04.Bus Station Design

FOR DISCUSSION

AHMEDABAD BUS RAPID TRANSIT SYSTEM (ART)

WORKING PAPER -4 BUS STATION DESIGN

DECEMBER 2005

Gujarat Infrastructure Development Board (GIDB) Ahmedabad Municipal Corporation (AMC) Ahmedabad Urban Development Authority (AUDA)

Centre for Environmental Planning & Technology University, Ahmedabad

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

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 Identity Safety Reliability and and Image Security

Travel Time Savings

CHARACTERISTICS

Capacity

RUNNING WAY

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Running Way Segregation Running Way Marking Running Way Guidance

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—

— — —

—

— —

— —

—

—

— — — —

— — —

—

—

STATIONS

— — — —

Station Type Platform Height Platform Layout Passing Capability Station Access

— — —

— — — —

VEHICLES

Vehicular Configurations Aesthetic Enhancement Passenger Circulation Enhancement Propulsion Systems

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—

— —

—

— — —

— —

— — —

— — — —

— — — —

— —

— —

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

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— — — —

— — — —

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.

GIDB

Government of Gujarat AMC AUDA

1

CEPT University


Bus Stops

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

GIDB


2

CEPT University

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 Table 5.1: Decision Areas and Recommendations

Map 1: Showing Existing AMTS Bus Stop Location Map 2: Showing Proposed BRT Stops

List of Figures Fig1 Fig2 Fig3 Fig4 Fig5 Fig6 Fig7 Fig8 Fig9 Fig10 Fig11 Fig12 Fig13 Fig14 Fig15 Fig16 Fig17 Fig18 Fig19

Showing relation between stop spacing and time Layout of Bus Stop location for a 30 M RoW road Showing access to bus stops through Pedestrian Underpass Showing use of existing bus stops Shows the curbside bus stop configuration on a street section. Shows the median side bus stop configuration on a street section. Layout showing positioning of bus stops Shows the bus stop layout in a street section with at grade crossing Boarding and Alighting platform type for BRT Stations Layout of Conceptual Design of the BRT Station Conceptual Section and Elevation of the BRT Station Conceptual Design Option1 for the BRT Station Conceptual Design Option 2 for the BRT Station Conceptual layout showing passenger movement Sample Signage Details Images of the Tube BRT Stations in Curitiba Images of the Tube BRT Stations in Curitiba Images of the Transmilenio BRT Stations in Bogotá Images of the Leon BRT Stations in Mexico


Bus Stops

Draft Working paper on Bus Stop Design and Location 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.

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. Government of Gujarat GIDB

AMC

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2.

Bus Stops

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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Bus Stops

Table 2.1.1-1: Comparative Analysis for Bus Stop Locations Type of Location

Bus Stop

Bus Way

Far Side – Bus stop location just after an intersection

Bus Way Bus Stop

Near Side – Bus stop location just before an intersection

Bus Stop

Bus Way

Bus Way

Advantages • 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 • Dwell time at signalized intersections would be used for boarding and alighting of passengers • Eliminates the possibility of stopping twice at intersections

Disadvantages • 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

• •

Bus Stop

Mid Block – Bus stop location in between two intersections Bus Stop

•

Minimizes sight distance problems for vehicles and pedestrians Less Pedestrian congestion in passenger waiting areas at Intersections

•

Bus Way

Bus Way Bus Stop


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•

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

Increases walking distance from intersections for the passengers


Bus Stops

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.

Bus Stop Spacing:

2.2.

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

Corridor 1: optimum average transit stop distance 35

average time - minutes

30 25 20 15 10

traveling walking sub total

5 0 200

300

400

500

600

700

800

900

1000

1100

1200

distance - meters Source: ITDP

1

Recommendation from ITDP Government of Gujarat

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Bus Stops

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. 30000

2000

Merge of Cycle Traffic with Others due to constraints in RoW

Pedestrian Path Channeliser Pedestrian Zebra Crossing

6000

2500

6500

7000

2500

Cycle Track

30000

BUS STOP BUS WAY BUS WAY

BUS STOP

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

: Government of Gujarat GIDB

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Bus Stops

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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Bus Stops

Figure3: showing access to bus stops through Pedestrian Underpass

CARRIAGE WAY

MEDIAN BUS LANES

7000

2500

7000

CARRIAGE WAY

TRUCK PARKING

7000

3000

2500

3000

A

3500

2500

Access to the stations through pedestrian underpasses

2350

8300

2350

7000

2350

B 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,


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Bus Stops

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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Bus Stops

Curbside Location of Bus Stops The

bus

platforms

serve

as

continuous median and serve as pedestrian crossing refuge islands. This

configuration

also

enables 2500

straight flow without bulging for the bus lanes and mixed lane traffic.

