Transit Design Guide

Bus Terminals
1.0 Introduction
2.0 Existing Guidance
3.0 Objectives
4.0 Design Guidance

City of Toronto
Transit Design Guide

Acknowledgements:
Access Planning
Figure 1: High-quality bus terminal design at Pioneer Village station,
Perkins&Will Toronto (Photo Credit: Wade Zimmerman, Azure Magazine)
 1.0 INTRODUCTION
Toronto Examples.
1.1 Definition Victoria Park: Single direction bus loop allowing Housing
Bus Terminals | TRANSIT DESIGN GUIDE

Now development

Bus terminals are a foundational element of the transit

system that must be designed to recognize both their
critical importance to the transportation network and transit
connectivity as well as the value that they create as vital urban
places. Bus terminals are more than a terminus for bus routes.

First and foremost, they are places of passenger exchange

Figure 2: Victoria Park Bus Loop, Figure 3: Victoria Park Bus Loop,
where transit riders seamlessly move through the system Toronto (Photo Credit: Wikipedia) Toronto (Photo Credit: Google Maps)
connecting between buses, rapid transit, and surrounding
destinations. They are critical to the operations of a high- York Mills: Overbuild with operational limits
capacity bus network, as well as the entire rapid transit system,
by providing buses with a location to take recovery time for
schedule adherence and operator breaks. Further to this, they
are important access and egress points to the transit network
where pedestrian and cyclist access is particularly important.

Bus terminals are also hubs that anchor placemaking and

activity. The Official Plan speaks to the importance of using Figure 4: York Mills Station Bus Figure 5: York Mills Station Bus Loop,
Loop, Toronto (Photo Credit: Marcus Toronto (Photo Credit: Marcus Bowman)
transit investment to “enhance and extend the public realm, Bowman)
create civic destinations and facilitate the creation of complete
Science Centre: Shifting bus terminal to accommodate
communities”. Furthermore, Ontario’s planning framework is
development block
increasingly requiring intensification around transit stations
including through integrated development. In Toronto,
bus terminals generally refer to off-street facilities that are
integrated into rapid transit stations. The TTC was a North
American pioneer in the design of fully integrated bus and
subway systems. This principle played an important role in
the ridership success of the transit system and remains a key
guiding design direction. Bus terminals may also take different
Figure 6: Science Centre Station, Figure 7: Science Centre Station,
forms than their most common off-street manifestation at Toronto (Photo Credit: Metrolinx) Toronto (Photo Credit: Metrolinx)
transit stations. For the purposes of this guide, bus terminal
guidance may also apply to major on-street transfer points at
Imperatives for New Approaches:
rapid transit stations, stand-alone, off-street bus terminals and
• Provincial TOC Program and MTSA
bus loops.
Designation
• Rapid Transit Expansion
Stand-alone terminals are typically rare within Toronto and
• Housing Crisis
generally occur at major destinations which are geographically
• Rising Land Values
far from the existing rapid transit system, such as Humber
CITY OF TORONTO

• New Technologies and Policies

College or the University of Toronto Scarborough. On-street
• Customer Amenities
transfers to rapid transit stations are common throughout
2022

the existing and planned network and can be found at many

2
stations on the future Line 5. These are found primarily at • Vertical Circulation: Stairs, escalators and elevators

Bus Terminals | TRANSIT DESIGN GUIDE

places where rapid transit connections occur mid-route on a providing connections between the bus terminal and
frequent bus line. End of route terminus points typically occur concourse levels connecting to other parts of the transit
at the municipal boundary where TTC service ends and may station and surrounding areas.
connect to a neighbouring municipal transit operators. The
primary function of these sites is to accommodate bus layover • Urban Edges: The interface between the perimeter of the bus
and schedule recovery time. terminal and the urban realm.

