BUS TERMINALS- A passenger station and a place for the final stopover or a

permanent station, office and yard of buses, which may also serve as loading
and unloading area for passengers.
BUS AND COACH STATIONS

Provision for buses and coaches plays an important role within vehicle facilities.
Town centres must be planned to accommodate stopping areas for buses and
adequate space for manoeuvring, with safe waiting and access for passengers
(see 26). Large bus depots still exist in cities but de- regulation has led to smaller
fleet numbers and greater variation in vehicle size (see 27).
Parking configurations

Multiple parking of buses and coaches must be considered within depots,

stations and designated areas adjacent to tourist attractions, exhibition centres
etc. Excepting garaging situations, where parking arrangements are organised
around timetabling and maximum use of space, right-angle or 45" bays are used
(see 28,29,30), with sufficient allowance for ingress and egress, preferably one-
way. Nearby movement of pedestrians should be carefully controlled and
crossings marked.
Design requirements

With the growth of long- distance coach travel, stations are required to operate
in a similar "manner to those for railways. At main stations a good standard of
accommodation should be provided, comprising information, reservations and
ticket offices, passenger waiting areashooms, left luggage, toilets, cafks and
kiosks, together with staff offices and rest rooms. Subject to individual company
arrangements, some provision may be required for buskoach maintenance, re-
fuelling and cleaning.

BUS TERMINALS
- Bus circulation in relation to ingress/egress points not the passengers boarding
line.
- Passengers concourse must be large enough to accommodate seasonal
peaks
- Quarters for driver and conductors.
- Bus service areas for repair/chek-up with for mechanics and other staff.
- Dispatchers booth.
- Ancilliaries
Bus Passenger Interface Elements

Both transit centers and park-and-ride lots include areas related to bus
operations and passenger service. These elements are addressed in this section.
Some transit centers, and all park and ride lots also include parking and access
components, which are addressed in section 5.3.
5.2.1. BUS CIRCULATION & PASSENGER LOADING AREAS
Bus Loading Area

The bus loading area is where transit vehicles dock and circulate and where
passengers board and alight. Design of the bus loading area must incorporate
both vehicle and passenger needs.

In most stations, the bus loading area integrates the bus bays with the platform
area to facilitate the loading and unloading of passengers near or adjacent to
the station building. Sizing of the bus bays will depend on the transit operation,
including independent or dependent vehicle arrival and departure
requirements of buses.

For small transit stations, the number of bus bays is relatively low, ranging
anywhere from 2 to 4 bays, with a fairly simple access and layout configuration.
For larger terminals, numerous bays and more sophisticated designs are applied.
For example, before BART was opened, the Transbay Bus Terminal in downtown
San Francisco had 37 berths serving 13,000 peak-hour passengers.

Transit vehicle parking space requirements will be based on the maximum

number of transit vehicles requiring independent pull-in and pull-out space at
the facility. If all coaches operate independently and access the transit facility
simultaneously (for example, under pulse scheduling), curb space sufficient to
park all vehicles must be provided. On the other hand, a reduction in costs can
be achieved if bus arrival and departure can be staggered and individual bus
bays shared. Care should be used to assure the reliability of each intersecting
bus route if staggered through a single transit center, especially if transfers are
expected between routes. Automated bus location systems, active fleet
management, and real-time passenger information systems can be used to
facilitate dynamic use of limited platform space, thereby optimizing station
efficiency.

Figure 5-2 illustrates the different types of bus bay configurations integrated into
station design. Four types of bus loading configurations are typically applied:
Bus Loading Area (Berth) Designs

Linear (curb-side): these bays can operate in series and have capacity
characteristics similar to on-street bus stops.

Sawtooth: This loading configuration is popular in urban transit centers, and

designed to permit independent movements into and out of each bay.

Angle: This loading type is limited to one bus per bay, and requires buses to
back out. This is often used for inter-city coach terminals, with long dwell times,
single-door entry, and luggage loading requirements.

