STUDY ON BUS

TRANSIT HUB
P. A A S L E S H A P R I YA

RA18 112 01 01 00 60

4TH YEAR A SEC

1
CONTENTS

1 STUDY ON BUS TERMINALS

AND VARIOUS ASPECTS

2 STANDARDS FOR BUS TERMINALS

3
HISTORICAL DEVELOPMENT OF BUS
TRANSPORT IN INDIA

4 BUS TERMINALS AND

TECHNOLOGY

5 USER STUDY

6 MOBILITY STUDY OF GOA

20XX
2
I N TR O D U CTI O N
• Transportation involves the movement of the people and
goods, there is a need of an access point in transport
system to use it.
• These access points are know as terminals or the fixed
facilities. Terminals are one of the main components of any
mode of transportation.

• A bus station is a structure where city or intercity buses stop to

pick up and drop off passengers.
• Often provides a convenient point where services can be
controlled from.
• The size and nature of the terminal varies from a road-side bus
stop with no adequate facilities for passengers or bus crews ;to a
purpose built off-road bus station, offering a wide range of
facilities.
• If the number of vehicles arriving and departing is low, - a road-

1 STUDY ON BUS TERM INUS AND

VARIOUS ASPECTS
side bus stop will normally be adequate.
3
With a large number of vehicles arriving and
departing, it might be required to consider off-
road built bus station to avoid traffic congestion.
Operating elements consist of:
• Adequate curb space for the number
 A bus terminal should satisfy : of buses expected at the stop at one
• Passenger protection from passing traffic time
• Access for people with disabilities • Bus routing patterns
• All-weather surface to step from/to the • Directions (i.e., one-way) and widths
bus of intersection streets
• Proximity to pedestrian crossings • Types of traffic signal controls (signal,
• Proximity to major trip generators stop, or yield)
• Street lighting • Volumes and turning movements of
other traffic.
• Width of pedestrian pavements.
• Pedestrian activity through
intersections.

1 STUDY ON BUS TERMINUS AND

VARIOUS ASPECTS
4
DESIGN ISSUES

 Passenger Amenities b. Passenger Information

a. Shelter • Passenger information should be provided such as signage’s, route

• They are to extend along the full length of the platform serving details and graphics.

as a weather protection to the passengers. • bold identification signage, transit route maps, neighbourhood

• should be of high quality, prefabricated and modular. maps placed at prominent locations.

• The Shelter roofs should be such that rain water is directed • Signage and graphics should readily distinguish the bus stations

away for the vehicle side. from the regular stops.

• Digital display could be optionally placed at station entries.

1 STUDY ON BUS TERMINUS AND

VARIOUS ASPECTS
5
DESIGN ISSUES

c. Safety and Security

• 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.
• Adequate illumination, especially at nights is necessary.

d. Barrier Free Design

• 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.

1 STUDY ON BUS TERMINUS AND

VARIOUS ASPECTS
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 e. Platform Dimensions
DESIGN ISSUES
• The Length of the platform depends upon the length of the vehicle and the
number of bays required which is in turn dependent upon design bus
volumes and service times at any given time.
• Width of the platform varies from 2.5 M to 5 M.
• The Platforms could be provided either at a low height or at a higher level.
• Access to the high platforms from the pedestrian path needs to be
provided through
• ramps.

f. 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.

1 STUDY ON BUS TERMINUS AND

VARIOUS ASPECTS
7
Fare Collection
PLANNING ASPECTS
• Off board fare collection policy reduces the dwell time at bus
stations and enables rapid boarding and lighting. The station can
In general, the four basic planning criteria for planning of terminals
be divided into paid areas and free areas. Entry into the paid area
are –
of the station can be controlled by introduction of turnstiles or
1.Need
other control devices.
• NEED of the terminal arises with increase in the demand.
An organized bus terminal should meet the following requirements-
• Accessibility
• Comfort and convenience
• Safety
• Easy processing

2. Size
• The following factors are considered to characterize the size of the
terminal and its functions-
• Flow of traffic
• System characteristics
• User characteristics

1 STUDY ON BUS TERMINUS AND

VARIOUS ASPECTS
8
PLANNING ASPECTS

3.Location
• The selection of the location should satisfy the following criteria-
• It should form a component in the hierarchy of transport systems
• The concentration and dispersal costs should be minimum
• It should be located such that as point of coordination and
integration between inter-city and intra-city transport

