Provided also that where the height of the building exceeds I Om.

the open
yard should increase at the rate of 50cms for every 3m increase in height.

Height of room- minimum 4m, NC - 3m

Clear head room beneath or above mezzanine- minimum 3m, A/C 2.4m.
Height of store room, toilets etc - 2.4m.

CHAPTER -5: CASE STUDY

5.01 KoyambeduMoffusil Bus Terminal, Chennai

1) Introduction

The CMBT is stated to be the largest bus terminal in South

Asia. The 103 crores terminal is built on a site of 36.5 acres
located at suburban Koyambedu. Its construction began in
April 1999, and it was opened in November 2002. Its construction was funded by
HUDCO and the Tamil Nadu urban project development corporation.

The terminal was built along the inner ring road to decongest existing terminals
especiall y Parry 's and Broadway in Georgetown, and also to restrict long distance
buses from choking arterial roads.

Only state ow ned buses terminate ere. Private buses terminate at the Ornni bus
terminal at Koyambedu. A total of 2500 buses leave the terminus for various
destinations per day. 210 interstate and district buses can be handled at any time,
the passenger demand is around l lakh/ hour (non- peak hours), and 1 .5 to 2 lakhs/

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Sanitation facilities to be provided in assembly buildings shall in no case be
less tha n that of I person per sq.m of carpet area of the building.

Assumption: 2/3 males 1 /3 females

Setbacks:

Floor area 300 - 500 sq.m

Front yard Average 6m Minimum 4.5m

Side yards Average 2m Minimum 1.5m

Rear yard Average 2m Minimum 1.5m

Floor area 500- 800 sq.m

Front yard Average 7.5m Minimum 5m

Side yards Average 4m Minimum 1.5m

Rear yard Average 3m Minimum I .Sm

Floor area greater than 800sq.m

Front yard Average I 0.5m Minimum 6m

Side yards Average 5m Minimum 1.5m

Rear yard Average 3m Minimum l.Sm

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Office furniture

Minimum spacing of the office desks should be provided. The distance from the
wal l must be at least 0.75m. If a shelf unit not higher t han 2'I I " is 0.9m, it should
be placed before the wall. Minimum di stance between desks to provide space for
persons to pass is 2'9" or 150cm.

4.02 CMDACHENNAIMERTOPOLITAN DEVELOPMENT AUTHORITY

Parking

Car: 15sqm(5.5 X 2.7)

Scooter: 3sqm

Cycle: 1.5sqm

I parking space for 25 seats of accom modation - 1.5sqm carpet area - I

seating accommodation 25% parking space shall be provided additionally
for 2 wheelers. Occupants load (gross area in m sq\ person)= 1.5

Sanitation facilities

Water closet: 4 for first 1000 persons and 1 for every subsequent 1000
persons or part of thereof.

Urinals: 6 for first 1000 persons and I for every subsequent 1000 persons or
part thereof.

Washbasins: 4 wash basin each in male and female stalls.

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dimension is also sa tisfact ory for ai Jcs between rows of desks, the module ca n be
used to form regul ar grids for the planning of la rge office a rea. Efficiency of an
oftice building design is measu red by the ratio of rentable space to total space.
Average efficiency is sevent y percent man possible is eighty five percent. f or
preliminary assumpt ions number of elevators, required may be esti mated on the
basis of one elevator per 25000sq.ft or 2332.58sq.m of rentable area. Corridors a re
usually l .S m to l.83m wi de, wi der if very long, narrower if very short. Since the
floor space within 7.62m to 9.144m from the exterior wall bring prem ium rentals,
office buildings tend to assume a sl ab like sha pe 18.29m to 45.72m of more long
with the service core in the centre.

l. Room unit's office building

In office room, unit is divided into two, they are

Individual room system

Open layout

An individual room system is the basic pri nci ple providing access to various paths
of the floor by means of corridors. The basic unit accommodation is usually a room
designed for two persons. In open layout, util ization of the entire floor space
available for office is cheaper due to the entire fl oor space avail able of the
partition. Disadvantage is noise and lack of privacy. Senior staff members are
allotted separate rooms. This layout calls for efficient A C system and must rely on
artificial lighti ng.

