utilization may be improved by
reducing the number of times when a bus has to turn. Additional links are also provided for
passengers whose journeys take them across the city centre.

A potential disadvantage is irregularity of services, caused by eliminating the opportunity to

compensate for traffic delays by adjusting layover times at central terminal points. Although such
delays may be reduced through minimizing bus-induced congestion.

Where routes are linked to operate across the city centre, there can be a benefit in providing facilities
for passengers to interchange between routes. These facilities may take the form of purpose-built off-
road facilities, or roadside bus stops with shelters, perhaps linked by pedestrian bridges or subways.
With these kinds of facilities, the location should not require buses to deviate significantly from their
routes; otherwise much of the benefit of operating through services is lost. However, with appropriate
routing, it should be unnecessary for the majority of passengers to transfer between bus routes in the
city centre, and extensive interchange facilities should not be required.

Off-street bus stations in city centers are, in any case, often a wasteful use of expensive land, although
this may be offset by the development of property above the station.
REFERENCES:HTTPS://WWW.PPIAF.ORG/SITES/PPIAF.ORG/FILES/DOCUMENTS/TOOLKIT
S/URBANBUSTOOLKIT/ASSETS/3/3.1/35(VII)A.HTML#:~:TEXT=A%20BUS%20TERMINAL
%2C%20OR%20TERMINUS,SERVICES%20CAN%20BE%20CONTROLLED%20FROM.

EXAMPLE OF BUS TERMINAL IN THE PHILIPPINES

A bus station at
Dagupan
In the Philippines, bus stops range
in size from modest company-
owned shelters or shacks along the
highway or major street to
enormous, intricate terminals constructed at the outskirts of towns. Small bus stops typically have few
amenities and may be little more than a bare patch of tarmac, concrete, or dirt with a minimal waiting
space and bathroom. Large bus terminals could have multiple terminals (including those for jeepneys
and vans) and resemble a mall or public market with stores and a food court. One or more bus stations
may exist in cities or towns, and if so, each one may service a separate range of destinations or a
specific firm (like in Cagayan de Oro). The terminals of small, privately operated bus stations are
typically close together in a suburban area of the city.
Most of the time, you either walk on tarmac, concrete, or dirt to the bus in the majority of the country,
or you board it from an open area with pasalubong shops and bus company offices (and/or tickets
bought on board after departure). The departures area at large, modern bus terminals, like the two new
terminals in Manila, operates similarly to the airside of an airport: entry requires a ticket that has been
pre-purchased at a ticket booth prior to security or pre-booked online and redeemed at the station.
Additionally, passengers' bags must pass through a metal detector, and the bus departs at the
scheduled time that is displayed on screens. Find a seat in the waiting area near the gate where your
bus departs once you've arrived at the boarding area. From there, you may use the departure boards to
locate the bus's boarding area, where you'll line up to board.
When you arrive at a big bus station, you get off at an unloading area, which could be inside the
station or out on the street. On large stations, you are directed to the arrivals area, which also has a
food court, shops, restrooms, and other facilities. From here, you can either connect with another bus
to get to your destination or locate local transportation. If you arrive at a small station or along the
road, your options for food and transportation into town may be limited to none at all. REFERENCES:
https://en.wikivoyage.org/wiki/Bus_travel_in_the_Philippines.
STANDARDS FOR BUS TERMINAL
Factors affecting size of bus terminal Stations will vary in size governed by the following basic
points, apart from the obvious physical constraints of the site:
 The number of bays to be incorporated (the term ‘bay’ is used in connection with stations
instead of the term ‘bus stop’), determined by the number of bus and coach services to be
operated from the station, and by how practical H O Q U E | 29 it is, related to the local
timetable, to use an individual bay for a variety of service routes.
  the vehicle manoeuvre selected to approach the bays - Three basic types of manoeuvre are
used, namely ‘shunting’, ‘drive-through’ and ‘sawtooth’.
Vehicle maneuvers used in approaching parking bays.
a. Shunting is used where a vehicle only sets down passengers on to their concourse before moving
away to park or to a bay position for collecting passengers. This maneuver avoids waiting to occupy a
predetermined bay and effectively reduces journey time.

Vehicle manoeuvres used in approaching parking bays (shunting).

