bus stop and bus bays in bangalore: a status report
TRANSCRIPT
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Suresh B, Puneeth HC, Dileep K, Jay K, Deepak B and Gururaja KV
Bus Stop and Bus Bays in Bangalore: A Status Report
2012
Centre for infrastructure, Sustainable Transportation and Urban Planning (CiSTUP), SID Complex, Indian Institute of Science, Bangalore – 560 012 Email: [email protected] Web: http://cistup.iisc.ernet.in Phone: +91802293 2043 Extn. 31 Fax: +91802346 8207
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Table of Contents Abstract ........................................................................................................................................... 3 Evolution and History of Bus Stops/Bays in Bangalore .................................................................. 4 Review of a model bus stop and its requirements ......................................................................... 7
Transit system performance ................................................................................................... 8 Traffic flow .............................................................................................................................. 8 Safety ...................................................................................................................................... 8 Security ................................................................................................................................... 8
BUS stop environment .................................................................................................................. 10 Objectives of bus stop layout ....................................................................................................... 13 Low floor buses ............................................................................................................................. 14 Street‐Side Factors ........................................................................................................................ 15 Curb‐Side Factors .......................................................................................................................... 15 Bus stop locations ......................................................................................................................... 15
Elements to consider in bus stop placement ........................................................................ 16 Bus bay design .............................................................................................................................. 21 Kerbing .......................................................................................................................................... 21 Footways and Hard standings ....................................................................................................... 22 Bus Boarders ................................................................................................................................. 22 Carriageway Markings .................................................................................................................. 23 Bus stops and traffic signals .......................................................................................................... 23 Standard dimensions for bus stop layout ..................................................................................... 23 Methods ........................................................................................................................................ 28 Results ........................................................................................................................................... 28 Bus Stops in Bangalore .............................................................................................................. 28 Bus Stop Status ......................................................................................................................... 32 Distance between bus stops ..................................................................................................... 40 Bus stop dimensions ................................................................................................................. 41 Land‐cover around Bus Stops ................................................................................................... 41
Findings based on observations .................................................................................................... 43 Triangle of quality bus stops ......................................................................................................... 45 References .................................................................................................................................... 48 Acknowledgements ....................................................................................................................... 49
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Abstract Bus stops/bays in Bangalore are probably the most active places with 4.6 million people
engaged and interacting with public transportation of the city. Despite a revenue of Rs 47
million per day (US$ ~0.9 million per day) directly from the commuters to Bangalore
Metropolitan Transport Corporation (BMTC, State Government owned public transportation
system) and Rs 11.75 crore (US$ 2.2 million) through advertisement license alone of 574 bus
stops to Bruhut Bangalore Mahanagara Palike (BBMP, City corporation) of the listed 915 bus
stops, but there is not a single bus stop in Bangalore designed for differentially able or elders.
Interestingly, it is also not well established that how many bus stops actually exist or officially
known in Bangalore. This study carried out in four routes of Bangalore, covering 219 bus stops,
provides existing status of the bus stops and review of bus stop designs elsewhere in the world.
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Figure 1. Bangalore during 1924. Source: Murray’s 1924 handbook.
Evolution and History of Bus Stops/Bays in Bangalore
How can we visualize Mumbai without its life line, the sub‐urban railway? Similarly, it would be
very difficult to imagine the city of Bangalore without city buses. In fact, Bangalore had no
public conveyances till the beginning of 20th century. Palanquin bearers and bullock carts were
used to carry men and material (Kamath, 1990). Advancement in mode of transport from
bullock carts to horse driven Jutkas to motorized transport like buses and trains has alongside
witnessed the evolution of business centric few bus stops (Bangalore railway station,
Cantonment, Market) to more dispersed and sophisticated bus stops over the last hundred
years.
Motorized transport along
with animal driven vehicles
made an entry into the city of
Bangalore by 1929.
Affordability being an issue
with low and middle income
people, preferred mode of
transport was phaetons,
rickshaws, bullock carts and
jutkas, while the business class
and elites preferred motor
cars, motor lorries and
omnibuses. One can logically
argue that such diverse mode
of transport either for short
trips or for inter city trips
would have led to the evolution of bus stops for aggregation of people in a place to pick them
up and also to drop them back. This can be observed even today at certain places where people
gather together and flag off their hand to stop a bus in a non‐bus stop area, which will in due
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course of time evolve into a new bus stop. With some entrepreneurs getting into operation of
bus services during 1930‐40s, more number of buses was added to the fleet and it also marked
beginning of spread of bus stops across city. Some routes to mention during that time are
Malleshwaram to Chamarajpet, Shivajinagar to City Market via Cantonment and Gandhi Bazaar.
These routes were specified by Government of Mysore and the collector of Cantonment.
Bangalore Transport Company Ltd with a fleet of 20 vehicles was started in early forties by 10%
investment by the Government of Mysore and rest by public. The bus services in the city as well
as in the state of erstwhile Mysore got nationalized in 1948. Under the provisions of the Central
Road Transport Corporation Act 1951, the Mysore State Road Transport Corporation was
statutorily established on 1 January 1961. In 1956, BTC was nationalized and became part of
MSRTC and routes of the city were nationalized in 1962. After 1964, Mysore state became
Karnataka and hence MSRTC to KSRTC. BTC became Bangalore Transport Service and finally in
1997 as Bangalore Metropolitan Transport Corporation (BMTC) within KSRTC. Despite such
legacy of over seven decades of public transportation, there is no document that categorically
mentions about bus stop in the city of Bangalore.
Today BMTC carries over 4.5 million people each day, which is over 50% of the total population
of Bangalore (8.5 million people as in 2011 Census). BMTC is thus the single largest and
dominant transportation mode for people of Bangalore. Table 1 details BMTC’s revenue and
fleet size details as on 12 September 2012.
Table 1. Revenue, fleet size, service (km) of BMTC.
Every Day Traffic Revenue Rs. 4.79 Crore
No. of Schedules 6043
No. of Vehicles 6291
Daily Service (km) 13.12 Lakh
No of trips 80855
No of buses under PPP 12
Depots 38
Bus stations 49
Daily Passengers Carried Around 4.5 Million
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Figure 2. Bus stops in Bangalore (Source: BMI, 2008) Figure 2 depicts the bus stops marked in Bangalore in the year 2008 (BMI, 2008). However, it is
still not clear about the total number of bus stops in BBMP area. Bus stops within 5km radius
from city centre have accessibility distance within 500m, which falls in zone 1, 2 and 3 of BBMP.
Beyond these three zones, accessibility distance varies from 300 to 1000m making the coverage
of bus services poor (BMI, 2008).
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New bus stops are created and buses were allotted to new routes based on people’s request or
by their elected representative. As recently as in 2003‐4, there used to be request broadcasted
through radio or newspaper for a stop or new route to BMTC and BMTC willingly would allot
one. These bus stops are the first point of contact between the passengers and the bus service.
However, many a times it is observed that there will not be any seating, shelter or some
minimal provisions like bus stop name, schedule, poles or flags in the bus stops. This thought
has further led to the current study on Bus stops and bus bays in Bangalore with following
objectives.
1. Review of a model bus stop and its requirements
2. Where and how are bus stops in Bangalore?
3. Scientific designs of bus stops and recommendations
Review of a model bus stop and its requirements Scientifically, a bus stop is a designated place for buses to stop for passengers to board or to get
down from a bus. The first ever recorded bus stop was in Bishops Stortford, United Kingdom
and was believed to be constructed in 1890, this linked Bishops Stortford to the town of
Colchester (en.wikipedia.org). It should be constructed where there is a road and pedestrian
safety. Based on the type of operations in a bus stop, they are categorized into
a. Scheduled bus stops: These bus stops are mentioned in the routing of buses and also
physically present with shelters, seats, name boards, schedules etc. The bus has to stop
in these bus stops irrespective of demand by passengers
b. Request bus stops (flag bus stop): In such bus stops, buses will stop only on request.
c. Hail and ride bus stops: Along a designated stretch of road, buses will stop on request.
In Bangalore, majority of the bus stops are Scheduled stops and occasionally have request bus
stops. The spacing, location, design and operation of bus stops significantly influence transit
system performance and customer satisfaction. As the first point of contact between passenger
and transit service, bus stop is critical element in a transit system’s overall goal of providing
timely, safe and convenient transportation.
Universal concern associated with location and design of bus stops with users and providers of
transit services are as follows:
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Transit system performance: Location and design for the bus stops should enhance the
performance of a transit system than curtailing it. Travel time for a bus trip has four
components: the time it takes to walk to bus stops, the waiting time for the bus, the in‐vehicle
travel time and finally the time to walk to destination. Each one of these factors is affected by
location of bus stop and the frequency of the bus.
Traffic flow: Bus stop location and design affect the flow and movement of other vehicles. A
well‐designed bus stop can allow passengers to board and alight without the bus significantly
impending or delaying adjacent traffic.
