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Project 1
by Dr. Hafizal
PROJECT 1 BRIEF
l Multidisciplinary Design l Architecture l Interior Designl Urban Planning l HBP Universiti Sains Malaysia l
Prof. Dr. Ahmad Sanusi Hassan (coordinator), Dr. Mohd Hafizal Mohd Isa, Dr. Nooriati Taib, Mr. Jestin
Nordin, Mr. Roslan Talib, Assoc. Prof. Dr. Nurwati Badarulzaman, Assoc. Prof. Dr. Ahmad Puad Mat
Som, Dr. Suraiyati Rahman, Dr. Norazmawati Md Sani @ Abd Rahim, Dr. Nor Zarifah Maliki & Dr. Nor
Fadzila Aziz
ii)
Request stops (or flag stop) where the vehicle will only stop upon request
iii)
Hail and ride stops where a vehicle will stop anywhere along the designated section of road on
request.
Certain stands may be restricted to "set-down only" or "pick-up only". Some stops may be designated as
"timing points", and if the vehicle is ahead of schedule it will wait there to ensure correct synchronization
with the timetable. In dense urban areas where bus volumes are high, skip-stops are sometimes used to
increase efficiency and reduce delays at bus stops. Fare stages may also be defined by the location of
certain stops in distance or zone-based fare collection systems.[1]
In designing transport facilities, you need to understand the user which is the service provider and the
passengers.
Figure 2 shows different types of busses used by Rapid Penang and different types of passengers aboard
and alight busses
ii)
Types of platform
iii)
Traffic flow
In certain areas, the area of road next the bus stand may be specially marked, and protected in law. Often,
car drivers can be unaware of the legal implications of stopping or parking in a bus stand.[2]
In bus rapid transit systems, bus stands may be more elaborate than street bus stops, and can be termed
'stations' to reflect this difference. These may have enclosed areas to allow off-bus fare collection for rapid
boarding, and be spaced further apart like tram stops. Bus stands on a bus rapid transit line may also
have a more complex construction allowing level boarding platforms, and doors separating the enclosure
from the bus until ready to board.
Bus stand vehicle capacity is often an important consideration in the planning of bus stands serving
multiple routes within urban centers. Limited capacity may mean buses queue up behind each other at the
bus stop, which can cause traffic blockages or delays. Bus stop capacity is typically measured in terms of
buses/hour that can reliably use the bus stop. The main factors that affect bus stop capacity are:
Number of loading areas (or number of buses that can stop at one time)
Average Dwell Time (How much time it takes a bus to load/unload passengers)
G/C ratio of nearby traffic signal (green time / cycle length)
Clearance Time (time it takes bus to re-enter the traffic stream)
iv)
Design consideration
The ideal bus stop layout will achieve the objectives shown in Figure 3.
Figure 3 shows consideration of an ideal bus stop layout
The bus should stop parallel to, and as close to the kerb as possible to allow effective use of the bus
facilities. The critical dimensions (see Figure 4.1) to consider are the vertical gap, or step height, from the
kerb to the bus floor and the horizontal gap from the kerb edge to the side of the bus. A well designed bus
stop will provide features which co-ordinate with the facilities of the low floor bus and minimize these two
distances. The size of the vertical gap between the kerb and floor of the bus will affect the gradient of the
ramp when it is deployed (see Figure 4.2). If this gradient is too severe, some wheelchair users may be
unable to enter or exit safely from the bus. Regulations under the Disability Discrimination Act 1995 (DDA)
require new buses to be capable of deploying a ramp, giving a 1:8 or 12 percent (7 degree gradient), onto a
kerb of at least 125mm in height. This regulation, therefore, assumes a 'standard' kerb height of 125mm,
which, although not the case universally, is the height that vehicle manufacturers are guided to apply in
bus design.
normally selling inexpensive consumables such as newspapers, megazines, snacks, coffee and
confections. Apart from selling consumable products, kiosk at a bus stand can be designed as a structure
in providing services such as bus timetables, route maps, bus tour ticket counter, job vacancies and
tourists information centre.
These are few photos of bus stands and kiosks for your reference.
References:
https://www.youtube.com/watch?v=rjOp0Mmh09s
https://www.youtube.com/watch?v=ICnQUUK8Jrs
https://www.youtube.com/watch?v=4z99zEbNvOw
https://www.youtube.com/watch?v=WC1tFUBPMqk
https://www.youtube.com/watch?v=Nk7CJZROTq8&list=PL60TZVZsdxKsMovfo9krhUnfzFOVLJcm&index=12
http://www.mpsns.gov.my/nsm_mpstheme/pdf/Garis%20Panduan/GPP%20Reka%20Bentuk%20Sejagat.pdf
http://www.tfl.gov.uk/cdn/static/cms/documents/accessibile-bus-stop-design-guidance.pdf
CLIENT
Rapid Penang
OBJECTIVES
To expose the students with the challenges of designing a small, compact and efficient structure.
To enhance students ability in designing a creative product (object) with the understanding of human
physiology, ergonomic (including disables) and comfort factors based on technical knowledge.
To strengthen students understanding of the basic guidelines in the development of a bus stand
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DESIGN REQUIREMENTS
Example:
1. Student should propose one type of bus stands platform based on their design strategies in
improving the transportation system
2. Bus passenger shelter must allow sitting, standing at least 10 person and it should not be more
than 6.0m x 2.5m x 3.0m (length x width x height) dimension
3. The kiosk should allow at least one (1) person to operate the premise and it should not be more
than 3.0m x 2.5m x 3.0m (length x width x height) dimension
4. Students need to design their unique bus pole/flag which includes information of location,
time/clock , route maps and bus schedule
PROGRAMME
PROJECTS & ACTIVITIES
WEEK
DATE
Final Preparation
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