Ahemdabad Case Study

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
Running Way Segregation

Running Way Marking
Running Way Guidance
STATIONS
Station Type
Platform Height
Platform Layout
Passing Capability
Station Access
VEHICLES
Vehicular Configurations
Aesthetic Enhancement
Passenger Circulation Enhancement
Propulsion Systems
FARE COLLECTION
Fare Collection Process

Fare Transaction Media
Fare Structure
INTELLIGENT TRANSPORTATION SYSTEMS
Vehicle Prioritization
Driver Assist & Automation Technology
Operations Management
Passenger Information
Safety and Security Technology
Support Technologies
SERVICE & OPERATING PLANS
Route Lengths
Route Structure
Span of Service
Frequency of Service
Station Spacing
The system being planned in Ahmedabad will have most of these components. While planning for
the system, several issues have to be addressed. These may be with regard to the advantages of
inclusion of a component, the way to include the component in terms of its type, magnitude or
quality etc., It is necessary that these issues are addressed both at the general principal level as
well as at the specific design level for Ahmedabad.
As the BRTS concept for Ahmedabad is being developed, for better decisions a wider debate
within the planning and design team as well as with the professional circle is necessary. Wider
information dissemination is also required. To facilitate this, a series of working papers have been
planned.
GIDB
Government of Gujarat
AMC
AUDA
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
AMC
AUDA
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 Bogot
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.
GIDB
AMC
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CEPT University
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
Recommendation from ITDP

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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
:
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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.
GIDB
AMC
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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
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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AMC
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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
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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.
Design Guidelines for Bus way Transit, Overseas Road Note 12, Transport Research Laboratory
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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
signages, 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, Bogot 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. Bogot 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 Bogot, 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
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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 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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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
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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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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.
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B. Alternative 02:
Bus station plays a prominent role in promoting the BRT and its ambience. Bus stations that
provide more than shelter are the need of the day. Facilities like phone booths, vending
machines, waiting areas, signages & information boards are necessary to keep the
passengers informed about the latest status of the buses & local facilities.
Modular design has the advantage of uniformity & speed in construction, economy, ease of
circulation & adaptability. The bus stations proposed on the following page are based on the
Modular concept of design. Bus stations are constructed using a modular grid of 2.5m for 2.5m
& 1.5m wide bus stations. A modular grid of 3.5m is used for a 3.5m wide bus station. The
structural columns forming the grid are 75mm Circular Hollow Sections made of Mild Steel,
bent to the designed shape. These columns are provided with threaded holes at distance of
450mm c/c. These recesses receive M.S. rods. A grid of such rods becomes the base for tiles
of size 450mm x 450mm having recesses to receive the rods. The tiles can be created from a
variety of materials based on the economy needed. They can be moulded in concrete,
terracotta, stone or with metal skin having a heat & acoustic filler.
The roof is barrel shaped, made from translucent Fiber Reinforced Plastic (FRP) sheet,
minimum of 15mm thick, preferably 25mm thick for sturdiness. Translucent roof removes the
necessity of providing lighting inside the stand during the daytime. FRP being a lightweight
material can rest on slimmer columns. The roof is made of two layers of FRP, prevents heat
gain & keeps the bus station cooler. The intermediate space between the two layers is
ventilated naturally & hence creates a buffer, which continuously receives the heat & removes
it to the atmosphere, without transferring it to the station.
This intermediate space also contains lighting fixtures, naturally protected from vandalism,
being inaccessible & segregated by a roof layer. When these fixtures are lighted at night, their
placing & the translucence of the roof lights up the whole roof uniformly, making it feel lighter &
attracting people towards it, forming a sculpture in the urban space. Lighting design of this roof
can create many exciting possibilities, while also serving as normal lighting fixtures for the
station. The stations have been designed to have entry on the side facing the approaching bus
& exit on the opposite side. The entry has space provided for manual ticket vending. One has
to pass through ticket-operated turnstiles to cross into the bus station. Online electronic
signboards, distinctly visible from entry & turnstiles, show the buses arriving on respective
platforms. A queuing area for the first platform has been provided followed by the waiting area,
having vending machines & electronic display.
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The flooring proposed for the bus station is made of terracotta tiles of size 450mm x 450mm.
The height of the platform is 380mm to provide at grade entry into the low floor buses.
C. Alternative 03:
The Concept:
The design concept focuses on modular design facilitating rapid and economical construction.
The circulation within the bus shelter has been designed to increase passenger comfort and
reduction in dwell times. The bus stations for the Ahmedabad Rapid Transit (ART) have been
designed for varying widths of 3.5m, 2.5m and 1.5m to be accommodated along corridors with
varying right of ways (RoWs) 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
1.1.2
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
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 collectorinspector.
Typical dwell times at stops are less than 20 seconds.
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On bus ways, tube stops are on line with no special provision