Drive Through: Drive- through angle bays do not require buses to back out of
the bay and may accommodate multiple vehicles.

Design Issues

Bus loading zones should be flexible and designed to accommodate

potential future growth.
Passengers should be accommodated at a reasonable level of service.
 The facility should accommodate a range of bus types depending on the
intended facility program, e.g., spaces for articulated coaches, standard
coaches and smaller vehicles or vans.
Bus loading zones should reinforce safe pedestrian movements and easy
vehicle operation.
All loading zones should be located in a common area within the facility.
All buses owned by the agencies using the facility should be able to
operate within the bus roadway, with the understanding that the types of
vehicles that will operate in the loading area may vary depending on
system changes and growth.

The most common designs used for bus loading areas are linear platforms or
sawtooth platforms. Either platform type may be configured in a loop, to save
space and allow buses to leave the transit station in any direction. A flexible
platform design may be considered - one that allows a transit agency to modify
the bus edge between sawtooth and straight edge, depending on operational
circumstances and site constraints. This can be achieved by casting the bay
teeth as movable paving segments on top of a crushed rock base, so that the
transit platform can be reconfigured at little cost and time to meet the
changing needs.

A desirable inside bus turning radius of 12 m (40) and an 18m (60) outside
radius shall be used where space is available. Most buses can depart from a
stopped position by turning front wheels up to 40 degrees, however the transit
vehicles to be used will need to be taken into consideration.

The National Transportation Safety Board recommends that transit facility

designs that incorporate sawtooth-type bays (or other types of bays that direct
buses toward pedestrian-occupied areas) also provide for positive separation of
the roadway and pedestrian areas. These positive separation elements (such as
bollards) should be sufficient to stop a bus operating under normal parking area
speed conditions from progressing into the pedestrian area.

Passengers who are waiting to board buses at the facility will need to be
accommodated within a queuing area. This area needs to be sufficiently large
so that passengers can queue comfortably. Ten square feet per passenger is
recommended. The waiting area should be inviting, safe, and easily
maintained. The passenger areas should provide for wind and rain shelter as
required by the climate and specific site location. A minimum of ten feet clear
distance between the doors of a coach and any obstruction is required to
assure ADA lift operation and general queuing of passengers. Figure 5-4 shows
the basic cross sectional dimensions at a bus stop while Figure 5-5 shows a
facility with enhanced weather protection.

Cross-sectional design for bus related streets and on-site access roadways is
important should aim to reduce the hazard of water pounding and minimize
discomfort and inconvenience to passengers. Adequate consideration of
pavement design is required to minimize the long-term maintenance cost to the
implementing transit authority and to minimize pavement surface degradation.

For both cross-sectional and pavement design, local standards should be

referenced for specific conditional requirements and applicable codes. For
cross-sectional design, a minimum of a percent cross-section slope is
recommended, terminating in a curb and gutter design to allow for adequate
drainage. In areas that typically receive substantial amounts of snow or frost,
gutter and drainage system design should not create opportunities for icing in
winter and subsequent drainage problems from melting snow.

Pavement designs for bus facilities should account for the axial loads typically
carried by transit vehicles. At locations where transit vehicles are expected to
stop and load passengers, a bus loading pad should be provided to
accommodate the additional stresses exerted by the dynamic axial loads
caused by stopping and starting.
Para-Transit Loading Area

Para-transit service may be provided specifically for disabled users, but may also
be provided for elderly passengers or others who require additional time or
door-to-door service. Para-Transit vehicles are typically smaller than standard
transit vehicles, therefore the design of the para-transit loading area should be
completed in conjunction with service plans for para-transit service. The para-
transit loading area is where passengers of paratransit service board and alight
transit vehicles.
Design Issues