Safety: Safety is the freedom from danger and risk. In the transit environment it includes an
individual’s relationship to buses and general traffic, and the bus’s relationship to other
vehicles. Pedestrian safety issues include the nearness of bench to the flow of traffic on a busy
street or a safety crossing the street to reach the bus stop. Bus reentry into the flow of traffic
safely is an example of an operational safety concern. Thus, pedestrians, bus passengers, buses,
and private vehicles can all be involved in concern for safety at or near a bus stop.
Security: Security refers to an individual’s feeling of well‐being. Security is affected by lighting
at bus stops, bus stop visibility from the street and from nearby land uses, and bus stop
locations with hiding places. Security involves neighborhood residents, bus patrons, and bus
drivers.
These are the functional and performance related concerns in public transportation. Each must
be addressed to achieve the goal of timely, safe and convenient public transportation and to
satisfy the needs of the service area. More importantly, while planning bus stops, each area of
concern is influenced by the bus stop location and design decisions.
The transit system must be integrated into the everyday life of a community to realize its full
potential. Consideration should be given to long term design and system performance, which
can enhance the interaction of transit with communities. Only in this way can transit become
an accepted part of the infrastructure and contribute to creation of a “livable community”.
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The goals of livable communities are:
strengthening the link between transit planning and community planning, including land
use policies and urban design supporting the use of transit, and ultimately providing
physical assets that better meet the community needs;
stimulating increased participation in the decision making process by community
organizations, minority and low‐income residents, small and minority businesses,
persons with disabilities, and the elderly;
increasing access to employment, education facilities, and other community
destinations through high‐quality, community‐ oriented, and technologically innovative
transit services and facilities;
leveraging resources available through other central, state and local programs.
Transit is an integral part of livable communities. Specifically, the efficient placement of bus
stops near major destinations and within easy access provides a viable transportation
alternative to the automobile by making the entire trip shorter and more pleasant.
The key players in bus stop location and design are as follows:
Transit agency – The transit agency is usually the primary provider of transit service. In
Bangalore, Bangalore Metropolitan Transport Corporation (BMTC) provides major transit
service. Some of the issues need to be considered by the transit agency when determining
whether a bus stop is needed has to include the following:
- Transit agency policy: Route types (definitions and criteria), guidelines for stop
installation (boarding and alighting, headways, land use), special cases/exceptions
(neighborhood requests, hospitals)
- Equity: Equity in level of service among different segments of the community, public
relations (perceptions, media attention, community leaders), transit dependent
areas (demographics, socioeconomics, unique needs)
- Accessibility: Access to stop (sidewalks, curb, pedestrian crossing), access to
amenities (shelter dimensions, width of walkways), walking distance, boarding and
alighting, dwell time, travel time, transfer potential.
- Trip Generation/ Land use: Number of trips, trip capacity, land use types, etc.
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City government – The authority with jurisdiction over the streets and the sidewalks in the
transit service area. BBMP, the city corporation of Bangalore has the jurisdiction over bus stops
and its revenue generation by advertisements.
Developers – Developers provide new construction and growth in the transit service area.
Development may be either residential or commercial. Though both are concerned with access,
the specific nature of those concerns may vary between residential and commercial
development.
Employers – Employees and retail customers are potential transit riders. Employers benefit
when their employees and customers can travel to work easily and efficiently.
Neighborhood groups – Neighborhood residents are potential consumers of transit service,
and potential supporters of transit, whether they use this service or not.
Key destinations – These are the trip generators (central business districts, schools,
shopping areas, public buildings, medical facilities, etc.) for those who work at these locations,
and for those who use the services provided at these locations.
While the individual priorities of these players may vary, the players have the same interest in
the potential benefit of timely, safe, and convenient transit services. They are stake holders in
bus stop location and design. Although specific methods must vary to suit each particular
situation, the challenge is to use their common interest to productively involve relevant players
such that it results in efficient transit service.
Bus stop environment From schematic diagram below (Figure 3), it is clear that bus stop system consists of numerous
factors which play a vital role in bus stop location and design. Additionally, it important to
emphasize the need for
Bus drivers and conductors need to be trained on how to approach and leave a bus
stop. Drivers must be trained for service than for competing with other buses for
monetary gains or perks. Showing appropriate hand and blinking signals while
approaching a bus stop and also at the time of leaving, would ensure the safe
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mobility of buses at bus stops. It will also add to the credibility of the BMTC as a
safe service.
Bus needs to have low flooring entrance as to accommodate elderly, disabled,
children, people with luggage, etc. Bus should have a clear display system of route
number and availability of seats inside the bus. This can be developed through
research connecting the ticketing machine of the bus to online display unit.
Vehicles apart from bus should not be parked or moved between bus and bus stops.
Each bus stop should be convenient to passengers in terms of accessibility and
services provided there in.
Bus stops should have gradient connectivity to bus stops, which should be kept in
mind about blind and elderly people. There should be separate indicators for blind
people to recognize a bus stop.
Bus stops should be secure. Safety to passengers during night ours and remote
localities is a must. Well lit bus stop ensures safety to certain extent, hiring a
security personal is also advised for remote localities.
Bus stops should possess flags and posts to indicate for both passengers as well as
bus drivers.
Bus stops should also be marked on the carriage way to indicate the turning, entry
and exit of the buses
An all season shelter should be provided in each bus stop. Seasonal rains and hot
summers are well marked in Bangalore. Shelters should be able to withstand these
conditions. Bus stops should be covered from only two sides fully and on the third
side it can be partially covered or covered fully with transparent covering. This side
should be the approaching side of the bus, such that people will not stand on the
carriage way to look at the approaching bus.
Each bus stop should possess a waste bin, letter box, public telephone and
passenger information system.
Bus stops should also provide proper seating facility, not necessarily sophisticated
but a decent seating keeping in mind all age group and physical disability.
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Drainage
Bus stop environment
Convenience for passengers
Connectivity with footways
Security: Proper lighting, non-
secluding places
Approach and exit paths for buses
Space for straightening
Posting and number of berths
Adequacy of platform
Types and height of kerbs
Ticket machines
Pedestrian footway Information: Maps, List, timing etc
Position of utilities access covers and
street furniture
Bus passenger shelter and seating
Surface markings of bus and passenger
Bus stop post and flag
There should be a display system for map, emergency service numbers and contact
numbers of service providers.
The height between kerb and approaching vehicle should be minimal, keeping in
mind the elderly and physically disabled people.
Each bus stop should be maintained, this can be done by effectively using the
revenue from advertisement on the sides of the bus stops.
Figure 3: Features of bus stop environment (Source: TFL, 2006)
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Street‐Side Factors
Street‐side factors includes those factors associated with the roadway that influence bus
operations like bus stop zone, roadway and intersection design, vehicular characteristics, bus
bays etc.
Curb‐Side Factors
Curb‐side factors include those factors and issues that can affect the comfort, safety and
convenience of bus patrons like shelters design and placements, amenities etc.
Bus stop locations
In selecting a site for placement of a bus stop, the need for future passenger amenities is an
important consideration. If possible, the bus stop should be located in an area where typical
improvements, such as a bench or a passenger shelter, can be accommodated in the public
right‐of‐way. The final decision on bus stop location is dependent on several safety and
operating elements that require on‐site evaluation. Bus stops must be minimally 15m away or
ahead from junctions. Bus stops must be located to allow passengers to board and alight safely
and conveniently. Ideally, they should also be situated near places of particular need, such as
local shops, libraries, clubs, health facilities and sheltered housing. Stop locations should be
determined by transit service provider in consultation with highway authorities and local traffic
police. Residents, local businesses and the bus user groups may also need to be consulted by
highway authority. Opposite bus stops should not juxtapose each other as it would create a
bottleneck in traffic when two buses halt simultaneously in their respective stops. Effective
distance of over 30m should be maintained for opposite bus stops.
Consideration should be given to the routes taken by passengers to and from the bus stop.
Locating stops near pedestrian crossings facilities, and in particular at junctions, is convenient
and helps passengers complete the rest of their journey safely. There is little point in making a
bus stop accessible to wheelchairs without also considering the accessibility of routes to and
from the bus stop. It may also be necessary to provide additional dropped kerb crossings
and/or c
Schemat
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rossing faci
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16
ments.
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Operating:
Adequate curb space for the number of buses expected at the stop one time
Impact of bus stop on adjacent properties
On street automobile parking
Directions and width of intersection streets
Bus routing pattern
Width of sidewalks
Volume and turning movements of other traffic
Stop spacing:
An ideal spacing for bus stops is approximately 400 m, although a closer spacing in town
centers and residential areas may be necessary to meet passenger requirements. General
spacing given in different environments in USA is given in Table 2. Although urban space is
extremely lobbied and priced heavily in Bangalore, at least an ideal spacing of 400 m can be
considered. Consideration should be given to improving spacing, and reviewing locations,
particularly where interchange is an issue. Bus journey times are affected by the number of
stops on a route and therefore a careful balance must be achieved. If it is proposed to relocate
or remove a stop, an assessment of resulting benefits/impacts should be undertaken alongside
consultation with stakeholders.