The guidance in this document is specific to bus terminals and The supportive components of bus terminal function relevant to
are distinct from on-street stops which constitute a separate this guide include:
transit element with a unique set of design requirements1. • Transit Priority Measures: Infrastructure and Intelligent
Transportation Systems (ITS) measures to improve the
The core components of bus terminal function relevant to this reliability of travel time for buses in the immediate vicinity of
guide include: the terminal such as slip lanes or transit signal priority.
• Bus Bays and Platforms: Designated stopping locations • Future-Ready Utilities: Provisions for future systems such
for buses to accommodate pick-up and drop-off functions, as dynamic signage and electrification infrastructure for
typically signed for specific routes through static or variable buses and other modes.
signage. May be arranged in a saw-tooth, linear or drive-
through configuration to allow efficient ingress and egress • Active Transportation Integration: Interface between bus
of vehicles. terminal and active modes such as walking and cycling and
their associated infrastructure.
• Ingress & Egress Points: Access points for buses between
the bus terminal and the public right of way, typically • Climate Resilience Measures: Measures to mitigate the
crossing the sidewalk and curb bike lane (where existing). impacts of extreme weather events such as stormwater
management and heat resistance.
• Building Envelope: Terminal station buildings including
footprint on the site plan and massing. The TOD components of bus terminal function relevant to this
• Pedestrian Crossings: Designated places for interaction with guide include:
pedestrians and buses. • Overbuild Protections: Structural accommodations
• Layover Space: Spaces for buses to take scheduled necessary for future overbuild including support columns.
recovery time or to park while out of revenue service, may • Adjacent Development Parcels: Areas of land protected in
be separate from or combined with the pick-up/drop-off bay. bus terminal planning for future development opportunities
• Operator Facilities: Washrooms and break space for bus with necessary frontages and access opportunities to make
operators during layovers. development viable.

1 Where terminal functions are occurring on-street at rapid transit

stations, this guidance should be read in conjunction with the forthcoming
guidance for On-Street Stops. This guidance focuses on the terminal and
transfer functions of an on-street facility. The On-Street Stop guidance provides
direction on the standard elements of the bus stop such as interaction with the
sidewalk, canopies, etc.

3
 1.2 Areas of Influence
Bus Terminals | TRANSIT DESIGN GUIDE

The Zones of influence allow for the bus terminal guidance The size and footprint of the terminal itself inside Zone 3, as
to be applied in a way that respects agency jurisdiction while well as its access points, have profound implications for other
recognizing the need to coordinate overlapping objectives and areas outside of the bus operator’s jurisdiction. Furthermore,
manage/mitigate impacts. The internal design and operation the surrounding urban context has important implications for
of the bus terminal itself, particularly in off-street situations, is transit operations. The immediate surrounding transportation
recognized as being with the jurisdiction of the TTC (or other network accommodates bus access to the terminal, while
relevant transit operator). Considerations such as network plazas or other public realm provide pedestrian and cyclist
design, layover function, scheduling and stop assignment access to the transit station. Integrated and surrounding
are core areas of transit authority jurisdiction. Design development also helps to increase transit mode share and may
considerations in this guidance pertaining to this Zone 3 are provide important amenities to transit users that enhance the
therefore limited to how it interacts with and influences the customer experience and attractiveness of transit.
other zones.

Figure 8: Illustration depicting

how the Zones of Influence apply to
bus terminals
CITY OF TORONTO
2022

4
In the context of Bus Terminals, the Zones of influence can be Zone 3 Core Transit Facilities: Includes the core area of the

Bus Terminals | TRANSIT DESIGN GUIDE

defined as follows: bus terminal and is largely within the jurisdiction of the transit
agency. The Guide’s influence on this zone focuses on how
Zone 1 Urban Context Connections: Includes the lands it impacts and interacts with other zones and considerations.
surrounding the bus terminal and all the immediate public This includes the siting, orientation, and overall footprint of
rights of way used to access it. This includes transit priority the facility, and access points. Zone 3 will be the most clearly
measures at surrounding intersections and the structure of defined in off-street terminals. At locations where on-street
urban street grid supporting bus circulation. All parties in terminals are connecting to rapid transit, this zone may be
bus terminal design and planning have interests and roles smaller or less clearly defined. TOD considerations in this zone
in this zone. For example, operators have a critical interest includes integrated development such as structural elements
in adjacent signalized intersections and access routes to the for overbuild and circulation connections such as elevators and
terminal. It encompasses the remaining footprint of the facility knock-out panels.
outside of the other zones as well as any immediately adjacent
development parcels or public spaces that are impacted by the
design of the Bus terminal whether as adjacent development
or overbuild. It also encompasses pedestrian and active
transportation connections to the site such as sidewalks and
bike lanes. This Zone incorporates adjacent development TOD
opportunities as well as site access and servicing for integrated
development.

Zone 2 Buildings and Access Points: Includes the interface

between the public realm and the transit station. This includes
the immediate urban integration of the station access buildings
as well as the public space between the terminal entrances and
the main right of way. It also addresses the urban edges of the
bus terminals including areas of fencing and landscaping. This
includes pedestrian permeability and recognition of desire lines
for pedestrian paths. Importantly, it also includes the points
of interaction between pedestrians and buses at site access
points, including transit priority measures used to access the
bus terminal entry and egress points. This zone may include
integrated TOD opportunities.