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 2)Kiosks and Shops:
Shops, or more frequently kiosks are desirable for the sale of newspapers and
magazines, sweets and confectioneries etc. They are often leased as concessions
rather than operated by the bus company. It is essential to ensure that the selling
· space is indoors or at least under very adequate cover, as a protection against rain
and wind for both passengers and the goods on open fronted stalls or kiosks. Very
small kiosks or stalls usually require additional space for some bulk storage in
positions reasonably accessible to the selling space. The essential needs of these
kiosks are; a counter shelving some storage and as much display space as possible
shutters or gates are needed as shop staff generally uses the general station
. accommodation.

3) Office space:

Office layout is generally based upon a module derived from standard furniture
and equipment and the necessary clearance. Office building on plan is divided in
two principles( single layout; double layout and triple layout ) or access to the
various parts of the layout is gained directly from the utility core( floor space
devoted to a concentration of mechanical services A\C; plumbing etc), Building

utilities (Storage closets, laboratories etc) and vertical c·rculat·

1 ton e1ements
(stairways and lifts). For large general offices, the planning unit or module is based
upon one desk and chair and is thus about (1.5m X 1. 5m) 5, X . Since this
5

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considerat ion must be given to t he customers ha ve l uggage or parcels which they
wish to keep near them during a meal.

60 40 80 - 85· 4!> - 50 55 -65 80 -85 75

·::········:············.: ······. 1015 32 3

- 40
- T
::
...
0

1"-'- .l

35

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6) Sta ff facility:
Staff accommodation roughl y di vides itself into two groups; one needed for the
operating of the vehicles and the other for the administration. The Iauer may be of
considerable extending if the organization has a head or a rea office at the station.
Offices for administration staff may with advantage occupy upper floors of any
station building. The following accommodation is needed for the operating staff of
an average sized bus station office for time offices, locker rooms, sanitary and rest-
room accommodation; canteen, parking space for staff vehic les is needed at many
bus stations. Canteen must be designed to give quick services as the breaks for
meals may be of short duration for drivers and conductors a nd other outside staff.
Except where there is a large office or repair staff additional to drivers and
conductors the canteen need not be large owing to the user's times for refreshments
being often short or spread out over fairly long duration.

There should be provision for dress changing lockers and recreation faci li ties for
the staff of the bus, taking into account an average of two to three staff per bus.

An average of three sq.m per persons should be given for this purpose.

b) Commercial space:
I) Restaurant:

Facilities at least for light refresh ments are desirable at all bus stations except for
those catering only for very local traffic where the station is a stopping and inter
change station for long distance services the service of main meals may be
necessary, and in these cases self-services or waitress service at tables is desirable.
Counter service is becoming more generally acceptable, but where it is adopted

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.:.:.:.··...·..:.:...·..·:.:.:.:.:..· ··...·...·.·..·..·.....·:..:.··.·..·.·..·.·...·:.:..·..·..·..·..·...·:.....
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direction of arrival passing lanes
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Long bus bay: •... ......
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•• .
® Departure at goo. arrival and
departure at oblique angles

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 0 Oblique layout. 45° to
direction of arrival

Parking places for buses

and articulated buses
=-r
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parking area
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parking
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f3\ Parking at right-angles to (D For buses and articulated

direction of arrival buses
5) Types of bus bays:

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 is to be used for up and down traffic, some system of signaling should be provided,
to avoid buses meeting between floors.

The radius of outside kerbs on all curved ramps should not be less than eight
meters based on the turning circle of the average size bus, but it is better to allow

A radius of 9.2m to avoid risk of damage to wings.

4) Turning radius:

.....
.........
-
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 , ,_, ,_, ,_, ..........,........ •• •• " "
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 Special provision has to be made tor the widening of
curves to match the turning cir cles of buses • ® - @.
Bus stops
require shelters and special layouts (see also figures IJ} 'I
on the next page).
Ramps should be provided at the front to allow easy
access up to a J0-40cm high step • @- @.
Short-stay car-parking space should be incorporated for
passengers on the edge of towns (.ie.park and ride).

I l l

><;, 12.00 40 !10 41 52 149 051

Standa rds: t'¥rO bu.JH 25.00 5HO 60 61 162051
arhcullfed bus 1800 46 !10 53.52 155.051

tm 3m wide but slOP bays

•t 2m lOt but II()C) M'(S lot lriiCUIJiled buSI!I

- - •• , L.