 4.Design
Following points should be kept in mind for efficient workability of
terminal-
• Segregation of bus and non-bus traffic
• Segregation of pedestrian and vehicular movement
• Elimination of vehicular traffic conflict
• Segregation of pedestrian flows
• Minimum processing for the buses
• Segregation of transportation and no-transportation activities

1 STUDY ON BUS TERMINUS AND

VARIOUS ASPECTS
9
REQUIREMENTS

1. Control room
2. Public lockers 7. Waiting room
3. Public toilets 8. Clock room
4. Car parking 9. Office
5. Filling station 10. Drivers rest rooms
6. Rental spaces 11. Restaurant
12. Dormitories
7. Security check
points 13. Telephone booths
8. Enquiry and 14. Workshops
booking

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BUS DIMENSIONS

BUS DIMENSIONS
Electric city bus : capacity – 60 passengers
(including driver)
overall length – 40’ (12m) Bus(32 seater):

overall width – 8’3” (2.5m) overall length – 22’-8”(6.9m)

overall height – 10’-9” (3.32m) overall width – 7’-3” (2.2m)

front overhang – 8’-6” (2.59m)

rear overhang – 10’-9” (3.31m) Big Bus (64 seater):
overall length – 45’-0”(13.5m)

Bus (52 seater): overall width – 9’-9”(3.0m)

overall length – 40’(12m) Door height – 6’-2” (1.9m)

overall width – 8’-6” 92.6m) max.

overall height – 12’-5” (3.8m) max.

2 STANDARDS FOR BUS TERMINUS

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2 STANDARDS FOR BUS TERMINUS
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SPACE REQUIREMENTS FOR
PLATFORM AND PARKING AREAS

INTERLOCKING LAYOUT

2 STANDARDS FOR BUS TERMINUS RADIAL LAYOUT 13

TYPES OF PLATFORM

PARALLEL LOADING
STANDARD INTERLOCKING LAYOUT
• requires excessive amount of space
• busses must usually wait until first bus
exists
• large terminal requires pedestrian
under/ overpass facilities to protect
passengers while crossing lanes

RADIAL SAWTOOTH LOADING

• most efficient- buses swing into
position along natural driving arc.
• space required at front is minimum.
• wide space at rear making movement
easy.

2 STANDARDS FOR BUS TERMINUS

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PLANNING INFORMATION

2 STANDARDS FOR BUS TERMINUS

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Bays – possible arrangements:
TURNING RADII
• linear arrangement.
• angular arrangement.
• radial arrangement. • The principal dimensions affecting design are the minimum
centerline turning radius, the wheelbase, and the path of the inner
rear tire.
• Effects of driver characteristics (such as the speed at which the
driver makes a turn) and the slip angles of wheels are minimized
by assuming that the speed of the vehicle for the minimum radius
(sharpest) turn is 10 mph (15 km/h) or less.
• The boundaries of the turning paths of the several design
vehicles when making the sharpest turns are established by the
outer trace of the front overhang and the path of the inner rear
wheel.
• This turn assumes that the outer front wheel follows the circular
arc defining the minimum turning radius as determined by the
vehicle steering mechanism.

2 STANDARDS FOR BUS TERMINUS

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TURNING RADII

A longer turn radius creates a more rounded corner. This allows the vehicle
to enter and exit the driveway more quickly without encroaching upon
traffic in adjacent lanes

2 STANDARDS FOR BUS TERMINUS

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TURNING RADII

2 STANDARDS FOR BUS TERMINUS

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CIRCULATION

TRANSIT STATION WITH SEPARATE ARRIVAL AND DEPARTURE

PLATFORMS POSITIONED OBLIQUELY,SEPARATE PARKING AREAS

LARGE TRANSIT STATION WITH SEPARATE ARRIVAL AND

DEPARTURE PLATFORM

2 STANDARDS FOR BUS TERMINUS LARGE TRANSIT STATION WITH ATTACHED PARKING AREAS
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STANDARDS FOR DISABLED
SAWTOOTH LOADING PEOPLE
• efficient –
• passengers have direct access to loading doors.

ACCESS FOR PHYSICALLY HANDICAPPED

• provisions for handicapped is must .
• for that ramps are provided at the bus platforms. •
buses are also itself provided with inbuilt ramp which
can be used wherever needed.