5
 1.3 Applications of Bus Terminals
Bus Terminals | TRANSIT DESIGN GUIDE

The application of bus terminal design is derived both from its role in the transit network and its immediate urban context. As such,
two groupings of applications have been developed to help understand bus terminals and provide more nuanced guidance to their
context. The applications may not be mutually exclusive.

Service and Form Applications

Applications based on service and form describe the key ways that bus terminals are influenced by their network role. This includes
the number of routes being served, the distances riders are travelling to reach stations and the layover and recovery function being
accommodated within the terminal.

Figure 9: Bus Network configured to provide heavy service to the current subway Figure 10: Local transit hub, Rosedale Station, Toronto (Photo Credit: TTC, Wiki Commons)
terminus at Finch Station, Toronto (Photo Credit: TTC, Wiki Commons)

Major Bus Terminals Local Hub

This application refers to major bus terminals that must This application refers to smaller bus terminals that serve
accommodate many different routes, and large volumes of primarily local routes. These hubs may also serve arterial
vehicles. Often, such facilities are located at rapid transit routes, providing important connections to rapid transit. This
stations with large catchment areas served by an extensive bus typology may be combined with On-Street Transfers for express
network. or arterial routes.
CITY OF TORONTO
2022

6
 Service and Form Applications (cont.)

Bus Terminals | TRANSIT DESIGN GUIDE

Figure 11: Kipling Station (Photo Credit: Metrolinx) Figure 12: On-street transfer at Dufferin Station (Photo Credit: Wiki Commons)

Multi-Agency On-Street Transfer1

This application refers to terminals that accommodate multiple This application refers to bus terminals where transit routes
transit agencies. This typically occurs near the municipal stop on-street outside of a rapid transit station. Although
boundary or at hubs also served by regional and intercity similar to on-street stops, these locations involve a higher
buses. Design processes at such terminals may experience ridership and multimodal considerations. On-street transfers
increased demand for the duplication of components from may also accommodate other bus terminal functions such as
each operator potentially requiring deliberate processes to seek recovery time and layover functions. Bus routes are typically
shared facilities and operational arrangements. through routed high-frequency services. This typology may be
combined with an off-street local hub.

Figure 13: Integrated facility, UBC Exchange (Photo Credit: Marcus Bowman)

Integrated Facility
This application refers to bus terminals that are fully integrated
into a larger facility that includes uses other than transit. This
may include either large mixed-use developments or public
facilities. Public facilities may include civic or educational uses
such as libraries, educational buildings or municipal offices.
Bus facilities may be fully or partially integrated within the
1 On-street transfers are distinct from Bus terminals, application of
facility, typically at- or below-grade. this guidance to these facilities should be read in conjunction with forthcoming
guidance for on-street stops.

7
 Situational Applications
Applications of situation describe important context of the immediate surrounding area that impact the design of the facility. Bus
terminals have a fundamental connection to their surrounding urban environment which must be included throughout the design
Bus Terminals | TRANSIT DESIGN GUIDE

process, the applications described below represent some key drivers of design influence and are not exclusive of all considerations.

Figure 14: TOD Program at Exhibition Station, Toronto (Photo Credit: Infrastructure Ontario) Figure 15: Bus terminal siting for future redevelopment in the Mount Dennis Mobility Hub
Study (Photo Credit: Metrolinx)

Emerging TOD Temporary Terminus

This situational application refers to areas that have been This application refers to conditions where a major rapid transit
identified as major sites of transformation and intensification terminus is considered to be temporary subject to a planned
through Transit Oriented Development. These sites are future extension of the transit line. The significant requirements
characterized by the need for highly coordinated transit of the transit terminus typology are only required for a
infrastructure and land development planning. Transit footprints definitive period after which the site will have more capacity for
must be carefully designed to both provide the space and placemaking functions. The length of time that a site may serve
interfaces needed for highly connected development while also as a terminus can vary significantly based on the planning and
providing capacity for high ridership and connectivity. funding status of any future rapid transit extension. Experience
in Toronto has demonstrated that even following a rapid transit
extension, such terminals remain bus transfer points where
substantial bus volumes are accommodated.