7000

2500

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. Median Side Location of Bus Stops In this case, one central bus stop caters to the passengers boarding and alighting

from

the

bus

in

both

directions.

3500

5000

3500

Free transfers in a pre payment system at all stops are easier as it

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

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.


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Bus Stops

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

BUS STOP

BUS STOP

a. Curb Side - Median Lane BRT Station

BUS STOP

BUS STOP

b. Median Side Median Lane BRT Station Location Government of Gujarat GIDB

AMC

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2.5.

Bus Stops

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 Government of Gujarat

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Bus Stops

38000 10000 CARRIAGE WAY

PEDESTRIAN CROSSING

PEDESTRIAN

PATHWAY

2500

BUS SHELTER

PEDESTRIAN

BUS LANE

7000

12000 BUS SHELTER

50000

BUS SHELTER

CARRIAGE WAY

BUS LANE

2500

SUBWAY

PARKING STRIP/LANDSCAPED STRIP

PEDESTRIAN

PATHWAY

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


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4600

12000 BUS SHELTER


3.

Bus Stops

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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Bus Stops

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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Bus Stops

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.

Bus Stops

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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SEATING SPACE

SEATING SPACE

DUSTBIN

VENDING KIOSK

PHONE BOOTH

SEATING SPACE

SEATING SPACE UP

DUSTBIN

MOVEMENT AISLE

MOVEMENT AISLE

ENTRY TICKETING MACHINE EXIT

INFORMATION PANELS - BUS ROUTE/CITY MAP ETC. ALIGHTING PLATFORM

ADVERTISMENT PANELS

BOARDING PLATFORM

730 GANGWAY

DRIVER PARTITION

730 GANGWAY

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.

730 GANGWAY

Movement pattern for boarding passengers

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

BUS WAY Movement pattern for alighting passengers Figure 10: Layout of Conceptual Design of the BRT Station


AMC

BUS WAY

Aisle for queuing for boarding into the bus

DRIVER PARTITION

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

ALIGHTING PLATFORM

DRIVER PARTITION

BOARDING PLATFORM

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Bus Stops

BUS STATION

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

350

Seats- Metal sheets bent around ties, with the ties acting as structural support member 2500

2500

7000

Section

2500

PROVISION FOR ADVERTISING HOARDING

5000 25000

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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Bus Stops

Views showing interiors

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. Figure 12: Conceptual Design Option1 for the BRT Station Government of Gujarat GIDB

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CONCEPT 1


Bus Stops

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.


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21 Figure 13: Conceptual Design Option 2 for the BRT Station

CONCEPT 2


Bus Stops

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. Government of Gujarat GIDB

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Bus Stops

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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Bus Stops

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.


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3.5m wide bus stop

2.5m wide bus stop

1.5m wide bus stop

1.1.1

A

1.1.2

E

Figure 14: Conceptual layout showing passenger movement

Sitting Arrangement: The sitting capacity for the three design alternatives is as follows: Width of Bus Shelter Seating Capacity (Max) 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


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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.

Alternative 1

2

3

Cost (with Cost (with Width Length RCC Skin) Steel Skin) (m) (m) Area Rs. (Lakhs) (Rs. Lakhs) 1.5 12.6 18.9 0.70 0.73 2.5 12.375 30.9375 1.14 1.19 3.5 12.38 43.33 1.60 1.66 1.5 12.5 18.75 0.69 0.72 2.5 10 25 0.92 0.96 3.5 9.85 34.475 1.27 1.32 1.5 12.5 18.75 0.69 0.72 2.5 15 37.5 1.38 1.44 3.5 15 52.5 1.94 2.01


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4.

Bus Stops

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

Figure 16: Images of the Tube BRT Stations in Curitiba

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. Government of Gujarat GIDB

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Bus Stops

• 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)

Figure 17: Images of the Transmilenio BRT Stations in Bogota

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 Government of Gujarat GIDB

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Bus Stops

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)

Figure 18: Images of the Leon BRT Stations in 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.


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5.

