04.bus station design

BUS STATION DESIGN

Centre for Environmental Planning & Technology University, Ahmedabad

WORKING PAPER -4

Gujarat Infrastructure Development Board (GIDB)

Ahmedabad Municipal Corporation (AMC)

Ahmedabad Urban Development Authority (AUDA)

AHMEDABAD BUS RAPID TRANSIT SYSTEM

(ART)

DECEMBER 2005

F O R D I S C U S S I O N

AHMEDABAD bus RAPID TRANSIT SYSTEM (ART)

“Buses, More Buses, Better Buses” The present initiative of Gujarat Infrastructure Development Board

(GIDB),Government of Gujarat, in collaboration with Ahmedabad

Municipal Corporation (AMC) and Ahmedabad Urban Development

Authority (AUDA), to develop BRTS is in recognition of the fact that no

single mode will completely serve the accessibility and mobility needs

of the city, and the bus system, both in its basic form (regular bus) and

rapid form (Bus Rapid Transit System), makes it a critical and major

component in an integrated transit system of any mega city.

Steering Committee

The Bus Rapid Transit Project for Ahmedabad city has been guided by the steering committee chaired by Shri. K. Kailashnathan, (I.A.S), Secretary, Urban Development and Urban Housing Department, Government of Gujarat. Mr. K. Kailashnathan Chairman, Steering Committee Chairman, Ahmedabad Urban Development Authority (AUDA) Mr. Anil Mukim Municipal Commissioner, Ahmedabad Municipal Corporation (AMC) Mr. P.J Pujari Secretary, Economic Affairs, Finance Department Mr. Jayant Parimal CEO, Gujarat Infrastructure Development Board (GIDB) Mr. K. Srinivas Managing Director, Gujarat Urban Development Company (GUDC)

Ahmedabad bus Rapid Transit System (ART) Bus Stops

Government of Gujarat GIDB AMC AUDA CEPT University

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Preface

BRTS consists of several components designed to function together so as to generate superior services, which are comparable with other mass rapid transit system including metro rail system. Some or all of these elements are integrated to form BRTS, which will ensure fast, reliable, secure, high capacity service, which also has a distinct identity.

Elements of BRT System Performance

CHARACTERISTICS Travel Time

Savings Reliability

Identity and

Image

Safety and

Security Capacity

RUNNING WAY Running Way Segregation � � � � � Running Way Marking � Running Way Guidance � � � STATIONS Station Type � � � � Platform Height � � � � � Platform Layout � � � Passing Capability � � � Station Access � � VEHICLES Vehicular Configurations � � � � � Aesthetic Enhancement � � Passenger Circulation Enhancement � � � � � Propulsion Systems � � FARE COLLECTION Fare Collection Process � � � � Fare Transaction Media � � � � � Fare Structure � � � INTELLIGENT TRANSPORTATION SYSTEMS Vehicle Prioritization � � � � Driver Assist & Automation Technology � � � � � Operations Management � � � � Passenger Information � � � � Safety and Security Technology � Support Technologies � SERVICE & OPERATING PLANS Route Lengths � Route Structure � � Span of Service � Frequency of Service � � � � Station Spacing � �

The system being planned in Ahmedabad will have most of these components. While planning for the system, several issues have to be addressed. These may be with regard to the advantages of inclusion of a component, the way to include the component in terms of its type, magnitude or quality etc., It is necessary that these issues are addressed both at the general principal level as well as at the specific design level for Ahmedabad. As the BRTS concept for Ahmedabad is being developed, for better decisions a wider debate within the planning and design team as well as with the professional circle is necessary. Wider information dissemination is also required. To facilitate this, a series of working papers have been planned.



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We would like to thank Lea Associates South Asia Ltd., New Delhi our partners in planning and design of the project. ITDP New York is providing technical support to CEPT in preparation of BRTS project. We express our gratitude to Mr. Walter Hook, Ms. Shreya Gadepalli and their colleagues. The team welcomes suggestions on the bus station design. Prof. H.M. Shivanand Swamy Team Leader

Contents 1. Introduction:................................................................................................................2

1.1.Bus Station Type:............................................................................................................... 2

2. Characteristics defining a Bus Stop...........................................................................3

2.1.Location of Bus Stops: ...................................................................................................... 3

2.1.1.Mid Block/Near Side/Far Side Locations of Bus Stops: .............................................. 3

2.2.Bus Stop Spacing: ............................................................................................................. 5

2.3.Access to Bus stops:......................................................................................................... 7

2.4.Placement: Curbside Vs Median Side................................................................................ 9

2.5.Capacity of Bus Stops: .................................................................................................... 12

2.6.Size and Layout of Bus Station: ...................................................................................... 12

2.6.1.Provision of Bays ................................................................................................... 12

3. Design of a BRT Station:...........................................................................................14

3.1.Design Issues: ................................................................................................................. 14

3.1.1.Passenger Amenities ............................................................................................. 14

3.1.2.Safety and Security................................................................................................ 15

3.1.3.Barrier Free Design................................................................................................ 15

3.1.4.BRT Platform Characteristics.................................................................................. 15

3.1.5.Climatic Protection ................................................................................................. 16

3.1.6.Aesthetic Design.................................................................................................... 16

3.1.7.Fare Collection....................................................................................................... 16

3.2.Conceptual Design of the Station:................................................................................... 17

3.2.1.Bus Station Design Alternatives:............................................................................. 22

4. Case Studies: ............................................................................................................27

5. Summary ...................................................................................................................30

List of Tables List of Maps

Table 2.1: Comparative Analysis for Bus Stop Locations Map 1: Showing Existing AMTS Bus Stop Location Table 5.1: Decision Areas and Recommendations Map 2: Showing Proposed BRT Stops

List of Figures

Fig1 Showing relation between stop spacing and time Fig2 Layout of Bus Stop location for a 30 M RoW road Fig3 Showing access to bus stops through Pedestrian Underpass Fig4 Showing use of existing bus stops Fig5 Shows the curbside bus stop configuration on a street section. Fig6 Shows the median side bus stop configuration on a street section. Fig7 Layout showing positioning of bus stops Fig8 Shows the bus stop layout in a street section with at grade crossing Fig9 Boarding and Alighting platform type for BRT Stations Fig10 Layout of Conceptual Design of the BRT Station Fig11 Conceptual Section and Elevation of the BRT Station Fig12 Conceptual Design Option1 for the BRT Station Fig13 Conceptual Design Option 2 for the BRT Station Fig14 Conceptual layout showing passenger movement Fig15 Sample Signage Details Fig16 Images of the Tube BRT Stations in Curitiba Fig17 Images of the Tube BRT Stations in Curitiba Fig18 Images of the Transmilenio BRT Stations in Bogotá Fig19 Images of the Leon BRT Stations in Mexico



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Draft Working paper on Bus Stop Design and Location

1. Introduction:

1.1. Bus Station Type:

Bus Stations are of three types; Simple Stops, Interchange Stations and Main Line Stations or

Terminals.

Simple Stops - These stops are located at mid block, or at intersections at spacing of 500 m

catering to boarding and alighting passengers along the corridor. The passengers will

purchase the tickets and enter the system.

Interchange Stations – These stops are the contact points for the feeder buses and buses

running along the main corridor. The objective of developing these stations is for smooth, fast

and effective transfer of the passengers.