It is recommended that where locations are served by more than 25 buses per hour bus stops
should be split. This enables buses on a different route to serve separate stops thus reducing
bus‐on‐bus delay and traffic congestion
Table 2: Values representing composite of prevailing practices in USA. Distance in meters.
Environment Spacing Range Typical spacing
Central core areas of CBDs 100 – 350 200
Urban areas 160 – 400 250
Suburban areas 200 – 850 350
Rural areas 225 – 880 425
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Bus Stop Signs:
The information which needs to be conveyed by bus signage falls into two groups:
1. That required for driver recognition; and
2. That required for passenger information
The following may be included in the sign:
Operator logo and route branding, bus stop reference number;
The words “ Bus Stop” and/or a “Bus” picture
Location name;
Fare stage,
Information on time restriction relevant to stop;
Call center number and website address
Bus Stop Poles:
Basic bus stop poles consists of a simple vertical pole with a flag sign attached to it. Bus stop
poles should be positioned so that they cause the least possible obstruction to boarding or
alighting passengers and passing pedestrians. Location of pole should be at back of the footway
and flag pointing towards the road. No part of pole or flag should be closer than 450 mm from
the face of kerb line.
To help passengers, especially the visually impaired, to distinguish bus stops from other street
furniture, bus stop poles may be of distinctive design or contrasting color with the background.
If bus stops signs are attached to other poles or structures, color banding will help identify
them.
Display Panels:
The information displayed should readily visible at all times and opportunities for using existing
street lighting should be maximized. The following information should be considered
Service number
Destination
Points served
Timetable
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Route details
Fare information
Awareness for promoting public transit
Maps or diagram for routes or local stopping arrangements
Availability
Electronic Passenger Information Systems:
Electronic passenger information systems will display the times; destinations and service
numbers of successive buses as they are due to arrive at stop. These may be based on
scheduled times triggered by a pre‐determined database of bus service timetables, or real time
which are activated by prior detection of the actual buses approaching the stop, predicting the
arrival/departure times and automatically responding to delays or irregularities. Visual display
of this type must be clear under all lighting conditions and easily understood. Smart cards with
automated card readers installed in bus would bring down ticket collection time as well as it
minimizes paper utility and enhances hassle free travel.
Shelters:
Shelters should be designed and sited to provide maximum weather protection, bearing in
mind the prevailing winds and the needs for protection against splashes from passing vehicles.
Waiting passengers must have a clear view of approaching buses and be themselves clearly
visible to drivers and passer‐by.
Shelters should provide minimum obstruction to the pavement, and a recommended width of
1.8 m should be allowed for passing pedestrians. There should be at least 0.5 m clearance
between any part of the shelter and the kerb edge. The shelter should have no projecting
sections or sharp corners that would create a hazard to pedestrians. Although designs should
not visually clash with their surroundings, there should be sufficient use of bright colour
contrast to identify the shelter to those with visual impairment.
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Shelters should be constructed from vandal resistance materials that are easy to clean and
need minimum maintenance. Materials and designs used should be of standard size, shape and
type to allow easier maintenance. Combining bus shelters with commercial advertisements or
public telephones will reduce costs, minimize footway obstruction, and facilitate lighting the
shelter at night, thereby reducing passenger fear of assault. Any shelter without lights should
be sited in open, well‐lit areas. In addition, all new enclosed shelter designs should have
entrance and exit choices which avoid entrapment.
At important locations or interchange points, the opportunity should be considered to install
Super shelters. These have more comprehensive information displays, larger sheltered areas
and other passenger facilities such as public telephones, electronic information, ticketing
machines. Another type of shelter, which would be useful for conservation of electricity, is the
solar‐powered shelters. These can provide lighting for display panels and timetable.
Seats in Shelters:
Seats must be provided in all shelters. Many passengers such as the elderly or those with
mobility impairments may be able to walk to or from their nearest bus stops, but find it
impossible or very painful to standing.
Typically seats should be provided as a bench or horizontal rail to provide waiting passengers
with something to sit on. Benches and seats should be in bright, warm materials with a non‐slip
surface, which is strong, easy to clean and quick to dry. Slatted wood or plastic coated metal
will serve this purpose.
Other Amenities:
In all shelters, and for obvious reasons, consideration should be given to the provision of
litterbins and regular cleaning and maintenance are essential. In places, if possible, facility for
pedal cycle stands may be provided, to encourage bicycle usage.
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Bus bay design
A bus bay is a specially constructed area separated from the travel lanes and off normal section
of a roadway that provides for the pickup and discharge of passengers. Such designs allow
through traffic to flow freely without the obstruction of stopped buses.
Bus bays should be considered at a location when the following factors are present:
Traffic in curb lane exceeds 250 vehicles per hour during peak hour
Traffic speed is greater than 40 mph
Bus volumes are 10 or more per peak hour on roadway
Passenger volume exceeds 20 to 40 boarding an hour
Average peak – period dwell time exceeds 30 seconds per bus
Potential for auto/bus conflicts warrants separation of transit and passenger vehicles
History of repeated traffic and/or pedestrian accidents at stop location
Right‐of‐way width is adequate to construct the bay without adversely affecting
sidewalk pedestrian movement
Sight distances prevent traffic from stopping safely behind a stopped bus
Improvements, such as widening, are planned for a major highway.
Kerbing
Convenience of access to buses requires that the bus draws up close to and parallel with edge
of the footway so that passengers can step easily across between the kerb and the bus
platform. For many passengers serious difficulty arises if they are obliged to enter or leave the
bus from carriage way.
The current trend in bus design is the low floor type, in which steps or ramping with vehicle is
virtually eliminated. Consequently benefitting passengers with mobility impairment. Such
designs also facilitate movement of a wheelchair within the vehicle. However, the problem of
access to the entrance step itself remains, and the arrival of the low floor bus requires
increased awareness of the importance of achieving consistent high quality access between
footways and bus entrance step.
22
To facilitate the bus making a parallel approach to the kerb the recommended minimum length
of easy access kerbing is:
4m at lightly used or alighting bus stops;
8m at single bus stops where only one bus is scheduled to arrive at any one time and a
standard shelter is provided
16m at a double bus stop
28m at a double bus stop used by standard (12m) and articulated buses.
The surface design and texture of these easy access kerbs gives both visual and tactile warning
of footway edge providing increased pedestrian safety whilst the curved, smooth kerb face
means that tyre wear is significantly reduced. In addition, it is claimed that their introduction
can reduce dwell time as there is a compatible height between bus and footway thereby
enabling people with buggies, wheelchairs and other mobility difficulties to alight and board
quicker and more safely.
Footways and Hard standings
Footways should be hard surfaced, well drained and lit. The area of verge/footway adjacent to
the bus stops should be kept clear of street furniture and other obstructions and a good quality
kerb and paving surface maintained.
In general, the recommendations for footway width in the vicinity of a bus stop are 3m, to
allow for queuing and alighting passengers as well as pedestrian. Reduction of this dimension to
1.8m is acceptable where pedestrian movement is low. Consideration must be given to the
needs of wheelchair users accessing the bus stop and space requirements for maneuvering on
and off any boarding ramp that may be fitted to the bus.
Bus Boarders
In urban traffic movement there may be pressure on the kerbside space due to parking and
loading, bus drivers often encounter great difficulty approaching the kerbside at stops. Often
buses are obliged to stop in the running lane forcing passengers to step down to carriageway
23
level, while intending passengers have to negotiate their way between parked vehicles to board
the bus, and to step up from carriageway level.
Where such circumstances exist, a built out footway called a bus boarder may improve the
situation. These can be used to provide a kerb height boarding/alighting area for bus
passengers with minimal reduction in kerbside parking.
Carriageway Markings
The standard ‘Bus stop’ carriageway marking comprises of rectangular box parallel to the
kerbside and contains the words “BUS STOP”. This marking should be supported with 24 hours
parking ban.
Consideration should be given to applying a contrasting surface colour within bus stop areas
where the level of parking infringement proved a problem in bus stopping zone. The most
suitable and readily available colour should be used. Durability, colourfastness and skid
resistance of selected materials must be ensured.
Bus stops and traffic signals
Where bus stops are located on the approach to traffic signaled junctions, they should not be
positioned between a bus priority detector and the stop line. This is to avoid the signal giving
priority to the bus while it is setting down/picking up passengers. Bus priority detectors are
typically placed approximately 80 m (or 10‐15 seconds bus journey time) in advance of stop
line. Passengers prefer the bus stop to be as close to the junction as possible. Ideally, bus stops
should be located on the exit side of junctions, where the effect on saturation flow is generally
less than stops sited in advance of signals.