Bus Stops

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. 1

Areas

Issues/ Decision Areas

Recommendations

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

Median Side Location Curb Side Location Very High Volume High Volume Intermediate Volume

Curb side Location

4

Positioning of Bus Stops in a given RoW Capacity of Bus Stops

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

First Phase would cater to an Intermediate Volume


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Annexure-3-4 (Cost Estimates for Bus Station Design Alternatives – Single Bay) Unit [A] 1

2.5 mtr. x 15 mtr. size Providing, Supplying & fixing precast C.C. block Rmt. (M15) for 'L' shaped Kerbing of 450 mm width in plan including 200mm stem width and of 500 mm hieght including base thickness of 200 mm as per design, conveying it to the site, jointing into C.M.(1:3) & racking out the joints including with necessary excavation of asphalt/soil or any type of material, disposing of the unservicable material with in 5.0 km. lead and providing and laying 150 mm thick bedding concrete in C.C. 1:4:8(1 cement:4 coarse sand:8 coarse aggregate) etc. comp.as directed.

2

Providing and laying cement concrete 1:1.5:3 for Cu.M. column pedestal including excavating pit for it and providing and fixing 300 x 300 x 12 mm base plate on the foundation with foundation bolts as per drawing, including the cost of form work, curing etc. complete

3

Supplying, fabricating, erecting modular frame of MS pipe tubular sections of 75 mm dia. having 25 mm dia threaded gooves @ 450 c/c to accomodate the skin structure and confirming to IS specification including painting with two coats of synthetic enamle paint over one coat of primer coating

4

Supplying, fabricating, erecting structural steel work riveted or welded , in build up section using MS pipes as per drawing and specifications for purlins, including painting with two coats of synthetic enamle paint over one coat of primer coating

5

Providing and fixing translucent roof of approved Sq.M. make F.R.P. roofing sheets with Hilti make self drilling and self tapping type bolts comp. excl. the cost of purlins, rafters and trusses.

Qty.

Rate

Amount

32.50

318.00

10335.00

0.77

4000.00

3087.00

Kg.

386.40

75.00

28980.00

Kg.

270.00

65.00

17550.00

54.00

350.00

18900.00


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6

Providing and fixing 15 cm wide 45 cm over all semi Rmt circular plain G.S. sheet gutter with iron brackets 40 x 3 mm size, bolts, nuts and washers etc. including making necessary connections with rain water pipes complete. (0.80 mm thick with zinc coating not less than 275 gm/ m2)

15.00

190.15

2852.25

7

Providing, placing and fixing in position pre-cast cement concrete skin of 450 x 450 x 75 mm size in mix 1:1.5:3 with 6 mm down graded stone aggregate reinforced with 1.6 mm dia mild steel wire, 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 Sqm (terracotta) 250 mm x 250 mm of approved make over a bed of 20 mm thk CM 1:4 including necessarycuring etc. complete as per directed or as per manufacturers recommendations.

37.50

320.00

12000.00

9

Supplying and fixing of MS grill of approved design Sqm to restrict the buffer area consisting of C.H.S. of 50 mm dia peripheral and 25 mm dia verical safety posts including applying one coat of primer and two coat of enamle paint.

6.75

1400.00

9450.00

10

P/F PVC rainwater downtake pipe with fixures like Rmt. bends, shoe, etc. including fixing necessary supporting MS clamps, brackets, etc. complete for 75 mm dia (4 kg/sq.cm) as per drawing.

5.40

110.00

594.00

11

Supplying and fixing road sign board made of Each 50x50x6 mm MS angle 3.6 mt. in length with fixing the M.S. plate of 16 guage having the size 60x60 cm square including painting, lettering etc. complete including fixing in C.C. 1:4:8 with necessary excavation etc. complete

10.00

1500.00

15000.00

12

Providing and fixing fibre seats for seating purpose Rmt as per drawing.

15.00

900.00

13500.00

Total

138248.25 3686.62

Cost /Sqm


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Ahmedabad Bus Rapid Transit (ART)

Bus Stops

Annexure 2.1: List Showing Locations of AMTS stops Sl.No 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57

GIDB

Station Name Abu Koba Chintamani Soc Sabarmati Soc Power House Colony Power House Railway Over Bridge Broad Guage Rly Stn Prabod Raval Bridge Bhavsar Hostel Nava Wadaj Pragatinagar Shastrinagar Jainmangal Society AEC Office Shreenath Nagar Gopal Nagar Memnagar Terminus Karnavati Hostel Andhajan Mandal Himmatlal Park Rangmitra Society Shivranjani Soc Umiya Vijay Haridas Park Satyakam Soc Nehrunagar Tagore Park Manekbaug Hall Sumel Flats Shreyas Crossing Jaydeep Tower Dharnidhar Anjali Cinema Dungarsee nagar Chandranagar Danilimbda Road Chandola Talav PWD Stand Chandola Octroi naka Ranipur Road Narol Circle Cadilla Warehouse Geeta Process Vatwa Cross Roads Samrat Nagar Jeevan Park Royal Tiles Cadilla Bridge Jasodhanagar Cross Roads Saraswati nagar Sardar Patel Sankul Swaminarayan Colony CTM Cross Roads Kailash Colony Ajay Tenament Rabari Colony Ram Rajya Nagar