Main Line Stations/Terminals – These stations are located at the beginning and end points

of the trunk routes. These Terminals act as transfer points for the main trunk buses, feeder

buses and the existing fleet of public transport buses. These terminals would be provided with

parking and other necessary infrastructure facilities. The main terminals would also be serving

as depots for parking and maintenance (workshops). The land use development of these

terminals may also include a range of services such as offices, retail and commercial

development.

All the stations would be provided with route maps and route information to facilitate the use

of the system. This paper discusses the requirements and factors related to and those

governing the locations/ spacing and design of the simple bus stops and interchanges

stations.

Abstract

Bus stops, stations and terminals form the interface between the passengers with the Bus Rapid Transit System. Hence it is essential for these facilities to be convenient, comfortable, safe and easily accessible for all age groups of people, supporting a strong identity for the system thereby enhancing the surrounding urban context.

This paper sets the primary considerations in the planning and design of simple BRT stations. Further it discusses the criteria for locating bus stops, guidelines for design of the shelters and its accessibility for the pedestrians. Aspects related to necessary infrastructure, circulation within the bus shelter have also been discussed. Finally the paper concludes by providing various possible options along with recommendations for implementation.



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2. Characteristics defining a Bus Stop

2.1. Location of Bus Stops:

A key element in improving bus transit efficiency is stop location. Stop locations can be with

respect to a signal: nearside, far side, or mid-block. BRT systems with active signal priority

and queue jumpers should place stops at the far side, allowing for effective use of these

measures. It also clears the bus through the intersection with minimal delay. If the stop was

on the near side, queue jumpers would be not be used, and the bus would have to merge with

queue traffic on the curbside lane for the stop. Consequently, the bus would be delayed by at

least one signal cycle. Mid-block stops are not commonly used; however their location has no

advantage and disadvantage in terms of signal priority and queue jumpers. Effective stop

location helps to minimize travel time of passengers, which is essentially the goal of BRT.

2.1.1. Mid Block/Near Side/Far Side Locations of Bus Stops:

An important criterion for the development of an efficient BRT system is the location of the Bus

Stop with respect to the proximity to major trip generators. The factors governing bus stop

location decisions are dependant on safety and operating elements. The safety elements

consist of the following criteria:

• Passenger protection from passing traffic

• Access for people with disabilities

• All-weather surface to step from/to the bus

• Proximity to pedestrian crossings

• Proximity to major trip generators

• Convenient passenger transfers to the existing AMTS routes with nearby

stops

• Street lighting

Operating elements consist of: • Adequate curb space for the number of buses expected at the stop at one

time

• Bus routing patterns

• Directions (i.e., one-way) and widths of intersection streets

• Types of traffic signal controls (signal, stop, or yield)

• Volumes and turning movements of other traffic

• Width of pedestrian pavements

• Pedestrian activity through intersections



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Table 2.1.1-1: Comparative Analysis for Bus Stop Locations

Type of Location Advantages Disadvantages

Far Side – Bus stop location just after an intersection

• Minimizes sight distance problem on approach to intersections

• Provides additional right turn capacity facilitates bus signal priority operation as buses can pass through the intersection before stopping

• Pedestrian crossing is behind the bus

• Signal priority provision for buses would be ineffective as stoppage time at intersections would increase

• Intersections may be affected by queuing buses during peak hours

Near Side – Bus stop location just before an intersection

• Dwell time at signalized intersections would be used for boarding and alighting of passengers

• Eliminates the possibility of stopping twice at intersections

• Sight distance problems on approaching an intersection is greater

• Bus has to wait in the bus bay till the signal turns green resulting in delays for the subsequent buses approaching the stop

Mid Block – Bus stop location in between two intersections

• Minimizes sight distance problems for vehicles and pedestrians

• Less Pedestrian congestion in passenger waiting areas at Intersections

• Increases walking distance from intersections for the passengers

Bus WayBus Way

Bus Stop

Bus Stop

Bus WayBus Way

Bus Stop

Bus Stop

Bus WayBus Way

Bus Stop

Bus Stop



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Corridor 1: optimum average transit stop distance

0

5

10

15

20

25

30

35

200 300 400 500 600 700 800 900 1000 1100 1200

distance - meters

aver

age

time

- min

utes

travelingwalkingsub total

Locating bus stops 200 m from the intersections would allow the system more options for

expansion if demand grows faster than expected. This may lead to longer walking time for

transferring passengers depending upon the number of passengers transferring between bus

lines at any given intersection1. However this would depend upon factors such as existing

junction spacing.

2.2. Bus Stop Spacing:

Bus Stop Spacing depends on the following factors:

- Density of Passenger demands

- Locations of large traffic generators

- Road Geometrics

- Level of Service

Figure1: showing relation between stop spacing and time

Source: ITDP

1 Recommendation from ITDP



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BUS STOP

BUS STOP

3000

0

2000

7000

6000

2500

Pedestrian Zebra CrossingChanneliser

Pedestrian Path

BUS WAY

BUS WAY

Cycle Track

Merge of Cycle Traffic with Others due to constraints in RoW

2500

30000

6500

The standard spacing between bus stops is 500 meters (ranging from 300 m to 1000 m).

The existing AMTS system has different routes plying along parts of the corridor. In all there are

115 existing stops along the proposed corridor. The numbers of stops have been rationalized to

82 based on existing land use typology and demand at each location. The proposed trunk corridor

for the Ahmedabad Bus Rapid Transit System has 61 bus stops while there are 21 stops along

the link connection to Maninagar and Kalupur Railway stations. Of the 82 stops, 3 would be

located at mid block while the rest (79) would be located at intersections. Along the link

connection, majority of the bus stops would be located at intersections. It is recommended to

locate as many stations as possible close to intersections. The existing spacing between the

stops varies from a minimum of 300m to a maximum of 1700 M.

Figure 2: Layout of Bus Stop location for a 30 M RoW road

This results in lesser idle time, thus increasing system speed. Also there is the added advantage

of targeting passengers arriving at intersections from non-BRT routes. A list of all the existing

AMTS stops is provided in Annexure. The recommendations for stop type and location for BRT

system is as given below:

No. Of Stations at intersections 79

No. Of Stations at Mid Blocks 03

No. Of Terminus Stations 04

No. Of Interchange Stations 23

:



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The average distance between 2 consecutive stations varies between 500 to 700 metres. This

difference is due to the following reasons:

• In existing situation, 3 Flyovers, 1 underpass & 2 River Bridges are situated along the

corridor. No bus stands are provided on them.

• The stretch from Naroda to Village Bhat, via Airport & Ruby Rushi is sparsely

populated. Bus stands on these stretches are located at more distance from each

other.

• The stretch near the University being open land, bus stands are further away.

Average distance between consecutive stops along the corridor from Soni Ni Chali to Maninagar,

via Sarangpur, ST Terminus & Kankaria is lower than the gross average, as the area is densely

populated, and has more potential to capture passengers. Most BRT stations are located within

50 metres of AMTS stands at the same location. This will aid in keeping the integrity with the

proposed feeder and existing public transport systems. This will also enable passenger traffic

interchange. Stands have been relocated at certain places, where it is not feasible to place them

at the location, due to heavy traffic, inaccessibility or identification of better locations in the vicinity.

