Bus Rapid Transit (BRT) Design Guidelines for Indian Cities
2017 Edition

IRC 124 outlines several key design recommendations for BRT stations: Architectural features include seating, leaning bars, sufficient circulation space, and the use of durable, low-maintenance materials. Stations should have open layouts promoting natural ventilation and lighting, with protective roofing to shield passengers from rain and sunlight. Adequate illumination at night (minimum 150 lux) is essential, with reduced lighting at station ends to prevent driver distraction. The station layout must incorporate ramps with slopes not exceeding 1:15, equipped with railings on both sides and tactile paving for visually impaired users. Station sizing should be based on expected ridership, employing multiple linear loading areas for efficiency. Preferably, stations are centralized to serve buses in both directions, enhancing space utilization and transfer convenience. Side stations are suitable only with compatible bus designs, while dual-side docking stations can increase capacity but require detailed design considerations.

IRC 124 ensures comprehensive accessibility for persons with disabilities by mandating inclusive design features across buses and stations. Inside buses, it requires contrasting handrails, grab bars, and designated priority seating for disabled passengers, elderly, pregnant women, and mothers with young children. Space allocation near doors accommodates wheelchairs, with stop request buttons accessible from these areas and audible announcements for visually impaired riders. Buses should have manual ramps or lifts for boarding assistance. At stations, level boarding is essential, with platform heights matching bus floors and horizontal gaps limited to 50 mm or less. Use of Kassel kerbs and precise alignment markers facilitates safe docking. Sliding doors at stations enhance passenger safety and control fare evasion. The pedestrian network along corridors must be seamless without abrupt level changes, ensuring accessibility for all mobility levels.

The standard emphasizes the importance of a dedicated professional team, typically organized as a Special Purpose Vehicle (SPV) or BRT cell, responsible for planning, managing, and supervising BRT operations. This entity may contract out functions such as bus procurement, driver recruitment, and fare collection to private operators. The SPV should include experts in transport planning, finance, legal affairs, human resources, and communications to ensure holistic management. Skilled operational staff—trained drivers, ticketing personnel, and security teams—are required to maintain high service standards. Continuous training programs for all staff members are mandatory to sustain operational efficiency and customer satisfaction. The SPV oversees project execution, financial management, contract administration, performance monitoring, and safety compliance, with a recommended minimum of 10% of funds allocated to infrastructure upkeep.

Integration of BRT corridors with other public transport modes should aim to minimize transfers and improve passenger convenience. Hybrid BRT systems extend trunk corridor services beyond dedicated lanes, enabling direct routes and reducing transfer requirements. Route rationalization based on travel demand surveys simplifies networks, lowering wait times and unnecessary connections. Co-location and physical connectivity with rail and metro stations should be prioritized to facilitate seamless multimodal transfers. It is important to maintain the exclusivity of BRT lanes for specially designed buses to preserve system efficiency and clear identity. Feeder services complement the trunk corridor by connecting outlying areas, while fare and physical integration ensures a smooth passenger experience across modes.

To enhance safety, IRC 124 recommends physical segregation of BRT lanes from mixed traffic using barriers such as railings, with designated breaks for pedestrian crossings. At-grade pedestrian crossings should have well-marked zebra stripes, signalization, and raised crosswalks elevated approximately 150 mm above the carriageway with slopes between 1:8 and 1:15. Bollards spaced at least 1 meter apart allow wheelchair access. Mid-block crossings designed as tabletop crossings with speed bumps help calm traffic. Pedestrian refuge islands should be at least 1.2 meters wide on medians. Intersection design must include channelization and simplified two-phase signals, prohibiting right turns across busways to reduce conflicts. Continuous, wide footpaths and cycle tracks along corridors further ensure pedestrian and cyclist safety. Operational safety is supported by trained drivers, traffic wardens at key junctions during initial operations, and incident monitoring through a BRT control center. Level boarding with minimal horizontal and vertical gaps, assisted by manual ramps if necessary, is also critical for safe passenger movement.