Standard dimensions for bus stop layout
Bus stop walking distances
Maximum distance to stop 400 m*
Average walking distance from majority of dwellings 200 m*
Maximum distance for elderly and mobility impaired 100 m*
24
*= With gradients‐ reduce distances by 10m for every 1m rise or fall
Bus stop spacing
General spacing between stops 250‐300m
Bus stop separation
Minimum separation between opposite stops 36 m
Bus stop signs
Minimum height to bottom of sign 2.5m
Minimum sign width 450 mm
Minimum sign height 620 mm
Maximum sign height 780 mm
Minimum area of sign 0.3 m2
Display panels:
Distance above ground level between 0.9 and 1.8 m
Maximum height above ground level 1.9 m
Shelters:
Minimum width of footway past shelter 1.8 m
Minimum clearance between shelter and kerb 0.5 m
Depth of tonally contrasting band (in glass shelters) 140‐160 mm
Height of contrasting band above ground level 1.5 m
Minimum dimensions for cantilever style shelter 1.5 x 4 m
Minimum dimensions for enclosed shelter 2 x 4 m
Height of perch rail above ground level 700 mm
Height of seats above ground level 450 mm
Height of arm rests above seat level 200 mm
Footways and Hard standings:
Standard kerb height 125 mm
Easy access kerb height 160 mm
Length of easy access kerbing at lightly used stops 4 m
Length of easy access kerbing at standard single stop 8 m
25
Length of easy access kerbing at double stops 16 m
Length of easy access kerbing at double stops used
by articulated bus 28 m
Bus Boarders:
Minimum length of boarder 3‐5 m
Minimum length of boarder where footway width
is limited 10 m
Desirable length of boarder where footway width
is limited 12 m
Width of full width boarder 2 m
Width of half width boarder 1 m
Height of reflectorized bollards 1 m
Bus bays:
Entry taper 1 in 5
Exit taper 1 in 4
Overall length of standard bus bay 53 m
Length of entry taper to standard bus 20 m
Length of exit taper from standard bus 15 m
Bus stop markings:
Width 3 m
Minimum length 19 m
The objective of this review is to highlight the guidelines for use in designing and locating bus
stops of some well‐planned cities in United Kingdom (UK) and United States of America (USA).
Once guidelines are developed, it can assist transit agencies, local government and other public
bodies in locating and designing a bus stop that considers bus patron’s convenience, safety, and
access to sites, as well as safe transit operations and traffic flow. The guidelines include a
compilation of information necessary for locating and designing bus stops, as well as checklists
of factors that must be taken into consideration. The guidelines list the advantages and
disadvantages of various bus stops treatments.
26
Figure 7. Flag and stop dimension
These guidelines also provide an approach to integrating transit and development. By
assembling the information into a single document, public agencies and developers can more
easily incorporate transit needs into the design and operations of streets and highways, as well
as in land development. Finally, these guidelines
should help transit, state, and local agencies in
selecting bus stop amenities.
1. Bus stop pole and flag (source: Translink for
London ): The pole should be 3.0‐3.3 m, with
flag of .8x.5 m on the top. With a clear color
code to mark the stop for
BMTC/KSRTC/Private buses (Figure 7). It
should also mention the stop and route/bus
numbers that are likely to stop in that bus
stop. Such poles and flags should ensure that
no other vehicle can stop there and only BMTC
vehicles would stop.
2. Time table display case: Panels well lit for day
as well as night time can be between 0.9 and
1.8 m from ground level, with a dimension of 60x100cm.
3. Standard Bus bays: Bus bays that be marked in relatively large areas, should have a
minimum of 53m long and 3 m wide. With proper tapering for both entry and exit
(Figure 7).
4. Standard Bus stop designs: Bus stops should be at least 19m long and 3 wide. It should
be well lit, with shelter for all seasons, seating arrangements, display board, stop name
and facility for at least a dust bin, letter box and telephone booth.
A typical bus stop is depicted in Figure 8 from Bangalore. Bus stopping away from the stop;
passenger on the carriage way; truck, auto and motorbike in the designated way for bus; highly
raised platform of bus stop and finally non‐maintenance of the bus stop. All these aspects made
us to work on status of bus stops in Bangalore.
27
Figure 8: Pathetic story Bangalore bus stops – 1. Informal activities along sides of footway, 2. vehicles between bus and bus stop, 3. passenger in carriageway, 4. Kerb height and 5. a step
in bus stop ‐ unique design which hinders bus operation.
1 2
3
5
4
28
Methods A survey sheet is prepared (Appendix 1) and used for survey. At each bus stop, GPS reading
(Latitude, Longitude and Altitude) were marked along with stop name, existing structure and
details were entered into the survey sheet. In this survey, we have not interviewed the users, as
the objective of the study was to understand the status of bus stands. Photographs of each of
the bus stop are taken. Distance between bus stops and measurements of bus stops are also
recorded. We overlaid bus stops on to LandSat ETM+ data of 2009 to understand the broad
land‐use classification of each of the routes at 500m and 1000m circular buffers.
Results
Bus Stops in Bangalore
According to BBMP, there are 914 bus stops http://bbmp.gov.in/web/guest/advertisement
having potential to generate advertisement tax. However, the Bangalore Mobility Indicator
(BMI) 2008 (DULT and Wilbur Smith, 2008) report shows 1094 bus stops and few personal
websites guesstimated it over 2000 (http://narasimhadatta.info/cgi‐
bin/comments.cgi?pageno=1). Using BMI, 2008 we georeferenced bus stops (1904) in
Bangalore for the year 2008. This is used to arrive at spatial cover of bus stops. For 1094 bus
stops, with a 500m buffer around each of them, it would cover 374.7sq.km area of BBMP. This
is about 50.5% of total geographical area of Bangalore. This also covers about 175.22sq.km of
built up area in BBMP (Figure 9).
29
Figure 9. 1094 bus stops covering various land uses in Bangalore in 2008.
Water body
Built up
Vegetation
Open Agri
Open Land
30
We have carried out surveys in 216 bus stops. Figure 10 illustrates the bus stops marked
surveyed during the study. Appendix I provides detail on survey carried out.
Figure 10. Bus stops surveyed during the study. Origin bus stop for all the routes was Kempegowda Bus Stand (KBS)
Vidyaranyapura
Madavara
Whitefield
Bannerghatta
KBS
31
46
20
26
21
37
23
12 1315
37
3 2
0
5
10
15
20
25
30
35
40
100 200 300 400 500 600 700 800 900 1000 2000 3000 4000
Frequency
Distance (m)
Total distance covered for the study in all directions was 158.171 km. Kempegowda Bus Stand
(KBS) to Whitefield was the longest route (total distance 51.4km, to and fro are 24.9km and
26.5km respectively), while KBS to Vidyaranyapura was the shortest (total distance 28.7km, to
and fro are 13.1 and 15.6km respectively). A bus travels on an average 39.54 km per trip or
19.77 km in on direction.
Number of bus stops was highest for the route between KBS and Bannerghatta with 62 stops,
while KBS to Whitefield had 56, KBS to Madavara had 55 and KBS to Vidyaranyapura had 54 bus
stops. On an average each route had 56.75±3.6 bus stops. Though there are varied distances
between bus stops, the average distance between bus stops in thus study was found to be
732.26m. The least distance between two stops was 61m, while the maximum distance was
about 3.5km.
Figure 11 illustrates frequency plot of the distance between two subsequent bus stops in the
study routes. There are 37 bus stops with 500‐600m distance and equal number between 1000‐
2000m distances from subsequent bus stop. Bus stop needs to be between 400‐500m
distances, which are only 21 among 227 bus stops. It is also interesting note that nearly 10 bus
stops are within a distance of 100‐200m.
Figure 11. Frequency plot of distance between bus stops.
32
Bus Stop Status
1. Route – KBS to Madavara: This route has total 55 bus stops with 27 stops from KBS to
Madavara and 28 from Madavara to KBS (Figure 12). Images of few stops are given in
Figure 13 and 14. 33 bus stops had no foot paths, while 24 had no shelter and 26 had no
seating facility. Name boards were absent in 28 bus stops. 8 bus stops were juxtaposed
with one another. Only two bus stops had map while three had list of buses coming to
that bus stop. Table 3 details to and fro bus stop details. One litter bin, 3 empty map
holdings, 8 bus stop flags and 5 other flags were seen in 55 bus stops.
Figure 12. KBS to Madavara route with bus stops
Table 3. Presence (Yes) and Absence (No) of certain features in the Bus Stops
Madavara Foot Path Shelter Seating Railing Name Board
Yes No Yes No Yes No Yes No Yes No
To 11 16 18 9 17 10 16 11 16 11
Fro 11 17 13 15 12 16 11 17 11 17
Total 22 33 31 24 29 26 27 28 27 28
Madavara Stops Opposite Bus stop Map List
BS AS Yes No Yes No Yes No
To 3 7 2 25 1 26 2 25
Fro 1 5 6 22 1 27 1 27
Total 4 12 8 47 2 53 3 52
33
Figure 13. Bus stop at Malleshwaram 18th Cross
Figure 14. Bus stop at Yeshwanthpura APMC.