The figure 2 shows a layout of a junction with the approach roads having a RoW of 30 M. The

Width of bus stops can be maintained 2.5 M, thereby merging the cycle traffic with the rest of the

traffic on approach to the junction. Alternatively, the width of the bus stops can be reduced to

1.5 M.

2.3. Access to Bus stops:

Pedestrian access to bus stops depends upon the location. It can be controlled with the provision

of at grade (zebra crossings) or grade separated crossings (under pass/foot over bridge). Bus

stops located at intersections can be accessed through at grade zebra crossing. Grade separated

crossings are necessary along roads with RoW varying in between 40 M & 60 M and having a

very high traffic volume. Due considerations need to be given for access for the physically

challenged by providing ramps, low height handrails.



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Figure3: showing access to bus stops through Pedestrian Underpass

Figure A indicates a provision of the pedestrian underpass through the cross section of the road.

The carriage way and bus ways have been raised by a height of 2.5 M above the ground. This

enables easier access to the subways for pedestrians. Existing utilities such as drainage

lines/storm water lines will not thereby be affected. The major drawbacks for this particular design

are steeper access ramps to the stops and lack of natural lighting and ventilation.

Figure B discusses an alternative option of raising the carriage way by a height of 2.0 M. The bus

way would thereby remain at the existing road level. This enables easier access to stops for all

user groups, adequate natural ventilation and lighting resulting in a more secure system. The

design is also cost effective.

Alternatively, full length pedestrian underpasses could be provided, below the road section to

facilitate crossing for the pedestrians. Pedestrians would thereby have to climb down through a

height of 3.5M. Disadvantages of such a provision are lack of natural lighting and ventilation,

3000

2350 7000 235083002350

7000

MEDIAN BUS LANES

7000

CARRIAGE WAY

7000

CARRIAGE WAY

2500 2500

TRUCK PARKING

2500 35

00

3000

Access to the stations through pedestrian

underpasses

A

B



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shifting of existing utility lines, lack of security and safety for pedestrians. Artificial lighting and

forced ventilation would also add on to the cost of construction.

Apart from underpasses, foot over bridges could also be built to facilitate pedestrian crossing. It is

by and large observed that use of foot over bridges is almost nil in comparison to at grade

crossing and underpasses.

2.4. Placement: Curbside Vs Median Side

The location of the bus stop in a street section can be further classified as curb side and median

side. Presently in the context of Ahmedabad, the locations of the existing AMTS bus stops are at

the curbside. The pictures below illustrate the existing bus stops, their utility.

Figure4: showing use of existing bus stops

The existing bus stops of the Ahmedabad Municipal Transport System are located on the curb

side. It is by and large observed that the utilization if the stop is negligible. The distance between

the stop and the bus is sufficient to incorporate a passing lane. The size of the shelter is not large

enough to hold the number of passengers waiting at the stop. Hence the passengers spill over on

to the road. Also, accesses to a majority of the bus stops have been obstructed by large trees,

vendors and haphazard parking. Hence curbside locations have to be segregated from the

pedestrian pathway and access restricted to either unidirectional or bi-directional with the

provision of a railing.

A brief discussion on Curbside and Median Side location stating the advantages and

disadvantages of each have been detailed out below.



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5000 35003500

Median Side Location of Bus Stops

Figure 6: shows the median side bus stop configuration on a street section.

In this case, one central bus stop

caters to the passengers boarding and

alighting from the bus in both

directions.

Free transfers in a pre payment

system at all stops are easier as it

avoids crossing the bus lane.

The technical specifications of the buses are to be changed by providing doors on both sides of the

bus. Variations in road cross sections due to provision of a ‘bulb’ in the central median to

accommodate the bus stop does not enable smooth flow for the mixed traffic. Overtaking at bus stops

by provision of skipped stop service would not be possible with the median bus stop configuration.

7000 25002500

Curbside Location of Bus Stops

The bus platforms serve as

continuous median and serve as

pedestrian crossing refuge islands.

This configuration also enables

straight flow without bulging for the

bus lanes and mixed lane traffic.

Figure 5: shows the curbside bus stop configuration on a street section.

The staggering of the stops also enables overtaking at bus stops. The technical specifications for

design of the bus would be the same as per existing. Hence the same bus could be used for on and

off the main exclusive corridor.



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BUS STOP

BUS STOP

a. Curb Side - Median Lane BRT Station

BUS STOPBUS STOP

b. Median Side - Median Lane BRT Station Location

Figure 7: Layout showing positioning of bus stops a. Curb side b. Median/central



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2.5. Capacity of Bus Stops:

In developing cities, up to 6000 passengers per hour may board or alight at a busy bus stop2. Based on

the boarding and lighting surveys, the bus stops are categorized into three namely;

- Very High Volume – located at city centers (= 2500 per hr)

- High Volume – located in local centers (1000 to 2500 per hr)

- Intermediate Volume (< 1000 per hr)

2.6. Size and Layout of Bus Station:

Various Layouts for the bus stops as existing in many places around the world have been experimented

with for the Ahmedabad Bus Rapid Transit Proposal. The conceptual layout proposed for the

Ahmedabad system has been detailed out below. The Bus Stop layout has been designed so as to

accommodate two bus bays at the curb side, i.e. provision for two buses to dock at the same time. The

size of a single bus shelter with two bus bays is 28.6 M by 2.5 M. The two bays, each measuring 12 M

in length has been divided by a 4.6 M wide walkway (pedestrian crossing). The bus shelters on either

side of the bus lanes have been placed in a staggered fashion, 50 M c/c to enable overtaking at the bus

stops while running the different types of services such as all stop and express stop. Access to the bus

stops has been provided through at grade pedestrian zebra crossing. Alternatively a pedestrian subway

could also be provided in between the two staggered stops, with access to it from the 2.5 M wide

pedestrian strip.

Adequate provision in design should be made to ensure safe and convenient movements of passengers

to/from BRT bus stops. At mid-block bus stops, a pedestrian phase signal to be provided to enable safe

crossing of the urban dwellers guided through zebra crossings. The maximum number of mixed traffic

lanes the pedestrians would need to cross is only two at a time, which can generally be negotiated

safely. At high-volume bus stops, a pedestrian subway will be provided to facilitate unrestricted crossing

of BRT system users and other urban dwellers.

The bus stop near intersections shall be accessed using zebra crossings provided at intersection and

the 2.0 m footpath between BRT lane and mixed traffic lane.

2.6.1. Provision of Bays

The number of bays to be provided at a bus stop depends upon factors such as volume of passenger

traffic, dwell time for a bus at the stop, length of buses and frequency of buses approaching the stop. In

principle a minimum of two loading positions should be provided per platform.

2 Design Guidelines for Bus way Transit, Overseas Road Note 12, Transport Research Laboratory



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Figure 8: shows the bus stop layout in a street section with at grade crossing

BU

S

LA

NE

BU

S

LAN

E

7000

2500

2500 BUS SHELTER BUS SHELTER

PEDESTRIAN CROSSING

P E

D E

S T

R I

A N

S

U B

W A

Y

CARRIAGE WAY

PARKING STRIP/LANDSCAPED STRIP

38000

50000

BUS SHELTERBUS SHELTER

12000460012000

10000

P E D E S T R I A N P A T H W A Y

P E D E S T R I A N P A T H W A Y

CARRIAGE WAY



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3. Design of a BRT Station:

Integration of a BRT system in an urban setting presents within itself a challenge and an opportunity to

improve and enrich the existing streetscapes. One of the most important roles of the BRT facilities

design such as a shelter is to support an appealing, cohesive visual identity for a quality and safe

transit service.