Figure 16: Hydro Corridor condition at Kipling Station (Photo Credit: Wiki Commons)

Within Utility Corridors

This application refers to bus terminals that are situated in
areas defined by other infrastructure or utilities that constrain
uses. This may include adjacency to major highways or
CITY OF TORONTO

locations within major utility corridors such as pipelines or

high-voltage power lines.
2022

8
 1.4 Typical Project Delivery

Bus Terminals | TRANSIT DESIGN GUIDE

Design
Development /
Strategic Master Planning Environmental Pre-procurement
Planning / and Preliminary Assessment / City Capital Works Contract Maintenance and
Business Case Design TPAP Coordination Procurement Administration Operations

1 2 3 4 5 6 7

Figure 17: The typical delivery process for transit infrastructure

At the Strategic Planning and Business Case Stage, work In the Design Development / Pre-Procurement, City Capital
should be undertaken to begin identifying typologies and the Works Coordination Stage, work should focus on translating
role of the bus network in supporting a rapid transit project. the master planning and site work into specific reference
This may include understanding the importance of connecting concept designs and requirements. Drawing on previous
bus transfers to driving ridership and other benefits as well as work identifying requirements of shared interest is important
identifying the key area(s) of interaction between the project under tight timelines during a procurement process. Design
and the overall bus network. needs from all collaborators can be adapted to the site-specific
context and balanced with shared objectives through a design
At the Master Planning and Preliminary Design Stage, work process that accommodates urban integration, site circulation
should focus on refining and confirming the typological and and optimal transit operations.
network role of Bus Terminal sites and incorporating these
with other city-building objectives. This includes understanding Collaborative Design Process
which sites will be the focus of integrated development Inter-agency planning processes are constructive and lead to
opportunities as well as the type of development anticipated. outcomes acceptable to participants when they are structured
Identifying the shared objectives of sites early enough in the and managed to identify and involve stakeholders from an
process will allow for integration with master planning and for early stage, when stakeholders understand basic elements
transit operators to properly understand potential implications of the process such as timelines, constraints and limitations,
for network design. This stage should also identify the major requirements, and anticipated outcomes. Bringing together the
goals of adjacent site circulation, including connections to objectives of all project partners and realizing the principles of
area master-planning work, potential transportation network the Guide and other existing guidance requires a collaborative
modifications and servicing requirements. At this stage, process that begins early with a common understanding of
operational needs from transit operators including TTC should shared objectives and outcomes for the site. These shared
be identified along with where specific design interventions objectives can then be translated into specific operational and
may be required. Undertaking substantial work in this area early design needs to meet overall objectives.
in the process will allow for well-informed inputs to reference
concept and detailed designs.

9
 Unconstrained cumulative requirements can result in negative impacts to the urban environment and make other objectives such
as TOD, unviable. Recognizing this, trade-offs in program and design must be identified to meet the most important operational
requirements of specific interest and objectives, supported by analysis to demonstrate the site function. Through the design
Bus Terminals | TRANSIT DESIGN GUIDE

process, site requirements and needs can be adapted to the specific context of a site in question with regard for constraints
including the overall project budgets and value of land.

A design process that is collaborative and iterative can incorporate and balance objectives. Specific testing and proof of concept
development can be used to assure all parties that requirements are being satisfied. Outputs of the design process provide the
specifications necessary for project delivery and to support design review meetings with delivery proponents. An indicative design
process is mapped below.

Phase 1. Defining the Problem Phase 2. Iteration & Trade-Offs Phase 3. Detail & Delivery

Continuous Reference to Objectives & Benefits

Identification of Realization of
Trade-Offs and Prioritization
Key Objectives and Identified Objectives
Benefits & Benefits

Outcomes / Site Requirements / Design Toolkit Design Process Delivery Process

Objectives Needs

Protec s
ting Key O l Need
pera tional & Functiona

Stakeholder & Partner Engagement

Figure 18: Representation of an iterative design process

• Transit service levels • Bus volume • Best practice reviews

• Customer experience • Future proofing • Lessons learned / case studies
• Urban integration • Operational requirements • Design guidance
Outcomes / Site Requirements /
• Safety • Transfer lengths Design Toolkit • Design requirements
Objectives Needs
• Accountability • Access points • Design preferences
• Multimodality • Integration opportunities • Service standards
• Development/TOD • Adjacent development • TDG guidance
• Active transportation

• Service Modelling
• Micro-simulation
• Specifications
• Operator consultation
Design Process Delivery Process • Design review
• Master plan integration
CITY OF TORONTO

• Planning sequencing
• Proof of concept
• Iteration
2022

Figure 19: Details of each step of the iterative design process

10
2.0 EXISTING GUIDANCE

Guidance for bus terminals has largely been provided by

Bus Terminals | TRANSIT DESIGN GUIDE

the TTC and Metrolinx, together with general City policies,
guidelines and standards for built form and public realm. Bus
terminal guidance currently focuses on the geometric designs
of facilities with a strong focus on operational requirements.
Specifications are provided by the TTC and Metrolinx for
elements like lay-bys, platforms, and driver rest facilities
as well as service standards. The Guide addresses gaps in
existing guidance for incorporating these operationally focused
technical requirements into broader City objectives, particularly
around urban integration.