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3) Ramps:

The slope or ra mps may be as step as one in five but they are generally one in ten
(or I 5), which require a n approximate length of 35m to rise 5m from floor to floor.
Turns on the ram should be slightly banked and the whole surface treated to give a
good hold for tires. The floor heights of garages should give 4m in the clear
between beam casings and the floor level.

Ramps for smaller buildings may be as narrow as 2.7m, but they are better i f3.5m
is allowed and if vehicles have to pass one another in opposite directions up and
down, ways should certainly be separated by a kern, or more thoroughly, by a
railing, although such precautions are frequently not taken. If but one narrow ramp

30

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Bus geometries, or physical dimensions and maneuverability of
the bus. determine the width of roadways, shapes of platforms,
column spacing. ceiling heights, and other aspects of bus level
dimensions of Indian buses.

Kerala bus standards

BUS TYPE: DIMENSIONS:

Minibus 7.2m x 2m
Ordi nary bus 10m x 2.4m
Venad I malabar 10mx2.4m

Low floor non-NC city 12m x2.6m

bus
Low floor ale city bus
12m x 2.6m

Fast passenger 12m x 2.5m

Super-fast 12m x 2.5m

Super express 12m x 2.5m

Super express airbus 12m x 2.5m

Super deluxe airbus 12m x 2.5m

Garuda volvo (NC) 12m x2.5m

Super fast multi axle volvo 13.8 m x 2.6m

(NC)

Super express multi axle

volvo (NC) 13.8 m x 2.6m

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 when they operate at higher speeds. This has led to the use of a practical design
capacity of seventy five
open.ny
23
IA I SHIP W•dlh
•-··-• , " . emergency •top button
t

Y -=--==-===-==-====·"'m",, •··=m·. ·..= · ,, "'

Hl ,,.1
,..., emergev StOI> ounon

It=
L.:
30 Jli.j!.. 30

percent of the
theoretical.

Stationary stairs should be located in close proximity to escalators and incli ned
moving walks to allow for their alternate use in case of mechanical failure. With a
rise below 20ft (6.1 m), virtually all pedestrians will use the escalator, causing long
queues and delay i n heavier traffic applications. Space for pedestrian traffic
circulation and queuing should be allocated in all landing areas.

b) Bus facilities:

1 ) Bus geometries

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12) Eleva tors

.... - c -

i
oo
I Ol)f"f•
• eo
- t iO --.
•-v
10 one '\loltft
············:

l Lb_
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...,.,• • f'l+"ff

0 flll.n view of lift ehah (!) Doo-r•

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Ffl

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ptOIMifOtl
sJe•..,•

0 llh motor root'\ tMt •f Uftel (E} Shaft and tift ,..,.,. rOOfft @ Sheft of hydoeulic lift

13) Escalators a nd Moving Walks:

The high cost of escalators and moving walks present difficult design quality
decisions. The units are generally designed close to their practical operating
capacity, even though this practice causes production delays and queuing. The
units on assumption of uniform step or space occupancies, but detailed
photographic studies of pedestrian use of these units show that, even under the
most crowded conditions, pedestrians will leave vacant step positions or gaps, thus
reducing effective capacity. Th is is caused by the pedestrians own personal space
preferences and momentary hesitations when boarding these units, particularly

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an average per person spacing of 20 inches or O.Sm. The presence of baggage has
tittle effect on this spacing, as the baggage is placed on the floor either between the
legs or at the sides. Bulk queues may occur within a passenger terminal where
passengers are waiting for bus arrivals or other services. Where no circulation
through the queuing space is required, area occupancies as low as 0.4 sqm. per
person may be tolerated for short periods. This allows standing pedestrians to
avoid physical contact each other. Where movement through the queuing space is
required as in a passenger waiting area, an average of 0.9sqm per person is
required.

Human area occuptes blow 0.3 sqm. per person is crowded immobile and
potentially unsafe queues, particularly where pedestrians may be jostled off the
platforms.