2 STANDARDS FOR BUS TERMINUS

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STANDARDS FOR DISABLED
PEOPLE

2 STANDARDS FOR BUS TERMINUS

21
AREA STANDARDS
ENQUIRY & TICKET COUNTERS
 PARKING STANDARDS
The size of the enquiry counter varies with the type
parking space req. by a bus: 12m x 3.5m x 3.8m
of station.
parking space req. by small bus: 8m x 3m x 3.3m
The height of the counter slab is 1.2m.
parking space req. by a car: 5m x 2.5m x 2.4m
parking space req. by a motorbike : 1m – 3.2 m
PUBLIC SPACES
Area req. Per person at counter : 50-150 sq.Ft.
TOILET SPACES FOR PUBLIC & STAFF
Area req. Per person at cafeteria : 10-50 sq. Ft.
1 W.C will serve 25 people.
Area req. Per person at lunch room : 10-50 sq. Ft.
Space req. For W.C – 0.9m X 1.2m
Width of corridor (min. : 3m – 4.5m)
Space req .For urinal – 1m From center to center
Waiting hall for at least 150 people at time (Area req.
1 urinal will serve 30 people.
Per person 50-150 sq. Ft.)

CLOCK ROOM
OFFICE SPACES
The size of a locker :
Area req. Per person at office :
1.78m X .30m X .30m
Single office – 10sq.M
1.78m X .30m X .38m
Meeting room – 1.5 sq.M
1.78m X .30m X .46m

2 STANDARDS FOR BUS TERMINUS

1.78m X .38m X .38m
1.78m X .46m X .46m
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AREA CALCULATION

 • the interstate bus terminus is to be designed to handle 1938 trips ~ 2000

trips per day
• peak hour flow is equal to 10 % of total daily flow.
• incoming buses (at unloading bays) = 50% of total buses = 1000 no’s
• incoming buses (at loading bays) = 50% of total buses = 1000 no’s
• occupancy in peak hour = 50 passenger/ bus.
• total passenger to be handled by terminal = 50 x 2000 = 1,00,000

no. of bays for loading and unloading have been calculated as =total no of
buses in peak hour / bay capacity in 1 hour.

2 STANDARDS FOR BUS TERMINUS

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INTER STATE BUS TERMINAL
FUNCTIONAL ARRANGEMENT

2 STANDARDS FOR BUS TERMINUS

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LOCAL BUS TERMINAL
FUNCTIONAL ARRANGEMENT

2 STANDARDS FOR BUS TERMINUS

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• There was no public transport in India before 1850’s. people
used to go by other means of transport of by walking for work
or other places. • It all began with a simple system of horse-drawn carriages
• Tramways were proposed as early as 1864, but a contract for that, surprisingly, took a while to catch on.
their construction was given to Stearns and Kitteredge only in
1873. • But once it did, public transportation would quickly progress
• They were to run the lines for 21 years. from simple horsecars to cable cars, rail lines, and finally, the
• The first trams, between Parel and Colaba, were drawn by teams modern buses we know today

of six to eight horses. When the tramways started in 1874,

Stearnes and Kitteredge had a stable of 900 horses.

3 HISTORICAL DEVELOPMENT OF BUS

TRANSPORT IN INDIA 26
• The Bombay Tramway Company Limited was formally set
up in 1873. The Mumbai municipality was given the right to
buy up the concern after the first 25 years or after every
period of 7 years thereafter.
• After this contract was entered into between the Bombay
Tramway company and the municipality, the government of
Mumbai enacted the Bombay tramway Act, 1874, under
which the company was licensed to run a tramway service
in the city.
• In 1905 a newly formed concern, “The Bombay Electric
supply and Tramways Company Ltd” bought the Bombay
Tramway company and the first electrically operated tram-
car appeared on Mumbai’s roads in 1907.
• The passing years aggravated the problem of rush hour
traffic and to ease the situation, double decker trams were
introduced in September 1920.