Patrons of paratransit with a range of disabilities should be

accommodated at a reasonable level of service, likely with more space
allowed per passenger than for typical transit riders.
Paratransit loading zones should be located in a common area within the
facility.
The paratransit loading zone should allow a wheelchair lift to be used.
Loading zones should reinforce safe pedestrian and wheelchair
movements and as well as easy vehicle operation.
All bus loading zones should provide wheelchair access for paratransit patrons,
and only as a last resort should a zone be considered non-accessible. The
loading area should allow a wheelchair lift to be used by the type of vehicles
expected to operate at the facility. The design should include curb cuts and
ramps where applicable to allow disabled passengers to move across grade
differences. Flagstop areas should not be used by full size transit buses for
accessible service. Zones should be established if the route is to become
accessible. Individual drivers should determine whether a flag stop is accessible.
Sizing

A clear paved loading area measuring a minimum of 3m (10) in length by 2.5m

(8) width is needed. A minimum of ten feet clear distance between the doors
of a coach and any obstruction is required to assure ADA lift operation and
general queuing of passengers.
5.2.2. PUBLIC AREAS

Public areas are places in a transit facility where customer-related activities

occur. All features provided to the public need to be accessible, such as
seating, kiosks, vending machines and parking. Public areas include:

Passenger Waiting
Passenger Amenities
Short-Term Parking (Kiss and Ride)
Passenger Waiting

The passenger waiting area is where a majority of passengers congregate within

the facility, where queuing for transit vehicles occurs and passengers wait.
Design Issues
The passenger waiting area should:

Efficiently, conveniently organize space and provide customer amenities.

Provide a safe and well-lit place that is readily observable for security
reasons.
Provide area/spaces for customer information.
Include provisions that allow customers to sit or lean.
Adequately protect customers from undesirable weather. Refer to
Weather Protection for specific requirements.
Be sized to consider future expansion.
The facility must meet the functional needs of customers and provide a setting
that is perceived by customers as safe and desirable. Passenger
accommodation should complement the character of the community while
creating an environment that enhances the transit experience. To achieve this,
designers should create architectural solutions that enhance the users and non-
users perception of transit while integrating the facility into neighborhoods in a
manner that engenders a sense of community.

Certain spaces are recognized as important for passenger accommodation.

These include:

The general waiting area for people waiting to board the transit vehicle
An amenity core in which customer services and amenities are
concentrated
Pedestrian paths and entrances that connect spaces within the facility
and with surrounding areas.
Sizing

The number of components placed within the waiting area depends on

the maximum number of people waiting for the transit vehicle. The
following components are generally recommended, but may not be
suitable for every facility. Specific components and quantities and should
be determined on a project-by-project basis, to meet each facilitys
specific needs:
Seating: A minimum of one bench for each bus loading location is
recommended in some references. Benches may need to be protected
by wind screens.
Leaning rails: A minimum of one rail for each bus loading location is
recommended in some references. Leaning rails may need to be
protected by wind screens.
Trash/recycle receptacles: A minimum of one pair of receptacles for
each bus loading location is generally recommended.
Clock: This amenity is helpful to patrons and bus riders in keeping routes
on schedule.

Passenger Amenities

An amenity is defined as a customer-oriented service that makes a passengers

journey more enjoyable. Common amenities include machines that dispense
goods, vendors selling food and drink, customer information/service booths,
ATMs, public telephones, and security offices.
Amenities are generally located in a central location within the facility. By
centralizing most amenities in the core, passengers will intuitively know where to
find any amenity. The amenity core must be easily monitored by security
personnel. CCTV surveillance is desirable to provide security and monitoring of
operation. .
Sizing

The sizing of this centrally located area depends on the number of amenities to
be offered, which depends on the peak number of patrons present at the
facility. The following general guidelines exist, but each facilitys specific
operational characteristics should be taken into consideration when considering
the inclusion of the following amenities.