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" at•W. ere narrow or
CUf"'Ved the dl.. aMe Of the
K.-e of walk to the owt.et
atr6ng ahoukt be 3 cm

The maximum practical flow on a stair i s approximately 17 persons per foot width
of stairway per minute (PPM) in the upward or design direction. An average of
about 20sqft.(l.86 sqm.) per person or more is required before stair locomotion
becomes normal and traffic conflicts with other pedestrians can be avoided. This is
equivalent to a flow of 5PPM. This standard would be used in terminals that do not
have severe parking patterns or space restrictions. In co muter terminals, the more
stringent standard of 7 to 1OPPM would be acceptable. Riser height has a
significant impact on stair locomotion, lower rise heights, increase pedestrian
speed and thus improve traffic efficiency. The lower height is also desirable to
assist the handicapped pedestrian.

11) Queuing '17

Areas: '110

A number of
different pedestrian
queuing situations
occur m terminals
"otaln ere otrlll"'l entl wide

....._
the dietaflce of tM line of
. . .• • -hantlr-'lo ohould
_
................ . ...............
. ......
ltelr width ellowing two
......::..:.::....'....... ..... ::.' ..
_...,._,. . , . ..,.
'.'

lte ir w idth . . _ l ng
..
-

which affect their

functional design. Linear queues will occur where passengers line up to purchase
tickets, or board buses. Care must be taken that these lines do not disrupt other
terminal functions. The length of a linear queue may be estimated on the basis of

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The most recent approach to the design of pedestrian spaces has been the use of
level-if-service concept. On the basis of this concept, qual itative eval uation is
made of human conveniences at va rious traffic concentrations and this is translated
into appropriate design parameters.

9) Entrances:

The criteria utilized for corridor design can be roughly applied for the design and
doors. The maximum capacity of a free swinging door is approximately 60 persons
per minute, but this capacity is obtained with freq uent traffic disruptions and
queuing at the entrance sections. A standard of 50 persons per minute would be
representative of a busy situation with occasional traffic disruptions were fee
flowing traffic is desired, a standard of 20 persons per minute should be adopted.

10) Stairs:
Human locomotion on stairs is much more stylized and restricted than walking
because of the restraints imposed by the dimensional configu ration of the stairs. As
with corridors, capacity flow is obtained when mere is a dense crowding of
pedestrians combined with restricted uncomfortable locomotion.

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 8) Corridor design

Minimum corridor widths are based on the pedestrian traffic volume, less
appropriate allowances for disruptive traffic elements such as columns,
newsstands, stairways, window-shoppers, etc. where the corridor is also used as a
waiting area to accommodate standing pedestrians, the maximum potential
accumulation and safe human occupancy of the corridor should be determined. The
maximum practical flow through a corridor is approximately 25 persons per 0.3m
width of corridor per minute (PEM). The flow volume that allows for the selection
of normal walking speed and avoidance of traffic conflicts is equivalent to 7 PEM
(or less). This standard would be used in passenger terminals that do not have
severe parking patterns or space restrictions. Where severe repetitive peaks and
space restraints occur, such as the commuter terminal, the more stringent standard
of 1 0 to 15 PEM may be used. The pedestrian traffic counter passenger terminals,
with extreme but short peak traffic patterns and repetitive users, can be designed
for lower standards of service than long distance terminal s, above, the users are
generally unfamiliar with the facility and peak level traffic may be sustained over
several hours - detailed photographic studies of the user of pedestrian facilities
indicate that maximum capacity coincides with the most crowded pedestrian
concentrations, representing a poor design environment. Many of the elements of
aesthetic design are lost in this type of crowded environment, as the pedestrian
becomes preoccupied with the difficulties caused by the close interaction and
conflicts with other persons. The challenge to the terminal designer is to balance
the space requirements for a comfortable and aesthetically pleasing human
environment against the space restraints caused by building configuration and cost.

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 5) General Equipments:

Stations should be adequately equipped with rubbish bins a nd baskets or adjoining

waiting rooms and queuing spaces. Drinking fountains should also be provided. A
service room with sink facilities for filling and emptying buckets racks for brooms
etc. is essential for cleaners of both the buildings and open yards.

6) Artificial Illumination:

It is most important for bus stations to be well-lighted in all parts used by

passengers and vehicles but care must be taken that lights do not shi ne in the eyes
of drivers. Interval lights should be installed at least 14.5m above roadway level.
At bus station "in" and "out" ways into public streets may have to be controlled by
traffic signal lights. If these are installed careful placing is required to avoid for
normal road users the possibility of confusion with any adjacent public street
traffic lights.