References: Hoque, A.M.(2011). BRTC international bus terminal.61801891.pdf (core.ac.uk)
b. Drive-through bays are fixed bay positions for setting down and/or collecting passengers. They are
in a line, so a vehicle often has to approach the bay between two stationary vehicles. In practice, it is
often necessary to have isolated islands for additional bays with the additional conflict of passenger
and vehicle circulation.

Vehicle manoeuvres used in approaching parking bays (drive-through bays). References: Hoque,
A.M.(2011). BRTC international bus terminal.61801891.pdf (core.ac.uk)
c. ‘Saw tooth’ layouts have fixed bay positions for setting down and/or collecting passengers with the
profile of the concourse made into a saw tooth (sometimes referred to as echelon) pattern. In theory,
the angle of pitch between the vehicle front and the axis of the concourse can be anything from 1 to
90 degrees. In practice, however, it usually falls between 20 and 50 degrees. The vehicle arrives
coming forward and departs going backwards, thus reducing the conflict between passenger and
vehicle, but demanding extra care to be taken when reversing out of the bays.

Straight sawtooth loading. References: Koner, I. (February 6, 2019). Standards for bus terminals.
https://www.slideshare.net/IndrajitKoner/standards-for-bus-terminals

The choice of manoeuvre will be influenced by the size and proportions of the site available, the bus
operators’ present and anticipated needs, and in particular the preference of their staff. Some will
accept the sawtooth arrangement while others prefer the drive-through. The area of the site is further
added to by the requirement of ‘layover’. This is where vehicles were having set down their
passengers, but which are not required to collect passengers, are parked on the station until needed
again. The layout for this should be based on the requirement for parking, but preferably in such a
manner that no vehicle is boxed in by another, and of course positioned so as not to interfere with
other bus movements. In some cases economy of space can be achieved, again dependent upon local
timetables, by using spare bays for layover purposes.
 The facilities to be provided for passengers
- Provision for passengers will depend entirely upon anticipated intensity of use and the multi-
modal nature of the interchange. If, for example, there are already public toilets, a bus and
coach information center and cafes nearby, then these may not be required on the station
concourse. However, waiting room facilities will probably be required, with someone on hand
to give information and supervision. In more comprehensive schemes, in addition to a waiting
room, a buffet and public toilets, one may plan for kiosks and enquiry, booking, left luggage
and lost property offices.
 The facilities to be provided for staff
- There will invariably be an inspector or inspectors in a station who, as well as assisting
passengers, are primarily concerned with supervising the comings and goings of vehicles,
their drivers and conductors. If there is a depot near to the station then most staff facilities
will be provided there. However, if the depot is some distance away, it will be necessary to
provide canteen and toilets for them on the station site, so that during breaks and between
working shifts they do not need to get back to the depot until they return their vehicle for
long-term parking. Should the depot be even more remote, it will be necessary to provide all
facilities at the station site and only basic amenities at the depot. In this case, as well as the
canteen and toilets, a recreation area, locker rooms and ‘pay-in’ facilities should be provided.
The latter is an office area where drivers/conductors check, then hand over monies taken as
fares, which in turn are checked and accounted for by clerical staff.
 Facilities for bus maintenance
- It will be appreciated that the proper inspection, repair and servicing of buses and coaches is
an integral part of a bus operator’s responsibility. Normally, such work would be carried out
at a local depot, with a repair workshop together with Fuelling, washing and garaging
facilities. The provision of some or all of these facilities within a station complex is unusual,
but by no means unique.
REFERENCES: Hoque, A.M.(2011). BRTC international bus terminal.61801891.pdf (core.ac.uk)
Entrances

- a standard of 40 persons per minute would be representative of a busy situation with

occasional traffic disruptions. Where free-flowing traffic is desired. A standard of 20 persons
per minute should be adopted.
Swept street
- when a bus turns normally, it always turns about a point which is somewhere on the center line of
the rear axle. This is true whether motion is forward or backward. The turns required to accomplish
the movement and positioning of buses are variable and differ considerably with the equipment
encountered. The turning templates provides a convenient graphic method to determine minimum
clearances required.
Queuing situations
- linear queues will occur where passengers line up to purchase tickets or board buses.
- the length of a linear queue may be estimated on the basis of an average per
Person spacing of 20 in.