34
2. Route – KBS to Vidyaranyapura: This route has total 54 bus stops with 25 stops from
KBS to Vidyaranyapura and 29 from Vidyaranyapura to KBS (Figure 15). 13 out of 54 bus
stops do have foot paths. It has been observed that 41 bus stops have shelters, while 40
have seating arrangements. Name boards were absent in 22 bus stops. 32 bus stops
were juxtaposed with one another. Map and list of buses were available in 3 and 7 bus
stops respectively. Table 4 details to and fro bus stop details. Two bus stops with post
box were unique for this route. 9 litter bins, 11 bus stop flag post and 2 empty map
holdings were recorded for this route.
Figure 15. KBS to Vidyaranyapura route with bus stops
Table 4. Presence (Yes) and Absence (No) of certain features in the Bus Stops
Vidyaranyapura Foot Path
Shelter Seating Railing Name Board
Yes No Yes No Yes No Yes No Yes No
To 19 6 19 6 19 6 12 13 15 10
Fro 22 7 22 7 21 8 14 15 17 12
Total 41 13 41 13 40 14 26 28 32 22
Vidyaranyapura Stops Opposite Bus stop Map List
BS AS Yes No Yes No Yes No
To 1 7 15 10 1 24 4 21
Fro 4 6 17 12 2 27 3 26
Total 5 13 32 32 3 51 7 47
35
Figure 16. Bus stop at Chamundeshwari Layout
Figure 17. Bus stop at Kuvempu Circle, New BEL Road.
36
3. Route – KBS to White field: This route has total 56 bus stops with 30 stops from KBS to
White field and 26 from White field to KBS (Figure 18). 50 bus stops have foot paths. 45
bus stops have shelters and 41 with seats. It is interesting to note that only 12 of the 56
bus stops are juxtaposed. But similar to previous routes, only 7 stops have maps and 4
have list. Table 5 provides details of to and fro details of bus stops. Figure 19 and 20
illustrates two bus stops of this route.
Figure 16. KBS to White field route with bus stops
Table 5. Presence (Yes) and Absence (No) of certain features in the Bus Stops
Whitefield Foot Path
Shelter Seating Railing Name Board
Yes No Yes No Yes No Yes No Yes No
To 28 2 25 5 23 7 18 12 22 8
Fro 22 4 20 6 18 8 11 15 16 10
Total 50 6 45 11 41 15 29 14 38 18
Whitefield Stops
Opposite Bus stop
Map List
BS AS Yes No Yes No Yes No
To 1 6 6 22 4 26 3 27
Fro 7 3 6 20 3 23 1 25
Total 8 9 12 44 7 49 4 52
37
Figure 19: Konnena agrahaara bus stop
Figure 20: Varthur road bus stop
38
4. Route – KBS to Bannerghatta: This route has total 62 bus stops with 34 stops from KBS
to Bannerghatta and 28 from Bannerghatta to KBS (Figure 21). 22 out of 54 bus stops do
not have foot paths. It has been observed that 46 bus stops have shelters, while 45 have
seating arrangements. Almost half of the bus stops have no railings or name boards. 24
bus stops were juxtaposed with one another. Map and list of buses were available in 5
and 7 bus stops respectively. Figure 22 and 23 are two bus stops along this route.
Figure 21. KBS to Bannerghatta route with bus stops
Table 6. Presence (Yes) and Absence (No) of certain features in the Bus Stops
Bannerghatta Foot Path
Shelter Seating Railing Name Board
Yes No Yes No Yes No Yes No Yes No
To 24 10 23 11 23 11 19 15 18 16
Fro 16 12 23 5 22 6 14 14 14 14
Total 40 22 46 16 45 17 33 29 32 30
Madavara Stops
Opposite Bus stop
Map List
BS AS Yes No Yes No Yes No
To 0 4 8 26 3 31 8 26
Fro 5 2 16 12 2 26 2 26
Total 5 6 24 38 5 57 10 52
39
Figure 22. Bus stop at JP Nagar Mantri Complex B. Main Road
Figure 23.Bus stop at Kempanayakanahalli
40
0
500
1000
1500
2000
12 3
45
67
8
9
10
11
12
13
14
15
16
17
18
19
20
21
2223
2425
26272829303132
3334
35
36
37
38
39
40
41
42
43
44
45
46
47
48
4950
5152
5354 55
To
Fro
0
500
1000
1500
2000
12 3
45
67
8
9
10
11
12
13
14
15
16
17
18
19
20
21
2223
2425
262728
293031
3233
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
4950
5152
53 54
To
Fro
0
500
1000
1500
2000
2500
3000
3500
12 3 4
56
78
910
11
12
13
14
15
16
17
18
19
20
21
22
2324
2526
2728
29303132
33343536
3738
3940
41
42
43
44
45
46
47
48
49
50
51
52
53
5455
5657
5859
60 61 62
To
Fro
0
500
1000
1500
2000
2500
3000
3500
12 3
45
67
8
9
10
11
12
13
14
15
16
17
18
19
20
21
2223
2425
262728
293031
3233
3435
36
37
38
39
40
41
42
43
44
45
46
47
48
49
5051
5253
5455 56
To
Fro
a
d
b
c
Distance between bus stops
Figure 24 illustrates the distance between each bus stops in to and fro directions. Figure 22a is
of KBS to Madavara and back, 22b is KBS to Vidyranyapura and back, 22c is KBS to white field
and back, 2d is KBS to Bannerghatta and back. One can clearly make out from these radar
graphs that only very few stops are within international standard of 400 meters between two
subsequent bus stops, rest are well beyond 500m, some reaching up to 3.5km.
Figure 24. Radar plot of distance between bus stops.
41
Bus stop dimensions
We studied dimensions of 26 bus stops. The average length, width and height of a bus stop is
7.95m, 2.76m and 2.8m respectively. Though these dimensions are good enough compared to
standard designs, width of bus stops can be brought to 2m. There are spaces available on top,
back and one side of the bus stop for advertisements. Calculations based on average bus stop
dimension gives 7.95m2 on top, 15.5m2 on side (7.73m2 on one side, inner and outer), 15.9m2
on inner back and 5.52m2 on top sides of the bus stop. This will be about 44.87m2 of space,
equivalent to 483 sq.ft. At Rs. 500 per sq.ft, the amount generated per bus stop will be Rs.
2,41,500. This would be Rs.26.42 crore for 1094 bus stops. Importantly, we have not calculated
the duration of the advertisement. According to BBMP advertisement revenue, about Rs. 11.75
crore is obtained from advertisement licenses given to 574 of 915 bus stops
(http://218.248.45.169/download/advertisement/adw.pdf). We would like to suggest that
BBMP must be directed spend these money on maintaining the bus stops. They can also make
provisions for advertisement companies to own the responsibilities in maintaining the same.
BBMP can really work on these lines to enhance the quality and security in each of the bus stop
in Bangalore.
Land‐cover around Bus Stops
500m and 1000m buffer around each bus stop is created and broad landcover using satellite
imagery is classified. Figure 25 illustrates the landcover of Bangalore along with bus stops
studied. Table 7 and 8 gives area in sqkm and percentage covered by each landcover in
respective route and buffer region.
Table 7. Area (sq.km) in each land‐cover in a bus route.
Land‐cover KBS_ WHITEFIELD
KBS_ BANNERGHATTA
KBS_ NELAMANGALA
KBS_ VIDYARANYAPURA
500m 1000m 500m 1000m 500m 1000m 500m 1000m
Water 0.03 0.33 0.01 0.04 0.21 0.28 0.13 0.14
Builtup 7.18 17.24 7.84 17.85 8.67 18.43 5.92 13.68
Vegetation 3.81 10.05 3.15 6.77 1.56 4.01 2.48 5.37
Open_agri 5.48 15.14 3.25 8.88 2.59 7.65 2.91 6.87
Open_land 2.17 6.15 2.27 5.61 1.25 2.87 0.8 1.98
42
Table 8. Area (in percentage) in each land‐cover in a bus route.
Land‐cover KBS_ WHITEFIELD
KBS_ BANNERGHATTA
KBS_ NELAMANGALA
KBS_ VIDYARANYAPURA
500m 1000m 500m 1000m 500m 1000m 500m 1000m
Water 0.16 0.67 0.06 0.10 1.47 0.84 1.06 0.50
Builtup 38.46 35.25 47.46 45.59 60.71 55.45 48.37 48.79
Vegetation 20.41 20.55 19.07 17.29 10.92 12.06 20.26 19.15
Open_agri 29.35 30.95 19.67 22.68 18.14 23.01 23.77 24.50
Open_land 11.62 12.57 13.74 14.33 8.75 8.63 6.54 7.06
The effective buffer of bus stops wills not increase by increase 500m to 1000m in case of built‐
up area; instead they will be reduced by at least 2% to a maximum of 5%. Only exception to this
was KBS to Vidyaranyapura, although the value of change is very small.