The following is a non-exhaustive, illustrative list of existing

guidance and requirements that should be read together with
this Guide.

• TTC Design Manual: The TTC maintains a comprehensive

Design Manual that provides specifications for design
elements like bus platform size, station orientation, and
includes facilities designed to meet forecasted operational
needs for a terminal. This document also includes facility
requirements to meet operational needs.

• TTC Service Standards: Updated periodically, the TTC

publishes specific standards for its network design and
service delivery. This public document includes reliability
metrics, performance targets and weighted travel times for
the components of a transit trip.

• Metrolinx Design Requirements Manual: Metrolinx

provides a comprehensive Design Requirements Manual
that specifies the design of bus terminals oriented to the
current suburban GO Bus network.

• Mobility Hub Guidelines: Metrolinx also maintains

Mobility Hub Guidelines that speak to broader site planning
coordination, of which bus terminals are a part.

11
 3.0 OBJECTIVES

Bus terminals serve an important connectivity and exchange

Bus Terminals | TRANSIT DESIGN GUIDE

function within the larger transit system. As land intensive

facilities, they should integrate with the existing and planned
urban context and take advantage of the physical infrastructure Intermodal Operations
to create a sense of place within the public realm.
From a transportation operations perspective, the design of bus
terminals must provide good access to the surrounding street
network and minimize weather impacts to offer a good level
of uninterrupted, reliable service, and ensure safety for both
vehicles and passengers and users around the bus terminal.
Urban Integration
Bus terminals should be planned and designed to enable future
development and public infrastructure that is integrated with,
or physically connected above and/or adjacent to the station
infrastructure. Importantly, the siting, massing and design of Accountability
bus terminals should allow for optimization of future overbuild,
Bus terminal design should consider the entire lifecycle, using
secondary transit entrances and/or active TOD frontages.
materials and construction methods that account for whole life
cost, and foresee the need to accommodate new transit lines,
improved service, changes in capacity and new technology.

User Experience
They should maintain, enhance and/or establish new
opportunities for safe, accessible and direct access for all
modes of active transport to the surrounding public realm
rather than create barriers within a community. They should
also provide efficient and convenient connections to other
transit services.

Sustainability & Resilience

They should be sustainably designed with low-carbon
materials, optimal use of green infrastructure and increased
resilient to climate change.
CITY OF TORONTO
2022

12
4.0 DESIGN GUIDANCE
Urban Integration

4.1 Urban Integration

Bus Terminals | TRANSIT DESIGN GUIDE

1. Maximize opportunities for continuous active street f. Allow for single direction of travel within the bus
frontages and avoid blank walls or fences along public terminal site by providing efficient access and egress
streets. routes in all directions from consolidated set of bus
terminal driveways.
2. Minimize the street frontage of bus terminal and
operational functions while maintaining access to the site 5. Consider bus terminal design that supports a regular and
for pedestrians and bus terminal users. urban street grid.

3. Identify opportunities to wrap operational structures such 6. Assess the number and location of bus driveways along the
as operator break rooms with active frontages. Such street to balance pedestrian and bus movement objectives,
operational structures may also be located away from including redundancy.
exterior walls and as close to bus bays and layover spaces
7. Enable flexibility to use on-street pick-up/drop-off and
as possible.
layover as part of the bus terminal operation where feasible
4. Recognize the intrinsic connection of the local street grid for operations.
to the operation of the bus terminal by designing the street
8. Consider bus circulation routing as part of road network
grid surrounding the bus terminal to:
designs through area plans and studies.
a. Provide options for direct access routes to the bus
9. Recognize the need to accommodate scheduled layover and
terminal that provide efficient bus travel times and
recovery times at terminals sites and incorporate planning
network redundancies.
for layover spaces into overall site design.
b. Design access roads and impacted road right-of-way
10. Where on-street layover is considered, plan for specific
elements to support future multi-modal mobility and
locations and include design features that mitigate
community intensification under a Complete Streets
the impacts layover and address operational concerns
lens
including:
c. Support complimentary development and TOD
a. Plantings, screening and setbacks that minimize
opportunities
impacts on adjacent properties and the pedestrian
d. Provide multiple access routes to the bus terminal realm
entrance using the urban street grid to allow for
b. Maintain sightlines and visibility for pedestrians.
spreading bus volumes to different streets, reducing
bottlenecks and pedestrian conflict points where c. Pavement treatments that mitigate the visual impact of
possible. oil staining.

e. Assess the need to accommodate 180 degree turning d. Minimize circulation routes to the pick-up/drop-off area.
movements and associated large curb radii within the
bus terminal and minimise where feasible by providing e. Reasonable walking distances for vehicles operators to
efficient on-street options for turning movements, station facilities.
phased with the realization of a necessarily supportive
street grid.