The BRT shelter should portray a high quality design giving due attention to support infrastructure for

passenger amenities such as shelters, seating and lighting as against the existing stereotype bus

passenger facilities existing in various parts of the city.

3.1. Design Issues:

This section examines the key issues and the components to be integrated while designing a BRT

stop.

3.1.1. Passenger Amenities

a. Shelter The BRT shelter is to be provided at every stop/station. They are to extend along the full length of the

platform serving as a weather protection to the passengers. The shelter should be of high quality,

prefabricated and modular. The Shelter roofs should be such that rain water is directed away for the

vehicle side. The material for constructions should be readily available in the market, easily maintained

and durable.

b. Passenger Information All the stops should be provided with a standard form for presenting passengers information such as

signage’s, route details and graphics. Specifically they comprise of bold identification signage, transit

route maps, neighborhood maps placed at prominent locations. Signage and graphics should readily

distinguish the BRTS stations from the regular stops. The stops should also facilitate advertising at

specific locations that does not conflict with the other directional and information signage. IT Display

could be optionally placed at station entries and on platforms indicating the system wide schedule and

delay at each platform.

c. Street Furniture All the stops and stations should be accommodated with seating for at least 15 waiting passengers.

Other necessities include rails for leaning, trash receptacles.

d. Other Amenities and Facilities Other conveniences for the passengers that form a requirement at the stops are ticket vending

counters, bicycle racks, vending stalls for newspaper and public telephones. These are to be placed at

locations having least interference with boarding and alighting passengers.



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3.1.2. Safety and Security

Safety and security is essential for the safe operation and public acceptance of the transit system.

Security is essential as the BRT stops would be open for extended hours and likely to be unattended.

Visibility is also an important criterion to security. Passengers should be able to see the surrounding

locations and be seen from the locations outside the station. Security equipment such as closed circuit

television for monitoring may be used while upgrading the BRT shelters over a longer period of time.

Adequate illumination, especially at nights is necessary.

3.1.3. Barrier Free Design

The BRT stations should be made accessible to by the physically challenged. The internal layout of the

shelter should be barrier free to facilitate easy circulation. Access via ramps need to be provided for

stops having high platforms.

3.1.4. BRT Platform Characteristics

The BRT system presents with itself a unique array of options and requirements for the platform

design. Planning the platform for BRT station revolves around design guidelines, berth configurations,

platform width and height and vehicle interface issues.

Platform Dimensions – The Length of the platform depends upon the length of the vehicle and the number of bays required

which is in turn dependant upon design bus volumes and service times at any given time. Width of the

platform varies from 2.5 M to 5 M. The passengers should be able to clear the station before the arrival

of the subsequent bus. The Platforms could be provided either at a low height or at a higher level. The

Platform/vehicle interface has a strong influence on the boarding and alighting speeds. Level Boarding

is attained through precision docking system at stations having a high platform. High platform stations

(as located in Curitiba, Bogotá and Quito) are more expensive and occupy more space due to

provision of access ramps. Due to the influx and availability of low floor buses and low cost for

construction, low height platforms giving a height of 0.35 M have been more accepted worldwide.

a. Access – Access to the high platforms from the pedestrian path needs to be provided through

ramps.

b. Provision of Bays – Linear and parallel bays are generally preferred for online bus stops.



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Figure 9: Boarding and Alighting platform type for BRT Stations

3.1.5. Climatic Protection

Protection from weather is a major consideration in the BRT stations. Ahmedabad, being a city having

hot and humid conditions almost through the year, open designs for stations are not preferable.

Completely enclosed stops, although preferable due to high concentration of RSPM in the city, would

require the provision of air conditioning and ventilator fans. This however escalates the cost involved in

the maintenance of the station. Passive solar design and natural cooling techniques could be sought

after solutions to overcome climatic extremes.

3.1.6. Aesthetic Design

Aesthetics and passenger friendliness in addition to a modern appearance together formulate the

essential architectural considerations. The design should symbolize an image representing speed in

hand with modernity.

Over use of advertising displays resulting in a visual clutter needs to be curtailed at bus stops.

Locations for concentrated advertising displays need to be specified within and on the external facade

of the stop.

3.1.7. Fare Collection

Fare Collection also forms an important influence on the design of the passenger facilities within the

BRT station. Off board fare collection policy reduces the dwell time at bus stations and enables rapid

boarding and lighting. The station can be divided into paid areas and free areas. Entry into the paid

area of the station can be controlled by introduction of turnstiles or other control devices. Bogotá is one

such example of a controlled access station. Since Ahmedabad does not have the high level of

passenger traffic that exists in cities like Curitiba, Jakarta and Bogotá, it is not necessary to provide

costly infrastructure as ticket vending machines, although provisions could be made for incorporating it

while upgrading the system.



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3.2. Conceptual Design of the Station:

A conceptual design showing the distribution of activities and movement of the passengers within the

station has been described below.

The Layout and cross section of the station is as shown in the figure below. The activities have been

uniformly distributed thereby enabling comfortable movement for passengers. The two bus bays, each

12 M long are separated by a 5 M long central utility space and information display.

Entry into the bus station has been defined from the side which is in alignment with the pedestrian

crossings. Provision for a ticket vending machine and a turnstile entry has also been placed at the

entry into the station. Seating provision for at least fifteen passengers has been provided in each bay.

An extension of 0.75 M by 0.9 M has been provided at the platform level, in conjunction with the doors

positions of the bus to enable rapid boarding and alighting. This provision can be substituted with the

flip down ramps attached to the bus as it avoids customer hesitancies resulting in slower alighting and

boarding. In addition, to encourage streamlined flow of passengers into the bus, an aisle has been

provided for queuing. The central core of the station has been demarcated for providing passengers

with facilities such as information, route maps, newspaper and telephone. The Information display

boards on the inside and the advertisement hoardings on the outside would be back lit.



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DRIVER PARTITION730 GANGWAYDRIVER PARTITION730 GANGWAY

MOVEMENT AISLE

SEATING SPACE

BOARDING PLATFORM

ALIGHTINGPLATFORM

VENDING KIOSK

PHONE BOOTHDUSTBIN DUSTBIN

INFORMATION PANELS - BUS ROUTE/CITY MAP ETC.

ADVERTISMENT PANELS

ENTRY

EXIT

TICKETING MACHINE

UP

BUS WAY

SEATING SPACE

ALIGHTINGPLATFORM

BOARDING PLATFORM

MOVEMENT AISLE

SEATING SPACE SEATING SPACE

DRIVER PARTITION730 GANGWAY BUS WAY

The Movement aisle which has been kept obstruction free enables comfortable movement for the passengers within the station.

Continuous seating provision at the extreme side for 15 to 20 passengers per bay

Utility area with vending kiosk, telephone booth, dustbins, back lit advertisement hoardings and information display.