Figure 25. Bus stops of present study overlayed on Land‐use map (2009) of Bangalore.
43
Findings based on observations Current bus stop design in Bangalore clearly ignores the difficulty while boarding and
alighting the bus by elderly people, people with mobility impaired, passengers with
luggage, wheelchair users and women with young children.
From the survey it is found that bus stop designs are random. The height difference
between the pavement and bus waiting area (boarding and alighting area) is found out
to be 0 to 60cm. The standard height difference must be 12.5 to 16.0 cm. More the
height difference, higher will be the difficulty for passengers for boarding and alighting
particularly for elders, wheelchair users, mobility impaired passengers and passengers
with luggage.
Bus stops close to junctions have reduced outflow from the junctions (BMI, 2008).
Bus stops with Air conditioned enclosure (Hudson circle) to broken shelter, broken floor
space and vandalized bus stops were observed.
Different flooring design in buses (from low flooring in Volvo to foot boards in Tata
buses) makes it difficult to maintain kerb height and design. In Bangalore, bus that ply
on roads are Volvo and TATA (BMTC operates with special names like Vayu vajra, Vajra,
Pushpak, Suvarna, BIG 10 and Ordinary) and they come with different floor heights.
With such difference in floor heights, it becomes difficult to maintain and design a
uniform kerb height in bus stop design.
Access to most of bus stops was inconsistent like mixture of paved and unpaved
footpath including obstructions like trees, poles, informal activities like vendors, utility
repair works, open drainage, etc. In such circumstances passengers automatically enters
road to reach bus stop.
It was found that most people drop waste like plastic covers, wrappers, and spit, some
even smoke at bus stops etc.
Seating arrangements of current design can accommodate 8‐10 people, which is
sufficient. But most of passengers were observed standing for the poor design of the
bus stops. Bus stops having a wall on the approach side blocks commuter’s vision to see
the approaching bus, hence they stand on the carriage way or in the bus stop itself,
44
despite having seats. Such standing for elderly and mobility impaired people are not
good signs of a good bus stop design.
Most of bus stops lack proper amenities. The amenities include public telephone,
drinking water facility, post box, cycle stands, ticketing machines etc.
Lack of sufficient routing information for passengers. Routing information includes
simple and easily understandable map of bus route, fare details, bus schedule in
Kannada, Hindi and English are preferred. In addition a voice based information system
can be established.
Bus stops are alien to Passenger information system (Real time information) of buses
running, otherwise passengers undoubtedly have to step in carriageway for boarding
and alighting operations.
Two‐wheelers/ auto most time travel in between the bus and bus stops.
Some auto rickshaws occupy very near to bus stop thereby restricting driver’s
maneuverability.
Among 219 bus stops studied, 21 litter bins (of varied sizes and conditions); 2 post
boxes; 17 telephone booth like structures, 14 empty map holders, 33 bus stop flag
holders and 23 other flag holders were observed. This clearly depicts the pathetic
conditions of bus stops.
There is sense of competition between drivers of bus for incentives, which in turn
affects boarding and alighting operation causing accident sometimes as well.
All the bus stops studied were without security personal or an emergency call service.
Nearly 150 of the total studies bus stops lack proper lighting during night hours. This is a
serious issue considering inadequate security in bus stops.
BMTC buses move haphazardly from signal to stops and vice versa. Bus drivers and
conductors need to be trained on how to approach and leave a bus stop.
Each bus stop should be maintained, this can be done exploiting the revenue from
advertisement on the sides of the bus stops.
45
Bus Stop
BBMP BMTC
People
Triangle of quality bus stops
For better quality bus stops or to improve the standards of bus stops, three essential
components have key roles to play by
accepting responsibilities. These
components are 1. people
(commuters/passengers), 2. Transport
Corporation (Bangalore Metro Transport
Corporation, BMTC) and 3. Municipality
(Bruhat Bengaluru Mahanagara Palike,
BBMP). Each of them have equal and
significant role in better bus stop
standards. Engineering, Enforcement and Education are also part of all three components put
together.
People
Commuters/Passengers using bus service have important role in making a bus stop people
friendly and easy to use.
Dos
Follow ‘Queue system’
Elderly/Disabled given higher priority to board
Entry from front door for Ladies/Children and rear door for others
Keeping stops clean (Use dust bins provided)
Report negligent driving to BMTC
Report conditions of stops to BBMP
Don’ts
Getting on to carriage way
Flagging/requesting to stop bus in non‐bus stops
Over crowding
Spitting inside the bus stop
46
Putting steps on seating facility, damaging seats or any other component in the bus stop
BMTC
Dos
Priority is for pedestrians, please respect pedestrians and crossing.
Disciplined driving of BMTC. Drivers/Conductors must be careful while stopping or taking
turns and while driving in small roads.
Clean and tidy buses attract more passengers.
Passenger information system in each bus stop.
Service driven initiative than profit driven.
Smart cards for buses – card swiping facility inside the bus to reduce the burden on
conductor.
Pollution check to all the vehicles, providing pollution free vehicles to people
Drive and initiatives to use more public transport (Bus Days) and better feeder services.
Don’ts
• Rash and speed driving.
• Stopping in non‐bus stops or away from the bus stops.
• Not giving priority to people and light motor vehicles.
BBMP
Dos
• Proper maintenance of bus stops
• Name boards (Kannada, Hindi and English)
• Realign juxtaposed bus stops, bus stops at circles and junctions.
• Design people friendly bus stops with ITS facilities (Eg. Mysore KSRTC)
• Flag post for bus stop and other public transport/NMT (Metro, railway station, NMT,
auto/taxi stand etc)
• Enhance and support the B‐TRAC initiatives
• Extend the facilities to all bus stops (telephone, post box, dust bin, drinking water)
47
• Road marking of bus stop
• Proper lighting facility, security
• Generate maintenance money through advertisements
• Drive and initiatives to use more public transport
Don’ts
• Old design with all sides covered
• Non‐gradient footpath and bus stop
48
References
1. Nakamura, F., Yabe, T., Suzue, S. 2005. A Study on Improvement Of Bus‐bay Design.
Journal of the Eastern Asia Society for Transportation Studies, 6:449–456.
2. Accessible Bus Stop Design Guidance, 2006.
http://www.tfl.gov.uk/assets/downloads/accessibile_bus_stop_design_guidance.pdf
3. Bangalore Mobility Indicator, 2008.
http://www.indiaenvironmentportal.org.in/files/Draft%20Bangalore%20Mobility%20Ind
icators%202008.pdf
4. Bus and Bus Stop Design Related to Perception Of Crime, 2001.
http://www.hsph.harvard.edu/research/anne‐lusk/files/bus‐and‐bus‐stop‐lusk.pdf
5. Bus Stop Design Guide. 2005. http://varlamov.me/img/moscow_busstops/busstop‐
designguide.pdf
6. Bus Stop Design Guidelines prepared for Omnitrans. 2006.
http://www.omnitrans.org/about/reports/pdf/BusStopGuidelines_10‐04‐06.pdf
7. Design Guidelines for Bus Stops in Greater Manchester (GMPTE). 2007.
http://www.tfgm.com/Corporate/Documents/Miscellaneous/07_0650_bus_stop_guidel
ines.pdf
8. Guidelines for the Location and Design of Bus stops. 1996.
http://bussafety.fta.dot.gov/uploads/resource/2999_filename
9. http://bbmp.gov.in/web/guest/advertisement
10. http://en.wikipedia.org/wiki/Bus_stop
11. http://narasimhadatta.info/bmtc_query.html
12. Kamath, S.U. 1990. Gazetteer of Bangalore. Government of Karnataka.
49
Acknowledgements We thank Prof. Sitharam, Chairman, CiSTUP for the support during project work. KVG personally
thank Dr. Sudhira for satellite imagery. Discussion meets with planners of CiSTUP has greatly
helped in shaping this project.