Food and Beverage Vending Machines: One machine per fifty people
present or a minimum two per facility.
Newspaper Vending Machines: One eight-unit array and new vending
tie- down area of 10 square meters per 50 people, or a minimum of one
per facility. At on-street or freeway bus stops one array should be
provided.
Kiosks/Information Display: One location per 100 people present
Convenience Shop: One per 200 people present
Public telephones: One phone per 50 people present or a minimum of
two per facility. Although the use of cell-phones has certainly reduced
the need for public telephones, at least 1 public telephone in the
passenger waiting area is recommended for passenger safety.
Patron phones: One phone per 50 people present or a minimum of two
per facility

Short-Term Parking (Kiss and Ride)

Short-term parking is a location for automobiles to drop off and pick up

passengers close to the transit loading area. These areas are especially
important at facilities where there is no park-and-ride area, or where the park-
and-ride area is not large enough to meet demand. Drop-off zone layout can
vary widely, from on-street loading zones to multi-island pick up points. Some
short-term waiting space should be available for cars to wait to pick up arriving
passengers.
Design Issues

The following design issues may warrant consideration, depending on individual

facility characteristics and needs:
 Passenger drop-off zones ability to accommodate a wide range of
vehicle types and operations, including standard and compact
automobiles, vans and shuttles.
Sizing drop-off zones to accommodate the number of waiting vehicles
expected to be present during the PM Peak period. Signage or
enforcement to ensure a short vehicle stop at drop-off zones should be
considered.
Conveniently locating drop-off zones with respect to the transit loading
zones.
Conveniently locating drop-off zones with respect to vehicular access to
the facility.
OPERATIONAL SUPPORT AREAS

Operational support areas are operator rooms and facilities needed for staff
and the operation and maintenance of bus transfer facilities. These may
include:

Transit Vehicle Layover Area

Drivers Amenities
Supervisors Office / Security Office
Customer Service Office
Staff Parking
Transit Vehicle Layover Area

The layover area provides parking for transit vehicles during breaks, driver
changes, or time required to meet schedule needs. The following design issues
may warrant consideration, depending on individual facility characteristics and
needs:
Design Issues

Provision of layover parking areas where a maximum number of transit routes

can be accommodated, generally at transit centers or park-and-ride lots.
However, layover areas may be located anywhere along a route where buses
dwell a longer time than it takes to load and unload passengers.

On street layover locations ability to accommodate vehicle turn-around space

on the adjacent street system.

The size of the layover parking area. Generally, this is based on the maximum
number of buses laying over concurrently. At transit centers, it is generally
recommended that layover parking be located near operator comfort stations,
staff facilities, and vehicle operating areas.
The design of the layover parking area should reflect the type of vehicles
expected to operate at the facility, with the understanding that the types of
vehicles laying over may vary depending on system changes and growth. Sizing
of the layover area will depend on the transit operation scheduling, which may
include independent or dependent vehicle arrival and departure. Generally,
layover areas should be designed to accommodate two articulated buses with
adequate pull-in and pull-out dimensions.

At transit centers and park-and-rides, location of the bus layover area should be
on the inbound roadway to the passenger loading area. This configuration
allows drivers to drop-off passengers, circulate to the layover area, and then
pick-up passengers on their way out of the layover area.
Sizing
The size of individual bus layover areas is a function of vehicle size, which ranges
from 8.5m (28) vehicles to 18m (60) articulated coaches and the number of
vehicles expected to use the facility at one time. Generally, it is expected that
multiple buses will use the layover simultaneously and would depart the facility
on a somewhat independent basis. Meaning, space for departing buses to pull
out and pass forward buses, would need to be included in the design. Specific
arrival and departure schedules, the number of expected vehicles laying over,
and vehicle sizes need to be determined prior to detailed design of each
facility.
Geometry

Bus lanes in the layover area should be 3.6 meters (12 feet) in width and allow 40
to 18m (60) of straight curbline for each bus. A desirable pull-in length of 60
feet and a pull-out length of 40 feet should be accommodated where space is
available. However, pull-out dimensions may be reduced if buses are merging
back into a bus- only lane. Actual lengths should be determined by the
operating transit agency on a site by site basis.