7) Lavatories (toilets):
All bus stations regardless of size should provide sanitary accommodation for male
and female passengers. Lavatories in bus stations for male and female passengers
lavatories in bus stations should, if possible be planned on the same level as the
platform and in fairly dose association with passengers waiting spaces. At stations
used by long distance express services washing may be required for both sexes.
Lavatories should be readily accessible also from the bus stations. Separate
accommodation for passengers and staff should be planned.

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 A clerk's desk is needed for making the passenger's checks for goods handed in
luggage offices in large stations. Sometimes ha ve separate incoming a nd outgoing
traffic. Parcel offices are often needed, either associated with left luggage or as a
separate unit, as many bus companies undertake the delivery of parcels on rural
routes. Mostly such parcels are of relatively small dimensions and light wei ght but
racing need s to be based on keeping parcels for each route toget her. Parcel offices
need space for a weighing machine and desk space for the clerks in addition to the
counters. Counters should be atleast 0.45m wide and preferably 0.6m

Luggage and parcel offices must be kept dry and reasonably warm in winter by not
enough to damage perishable contents of parcels.

4) Indicators:

An important aid for the passengers is the efficient clear and the distinct indication
of when and where departures of vehicles will take place. Berths or stances should
be clearly marked with numbers; detailed destination boards are also desirable. All
the important signs should be illuminated at night.

It is becoming usual at all large stations, to install a loud speaker system for the
direction of passengers. The loud speakers should be placed very carefully in
relation to the queues and the waiting spaces. So that audibility is not too much
affected by the engine noises. The controls should be placed in die inspectors or
controJJer's office.

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 .....
The essential element of an enquiry office i s an ample counter to allow for QJ
r:::::
adequate number of clerks working at the same time based on the needs of an r:::::
co
(J
average demand. Counters for enquiry or booking should be I. I m high and 0.45 m t.n
wide for enquires and 0.6m wide for booking. The space behind the counter need E
co
(.)
not be wide unless it is also used as general office space; the latter arrangement is
>.
generally undesi rable as office workers are Jess disturbed if provided with separate
.c
"C
QJ
offices, possibl y approached from the clerk's space. It should be noted that r:::::
r:::::
passengers often take longer at booking counters than at enquiry counters and the co
(J
clerks space and circulations should be planned accordingly. There should be t.n
plenty of wall space in all public space for orderly and well planned displays of
posters, timetables and notices.

3) Cloak Room:

Facilities should be provided at all bus stations for left luggage and parcels.
Nonnally most of the articles are reclaimed within a few hours and very few
remain for more than twenty four hours. Articles may be left for longer periods and
unclaimed articles have to be kept for several months, space should be allotted
accordingly. A lost propetty office is necessary and is usually associated with left
luggage facilities. Left luggage offices are generally equipped with a counter to
divide passenger space from storage and working spaces. This counter need only
be 0.45m to 0.6m high as all luggage has to be lifted on to hand over the counter.
Though the counter length may be short (one or two clerks only) there should be
plenty of passenger waiting space adjoining the counter. It should be born in mind
that bus passengers generally have less bulky luggage than railway passengers, the
most common article is the suitcase with a maximum size of 0.6m long *0.38m
high *0.18m wide and most of the storage racing should provide all purpose racing
m multiple units of 0.6*0.6*0.6m.
 ,c amount of public seating varies depending on i ndividual circumstances,
11
terminal type and economic priorities. Even though the western standards are one
scat for ever three passengers, an allowance of one seat for every fifteen persons
would be adequate. The passenger quantity is calculated by multiplying the loading
berths by an average bu s seati ng capacity. Usually a bus carries 50 to 60 persons
during peak hour. An average of 40 persons per bills is calculated for calculating
the wait ing space capacity. Space allowance ranges from 1 .4sq m. to 3.25sq m per
pe rson. 1 .86sq m. to 2.23sq m per person, is considered satisfactory. Total area
ranges from 20% to 35% of te total building area; the smaller the building. larger
percentage.