Aisle for queuing for boarding into the bus

Raised platform with entry defined by provision of an access ramp.

Movement pattern for boarding passengers Movement pattern for alighting passengers

Figure 10: Layout of Conceptual Design of the BRT Station



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250005000

2500

PROVISION FOR ADVERTISING HOARDING

2500 25007000

BUS STATION

350

Polycarbonate sheeting supported as structural roofing material, supported on steel members, serves as protection against extremes of climate

Seats- Metal sheets bent around ties, with the ties acting as structural support member

Section

Elevation

Figure 11: Conceptual Section and Elevation of the BRT Station

The design is being explored to cater to the various dimensions which formulate the requirements of a modern bus rapid transit station. The

areas under scrutiny are detailed design of the spaces, delineation of the areas, utility provisions, and interface with the BRT vehicles and

material for construction. For the initial stage of implementation it is necessary for the station to be cost effective. Standards could be up graded

at a later stage depending upon the demand.

A few more concept proposals developed for the bus station have been discussed below.



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CONCEPT 1

The conceptual images indicate the design elements, passenger movements, and utilities that essentially frame the bus stop requirements for a bus rapid transit system. Exploration of varying materials such as corrugated metal sheets, steel sections, and hollow pre cast concrete blocks portrays a modern image to the station.

Views showing interiors

Figure 12: Conceptual Design Option1 for the BRT Station



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CONCEPT 2

The design is relatively simple, having segregated spaces for waiting and boarding. The core area within the station caters to the information display, ticket counter and other infrastructure for the passengers. Corrugated Polycarbonate sheets supported on tubular section making up the structural framework has been chosen as the roofing material.

Figure 13: Conceptual Design Option 2 for the BRT Station



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3.2.1. Bus Station Design Alternatives:

The conceptual designs on bus stations have been elaborated further and three alternatives each have

been prepared for three different widths of 3.5m, 2.5m and 1.5m. The concepts for the three design

options have been presented below. The detailed designs have been presented in the annexure 3.1,

3.2 and 3.3.

A. Alternative 01:

The Bus Station has been designed keeping in mind the following factors which are directly or

indirectly responsible in the functioning of a Bus Rapid Transit System – namely; modularity,

easy circulation, provision of facilities and public amenities, branding and identity, and

provision for advertisements.

The BRT stop has been designed for widths of 1.5 M, 2.5 M and 3.5 M depending upon the

RoW availability and passenger demand. Facilities such as phone booths, vending machines

like those provided in Metro Stations are also necessary in a BRT Station. Although it is not

possible to provide such facilities at all stops, major interchange stations are required to be

incorporated with such amenities. The Design alternatives have areas demarcated for such

provisions. Seating facilities within a BRT stop are generally kept to a minimum to facilitate

easy circulation and movement for the passengers within the limited area. Also it is subject to

the condition of the waiting time at a stop, since frequency of buses within the BRT systems

would vary from 2 min (peak) to 5 min.

The skin of the stop may either be constructed in R.C.C (pre cast blocks) or steel. Mild Steel is

preferred over R.C.C due to easy installation and modular framework. The structural columns

forming the grid are typically made of ‘I’ sections and Circular Hollow Sections made of Mild

Steel, bent and riveted to attain the desired shape. The roof is made of colored A.C sheets

with desired grooves having a minimum thickness of 15mm, preferably 25mm thick for

sturdiness. Being a lightweight material, double layers need to be provided with insulation

material in between thereby preventing heat gain & keeps the bus station cooler.

The stations have been designed to have entry and exit on one side or both sides of the bus

bay subject to available width. The entry space has been provided for manual/automated ticket

vending. Online electronic signboards, distinctly visible from entry & turnstiles, show the buses

arriving on respective platforms. The flooring proposed for the bus station would vary to

demarcate the areas. The height of the station is proposed to be 2.8M with overhand provision

on the Bus lanes and platform height at 380mm to provide at-grade entry into the low floor

buses.



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B. Alternative 02:

Bus station plays a prominent role in promoting the BRT and its ambience. Bus stations that

provide more than shelter are the need of the day. Facilities like phone booths, vending

machines, waiting areas, signages & information boards are necessary to keep the

passengers informed about the latest status of the buses & local facilities.

Modular design has the advantage of uniformity & speed in construction, economy, ease of

circulation & adaptability. The bus stations proposed on the following page are based on the

Modular concept of design. Bus stations are constructed using a modular grid of 2.5m for 2.5m

& 1.5m wide bus stations. A modular grid of 3.5m is used for a 3.5m wide bus station. The

structural columns forming the grid are 75mm ∅ Circular Hollow Sections made of Mild Steel,

bent to the designed shape. These columns are provided with threaded holes at distance of

450mm c/c. These recesses receive M.S. rods. A grid of such rods becomes the base for tiles

of size 450mm x 450mm having recesses to receive the rods. The tiles can be created from a

variety of materials based on the economy needed. They can be moulded in concrete,

terracotta, stone or with metal skin having a heat & acoustic filler.

The roof is barrel shaped, made from translucent Fiber Reinforced Plastic (FRP) sheet,

minimum of 15mm thick, preferably 25mm thick for sturdiness. Translucent roof removes the

necessity of providing lighting inside the stand during the daytime. FRP being a lightweight

material can rest on slimmer columns. The roof is made of two layers of FRP, prevents heat

gain & keeps the bus station cooler. The intermediate space between the two layers is

ventilated naturally & hence creates a buffer, which continuously receives the heat & removes

it to the atmosphere, without transferring it to the station.

This intermediate space also contains lighting fixtures, naturally protected from vandalism,

being inaccessible & segregated by a roof layer. When these fixtures are lighted at night, their

placing & the translucence of the roof lights up the whole roof uniformly, making it feel lighter &

attracting people towards it, forming a sculpture in the urban space. Lighting design of this roof

can create many exciting possibilities, while also serving as normal lighting fixtures for the

station. The stations have been designed to have entry on the side facing the approaching bus

& exit on the opposite side. The entry has space provided for manual ticket vending. One has

to pass through ticket-operated turnstiles to cross into the bus station. Online electronic

signboards, distinctly visible from entry & turnstiles, show the buses arriving on respective

platforms. A queuing area for the first platform has been provided followed by the waiting area,

having vending machines & electronic display.



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The flooring proposed for the bus station is made of terracotta tiles of size 450mm x 450mm.

The height of the platform is 380mm to provide at grade entry into the low floor buses.

C. Alternative 03:

The Concept:

The design concept focuses on modular design facilitating rapid and economical construction.

The circulation within the bus shelter has been designed to increase passenger comfort and

reduction in dwell times. The bus stations for the Ahmedabad Rapid Transit (ART) have been

designed for varying widths of 3.5m, 2.5m and 1.5m to be accommodated along corridors with

varying right of ways (RoW’s) of 60m, 40m and less than 30m respectively.

General Layout:

The bus stations have been designed to cater to varying demand along the corridor. The bus

station could contain one or two bus bays based on the passenger demand. The bus bays are

separated by a utility area between them to facilitate easier overtaking. The utility area is

proposed to have facilities such as telephone booths, mobile charging points, and newspaper

and snack vending machines.