A desirable inside bus turning radius of 12m (40) and a 18m (60) outside radius
shall be used where space is available. Buses can depart from a stopped
position by turning front wheels up to 40 degrees. Refer to Figures 2-9 through 2-
12 for turning requirements for different bus types and lengths. Where space
limitations do not allow desirable radius, a smaller radius is possible and will be
considered on a site- by-site basis.
Layover Space

Depending on the transit service route structure and operator requirements, it

may be necessary to accommodate out-of-service buses in a layover area
within the park- and-ride facility.

Layover provisions should be made at a location separate from the passenger

loading area so that buses are not forced to lay over at the platform. This will
reduce passenger confusion and frustration with transit vehicles not leaving the
park-and- ride transit stop promptly upon loading. The layover layout should
allow buses to re- enter the internal transit stream and pick up passengers after
the layover is complete.

Dimensions for adequate layover space should be determined by the number

of buses to be stored at the layover space and the physical dimensions of the
critical design vehicle. The length of layover space required would also be
determined by the scheduled overlap of layovers and by sight clearance
requirements.

Typical layover spacing is similar to the dimensions required for linear bus loading
zones, shown in Figure 5-8, and requires:

12 to 18m (40- to 60-foot) layover length per dwelling transit vehicle

18m (60 feet) for pull in
12m (40 feet) for pull out (when buses are expected to merge with
general traffic)
6m (20 feet) for pull out, 9m (30 feet) for articulated buses (when buses
are able to enter a restricted lane (e.g., a bus-only lane at low speeds)
55m (180 feet) total for single bus layover
60cm (2-foot) clearance between buses
3.2m (12-foot) layover stall width
Drivers Amenities

Transit facilities often include such amenities as non-public restrooms and break
rooms for use by operators and transit staff. In most locations operators will take
breaks on their coaches. In some major facilities a fully-equipped operator
break room is required that includes table, chairs, lockers, sink, cooking
appliances, refrigerator, coat rack, vending machines, and an information
panel. Operator break rooms should be locked to allow operators a non-public
place to rest.
Design Issues

Staff restrooms should be provided at facilities with transit staff on site or

where transit vehicles layover.
The number of stalls and sinks shall be based upon the maximum number
of staff personnel on site and/or the number of buses laying over
concurrently.
The location of staff restrooms should be near the staff facilities and
vehicle operating area.
A break room should be located at major facilities where staff are
scheduled to take breaks.
The break room should be outfitted with furniture and appliances
necessary to rest and eat meals.
The size of the break room should be determined by the expected
number of staff taking breaks at one time.
The break room should be located near the amenity core, near staff
facilities and vehicle layover areas.
Sizing

The size of the staff restroom will depend upon the number of buses laying over
and/or stopping at the facility at a time. Operators should not be delayed
having to wait to use the restroom. Costs are expected to be high if comfort
stations need expansion. Therefore, sizing the comfort station large to begin
with would reduce the likelihood of a costly expansion.

Where unisex restrooms are required they should be equipped with one toilet,
one sink and one urinal. Often two unisex restrooms are provided at transit
facilities where restroom use is limited to one person and demand suggests a
second restroom. This is done so that two drivers can use restrooms at the same
time regardless of gender. Where the transit facility includes a layover, restrooms
should be provided adjacent to the layover location.
The size of break rooms will depend upon the maximum number of operators
expected to use the room at one time and the number of lockers required.
Because the break room is likely to be built as a permanent structure it will be
difficult and costly to expand. Therefore, building break rooms that serve larger
staffs will likely be required at the facility. The designer will provide layouts
identifying fixture, finishes and furniture consistent with the number of staff
estimated to simultaneously use the facility and require lockers.
Supervisors Office / Security Office