3 HISTORICAL DEVELOPMENT OF BUS

TRANSPORT IN INDIA 27
• Pursuant to the option given to it under the Deed of concession
granted to the Bombay Electric Supply and tramways Co. Ltd, the
Brihan Mumbai MahanagarPalika acquired on 7‘August 1947, the
assets of the combined undertaking, namely the operation of
tramways and distribution of electricity in the city of Mumbai as a
going concern. By mutual agreement, the corporation also took
over the operation of the bus service, which was run by the BES & T
Company Ltd.
• Thus, the Bombay Electric Supply and Transport Company was
municipalized and came to be known as Bombay electric supply
and transport undertaking.
• The BEST Company came into existence on August 1905; it was
dissolved on 6'August 1947, to make room for the BEST
Undertakings. Now the ownership of the concern came to the
municipal corporation. The BEST undertaking was the first public
enterprise in the country

3 HISTORICAL DEVELOPMENT OF BUS

TRANSPORT IN INDIA 28
• The BEST Company Ltd purchased from the Bombay tramways company the
right to run the road transport service in the city.
• However, it was not a direct transaction between the Bombay tramways
company and the BEST Company.
• On 12'March 1901, the municipality informed the Tramways Company that it
was taking over the transport system under the agreement concluded
between the company and the municipality on 12 March 1873.
Simultaneously, by a contract, the civic body gave the Brush Electric
Company of London the sole right to run an electric tram service in the city
as well as to supply electricity.
• On 27'June, 1905 the Bombay Electric Supply and Tramways Company was
established in London under the English companies Act, and on 22 July 1905,
it was registered in Mumbai under the Indian companies Act of 1882.
• The Bombay tramways company, the Bombay municipality, the Brush
Electrical Company and the BEST Company signed an agreement on 31' July
1905 by which the BEST Company was granted the monopoly for electric
supply and the running of an electric tram service in the city.

3 HISTORICAL DEVELOPMENT OF BUS

TRANSPORT IN INDIA 29
• The Calcutta Tramways company was formed in 1880 and tram
car were put into service in 1881.
• Early tramcars in Calcutta were drawn by horses. Their carrying
capacity was limited, and speed was very slow.
• After a few years, steam locomotives were introduced to draw
them. It was then a very noisy form of travel. Horses and
locomotives disappeared from the scene since 1901 when
electricity was harnessed to pull tramcars in Calcutta. They were
faster, cleaner and less noisy.
• This marked a real advance in Calcutta’s mode of transport.
• It was very cheap to travel from one end of Calcutta to another
with few paisa only.
• This means of transport gained popularity and more tramcars
were put into service. It was boon to workers mostly who had to
travel long distance to reach the places of their employment.

3 HISTORICAL DEVELOPMENT OF BUS

TRANSPORT IN INDIA 30
• Petrol driven buses became rivals to tramcars and threatened
their very existence.
• To cope with this horrifying situation the Calcutta tramways
company made some improvement on the design of tramways.
Old ones were replaced by new and improved ones. • Tramways service in Madras city was started in May,
• In 1931 they contained improved electrical controls, air break and 1895.
fans and modern implements to ensure smooth running. • It was managed by the Madras Electric Tramways limited.
• In May 1951, 440 tramcars were running on the streets of • A few years ago Kanpur and Delhi also provided
Calcutta and 20 new vehicles were under construction. Tramways service. But as the population of these two
cities grew tremendously and the number of other
means of road transport rose considerably, it created
congestion and at certain points transport bottlenecks
also.
• It was therefore, considered desirable to do away with
this mode of transport.
• Consequently Kanpur dismantled Tramways in 1936 and
Delhi in 1960.

3 HISTORICAL DEVELOPMENT OF BUS

TRANSPORT IN INDIA 31
VOLVO ELECTRIC BUSES
Cities around the world are working to solve the
major challenges of urbanisation: air quality, noise
and congestion. At Volvo, we believe we can make
a difference with sustainable transport solutions

4 BUS TERMINALS AND TECHNOLOGY

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Zero emissions Zero noise
The way we transport people in our cities has a major impact on our The challenge of noise pollution is on the agenda of virtually every
quality of life, and the environment. More than 90% of people city. The effects of excess noise on public health are well-
worldwide live in areas exceeding the WHO guideline for healthy air. documented and there is also increasing awareness of the
At Volvo Buses, we are convinced that our e-mobility offer with clean substantial costs arising from noise. With our silent electric buses
and silent electric buses is part of the solution. With zero tailpipe noise emissions are reduced to a minimum. This means they can
emissions they can operate in sensitive areas and environmental operate anywhere 24/7: in silent zones, in residential areas at night
zones, while helping to reduce CO2 and air pollution. without waking up residents, and they can even stop at indoor
terminals.