Circulation Patterns:

The circulation inside the bus shelter has been designed to accommodate maximum

passengers during peak hours, to avoid queuing outside the bus shelters and reduction in

dwell times. The bus station circulation has been made compatible to accommodate off-board

ticketing, with provision of turnstiles at the entry and exit points.



25

Figure 14: Conceptual layout showing passenger movement

Sitting Arrangement:

The sitting capacity for the three design alternatives is as follows:

Seating Capacity (Max) Width of Bus Shelter

One Bay Two Bays

3.5 m 25 50

2.5 m 15 30

1.5 m No sitting No Sitting

Signage Systems:

Signage systems have an important role to play in a bus shelter design and facilitate

passenger convenience if designed and located in an appropriate manner. The bus shelter

signage system would cover the following aspects:

• ART Route Map • ART Logo • Electronic Display of Expected Bus Arrival • Entry for Disabled • Images of prominent landmarks in the vicinity of the bus stop for contextual

significance • Signage systems indicating location of telephone booths, snack vending and newspaper

vending in the bus shelter • Signage system indicating No Smoking Zone

3.5m wide bus stop

1.1.1 A 1.1.2 E

2.5m wide bus stop

1.5m wide bus stop



26

Figure 15: Sample Signage Details

Access for the Disabled:

The bus stations would be accessed through ramps to facilitate easy for the disabled. The

people using wheelchairs would be entering through the front door of the bus. The bus arrival

and departure information systems would be assisted through audio systems for the visually

challenged.

Materials:

The structural frame of the bus station would be essentially prefabricated mild steel sections.

The roofing system of the station would consist of lightweight material such as FRP (Fiber

Reinforced Plastic) or Asbestos sheet. The seating arrangement would also be made of

tamper proof materials.

Cost Estimate:

A block cost estimate for the three design options has been prepared. The summary of the

estimate for the three alternatives is presented below. A detailed estimate for a typical stop

has been provided in Annexure 3.4.

1 1.5 12.6 18.9 0.70 0.732.5 12.375 30.9375 1.14 1.193.5 12.38 43.33 1.60 1.66

2 1.5 12.5 18.75 0.69 0.722.5 10 25 0.92 0.963.5 9.85 34.475 1.27 1.32

3 1.5 12.5 18.75 0.69 0.722.5 15 37.5 1.38 1.443.5 15 52.5 1.94 2.01

Width (m)Alternative

Cost (with RCC Skin) Rs. (Lakhs)

Cost (with Steel Skin) (Rs. Lakhs)Area

Length (m)



27

Figure 16: Images of the Tube BRT Stations in Curitiba

4. Case Studies:

A few examples of BRT Stations taken as case studies, with their characteristics have been

enlisted below.

A. Tube Station (Curitiba)

The “tube” passenger stop platforms or stations are the

trademark of the Curitiba system. They can serve three times

as many passengers per hour as a conventional bus.

“Tube” stops are used both on the trunk line bus ways and on

the express buses (off the bus way). Stop details are as

follows:

• On bus ways, tube stops are located at about 500-m

spacing.

• The tubes include raised platforms (low-floor buses are not

in operation) and provide passenger weather protection; the

stops are constructed from a plexi glass-type

material with steel ribs.

• The tube stops are equipped with doors to enter/exit buses;

these are coordinated with doors on the buses – five doors on

the trunk line bi-articulated buses.

• Disabled and wheelchair access to the high-level stops is

made through a small elevator at each stop.

• Passenger boarding and alighting of buses is gap free and

level; this is achieved by the use of fold-down steps from bus

doors, which deploy automatically as bus doors are opened

and position onto the threshold of the platform; it is

understood that bus-platform positioning door-to-door is done

visually by the driver, and there is adequate tolerance to

ensure safe operation of the system.

• The stops are designed to speed passenger handling, and

fares are paid by passengers at the entry to the stop – similar to

a metro. Each stop is equipped with turnstiles (numbers depend

on size of stop) and are manned by a ticket collector–inspector.

Typical dwell times at stops are less than 20 seconds.



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• On bus ways, tube stops are on line with no special provision

for bus-on-bus overtaking. Theoretically, the bus way is wide

enough to allow overtaking by buses entering the opposing bus

stream, but this is not normal operational practice.

• Stops for both directions are generally located opposite each

other and close to junctions. As stops are located on the central

road of the trinary axes, access and traffic issues are less

critical than on a bus way introduced into an existing road.

However, as with any stop, there is a need to balance safety,

junction capacity, and bus way capacity.

B. Transmilenio Station (Bogotá)

There are three types of stations:

Simple Stations: They are located every 500 meters. At these

stations passengers can purchase tickets and enter the system.

Intermediate Stations: These stations are the contact points

between the feeder buses and the main lines. Their objective is

to provide smooth, fast and effective interaction between the

Transmilenio and feeder buses.

Portals or Main Line Stations: They are located at the

beginning and end points of the main line routes. In these

stations transfers are accomplished among Transmilenio

buses, feeder and transportation routes. The fee is integrated

with the feeders, so that when a transfer takes place double

Figure 17: Images of the Transmilenio BRT Stations in Bogota



29

payment is not required. These stations are provided with

bicycle parking facilities.

Walkways, plazas and sidewalks were constructed to provide

adequate pedestrian and bicycle access. Parking and

maintenance areas for the buses near terminal stations were

also constructed. Each station is provided with maps and route

information to facilitate the use of the system.

In total there are 57 stations and 4 transfer terminals as a part

of the phase 1 development. Phase 2 would have 50 stations

and 5 terminals.

C. Leon - BRT (Mexico)

There are in total 51 stations and 2 terminals existing along the

BRT corridor. The Stations are narrow and having high

platforms to enable rapid boarding and alighting. The system of

prepayment of fares has been incorporated into the system to

decrease the dwell time at stops.

Figure 18: Images of the Leon BRT Stations in Mexico



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5. Summary

Various issues related to the bus station have been dealt with in this working paper. The core

aspects with their issues and decisions have been listed in the table given below.

Table 5-1: Decision Areas and Recommendations

SL No.

Areas Issues/ Decision Areas Recommendations

1 Location of Bus Stops Mid Block At Intersections -Near Side -Far Side

In total 3 locations on the ring corridor at Mid block 79 locations at Intersections Preferably bus stops are to be located on the near side at intersections

2 Spacing of Bus Stops Depends upon location and demand

Average of 500 M, varying in between 300 M & 1000 M

3 Positioning of Bus Stops in a given RoW

Median Side Location Curb Side Location

Curb side Location

4 Capacity of Bus Stops Very High Volume High Volume Intermediate Volume

First Phase would cater to an Intermediate Volume

5 Layout of Bus Stops - Online, Offline - Staggered

Online Stops with staggering of the bus stops in opposite directions

6 Access to Bus Stops Provision of Pedestrian Underpasses, overpasses, at grade crossings

At grade access for bus stops at Intersections Grade separated provision (Half underpasses) for mid block Stops – Especially along the old NH8.