A supervisors office provides space for site and/or road supervisors and security
personnel to perform paperwork and observe the facility. It is likely to be
required only at larger transit facilities. Supervisors offices can be fairly simple,
equipped with a table and chair. Some storage area for files and supplies
should also be included. The supervisors office should have adequate windows
that allow expansive views of bus operations and public areas. Security offices
have many functions. First, it gives the security officer a place to rest during their
shift without having to leave the facility. Second, the office gives a secure
feeling to the facility. Third, security offices are the place where security
equipment, such as CCTV viewers and intercoms, can be located.
Design Issues

A supervisors office should be provided at any facility that has a full-time

supervisor on site.
A security office should be provided an any facility that is to be patrolled
by full-time personnel.
Supervisors and/or security personnel should be able to monitor transit
operations and public space from the office.
The size of the office should be such that all supervisors and/or security
personnel can sit down concurrently.
The location of the supervisors office should be near the amenity core
while remaining centrally located in respect to transit operations.
Provide storage for files, supplies and customer information materials.
Supervisors office and security office should be combined wherever
possible.

Sizing

The initial size of the office will be based upon the number of supervisors
and/or security personnel needed on site at one time. The number of
personnel on site is likely to remain fairly constant over time, however, if
more are need on site, expansion of the existing structure could be costly.
If a facility is expected to require additional personnel in the future, it is
recommended that the extra space be included in planned buildings.
The additional space could be used as storage until the space is need for
personnel.
Customer Service Office
Customer service representatives at a facility can answer questions to
help passengers reach their destination. Representatives can sell fare
media, hand out service information and provide a minimal amount of
security. Kiosks for interactive terminals such as real-time bus schedules
and pay-email/Internet machines should also be considered. A customer
service office is a small office, including adjoining window and queuing
areas, for customer service agents to serve patrons. It is likely to be
required only at a few larger transit facilities in the region.
Design Issues
Customer service booths should be provided at major transit transfer
facilities or destination locations with significant numbers of passengers
who need questions answered.
 The number of booths should be determined by the number of modes
and the extent of services provided. The extent of service hours will
depend on service provided and staffing availability.
Customer service booths should be located within the Amenity Core, in
close proximity to locations where customers are likely to wait.
Sizing

The size of customer information offices at each facility will be based on

staffing and customer needs.
Staff Parking
As transit centers and many park-and-ride lots are highly accessible by
alternate mode of transportation, staff parking is rarely discussed in transit
center or park-and- ride design publications. It is expected that parking
provisions may come in the form of a designated space, public park-and-
ride space, or sufficient vehicle accommodation in the bus layover area.
Staff parking provides a place for transit center staff and/or drivers to park
personal/private vehicles.
Design Issues

Surface parking facilities should conform to the standards of the agency

responsible for maintenance and operation.
Staff parking areas should accommodate a wide range of vehicle types
and operations, including standard automobile, compact automobile,
and van.
Surface parking development standards, including landscaping,
wherever possible, shall be as stipulated per local ordinance, supporting
safe, secure operation of the facility.
Parking designated for use by the elderly and handicapped will be
located close to the transit building or vehicle access and should not
require crossing traffic lanes. Sizing

The size of a transit center staff parking area will depend upon the ultimate
staffing needs of the transit center, the accessibility of the transit facility by
alternate modes, the availability of public park-and-ride lot parking, and the
possibility of parking within the bus layover area. Signage and Pavement
Markings
Public Address System

The public address system serves two purposes. First, service announcements
can be made to keep patrons informed. Second, messages can be broadcast
during an emergency to keep people calm and instruct them what to do to
remain safe. Security personnel can also use the public address system to deter
persons wishing to commit a crime. Employees, both on site and at a remote
location, should be able to make announcements over the public address
system.

The system consists of a series of speakers located throughout public areas

which can carry recorded and real-time announcements produced on site or at
a central location. Some agencies use the speakers to play background music
during off-peak times, and commercial use is possible (e.g. in a cross-promotion
program, playing a sponsoring radio station at transit facilities in return for
broadcast transit advertising).
Design Issues

Public address systems should have the capability to be activated from a

central office or controlled by on-site personnel
The public address system should be heard throughout the entire waiting
area.
Public address announcements should also be broadcast on changeable
signs.
Lighting

Lighting should accomplish several things for a facility. First, lighting should
enable safe pedestrian travel at night and periods of low atmospheric light.
Second, criminals should not be able to lurk in the shadows. Third, patrons
should enjoy the visual appearance of the facility at night.