4 BUS TERMINALS AND TECHNOLOGY

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Zero accidents
At Volvo, safety always comes first. It’s part of our DNA and we
have a clear safety vision: zero accidents with Volvo products. Our
complete e-mobility solution includes connected zone management
services and electric buses with advanced safety technologies,
helping cities towards zero accidents in city traffic. Safety Zones,
Pedestrian and Cyclist Detection, Electronic Stability Program and
the option of safety belts on all seats are just a few examples.

Zero congestion
Congestion is one of the major challenges in cities around the
world. It not only leads to bad air quality, noise and environmental
stress. It also leads to people spending hours in traffic every day.
We need to travel together to make the most efficient use of our
streets. Volvo offers high-capacity electric buses for attractive
public transport – designed for people, by people. Helping cities to
reduce the number of cars and aim for zero congestion.

4 BUS TERMINALS AND TECHNOLOGY

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With electric buses gaining popularity, many public transportation
systems are looking to adopt these environmentally-friendly vehicles to
help reduce emissions and keep city air clean. In 2020, Los Angeles
 announced a plan to add 155 electric buses to the city’s fleet.
Meanwhile, New York City, Seattle, and the state of California have 
made pledges to transition to zero-emission fleets. If all goes according
to plan, 33% of all transit buses in the United States will be electric by
the year 2045.

4 BUS TERMINALS AND TECHNOLOGY

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PROTERRA
, a manufacturer known for its battery-powered electric buses, works to
address the “range anxiety” felt by many bus transit providers. Charging
ports are standard at every bus depot so that drivers can plug buses in
after a long day of driving, but Proterra also adds on-route charging
stations that can charge a bus in as little as five minutes, ensuring 24-hour
service with little to no anxiety.
And while the up-front cost can be intimidating, the lack of fuel costs for
electric buses quickly makes up for the initial cost. All things considered, it’s
about 2.5 times cheaper to power electric vehicles than it is to power diesel
vehicles, and battery prices are expected to drop 50% by 2025, which will
help to further reduce the up-front cost.

4 BUS TERMINALS AND TECHNOLOGY

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OLLI
Perhaps an even more exciting advancement in public transportation
options is Olli, a self-driving pod that can either fill in gaps in transit
routes or act as an on-demand shuttle service, all while making the
roads safer and bringing public transit access to a wider range of
riders. Olli has 360-degree vision, cognitive response technology, and a
special obstacle avoidance system to keep her passengers safe. Plus,
she’s powered by electricity.

4 BUS TERMINALS AND TECHNOLOGY

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 Electric Buses

That India now has a locally manufactured electric bus.

However, auto giants like Tata Motors have also been working
on their own electric buses, which will run on clean energy and
offer premium public transportation options.

4 BUS TERMINALS AND TECHNOLOGY

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 Electric Buses

The company claims that it has been tested for steep

gradients and delivers a range of 200 km on one full
charge. The bus uses Lithium Iron Phosphate battery
that takes about four hours to charge.

4 BUS TERMINALS AND TECHNOLOGY

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 Electric Buses

Suggests that the bus will be ideal for feeder, airport tarmac
and intra-city applications. It is available in lengths of 9.7m,
10.4m, 11.1m and 11.8m. The Versa EV features regenerative
braking, integrated charging points and on-board Wi-Fi. The
electric power train produces 200 hp at 500 rpm and 600 Nm
at 500 rpm and has automatic transmission.

4 BUS TERMINALS AND TECHNOLOGY

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 Electric Buses

the second indigenous mass public transport

product from JBM Group, the company has said.
Solaris is one of the major manufacturers of buses
and low-floor trams in Europe.

4 BUS TERMINALS AND TECHNOLOGY

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• Public transportation systems offer an alternative way of mobility to
reach to a destination for a certain portion of people in a
community. By utilizing public transportations, the problem of
traffic congestion and air pollution can be diminished. Also, public
transportation utilization promotes sustainable societies.
• Numerous studies have been conducted in order to perform the
usability tests on applications specifically focused on services
offered by the public transportation systems.
• The challenge of developing usable applications encourage
researchers and application developers to rigorously test the
usability of any application via different sort of methodologies and
based on various dimensions or metrics.