50
APPENDIX I
List of four bus routes studied along with survey on Foot path (FP), Shelter (SH), Seating/Railing (S/R), Name board (NB)‐ K: Kannada, E‐English, Bus Stop (BS) – AS – After stop (AS), C – Circle, BS – Before stop, N‐at the stop; Map or Schedule or List (M/S/L), opposite stop (OS) – NA: Not applicable, O – opposite, B‐before opposite stop, A‐After opposite stop. KBS to Madavara
Latitude Longitude Bus Stop Name FP SH S/R NB BS M/S/l OS
12.978508 77.572576 Kempe Gowda Bus Stand Y Y S KE S NA
12.985650 77.574600 Anand Rao Circle (Police Quarters) Y N N N AS N NA
12.989600 77.572433 Central (Mantri Mall) Y Y SR KE C N NA
12.997617 77.571250 6th Cross Malleshwaram (Sampige Road) Y N N N N N NA
13.003000 77.571317 13th Cross Malleshwaram (Sampige Road) Y Y SR N N N NA
13.004983 77.571200 15th Cross Malleshwaram (Sampige Road) Y Y SR KE N N NA
13.009283 77.571100 18th Cross Malleshwaram (Sampige Road) Y Y SR KE AS N NA
13.009133 77.569183 18th Cross Malleshwaram (Margosa Road) Y Y SR KE BS L NA
13.009317 77.563050 18th Cross Malleshwaram (8th Main Road) Y Y SR KE AS N NA
13.011600 77.561533 BHEL Request Stop Y N N K N N NA
13.017817 77.558033 Yeshwantpur 8th Main Road Y Y SR N BS N O
13.020183 77.552583 Govardhan Theatre Y Y N N N N NA
13.024717 77.548133 Yeshwantpur APMC Stop Y N N N N N NA
13.026617 77.543750 Mysore Electrical Industry (MEI Stop) Y N N N AS N NA
13.028933 77.539333 Junction of Tumkur Road Y Y SR KE AS ML NA
13.030683 77.536317 KLES Dental College Gurguntepalya Y N N N N N NA
13.033800 77.530967 SRS Kalyan Mantap Stop N Y SR KE N N NA
13.034183 77.530400 Peenya 1st Stage N N N N N N NA
13.035283 77.526583 Peenya 1st Stage N Y SR KE AS N NA
13.039617 77.518517 Jalahalli Cross (Towards Nelamangala) N N N N AS N NA
13.043000 77.512450 Dasarahalli N N N N N N NA
13.044267 77.509433 8th Mile Tumkur Road N Y SR KE BS N NA
13.047000 77.501800 Deepak Stop N Y SR KE N N NA
13.051917 77.487767 Chikka Bidarakallu N Y SR KE N N NA
13.053450 77.483533 Jindal N Y SR KE N N NA
13.055150 77.478867 Anchepalya N Y SR KE N N NA
13.056700 77.473283 Madavara N Y SR KE N N O
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13.056700 77.474750 Madavara N Y SR KE N N B
13.055167 77.480067 Anchepalya N N N N N N B
13.054000 77.483333 Jindal N Y SR KE N N NA
13.052183 77.488383 Chikka Bidarakallu N Y SR KE N N NA
13.050733 77.492367 Morrisson Factory N N N N N N NA
13.049133 77.496867 Widia Factory N N N N N N NA
13.047383 77.501600 Deepak Stop N N N N N N O
13.045400 77.507533 8th Mile Tumkur Road N N N N AS N A
13.043050 77.513117 Dasarahalli N N N N N N B
13.040050 77.518667 Jalahalli Cross N N N N AS N O
13.036267 77.525267 Peenya 1st Stage N N N N N N NA
13.032467 77.534000 SRS Kalyanamantap Stop N N N N N N NA
13.031900 77.535150 CMTI Stop N N N N N N NA
13.031317 77.535917 KLE Dental College N N N N N N O
13.029950 77.538533 Gorgunte Palya N N N N N N O
13.028933 77.540150 Gorgunte Palya N N N N AS N O
13.026533 77.544550 Mysore Electrical Industry (MEI Stop) N Y SR KE N N NA
13.018667 77.553517 Yeshwantpur TTMC Y Y SR KE N MSL NA
13.017133 77.558550 Yeshwantpur 8th Main Road Y Y SR N AS N O
13.008800 77.565200 Mysore Lamps Y Y SR KE N N NA
13.008550 77.568733 18th Cross Malleshwaram (Margosa Road) Y Y SR N BS N NA
13.005850 77.569100 15th Cross Malleshwaram (Margosa Road) Y N N N N N NA
13.004800 77.568817 13th Cross Malleshwaram (Margosa Road) Y Y SR KE N N NA
12.999483 77.569383 9th Cross Malleshwaram (Margosa Road) Y N N N AS N NA
12.997300 77.569567 5th Cross Malleshwaram (Margosa Road) Y Y SR KE C N NA
12.992033 77.575163 Link Road (Balgangadharanath Swamy Link Rd) Y Y N KE N N NA
12.989685 77.572411 Central (Mantri Mall) Y Y SR KE C N NA
12.978508 77.572576 Kempe Gowda Bus Stand y y S KE S
Dust bins 1
Post box 0
Booths 3
Map holder 3
Flagposts Bus stop 8
Other Flagpost 5
52
KBS to Vidyaranyapura
Latitude Longitude Bus Stop Name FP SH S/R NB BS M/L/S OS
13.08399 77.56043 Vidyaranyapura Bus Terminus n y S N C N NA
13.08148 77.55977 Temple Arch y n N N C N NA
13.07968 77.55927 Eechalamara y y SR KE NA M/L O
13.076224 77.55828 Vidyaranyapura Post office y y SR KE BC n O
13.072175 77.55641 Canara Bank n y S N BC n O
13.070018 77.55535 Society y y SR N BC n O
13.068489 77.560083 Nanjappa Circle n y S K BSC n O
13.064887 77.559723 Chamundeshwari Badavane n y S K NA n O
13.060073 77.558886 Doddabommasandra n n N N BC n O
13.058412 77.559187 Doddabommasandra Arch y y S KE AC n O
13.0554968 77.557819 Nagaland Circle y y SR N AC n O
13.050572 77.557414 BEL Hospital y y S KE NA n NA
13.045915 77.556508 BEL Circle y 3y SR N AC S O
13.043227 77.561443 Kuvempu Circle y n N N AS n O
13.036394 77.566559 Dollars Colony y 3y SR KE AC n O
13.033749 77.568866 ITI layout y n N N AS n O
13.027016 77.571877 MSRamaiah Hospital y y SR KE AS n O
13.015353 77.572682 Sadashivnagar Police Station y n N N BS N O
13.014168 77.567098 IISc Bus Stop n n N N BC n O
13.014388 77.565086 Tata Institute y y SR KE NA n n
13.017793 77.559202 Yeshwantpura Police Station y y SR N AS n O
13.01775 77.55818 Mysore Lamps y y SR KE AC n n
13.008621 77.568847 Malleshwaram 18th Cross y y SR KE BS n n
13.003499 77.569329 Malleshwaram 13th Cross y y SR AS n N
12.999896 77.569431 Malleshwaram 9th Cross y n N N AC n N
12.997315 77.569529 Malleshwaram 5th Cross y y SR KE BC n N
12.994395 77.57386 Malleshwaram 1st Cross (Gangadharnatha Swamy Road) y y N KE AC n N
12.989685 77.572411 Central n y SR KE BC n N
12.978508 77.572576 Kempe Gowda Bus Stand y y S KE S
53
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12.978508 77.572576 Kempe Gowda Bus Stand y y S KE S
12.981303 77.574625 Anand Rao Circle y n N N AS n n
12.989685 77.572411 Central n y SR KE BC n n
12.997658 77.571367 Malleshwaram 6th Cross y n N K/N AC n n
13.001935 77.571272 Malleshwaram 11th Cross y y SR K AC n n
13.005254 77.571193 Malleshwaram 15th Cross y y SR KE BC n n
13.008774 77.571085 Malleshwaram 18th Cross y y SR KE BC,AS n n
13.015353 77.572682 Sadashivnagar Police Station y y SR KE AS M/L O
13.027016 77.571877 MSRamaiah Hospital y y SR KE AS n O
13.033749 77.568866 ITI layout y n N N AS n O
13.036394 77.566559 Dollars Colony y 3y SR KE AS; AC n O
13.043227 77.561443 Kuvempu Circle y n N N AS; AC n O
13.045339 77.556748 BEL Circle y 3y SR N BS; AC S O
13.050572 77.557414 BEL Hospital y y S KE NA n na
13.0554968 77.557819 Nagaland Circle y y SR N AC n O
13.058412 77.559187 Doddabommasandra Arch y y S KE AC n O
13.060073 77.558886 Doddabommasandra n n N N BC n O
13.064887 77.559723 Chamundeshwari Badavane n y S K NA n O
13.068489 77.560083 Nanjappa Circle n y S K BSC n O
13.070018 77.55535 Society y y SR N BC n O
13.072175 77.55641 Canara Bank n y S N BC n O
13.076224 77.55828 Vidyaranyapura Post office y y SR KE BC n O
13.07968 77.55927 Eechalamara y y SR KE NA M/L O