for bus-on-bus overtaking. Theoretically, the bus way is wide
enough to allow overtaking by buses entering the opposing bus
stream, but this is not normal operational practice.
Stops for both directions are generally located opposite each
other and close to junctions. As stops are located on the central
road of the trinary axes, access and traffic issues are less
critical than on a bus way introduced into an existing road.
However, as with any stop, there is a need to balance safety,
junction capacity, and bus way capacity.
B. Transmilenio Station (Bogot)
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
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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
Spacing of Bus Stops
Depends upon location and

demand
Average of 500 M, varying in between

300 M & 1000 M
Median Side Location

Curb Side Location
Very High Volume
High Volume
Intermediate Volume
Curb side Location
Positioning of Bus Stops

in a given RoW
Capacity of Bus Stops
Layout of Bus Stops
- Online, Offline
- Staggered
Online Stops with staggering of the

bus stops in opposite directions
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.
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)
Platform Height
Low floor
High floor
Height to be matched with the floor

height of the bus
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.
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
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
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
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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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
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
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
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
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
600
7 Ranip
Intersection Terminus
610
8 Old Wadaj
Intersection
490
9 New Wadaj
Intersection
450
10 Akhbarnagar
750
11 Pragatinagar
Intersection
460
12 Shastrinagar
Intersection
620
13 Jai Mangal Apt
Intersection
600
14 AEC
950
15 Memnagar
950
16 University
Intersection
350
17 Andhajan Mandal
695
18 Himmatlal Park
Intersection
450
19 Shivranjani
Intersection
460
20 Umiya Vijay
Intersection
860
21 Nehrunagar
580
22 Manekbaug
Intersection
1280
23 Shardanagar
Intersection
490
24 Anjali
665
25 Chandranagar
Intersection Terminus
1710
26 Pirana
Intersection
665
27 Danilimbda
950
28 Chandola Talav
Intersection
680
29 PWD Guesthouse
Intersection
750
30 Ranipur Road
Intersection
550
31 Narol
520
32 Cadila Warehouse
Intersection
760
33 Vatwa
490
34 Royal Tiles
Intersection
690
35 Ghodasar
Intersection
1320
36 Jashodhanagar
750
37 Expressway
Intersection
665
38 CTM
796
39 Kailash Colony
Intersection
610
40 Rabari Colony
Intersection
765
41 Raj Ratan Society
Intersection
675
GIDB
AMC
AUDA
CEPT University
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
AMC
AUDA
CEPT University
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 : ceo@gidb.org
Prof. H.M. Shivanand Swamy,

Project Team Leader
School of Planning, CEPT University,
Kasturbhai Lalbhai Campus, Navrangpura, Ahmedabad 380009
Phone - +91 79 26302470
Email : shivanand@spcept.org

Ahemdabad Case Study

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Ahemdabad Case Study

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FOR DISCUSSION

Gujarat Infrastructure Development Board (GIDB)

Centre for Environmental Planning & Technology University,

AHMEDABAD bus RAPID TRANSIT SYSTEM (ART)

Buses, More Buses, Better Buses

The present initiative of Gujarat Infrastructure Development Board

Ahmedabad bus Rapid Transit System (ART)

Running Way Segregation

Fare Collection Process

INTELLIGENT TRANSPORTATION SYSTEMS

SERVICE & OPERATING PLANS

Ahmedabad bus Rapid Transit System (ART)

Prof. H.M. Shivanand Swamy

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

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

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

Table 2.1: Comparative Analysis for Bus Stop Locations

Map 1: Showing Existing AMTS Bus Stop Location

Showing relation between stop spacing and time

Ahmedabad bus Rapid Transit System (ART)

Draft Working paper on Bus Stop Design and Location

Bus Station Type:

Ahmedabad bus Rapid Transit System (ART)

Characteristics defining a Bus Stop

Location of Bus Stops:

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

Operating elements consist of:

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

Ahmedabad bus Rapid Transit System (ART)

Table 2.1.1-1: Comparative Analysis for Bus Stop Locations

Sight distance problems on

Increases walking distance from

Ahmedabad bus Rapid Transit System (ART)

Bus Stop Spacing:

Bus Stop Spacing depends on the following factors:

Corridor 1: optimum average transit stop distance

average time - minutes

Recommendation from ITDP

Ahmedabad bus Rapid Transit System (ART)

Merge of Cycle Traffic with Others

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

No. Of Stations at Mid Blocks

No. Of Terminus Stations

No. Of Interchange Stations

Ahmedabad bus Rapid Transit System (ART)

Access to Bus stops:

Ahmedabad bus Rapid Transit System (ART)

Figure3: showing access to bus stops through Pedestrian Underpass

MEDIAN BUS LANES

Access to the stations

Ahmedabad bus Rapid Transit System (ART)

Placement: Curbside Vs Median Side

Ahmedabad bus Rapid Transit System (ART)

Curbside Location of Bus Stops