Platforms for bus terminal. References: Koner, I. (February 6, 2019). Standards for bus
terminals.https://www.slideshare.net/IndrajitKoner/standards-for-bus-terminals

Platforms for bus terminal. References: Koner, I. (February 6, 2019). Standards for bus
terminals.https://www.slideshare.net/IndrajitKoner/standards-for-bus-terminals

Platforms for bus terminal. References: Koner, I. (February 6, 2019). Standards for bus terminals.
https://www.slideshare.net/IndrajitKoner/standards-for-bus-terminals
Planning Criteria for Bus Station
In general, the four basic planning criteria for planning of terminals are –
1. Need – Need of the terminal arises with increase in the demand. An organized bus terminal
should meet the following requirements
 Accessibility
 Comfort and convenience
 Safety
 Easy processing
2. Size – The following factors are considered to characterize the size of the terminal and its
functions
 Flow of traffic
  System characteristics
 User characteristics
3. Location – The selection of the location should satisfy the following criteria
 It should form a component in the hierarchy of transport systems
 It should be a component in the hierarchical system of transportation terminals
 The concentration and dispersal costs should be minimum
 It should be located such that as point of coordination and integration between inter-city and
intra-city transport
4. Design – Following points should be kept in mind for efficient workability of terminal
 Segregation of bus and non-bus traffic
 Segregation of pedestrian and vehicular movement
 Elimination of vehicular traffic conflict
 Segregation of pedestrian flows
 Minimum processing for the buses
 Segregation of transportation and no-transportation activities
Terminal performance and efficiency indicators
Terminal performance and efficiency parameters for the management of bus terminal includes;
a. Number of buses that can be handled in one day
b. Number of buses arriving at the terminal during peak hour (handling capacity)
c. Average alighting time and boarding time (should be minimum)
d. Average bus idling time
e. Waiting time at the counters
f. Fees collection
g. Number of complaints
References: https://planningtank.com/transportation/planning-considerations-for-bus-terminal

SPACES FOR BUS TERMINAL

Waiting area
- A waiting room or waiting hall is a building, or more commonly a part of a building or a
room, where people sit or stand until the event or appointment for which they are waiting
begins.
Toilet facilities
- a toilet that is available to the public.
Passenger concourse and circulation
- is a wide hall in a building where all the public spaces and passenger meets
A restaurant
- is a business that prepares and serves food and drinks to customers.
Pop-up stores and kiosk
- a store that opens suddenly and usually exists for a short amount of time, a small structure
with one or more open sides that is used to vend merchandise
Information
- a booth at which general information about a place or event is provided Someone
Ticket counter
- the place where you buy a ticket for public transport
Ticket office
- an office or kiosk where tickets are sold, especially for entertainment events or travel
accommodations.
Baggage counter
- where you can leave your bags for a short time until you need them
Storage room
 - an area in a building where things are stored
Terminal management office
- An office where the manager of the terminal, whose manages the whole
terminal, is located
Reception
- a large open area inside and near the entrance of a public building
A conference room
- is a dedicated space for events such as business conference calls and meetings.
Bus in line
- an area where the bus parks
Bus loading
- An area in a terminal that boards the passengers
Driver’s lounge
- A room where the driver can sit and relax
Driver’s locker
- An area where the driver keep things to his locker
Driver’s toilet
- an area designated just for the toilet of the drivers
Dispatcher’s office
- an office area for the dispatchers of the bus terminal
Driver’s report room
- A room where the driver reports to the management about the trip
Terminal storage
- A storage room where the things of the terminal is stored

REFERENCES: Pacheco, K. (2022). Bus terminal space definition and function.

https://www.studocu.com/ph/document/technological-institute-of-the-philippines/architectural-
reviewers/bus-terminal-space-definition-and-function/45149378.

TECHNICAL SPECIFICATION OF BUS TERMINAL

Amenities In Bus-Terminal
 Innovative layout and design of international standard
 Highest comfort and convenience for passengers
 Separate tracks for buses, private vehicles and traffic with safety
 Multiple routes for pedestrian traffic
 Exclusive basement parking facilities
 Large foyers –Atrium Public Plazas in the building
 Well designed pick-up and drop facilities for the passengers
 Modern dormitories for ladies and gents to ensure highest convenience
 Provision of Luggage scanning system and security guard
 Comfortable waiting lounge
 Water treatment with recycling to ensure highest purity with minimum wastage
 Adoption of alternative energy methods
 Water harvesting and conservation management
Other Amenities
Passenger Information center
 E-Ticketing area
 PRO (Public Relation Officer) Office
 Ladies Waiting Area
  Well designed foyer
 Well designed general waiting Area
 Retail outlets
 Hygienic and clean toilet Area
 Digital Display of Bus timings
 Clock room
 Signboards directing approach route to different areas within Bus terminal.
 Sufficient Auto rickshaws parking within bus terminal.
 Spacious parking areas for two wheelers & four wheelers
 Deluxe A.C. Waiting room
 Facility for physically disabled person
 Bus navigation system