13
 Urban Integration
Bus Terminals | TRANSIT DESIGN GUIDE

Best Practices
Urban Integration at Bus Terminals

Throughout the world bus terminals are recognized as

civic assets that leverage their accessibility to unlock
great urban places. In Christchurch, NZ, the new central
bus interchange was designed as a civic statement of the
City’s commitment to rebuilding following a devastating
earthquake. At University of British Columbia (UBC), an
incredibly busy new bus exchange has been built into a
Figure 22: Integrated terminal overbuild, UBC Exchange, BC (Photo Credit: Translink)
new residence building. On the Canada Line in Vancouver
– innovative operational practices allowed a bus terminal
footprint that unlocked a massive mixed-use development
project. Lastly, at Stratford station in London, a large
bus terminal is seamlessly located at the heart of a major
crossroads between rail connections, regional shopping,
office and residential projects

Figure 23: Integrated and adjacent TOD, Cambie/Marine, British Columbia

Figure 20: Prioritizing active urban frontages, Christchurch (Photo Credit: Michal
Klajban)

Figure 24: In the middle of Downtown Toronto, the newly opened Union Station Bus
Terminal is integrated directly inside the large station building. This location and
design help with preserving the urban landscape of the neighbourhood characterized
by high-class towers.
CITY OF TORONTO

Figure 21: Site permeability and visual cues, London Stratford, UK (Photo Credit:
2022

Marcus Bowman)

14
 Urban Integration

11. Optimize the design of the bus terminal as well as the street 13. Design terminals with rectangular or regularly shaped

Bus Terminals | TRANSIT DESIGN GUIDE

grid to create feasible development parcels. footprints and avoid irregularly shaped or remnant parcels.
For example, a terminal organized around the perimeter of
12. Plan for appropriate interim conditions on development the site to allow for viable development parcels fronting
parcels if development is scheduled to place following principal streets.
project completion such as through low-impact
landscaping and preserving site access points.

Best Practice
Supportive Urban Street Grid Surrey Centre, BC

As part of a comprehensive master planning exercise for a

major urban node centered around the SkyTrain, TransLink
engaged in a process to reconfigure its bus exchange in
conjunction with the development of an expanded urban
street grid. Operations at the existing bus terminal were
constrained by a limited number of access routes with
congested intersections. The planning process identified
that a new bus exchange could be fully integrated into the
urban plan through the creation of new road access points.
The new urban street grid was planned to support efficient
bus routing to the exchange and the reconfiguration of the
exchange was phased to take place in conjunction with the
opening of the new supportive streets. Figure 25: Existing and future configurations of the streets and blocks, to support
efficient bus routing

Figure 26: Bus terminal setbacks to preserve a development parcel on the street Figure 27: Bus terminal configuration around perimeter of site allowing for future
frontage, Science Centre Station (Photo Credit: Metrolinx) redevelopment of commuter parking at 777 Victoria Park Ave. The yellow boundary
denotes entire property, not specific to development site (Photo Credit: CreateTO)

15
 Urban Integration

14. Position adjacent development parcels to optimize active 15. Minimize driveways, blank walls and operational areas
Bus Terminals | TRANSIT DESIGN GUIDE

frontages, such as retail space, fronting onto principal along street frontages.
streets.
16. Provide a clear visual presence for the station pedestrian

Encourage Operational
functions setback
entrance.

from street frontage 17. Where TOD includes overbuild of the Bus terminal:
Building
a. Clearly identify objectives of built form characteristics.
Bus Platform b. Include necessary structural protections during initial
design and construction for potential overbuild to
reduce disruption once the terminal is operational.
Developable
Parcel c. Avoid structural elements that impede visibility for
safety, wayfinding, pedestrian and bus circulation and
avoid significant column placement on platforms and
Building passenger waiting areas.

Optimization of d. Plan ground floor layout elements such as lobbies,

active frontage
elevator cores, loading docks, servicing areas and
parking access ramps to promote active street
frontages and minimize impacts on the public realm.

Figure 28: Desirable bus terminal integration that allows for developable parcels on the e. Locate overbuild and integrated development above
street
layover functions to maximize daylighting of passenger

Discourage waiting areas.

Operational 18. Preserve seamless pedestrian access between the

Building functions visible
bus terminal and the street by providing clear through
pedestrian access paths.
Bus Platform
19. Connect pedestrian circulation networks through integrated
development including access to the street and vertical
circulation with direct access to the platforms.

Irregular parcel 20. Prioritize at-grade retail frontages where bus terminals are
prevents development situated within a continuous at-grade retail context.