Lighting should be located throughout the facility to guide patrons safely during
all operating times and reduce the threat of criminal behavior.
Design Issues

Lighting should be intense enough to be sufficient for patrons with

restricted sight to safely navigate through the entire facility.
No shadows should exist in public areas.
Lighting should be on during periods of low light during the day and
should adhere to national and local lighting standards.
The safety of the facility should be enhanced by the lighting.
PEDESTRIAN AND BICYCLE ACCOMMODATIONS

A park-and-ride facility consists of essentially three elements: facilities to

accommodate the private automobile, passenger facilities, and
pedestrian access space. For a park-and-ride facility to operate
efficiently, all three elements must work in concert to provide a smooth
intermodal transition from the private automobile to the transit system, via
the pedestrian mode. In addition to providing for pedestrian movements
within the transit facility, non-motorized modes of access and egress must
be accommodated within this three-part system.
In selection of such design concepts, pedestrian access between the
parking lot and the primary service mode (i.e., transit) should provide for
convenient access with minimal walking distances (less than 150 meters
(500 feet) is preferred). Acceptable walking distances for various
applications are presented in Table 5-1.
Pathways through Parking Areas

Pedestrian paths within the park-and-ride lot must be clearly distinguishable

throughout the facility. Conflicts between pedestrians and automobiles and
between pedestrians and transit vehicles should be minimized. Raised
pedestrian paths and sidewalks are preferable to parking aisles, although raised
paths are not always possible.

Pedestrian pathways should generally allow for direct travel between the point
of entry into the park-and-ride lot and the transit loading area. In most cases,
this can be achieved by orienting the parking stalls perpendicular to the transit
boarding area. This allows pedestrians to use the aisles between parking stalls to
walk directly to the boarding area. Alternatively, raised pedestrian pathways
between facing stall rows can be provided for direct access to the boarding
area. Parking stalls that radiate outward from the transit facility are even better;
however, this may prove difficult for parking patrons. For pedestrian paths
crossing vehicle routes, the pedestrian pathways should provide maximum
visibility. This can be done by either varying the pavement medium or by raising
the pedestrian path above the driving surface. In the latter approach, the
pedestrian path can be used as an enlarged traffic bump (or hump), raising the
pedestrian above the paved surface and providing a traffic calming device as
well.

Pedestrian access between the transit loading zone and the farthest reaches
(and specifically the outer street corners) of the park-and-ride lot should be
examined. At these corners, pedestrian crosswalks are often provided for
crossing adjacent streets, and patrons accessing the park-and-ride facility from
these points will tend to walk directly from the corner to the transit facility,
especially if their bus has just arrived. Every effort should be made to
accommodate these movements. Elimination of barriers (such as landscaping)
will minimize costly plant replacement due to pedestrians trampling shrubbery
and will also increase pedestrian safety.

In an ideal design, pedestrian flow lines should not be blocked by landscaping

or other impediments that would inhibit direct pedestrian access from the
farthest point in the lot to the transit loading zone.
Pedestrian Waiting Areas

The intermodal transfer facility or boarding area also requires special attention
within the park-and-ride facility. Curb spaces immediately adjacent to transit
loading areas should be free of all barriers. Bus stop signs and street furniture, as
well as other passenger amenities, should not interfere with transit loading,
patron queuing, or pedestrian access.
 TRANSPORTATION
BUS TERMINAL

The fast growth of population has proportionally increased transport demand

that triggers transportation development and advances in automotive
technology. In response to these demands, the government augmented the
national budget appropriation for the construction and improvement of the
roads and highway networks.