2) Booking and Enquiries:

Of the essential passenger facilities, the

booking office should be the most
prominent. Its position must be immediately
obvious from whatever direction passengers
may approach. It should be independent of,
and in face, well away from waiting rooms
and similar accommodation; where there is a central concourse it should form an
important part of it. Booking offices are not usually necessary for local services,
but most express service arrange that passengers book and pay for seats prior to the
commencement of the journey as, even if there is a conductor on the vehicle
'
money is not take en-route. Similar sightseeing and similar there is are pre-booked.
Stations catering for these latter types of traffic need considerable space on both
sides of the counter; for passengers wait ing to book and making enquiries and on
the staff side for working space, charts, timetables, tickets and cash.

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 1) Waiting space:

There are advantages in planning passenger arrivals

in positions well away from queues of passengers
waiting to be picked up, mainly to avoid congestion
and confusion. The problem of providing
accommodation for waiting passengers
satisfactorily is an exceedingly difficult one. Many
schemes have been tried but all have seemed to have greater or lesser
disadvantages. Standing queues are suitable for all healthy people but are very
. unsatisfactory for old or infirm people and for mothers with young children unless
associated seating can be provided. It is impossible to provide seating for all even
'in "off peak" hours, nor would all use it if provided priority arises between those
'
standing, those seated, and those who wait in a waiting space or room. Difficulties
also arise with variations in length of wait for a particular bus service. It has been
'
·suggested and in fact tried out abroad that tear off numbered slips should be taken
; in tum by each passenger arriving at the queue or waiting space. So that priority is
established and to some extends, queues avoided.
'

'
: In all stations, except those catering only for very frequent local services, some
'
: type of waiting rooms or concourse is essential. The waiting space, of whatever
;

:type should be spread out if there are many route to be served; although if the long
l

t distance services, the problem becomes similar to that of small waiting rooms or
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; spaces may be preferable to one large room.
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Gnera l func tional orga nizati on of the tc

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rmmal ts determmed by the configuration,
the volume and I\ pe of bus op ·
• eratton and passengers and the bus traflic
c ircul ation.

The U nderlying design rati onale should

maximize provisions for short lines of
flo,, and communication betw · k .
een t1c ettng and baggage function and the bus
interface. Parki ng facilities should b 1 ·d . . . .
e ocate so as to mtmmtze the walkmg
distanct! to the terminal a nd the egress a d th . . b .
n e tngress y planned to avotd traffic
conge tion along the nearby arteries. Since there will be movement of both
vehicles and passengers at the same level , to separate the two as much possible.

Terminal req uirements should include provi sion for ticket sales, vending machine
and or sma ll snacks bar, toilet facility, office baggage and or storeroom.

4.01.02 Space Requirements:

a. Passenger facilities
b. Bus facilities
c. Com mercia l space
d. Other vehicular facility
e. Office space

a). Passenger Facilities

Passengers need queuing space, waiting rooms, booking office, where long
distance services are invol ved, enquiry office, left luggage room, parcel office and
sanitary accommodation for both sexes. Often shops or kiosks for papers, light
refreshment etc. i s required. These additional elements may have to be planned so
that they may be left to separate tenants as concessions rather than operated by the
bus corporation ;in either case the use of space for such purposes helps to reduce
the overhead running costs of the bus station and is obviousl y of assistance, and
therefore popular with passengers.

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CHAPTER -4: DATA COLLECTION ;; . "..--
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04.01 Bus terminals: r;./

The growth and development of bus transportation has

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closely followed ad vances in automotive technology and
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the improvement and expansion of the national highway
network. The first bus routes were originated by
individual entrepreneurs u sing converted passenger
automobi les. These routes were short and service was
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generally unreliabJ,e. As the highway network expanded . TEA
and more suitable bus equipment became available, these I _::: ..
short, disconnected routes were merged into larger
consolidated operations providing more rdiable through
services over longer distances. Our modem express 1-----------.. . .
highway system and the development of more comfortable and efficient high-
speed buses have made bus transportation the leading means of public transport in
the India Over the past decade bus services have evolved into several general
operational categories and characteristic terminal types.

Suburban Interstate Terminal:

The suburban interstate terminal is a

peripheral type designed to avoid the traffic ' ' '•. aU11 ----y

congestion and heavy investment associated ';,

with central city. The terminal is usually
located adjacent to interstate highway
connections with major cities and in many
instances serves the increasing outlying
"urban sprawl" areas.
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4.01.01 Functional elements planning

criteria:

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