Bank ATM
 Baggage trolleys
 Kiosk (For Information of Buses)
 24hours Cafeteria
REFERENCES: N.d (n.d.). Bus Terminal Amenities. Arved Trans Cube.
http://www.arvedtranscube.com/bus-terminal-amenities.html
REQUIREMENTS FOR A BUS TERMINAL

 Waiting area for visitors/passengers

 Toilet
 Conference room
 Personal assistant to the terminal manager
 Assistant terminal manager with attached toilet
 Administrative officer with attached toilet
 Assistant administrative officers with toilet
 Space for facilities like photo copying
 Lockers for the staff
 Public addressing section
 Store room
REFERENCES: Koner, I. (February 6, 2019). Standards for bus terminals.
https://www.slideshare.net/IndrajitKoner/standards-for-bus-terminals.
BUS DIMENSIONS AND BAYS

Typical lay-by dimensions for buses.

References: Hoque, A.M.(2011). BRTC international bus terminal.
https://core.ac.uk/download/pdf/61801891.pdf
 Bus specifications. Reference: Hoque, A.M.(2011). BRTC international bus terminal.
https://core.ac.uk/download/pdf/61801891.pdf
1. BAY WIDTH
 Platform bay width includes width of the bus and clearance on both sides. In general the
width of the bus lies between 8.5’–9’. The clearance width varies from 0.4’–0.5’. The width
of bay lies between 9’–10’.
 LOADING BAYS
 The largest turning radius for an articulated truck is about in 12 m
 1.50 m with use of a loading dock
 3m with the use of loading doors
 Efficient-employed where lot is comparatively narrow and deep
 Passenger has direct approach to loading door
 Baggage truck can operate between buses for side loading.
2. PASSAGE WIDTH OF BAY
 The intermediate distance between departure bays and waiting bays is called passage width of
platforms. It is provided for safe movement of public. The passage width should be at least
5’–10’ for convenient and safe turning of buses. People can move easily with adequate space.
3. PARALLEL OFFSET
 The minimum offset between two adjacent buses while waiting in a platform is ensured. It
must be at least 5’. The 5 feet is the minimum distance that are required for safety movement
for the passengers and gives easy turning of the buses while entering or leaving the bay.
4. TURNING RADIUS OF BUS
 The turning radius means the turning curve of the buses from the platform for departing is
called as turning radius of bus. The turning radius of 36’ length bus is 47.28 feet.
 Different classification of a turning radius of bus. References: Koner, I. (February 6, 2019).
Standards for bus terminals. https://www.slideshare.net/IndrajitKoner/standards-for-bus-terminals

Turning radius with respect to platform. References: Koner, I. (February 6, 2019). Standards for bus
terminals. https://www.slideshare.net/IndrajitKoner/standards-for-bus-terminals

5. ROAD WIDTH AT ENTRANCE AND EXIT

 The road width may be defined as the width of the carriageway with or without medians. For
2 lane road, road width is 25’ and for four lane road, road width is 50’. For four lane road
including Centre median, the road width varies from 51’-60’. 1.8 CENTRE MEDIAN
WIDTH The Centre median is placed at the Centre of a highway for opposite movement of
vehicles or parallel movement of vehicles. The width of the median must be between 1’–10’.
REFERENCES: Logeswaran, S. (2017). DESIGN STANDARDS FOR PLANNING A BUS
TERMINUS. International Journal of Advanced Research in Basic Engineering Sciences and
Technology (IJARBEST), vol 3(24 march), 411-412.
https://www.ijarbest.com/conference/spcl24/1084.
Space requirements for platform. References: Koner, I. (February 6, 2019). Standards for bus
terminals.https://www.slideshare.net/IndrajitKoner/standards-for-bus-terminals

Space for parking areas. References: Koner, I. (February 6, 2019). Standards for bus
terminals.https://www.slideshare.net/IndrajitKoner/standards-for-bus-terminals