7 Size of Bus Stop Depends upon the number of bays

Provision of 2 Bays at a stop Size – 25 M in length by 2.5 M in width with a clear height of 2.5 M (min)

8 Platform Height Low floor High floor

Height to be matched with the floor height of the bus

9 Design Issues Provision of facilities and other amenities at the stop Construction Material Protection from extremes of climate

Conceptual Design developed showing the placement of activities, circulation and probable material for construction



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Annexure-3-4 (Cost Estimates for Bus Station Design Alternatives – Single Bay)

Unit Qty. Rate Amount

[A] 2.5 mtr. x 15 mtr. size1 Providing, Supplying & fixing precast C.C. block

(M15) for 'L' shaped Kerbing of 450 mm width inplan including 200mm stem width and of 500 mmhieght including base thickness of 200 mm as perdesign, conveying it to the site, jointing intoC.M.(1:3) & racking out the joints including withnecessary excavation of asphalt/soil or any type ofmaterial, disposing of the unservicable material within 5.0 km. lead and providing and laying 150 mmthick bedding concrete in C.C. 1:4:8(1 cement:4coarse sand:8 coarse aggregate) etc. comp.asdirected.

Rmt. 32.50 318.00 10335.00

2 Providing and laying cement concrete 1:1.5:3 forcolumn pedestal including excavating pit for it andproviding and fixing 300 x 300 x 12 mm base plateon the foundation with foundation bolts as perdrawing, including the cost of form work, curing etc.complete

Cu.M. 0.77 4000.00 3087.00

3 Supplying, fabricating, erecting modular frame ofMS pipe tubular sections of 75 mm dia. having 25mm dia threaded gooves @ 450 c/c to accomodatethe skin structure and confirming to IS specificationincluding painting with two coats of synthetic enamlepaint over one coat of primer coating

Kg. 386.40 75.00 28980.00

4 Supplying, fabricating, erecting structural steelwork riveted or welded , in build up section usingMS pipes as per drawing and specifications forpurlins, including painting with two coats of syntheticenamle paint over one coat of primer coating

Kg. 270.00 65.00 17550.00

5 Providing and fixing translucent roof of approvedmake F.R.P. roofing sheets with Hilti make selfdrilling and self tapping type bolts comp. excl. thecost of purlins, rafters and trusses.

Sq.M. 54.00 350.00 18900.00



32

6 Providing and fixing 15 cm wide 45 cm over all semicircular plain G.S. sheet gutter with iron brackets 40x 3 mm size, bolts, nuts and washers etc. includingmaking necessary connections with rain water pipescomplete. (0.80 mm thick with zinc coating not lessthan 275 gm/ m2)

Rmt 15.00 190.15 2852.25

7 Providing, placing and fixing in position pre-castcement concrete skin of 450 x 450 x 75 mm size inmix 1:1.5:3 with 6 mm down graded stoneaggregate reinforced with 1.6 mm dia mild steelwire, fixing and finishing in cement mortar 1:3, etc.complete.

No. 40.00 150.00 6000.00

8 P/L 20 mm thk. Grey cement chequered tiles(terracotta) 250 mm x 250 mm of approved makeover a bed of 20 mm thk CM 1:4 includingnecessarycuring etc. complete as per directed or asper manufacturers recommendations.

Sqm 37.50 320.00 12000.00

9 Supplying and fixing of MS grill of approved designto restrict the buffer area consisting of C.H.S. of 50mm dia peripheral and 25 mm dia verical safetyposts including applying one coat of primer and twocoat of enamle paint.

Sqm 6.75 1400.00 9450.00

10 P/F PVC rainwater downtake pipe with fixures likebends, shoe, etc. including fixing necessarysupporting MS clamps, brackets, etc. complete for75 mm dia (4 kg/sq.cm) as per drawing.

Rmt. 5.40 110.00 594.00

11 Supplying and fixing road sign board made of50x50x6 mm MS angle 3.6 mt. in length with fixingthe M.S. plate of 16 guage having the size 60x60cm square including painting, lettering etc. complete including fixing in C.C. 1:4:8 with necessaryexcavation etc. complete

Each 10.00 1500.00 15000.00

12 Providing and fixing fibre seats for seating purposeas per drawing.

Rmt 15.00 900.00 13500.00

Total 138248.25Cost /Sqm 3686.62

Ahmedabad Bus Rapid Transit (ART) Bus Stops

Sl.No Station Name Existing Location Sl.No Station NameExisting Location

1 Abu Koba Mid Block 58 Harbole nath Park Mid Block2 Chintamani Soc Intersection 59 Rajdip Society Intersection3 Sabarmati Soc Intersection 60 Raj Ratan Society Intersection4 Power House Colony Mid Block 61 Gauri Cinema Mid Block5 Power House Intersection 62 Soni Ni Chali Cross Roads Intersection6 Railway Over Bridge Intersection 63 Viratnagar Intersection7 Broad Guage Rly Stn Mid Block 64 Chamunda Nagar Mid Block8 Prabod Raval Bridge Mid Block 65 Khodiyar Nagar Intersection9 Bhavsar Hostel Intersection 66 Leela Nagar Mid Block

10 Nava Wadaj Intersection 67 Thakkar Bapa Nagar Intersection11 Pragatinagar Intersection 68 Bajrang Bapu Ashram Intersection12 Shastrinagar Intersection 69 Priya Cinema Mid Block13 Jainmangal Society Intersection 70 Krishna Nagar Intersection14 AEC Office Intersection 71 S T Workshop Intersection15 Shreenath Nagar Mid Block 72 Raman Cotton Works Mid Block16 Gopal Nagar Mid Block 73 Bunglow Intersection17 Memnagar Terminus Intersection 74 Bethak Intersection18 Karnavati Hostel Intersection 75 Dwarkanagar Intersection19 Andhajan Mandal Intersection 76 Ruby Coach Builders Intersection20 Himmatlal Park Intersection 77 Nana Chiloda Intersection21 Rangmitra Society Mid Block 78 Ramkrishna Vidyalaya Intersection22 Shivranjani Soc Intersection 79 Noblenagar Intersection23 Umiya Vijay Mid Block 80 Kotarpur Water Works Intersection24 Haridas Park Mid Block 81 Samrat Nagar Mid Block25 Satyakam Soc Mid Block 82 Ambawadi Police Station Mid Block26 Nehrunagar Intersection 83 Vahivati Kacheri Mid Block27 Tagore Park Mid Block 84 Tanki / Indira Bridge Intersection28 Manekbaug Hall Intersection 85 Nirankari Hall Mid Block29 Sumel Flats Intersection 86 Sardarnagar Bus Stand Intersection30 Shreyas Crossing Intersection 87 Sardarnagar Approach Intersection31 Jaydeep Tower Intersection 88 Ajit Mills Intersection32 Dharnidhar Intersection 89 National Mills Mid Block33 Anjali Cinema Intersection 90 Anant Mills Mid Block34 Dungarsee nagar Intersection 91 Rakhial Cross Roads Intersection35 Chandranagar Intersection 92 Ganji Farak Mills Mid Block36 Danilimbda Road Intersection 93 Marsdan Mills Mid Block37 Chandola Talav Intersection 94 Patel Mills Intersection38 PWD Stand Mid Block 95 Hathi Khai Intersection39 Chandola Octroi naka Mid Block 96 Kamdar Maidan Mid Block40 Ranipur Road Intersection 97 Sarangpur Intersection41 Narol Circle Intersection 98 New Cloth Market Intersection42 Cadilla Warehouse Mid Block 99 Anant Ashram Mid Block43 Geeta Process Mid Block 100 Kamnath Mahadev Mid Block44 Vatwa Cross Roads Intersection 101 Raipur Darwaja Intersection45 Samrat Nagar Intersection 102 S T Terminus Intersection46 Jeevan Park Mid Block 103 Majur Gam Intersection47 Royal Tiles Intersection 104 Bhula bhai Park Intersection48 Cadilla Bridge Mid Block 105 Mangal Park Mid Block49 Jasodhanagar Cross Roads Intersection 106 Shah alam Tolnaka Intersection50 Saraswati nagar Mid Block 107 Dhor Bazar Intersection51 Sardar Patel Sankul Mid Block 108 Amrakunj Intersection52 Swaminarayan Colony Mid Block 109 Gordhan Wadi Mid Block53 CTM Cross Roads Intersection 110 Pushpkunj Soc Mid Block54 Kailash Colony Intersection 111 Shelat Bhuvan Mid Block55 Ajay Tenament Mid Block 112 Ram Baug Intersection56 Rabari Colony Intersection 113 Krishna Baug Intersection