The expansion of roads and expressway network attracts more capital

investment in transportation business. Air-conditioned buses offer a more suitable
and reliable services over a long distant trip. Consequently, the efficient and
more comfortable high-speed buses transformed land transportation as the
leading means of public transport.
TYPES OF BUS TERMINAL
Bus terminals are classified into the following categories:

1. Inter City Bus Terminal is usually located in downtown core accessible

directly by local bus, taxi and auto. This type of terminal includes long haul
or package express services and provides greater number of bus
movements.
2. Urban Suburban Commuter Terminal is a passenger collection and
distribution center or a rapid transit feeder station. It is characterized by a
diversified bus route and high turnover commuter type bus operations.
3. Airport City Terminal is primarily intended for the transport of airline
passengers from the urban center to the major airport it is serving. The
terminal is accessible by local transit system, taxi, and autos. It gives
information of the scheduled departure and arrival of flights including the
pre-ticketing and check-in facilities.
4. Suburban Inter Province Terminal is a peripheral type designed to avoid
traffic congestions. It is sometimes referred to as park and ride terminal
because the access is primarily served auto. This type of terminal usually
one story building of simple construction.

Parking Layout and Stall Alignment

Parking Layout
Parking facilities within a park-and-ride lot should be designed in an easy-
to- understand configuration that minimizes the time required to locate a
parking space. The majority of parking spaces should be clearly visible
from the major access points so that drivers can quickly identify if the lot is
 full or if space is available. If the lot is too large to allow visual
identification of available spaces, a messaging system should be
considered as an aid to the driver. Visibility from adjacent streets afforded
by the design should be high. The design should be efficient in the way it
relates to the parcel, providing opportunities for joint development, if
appropriate, and the facility should complement the long-range
community plan for the surrounding neighborhood.

Access

Access for automobile traffic should be separate from the transit entrance to
reduce conflicts between the two modes. If a common access point must
be used, a transit- only boarding area for transit patrons should still be
provided, with automobile traffic directed to the lot via a separate internal
lot entrance.

Because inbound access to the park-and-ride lot is perceived by the user as

more critical than outbound movement due to the tendency of patrons to
arrive with few minutes to spare, inbound access efficiency should be
maximized. However, it is typically in the evening peak that the facility
demonstrates the greatest external impacts on the surrounding
transportation network because of the large platoons of vehicles trying to
leave the park-and-ride lot at the same time (e.g., shortly after a transit
vehicle arrives at the lot).

Because of the desire to maximize the efficiency of inbound access

movement, park- and-ride lots should be located on the right-hand side of
two-way arterials for the directional movement towards the major
destination. This allows most patrons accessing the facility to make a right
turn into the facility.

Entrances and exits for park-and-ride facilities should be located to provide a

minimum of 45 meters (150 feet) (preferably 105 meters (350 feet)) between
successive entrances, and not be placed closer than 45 meters (150 feet)
(preferably 105 meters (350 feet)) to any street intersection. A minimum of
two combined entrances and exits should be provided for lots in excess of
300 spaces. When selecting the number of entrances and exits the goal is to
not exceed 300 vehicles per hour at any one entrance or exit. Lots in excess
of 500 spaces should be evaluated for two-lane exits and the need for a
dedicated traffic signal (2)
Circulation

Vehicle circulation within the park-and-ride facility should generally

encourage the inbound access movement, bringing inbound vehicles on-site
quickly and conveniently to prevent on-street backups at key entrances. This
will facilitate easier access in the morning peak period and will reduce on-
street congestion. Entrances should allow the accessing driver to drive past
as much of the lot as possible before entering, thus allowing visual inspection
of the facility for available spaces.

Two-way circulation is generally preferred to one-way circulation within the

lot. This will reduce confusion on the part of patrons and reduce the
potential for drivers to circulate in the wrong direction in a one-way aisle.
Two-way circulation is typically associated with 90-degree parking stalls,
which provide a more flexible circulation and parking configuration but can
also lead to increased parking conflicts between backing vehicles.