13.08148 77.55977 Temple Arch y n N N C N NA
13.08399 77.56043 Vidyaranyapura Bus Terminus n y S N C N NA
Dust bins 9
Post box 2
Booths 7
Map holder 2
Flagposts Bus stop 11
Other Flagpost 8
54
KBS to Whitefield
Latitude Longitude Bus Stop Name FP SH S/R NB BS M/L/S BO
12.978508 77.572576 Kempe Gowda Bus Stand y y S KE at List NA
12.97715 77.585850 SJP College y y SR KE ST List N
12.96965 77.58714 Nrupatunga Road y y SR KE ST Map/List NO
12.96851 77.58961 Hudson Road y y SR KE AS NO NO
12.97379 77.59559 Kasturba Road y y N KE AS NO YES
12.97 77.60004 MG Road y y SR KE AS NO NO
12.97425 77.61245 MG Road, Prestige Meridin y y SR KE ST NO NO
12.97073 77.61974 Trinity Circle y y SR KE AS NO NO
12.964 77.62598 Command Hospital y y SR E ST NO NO
12.96113 77.63809 Domlur Water Tank y y SR KE ST NO NO
12.96038 77.64374 Domlur Flyover Y N N N C NO NO
12.96006 77.64714 Kodihalli Y Y SR KE ST NO NO
12.95986 77.64767 Leela Palace Y Y SR E ST NO NO
12.9595 77.65079 NAL Y Y SR KE ST NO NO
12.9592 77.65809 Konena Agrahara Y Y SR KE ST NO NO
12.9593 77.66039 Konena Agrahara y y SR KE ST NO NO
12.95864 77.66527 HAL Main Gate Y y SR KE ST NO Yes
12.95477 77.68358 Varthur Road Y Y R KE ST NO NO
12.95637 77.69508 No Name Y Y SR N ST NO NO
12.95704 77.70052 No Name N N N N BS NO YES
12.95648 77.70891 No Name Y Y SR N ST NO YES
12.95592 77.71515 No Name Y N N N AS NO NO
12.95588 77.72162 Thubarahalli Y Y S KE ST Map No
12.95621 77.73171 Siddhapura Y Y S KE ST Map No
12.95702 77.7403 Ramagondanhalli Y Y S KE ST Map No
12.95758 77.74576 Varthur Kodi Y Y S KE ST NO NO
12.97069 77.75003 No Name Y Y S N ST NO YES
12.97383 77.75039 No Name Y N N N ST NO Yes
12.98431 77.75261 Hope Farm Y Y SR KE AS N NO
12.99462 77.75793 Last bus stop (White field) n n N ST
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12.99462 77.75793 Last bus stop (White field) n n ST
12.98262 77.75215 Hope Farm Y Y SR KE AS NO NO
12.97383 77.75039 No Name Y N N N ST NO Yes
12.97069 77.75003 No Name Y Y S N ST NO Yes
12.95605 77.73071 Siddhapura Y Y s KE ST Map No
12.9558 77.72054 Thubarahalli Y Y S KE ST Map NO
12.95605 77.71376 No Name Y Y N N BS NO NO
12.95648 77.70891 No Name Y N N N NO Yes
12.95704 77.70052 No Name N N N N BS No Yes
12.9569 77.69788 Opp. Aksh vihar N N N N ST NO
12.95446 77.68248 No Name Y Y S N ST NO NO
12.95864 77.66527 HAL Main Gate Y Y SR KE ST NO Yes
12.9592 77.65975 Konena agrahara Y Y SR KE ST NO NO
12.95928 77.65607 Murgesh Palya Y Y N KE ST NO NO
12.96001 77.64775 Kodihalli Y Y SR E ST NO NO
12.95995 77.64694 Leela Palace Y Y SR KE ST NO no
12.96079 77.64157 Domlur flyover down n n n n st no no
12.96136 77.63615 Domlur y y sr E BS NO NO
12.964 77.62598 Command Hospital Y Y SR E ST NO NO
12.97379 77.59559 Kasturba Road Y Y SR KE BS NO Yes
12.96674 77.60948 Richmond road Y Y SR KE AS/BS NO NO
12.967572 77.6028 Richmond road Y Y S KE ST NO NO
12.96802 77.59118 Pallavi Theatre Y Y SR KE BS NO NO
12.96852 77.58635 Banappa Park Y Y SR KE AS Map NO
12.97229 77.58232 Mysore Bank Y Y S/N KE BS NO NO
12.978508 77.572576 Kempe Gowda Bus Stand y y S N at List NA
Dust bins 6
Post box 0
Booths 6
Map holder 6 Flagposts Bus stop 3 Other Flagpost 6
56
KBS to Bannerghatta
Latitude Longitude Bus Stop Name FP SH S/R NB BS M/L/S OS
12.978508 77.572576 Kempe Gowda Bus Stand y y S KE S
12.977150 77.585850 SJP College (KR Circle) Y Y SR KE N L NA
12.974567 77.586850 Nrupathunga Road (Towards Marathhalli) Y Y SR KE N L NA
12.973867 77.586733 Nrupathunga Road (Towards Hosur Road) Y Y SR KE N L NA
12.969783 77.587150 Nrupathunga Road Y Y SR KE N N NA
12.968617 77.589717 Hudson Circle (Kasturba Road) Y Y* SR KE N L NA
12.970017 77.594517 Mallya Hospital Y Y SR KE N L NA
12.967400 77.599533 Residency Road Bishop Cotton School Y Y SR KE N ML NA
12.969883 77.602933 Residency Road St Joseph College Y Y SR KE N N NA
12.971400 77.606783 Residency Road, Brigade Road Junction N N N N C N NA
12.965667 77.606833 Vellara Junction Shoole Circle Y Y SR KE AS N NA
12.935617 77.601550 Dairy Circle Y Y SR KE AC N O
12.927517 77.600600 Sagar Apollo Hospital Y Y SR KE N N NA
12.925550 77.600383 Bannerghatta Main Road Jal Bhavan Y Y SR KE N N B
12.919317 77.600100 Jayadeva Hospital N N N N AS N O
12.914033 77.600133 Check Post Opposite Gopalan Cinemas Y Y SR KE AC ML o
12.909850 77.600267 Mantri Complex B. Main Road Y Y N KE N N A
12.904733 77.601900 JP Nagar 3rd Phase GD Mara Y Y SR N N N A
12.900883 77.601167 Bilekahalli Bus Stop Y Y SR N AS N A
12.896533 77.599967 IIM B Y Y SR N N N A
12.892367 77.598833 HSBC Bank Y Y SR N N N NA
12.890150 77.597983 Arakere Bus Stop Y N N N AS N NA
12.887267 77.597017 Honeywell Y N N N N N NA
12.880817 77.595883 Hulimavu Y N N N N N NA
12.875367 77.595200 Meenakshi Temple Y Y S KE N N NA
12.866017 77.591767 Loyola School/ Kalena Agrahara N N N K N N O
12.862117 77.590533 Himagiri N N N N N N O
12.854733 77.588700 Gottigere N N N N N N NA
12.846200 77.588300 Basavanapura N Y S N N N NA
12.841433 77.588600 Koli Farm Gate N N N N N N O
12.832633 77.589083 Kalkere Gate N N N N N N O
12.829983 77.587883 AMC Engineering College N Y S N N N O
12.814383 77.582550 Kempanayakanahalli N N N N N N NA
12.800817 77.577767 BTTMC Y Y SR KE N ML
*AC
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12.800817 77.577783 BTTMC Y Y SR KE N ML
12.813733 77.580983 Bannerghatta Circle N N N N C N O
12.829950 77.587750 AMC Engineering College N Y S N N N O
12.832550 77.588950 Kalkere Gate N Y S N N N O
12.841150 77.588500 Koli Farm Gate N Y S N N N O
12.849033 77.588233 Nice Road Junction N N N N N N O
12.856050 77.588750 Gottigere Stop N Y SR N N N O
12.862200 77.590483 Himagiri N Y S KE N N O
12.870517 77.593317 Loyola School/ Kalena Agrahara N Y SR KE N N O
12.874000 77.594467 Meenakshi Temple N N N N N N O
12.881233 77.595817 Hulimavu N N N N BS N O
12.886433 77.596717 BPL Y Y N N N N O
12.889900 77.597733 Arakere Bus Stop N N N N BS N O
12.895650 77.599500 IIM B Y Y Y N N N O
12.900183 77.600850 Honeywell Y Y Y N N N O
12.903950 77.601567 Bilekahalli Bus Stop Y Y SR N N N NA
12.906283 77.601200 BIlekahalli OPP vega Stop Y Y SR N BS N NA
12.907933 77.600300 JP Nagar 3rd Phase GD Mara Y Y SR KE AS N O
12.913567 77.599750 Mico layout cheeckpost Gopalan cinemas Y Y SR KE BS N O
12.919400 77.599950 Jayadeva Hospital N Y SR KE AS N NA
12.926217 77.600350 Jal Bhavan Y Y SR KE N N AS
12.935217 77.601217 Dairy Circle Y Y SR KE BS N O
12.953250 77.605150 Hosur Road(Adugodi) Y Y SR KE C N NA
12.963533 77.606667 Baldwin School Y Y SR KE N N NA
12.96802 77.59118 Pallavi Theatre Y Y SR KE BS N NA
12.968520 77.586350 Banappa park y y S/R K/E AS M NA
12.972290 77.582320 Mysore bank y y S/N K/E BS N NA
12.978508 77.572576 Kempe Gowda Bus Stand y y S KE S
Dust bins 5
Post box 0
Booths 1
Map holder 3
Flagposts Bus stop 11
Other Flagpost 4