114 Maninagar Cross Roads Intersection115 Maninagar Terminus Intersection57 Ram Rajya Nagar Intersection

Annexure 2.1: List Showing Locations of AMTS stops

GIDBGovernment of Gujarat

AMC AUDA CEPT University



1

Annexure 2.2: List showing locations of proposed BRT stops

Station Name Location Type

Station Type

Distance to next station

1 Crematorium Intersection 470 2 Acher Intersection Interchange 520 3 Shankarpura Intersection 480 4 AEC Colony Intersection 650 5 Sabarmati Intersection 1250 6 RTO Intersection Interchange 600 7 Ranip Intersection Terminus 610 8 Old Wadaj Intersection 490 9 New Wadaj Intersection 450

10 Akhbarnagar Intersection Interchange 750 11 Pragatinagar Intersection 460 12 Shastrinagar Intersection 620 13 Jai Mangal Apt Intersection 600 14 AEC Intersection Interchange 950 15 Memnagar Intersection Interchange 950 16 University Intersection 350 17 Andhajan Mandal Intersection Interchange 695 18 Himmatlal Park Intersection 450 19 Shivranjani Intersection 460 20 Umiya Vijay Intersection 860 21 Nehrunagar Intersection Interchange 580 22 Manekbaug Intersection 1280 23 Shardanagar Intersection 490 24 Anjali Intersection Interchange 665 25 Chandranagar Intersection Terminus 1710 26 Pirana Intersection 665 27 Danilimbda Intersection Interchange 950 28 Chandola Talav Intersection 680 29 PWD Guesthouse Intersection 750 30 Ranipur Road Intersection 550 31 Narol Intersection Interchange 520 32 Cadila Warehouse Intersection 760 33 Vatwa Intersection Interchange 490 34 Royal Tiles Intersection 690 35 Ghodasar Intersection 1320 36 Jashodhanagar Intersection Interchange 750 37 Expressway Intersection 665 38 CTM Intersection Interchange 796 39 Kailash Colony Intersection 610 40 Rabari Colony Intersection 765 41 Raj Ratan Society Intersection 675



2

Station Name Location Type

Station Type

Distance to next station

42 Soni Ni Chali Intersection Interchange 695 43 ViratNagar Intersection 717 44 Khodiarnagar Intersection 635 45 Thakkarbapanagar Intersection Interchange 590 46 Bajrang Ashram Intersection 560 47 Priya Cinema Mid block 530 48 Krishna nagar Intersection 490 49 Naroda ST Depot Intersection Interchange 580 50 Bethak Intersection 815 51 Devi Multiplex Intersection 420 52 Galaxy Intersection 400 53 Ruby Rushi Intersection Terminus 470 54 Dwarkanagar Intersection 520 55 Noblenagar Intersection 635 56 Kotarpur Approach Intersection 840 57 Sardarnagar Approach Intersection 1790 58 Indira Bridge Intersection Interchange 1020 59 Sardarnagar Intersection 650 60 Airport Intersection 1030 61 Bhat Intersection 1350 62 Ajit Mills Intersection 460 63 Hamid Chowk Intersection 430 64 Rakhial Intersection Interchange 650 65 Narsdan Mills Mid Block 390 66 Patel Mills Intersection 550 67 Hathikhai Intersection 1040 68 Kamdar Maidan Mid Block 830 69 Sarangpur Intersection Interchange 550 70 New Cloth Market Intersection 370 71 Raipur Darwaja Intersection Interchange 350 72 S T Terminus / Astodia Intersection 550 73 Majur Gam Intersection 450 74 Bholabhai Park Intersection 570 75 Swaminarayan College Intersection Interchange 425 76 Amrakunj Intersection 565 77 Pushpakunj Society Intersection Interchange 560 78 Rambaug Intersection Interchange 370 79 Krishnabaug Intersection 430 80 Maninagar Intersection 335 81 Maninagar Terminus Intersection Terminus 82 School (Danilimbda) Intersection 550

For Further Details: Mr. Jayant Parimal, IAS Chief Executive Officer Gujarat Infrastructure Development Board Block No.18, 8th Floor, Udyog Bhavan, Sector 11, Gandhinagar , Gujarat 382017 Phone - +91-79-23232701 Fax - +91 79 - 23222481 Email : [email protected]

Prof. H.M. Shivanand Swamy, Project Team Leader School of Planning, CEPT University, Kasturbhai Lalbhai Campus, Navrangpura, Ahmedabad - 380009 Phone - +91 79 26302470 Email : [email protected]

Gujarat Infrastructure Development Board (GIDB), established in 1995 , is chaired by the honorable Chief Minister of the State. This is a unique organization of its type and is an over-arching body for infrastructure development in Gujarat, encompassing both the hard as well as the soft infrastructure sectors. GIDB itself does not develop infrastructure services but acts as a catalyst for their development.

Mr. Jayant Parimal, IAS Chief Executive Officer

Centre for Environmental Planning & Technology University, established in 1962, is one of the premier institutes in India imparting education to students and professionals in the related fields of Architecture, Planning, Civil Engineering, and Interior Design. Apart from academics, CEPT offers consultancy, research and short term professional training courses with various national and international organizations.

Dr. R.N.Vakil Director

CEPT UNIVERSITY

The Ahmedabad Urban Development Authority (AUDA), constituted under the Gujarat Urban & Town Planning Act 1976, is a nodal agency responsible for the preparation & implementation of Development plans and town planning Schemes in their jurisdictional areas. AUDA planned and developed large network of roads in the expanding areas of the city.

Mr. K. Kailashnathan, IAS Principal Secretary Urban Development Department Chairman, AUDA

AHMEDABAD URBAN DEVELOPMENT AUTHORITY

The Ahmedabad Municipal Corporation (AMC), constituted in 1950 under the Bombay Provincial Municipality Act, is a statutory body created to regulate development and prove utilities and facilities. The Ahmedabad Municipal Transport Service, a body of AMC provides public transport services in Ahmedabad. Introduction of CNG buses through private sector participation is the recent initiative of AMC.

Mr. Anil Mukim , IAS Municipal Commissioner

AHMEDABAD MUNICIPAL CORPORATION

GUJARAT INFRASTRUCTURE DEVELOPMENT BOARD

04.bus station design

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