5 USER STUDY .
42
TRANSPORTATION AND
DEMIGRAPHY PROFILE OF GOA

Road Network Total of 224 km of

NH, 232 km of SH and 815
kilometers of MDR and ODR.
• NH-66 (ex NH-17)
• NH-4A.
• NH-366 (ex NH-17A)
• NH-566 (ex NH-17B)
• NH-768 (ex NH-4A)
• SH-1

6 MOBILITY STUDY OF GOA

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VEHICLE OWNERSHIP

6 MOBILITY STUDY OF GOA

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PUBLIC TRANSPORT

6 MOBILITY STUDY OF GOA

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• The Government of Goa has constituted Imagine Panaji Smart City
Development Limited (IPSCDL) to take up the development of infrastructure
in the State of Goa under the Smart City Mission.
• Accordingly, preparing a Comprehensive Mobility Plan for the State of Goa
will provide a strategic direction to transport infrastructure development in
the state based on holistic view on achieving sustainable development.
• In addition to the mobility needs of the State, since the city of Panaji attracts
large volumes of traffic, there is an urgent need to solve the parking issues in
the city with proper parking policy, provision of multilevel parking in the core
city and adequate parking management.
• In this regard, IPSCDL has engaged UMTC to prepare a Low Carbon
Comprehensive Mobility Plan (“CMP”) for sustainable regional transport over
a 20 year planning horizon for the State of Goa and also Parking Master Plan
(PMP) for the city of Panaji.

6 MOBILITY STUDY OF GOA

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GOA CMP VISION

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STEPS INVOLVED IN THE PROCESS
IF GOA CMP

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APPROACH TO GOA CMP

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WHAT GOA NEEDS TO IMPROVE

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WHAT GOA NEEDS TO IMPROVE
(STATE LEVEL)

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WHAT GOA NEEDS TO IMPROVE
(STATE LEVEL)

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WHAT GOA NEEDS TO IMPROVE
(STATE LEVEL)

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WHAT GOA NEEDS TO IMPROVE
(CITY LEVEL)

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WHAT GOA NEEDS TO IMPROVE
(CITY LEVEL)

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WHAT GOA NEEDS TO IMPROVE
(CITY LEVEL)

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WHAT GOA NEEDS TO IMPROVE
(CITY LEVEL)

6 MOBILITY STUDY OF GOA

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Goa Announces Electric Mobility Initiatives

• Goa’s Minister of Power, Environment, and New & Renewable

Energy Nilesh Cabral emphasized the importance of ushering in
electric two-wheelers in Goa. He also highlighted other electric
mobility initiatives as part of the larger initiative by the government
of India.
• According to Cabral, the clean mobility program will be applicable
for the first 10,000 electric two-wheelers sold in the state, which will
reduce 5,000 tonnes of CO 2  emissions every year and remove 10%
of the polluting vehicles off Goa’s roads.
• The program is implemented by Convergence Energy Services
Limited(CESL), which is also working on making solar power
chargers for these two-wheelers. A 100% owned subsidiary of
Energy Efficiency Services Limited (EESL) – CCESL is a new energy
company focused on delivering clean, affordable, and reliable
energy.

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• Cabral said, “Goa is a biker’s destination. We have close to a
million two-wheelers in Goa, comprising almost 70% of the
state’s vehicle population. These will be converted into
electric two-wheelers or e-Bikes by CESL. As these e-Bikes
run purely on electricity, they do not cause emissions and are
therefore environmentally friendly.”
• The electric two-wheeler will take 3-4 hours to get fully
charged and run 100 km on a single charge. The state
government is also installing easily accessible public charging
stations throughout the state of Goa.

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SOURCES

• http://ridetransfort.com/img/site_specific/uploads/Final_Design_Standards.pdf

• https://www.slideshare.net/AksheySharma2/inter-state-bus-terminal-litrature-study

• https://nacto.org/publication/transit-street-design-guide/stations-stops/stop-design-f
actors/platform-length/

• https://www.intelligenttransport.com/transport-articles/21458/city-public-transportati
on-india/

• http://lib.unipune.ac.in:8080/xmlui/bitstream/handle/123456789/3068/12_chapter%20
4.pdf?sequence=12&isAllowed=y

• https://www.youtube.com/watch?v=KJJ_pPO9Kv4

• https://gogocharters.com/blog/history-of-public-bus-transportation/
• https://builtin.com/transportation-tech

• https://www.mobiliseyourcity.net/sites/default/files/2020-10/3_Case%20Study_Goa%2
0CMP_Mr.%20Seshadri.pdf
• https://www.researchgate.net/publication/319092841_Usability_metrics_and_methods_
for_public_transportation_applications_A_systematic_review

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THANK YOU