Existing Location Mid Block Intersection Intersection Mid Block Intersection Intersection Mid Block Mid Block Intersection Intersection Intersection Intersection Intersection Intersection Mid Block Mid Block Intersection Intersection Intersection Intersection Mid Block Intersection Mid Block Mid Block Mid Block Intersection Mid Block Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Mid Block Mid Block Intersection Intersection Mid Block Mid Block Intersection Intersection Mid Block Intersection Mid Block Intersection Mid Block Mid Block Mid Block Intersection Intersection Mid Block Intersection Intersection

AMC

Sl.No 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115

Station Name Harbole nath Park Rajdip Society Raj Ratan Society Gauri Cinema Soni Ni Chali Cross Roads Viratnagar Chamunda Nagar Khodiyar Nagar Leela Nagar Thakkar Bapa Nagar Bajrang Bapu Ashram Priya Cinema Krishna Nagar S T Workshop Raman Cotton Works Bunglow Bethak Dwarkanagar Ruby Coach Builders Nana Chiloda Ramkrishna Vidyalaya Noblenagar Kotarpur Water Works Samrat Nagar Ambawadi Police Station Vahivati Kacheri Tanki / Indira Bridge Nirankari Hall Sardarnagar Bus Stand Sardarnagar Approach Ajit Mills National Mills Anant Mills Rakhial Cross Roads Ganji Farak Mills Marsdan Mills Patel Mills Hathi Khai Kamdar Maidan Sarangpur New Cloth Market Anant Ashram Kamnath Mahadev Raipur Darwaja S T Terminus Majur Gam Bhula bhai Park Mangal Park Shah alam Tolnaka Dhor Bazar Amrakunj Gordhan Wadi Pushpkunj Soc Shelat Bhuvan Ram Baug Krishna Baug Maninagar Cross Roads Maninagar Terminus

Government of Gujarat AUDA

Existing Location Mid Block Intersection Intersection Mid Block Intersection Intersection Mid Block Intersection Mid Block Intersection Intersection Mid Block Intersection Intersection Mid Block Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Mid Block Mid Block Mid Block Intersection Mid Block Intersection Intersection Intersection Mid Block Mid Block Intersection Mid Block Mid Block Intersection Intersection Mid Block Intersection Intersection Mid Block Mid Block Intersection Intersection Intersection Intersection Mid Block Intersection Intersection Intersection Mid Block Mid Block Mid Block Intersection Intersection Intersection Intersection

CEPT University


Bus Stops

Annexure 2.2: List showing locations of proposed BRT stops Distance Location Station to next Station Name Type Type 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

GIDB


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42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82

Station Name Soni Ni Chali ViratNagar Khodiarnagar Thakkarbapanagar Bajrang Ashram Priya Cinema Krishna nagar Naroda ST Depot Bethak Devi Multiplex Galaxy Ruby Rushi Dwarkanagar Noblenagar Kotarpur Approach Sardarnagar Approach Indira Bridge Sardarnagar Airport Bhat Ajit Mills Hamid Chowk Rakhial Narsdan Mills Patel Mills Hathikhai Kamdar Maidan Sarangpur New Cloth Market Raipur Darwaja S T Terminus / Astodia Majur Gam Bholabhai Park Swaminarayan College Amrakunj Pushpakunj Society Rambaug Krishnabaug Maninagar Maninagar Terminus School (Danilimbda)

GIDB

Location Type Intersection Intersection Intersection Intersection Intersection Mid block Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Mid Block Intersection Intersection Mid Block Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection Intersection

Bus Stops

Station Type Interchange

Interchange

Interchange

Terminus

Interchange

Interchange

Interchange Interchange

Interchange Interchange Interchange

Distance to next station 695 717 635 590 560 530 490 580 815 420 400 470 520 635 840 1790 1020 650 1030 1350 460 430 650 390 550 1040 830 550 370 350 550 450 570 425 565 560 370 430 335

Terminus 550


2

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GUJARAT INFRASTRUCTURE DEVELOPMENT BOARD 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

AHMEDABAD MUNICIPAL CORPORATION 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.

Mr. Anil Mukim , IAS Municipal Commissioner

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.

AHMEDABAD URBAN DEVELOPMENT AUTHORITY 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

CEPT UNIVERSITY 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.

Dr. R.N.Vakil Director

Apart from academics, CEPT offers consultancy, research and short term professional training courses with various national and international organizations.

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]

04.Bus Station Design

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