21. Provide design treatments along street fronting portions of

the bus terminal to mitigate impacts on the street frontage,
Absence of including public art, landscaping and enhanced fencing
active frontage where necessary.

22. Seek opportunities to optimize the footprint sharing by

CITY OF TORONTO

facilities such as access points in a way that combines uses

Figure 29: Undesirable bus terminal integration that prevents development on the street while maintaining operational requirements such as TTC
2022

front and increases visibility of operational functions

standards.

16
 Urban Integration

Bus Terminals | TRANSIT DESIGN GUIDE

Figure 30: Example of bus terminal overbuild with active street frontage and strong transit visual cues at Production Way - University Station, Burnaby, British Columbia (Photo Credit:
LoopNet)

Case Study With strong visual linkages to both the main street and
Urban Integration Focus Christchurch Bus buses on the interior of the site, the hall provides a point of
Interchange, New Zealand arrival and departure that looks to celebrate public space
and make use of the public transport system an enjoyable
In 2011 a powerful earthquake caused significant damage experience for all.
to the City of Christchurch, New Zealand. A new central bus
interchange was used as a catalyst for development and *The case study of Christchurch is used here to demonstrate some
potential approaches to active street frontages. It is not intended to
signal of the government’s commitment to the downtown
provided a direct example of how to design a bus terminal in Toronto as it
area. Urban Integration, including active frontages and is not consistent with TTC operating practices.
development potential were heavily prioritized in the
design. This unique development context offers several
innovative approaches for a how a bus terminal may
.
optimize its urban integration.
 
How Urban Frontages Were Achieved:
Active frontages were achieved on two of the four sides
(west and north) with the east and south sides enable
future integrated development or the expansion of the
facility. The L-Shaped concourse provides a “strong Figure 31: Christchurch frontage (Photo Credit: Christchurch Council)

urban edge” on the north and west streets, which are the
prominent sun-lit aspects for a building in the southern
hemisphere. A strong contextual link is created by the
materiality and façade articulation along a main arterial,
which references the adjacent historic buildings that
survived the earthquakes. On Christchurch’s main street, a
large folding roof shape provides scale and articulation to
signal the building’s civic function.

Figure 32: Christchurch frontage and synergy with bus terminal (Photo Credit:
Christchurch Council)

17
 Urban Integration

23. Explore opportunities for signature design elements that Encourage

Bus Terminals | TRANSIT DESIGN GUIDE

can contribute to civic placemaking where appropriate.

Short pedestrian Building
24. Seek opportunities to consolidate bus terminal operational crossings at limited
points with clear
buildings, such as operator breakrooms, with other visibility

ancillary transit structures, such as transit power

substations (TPSS) or emergency exit buildings (EEB) Bus Loop

-
facilities to consolidate facility footprints.

Bus Platform

Bus Terminal
25. Consider desire lines for pedestrian movements within and
around the bus terminal site and accommodate the most
direct paths in the configuration of the bus terminal.

26. Minimize the inclusion of key circulation paths within the

fare-paid area to allow for transit infrastructure to be used
by all pedestrians. Building Building

27. Allocate space for public realm around bus terminal

Figure 33: Desirable bus terminal integration with a permeable site design allowing for
entrance areas, allowing for: fluid and safe movement of users

a. Animated, active and inviting spaces a focal point of Discourage

bus terminal activity;
Building
Avoid confusing
b. Comfortable resting space for short lingering and pedestrian route
and detours to
informal waiting; and, access the terminal

c. Minimized transfer walking distances.

Bus Loop
Bus Platform

Bus Terminal

Building Building
CITY OF TORONTO

Figure 34: Undesirable bus terminal integration with multiple site barriers preventing easy
access to the terminal
2022

18
 Urban Integration

Bus Terminals | TRANSIT DESIGN GUIDE

Figure 35: Urban integration at the St Clair Station, with the terminal positioned behind Figure 36: Extended disruptions to the street frontage should be avoided, Sheppard-Yonge
existing development, Toronto (Photo Credit: Station Fixation) Station, Toronto (Photo Credit: Google Maps)

Figure 37: High-quality design in civic placemaking, Chatham Waterfront, UK (Photo Figure 38: Retail frontages as a design priority at Christchurch Bus Interchange,
Credit: Wiki Commons) Christchurch, New Zealand (Photo Credit: Google Maps)

19
 User Experience

4.2 User Experience

11. Protect for a high-quality passenger experience in the bus
Bus Terminals | TRANSIT DESIGN GUIDE

terminal, including in overbuild conditions by considering:

1. Consider the use of special pavement treatments and
a. Enclosed passenger waiting areas to provide a greater
traffic calming measures to demarcate pedestrian
degree of climate control.
crossing and encourage slower driving speeds.
b. Access to natural light in passenger waiting areas
a. Minimize widths and radii of pedestrian crossing
through daylighting or light wells.
at bus access points.
c. Benches and rest opportunities for passengers.
b. Use curb bump-outs to reduce pedestrian
crossing distances at crosswalks within the d. Visually attractive ceiling treatments to delineate
terminal and near access points, minimizing customer waiting areas.
pedestrian-bus conflicts.
e. Amenities such as bathrooms, vending machines,
2. Ensure waiting areas are located in highly visible water bottle filling stations, trash receptacles
areas and well-lit.
12. Provide comfortable, weather-protected paths between
3. Promote intuitive wayfinding through architectural transfer facilities.
expression.
13. Ensure consistent application of weather protection that
4. Balance system-wide branding with materials that continues through customer journey.
respond to the local context.
14. Provide redundancy in vertical circulation elements to
5. Maintain clear and consistent wayfinding in ensure accessibility.
integrated developments.
15. Minimize the travel distances between the bus terminal and
6. Provide clear sightlines to transfers to other services street
and modes.
16. Provide direct access to bus platforms from street and
7. Avoid multi-level terminals, particularly in locations station building without vertical circulation where possible.
with significant transfer volumes between buses.

8. Avoid changes in grade where possible such as

island platforms connected by a concourse level.

9. Minimize walking distance between bus platforms

and between rapid transit and the bus terminal.

10. Minimize uncomfortable weather conditions such as

wind tunnel effects through orientation, windscreens
and management of surrounding building massing.
CITY OF TORONTO

Figure 39: Lightwell integrated into bus terminal overbuild at Lonsdale Quay Exchange,
2022

North Vancouver (Photo Credit: Translink)

20
 User Experience

Bus Terminals | TRANSIT DESIGN GUIDE

Case Study connecting the bus terminal to the ferry quay. A new public
Lonsdale Quay Exchange, North Vancouver, BC art installation was included along a blank wall frontage
within the terminal.
Located at the northern terminus of the SeaBus ferry  
service, the Lonsdale Quay Exchange is an important Guidance Lessons for Customer Experience:
transit gateway between Downtown Vancouver and the • Bright paving materials • High ceiling
north shore municipalities. The terminal accommodates • Enhanced lighting • Incorporate public art
12 routes and over 5,000 passengers daily. Overbuilt
with an office complex in the 1980s, the facility suffered
from poor customer experience with poor lighting and
isolated waiting areas. In conjunction with a new RapidBus
project and SeaBus service expansion the bus exchange
was completely renovated in 2020 to provide and vastly
improved customer experience.

Ceilings were raised and replaced with brighter, reflective

cladding. Lighting was increased throughout the facility.
Paving was replaced with brighter materials. Signage
and wayfinding was expanded and updated. These
improvements were extended through public spaces

Figure 41: Lonsdale Quay Exchange (Photo Credit: Translink)

"B" signal
indicates buses
Two cycle signals can proceed
which are triggered
when a bus approaches

Pedestrian "do-not-
cross" synchronized
with cycle signal

Figure 40: Signalized cycling and bus interaction

Flashing in-pavement point at the entrance to Christchurch Bus
LEDs to warn Interchange, Christchurch, New Zealand (Photo
approaching cyclists Credit: Google Earth)

21
 Sustainability &
Resilience
4.3 Resiliency and Sustainability
Bus Terminals | TRANSIT DESIGN GUIDE

Best Practice
1. Provide green roof or solar energy generation where
Bioswales at Bus Terminals, Springfield, OR
overbuild is not planned or feasible (e.g. hydro corridor).

2. Locate pedestrian and waiting areas away from bus idling With large areas of paved surface, bus terminals
areas. can present an opportunity to mitigate stormwater
runoff. Landscaping elements can be combined to
3. Minimize the circulation distances required by buses, direct pedestrian paths and prevent conflicts with bus
within and around terminals, to reach pick-up and drop-off circulation. Bioswale functions may make use of remnant
bays, to reduce vehicle kilometers travelled and associated parcels.
emissions.
Opened in 2006 the Springfield Bus Terminal prioritized
4. Avoid large areas of impermeable surface and consider
stormwater management with extensive landscaping in
incorporating the use of bioswales and natural planting
the design. A central landscaped area within the island
areas; these features may also be used to help discourage
platform connects to an adjacent bioswale for treating
unsafe pedestrian crossings.
stormwater quantity and quality.
5. Include durable plantings in traffic islands and boulevards.

6. Incorporate opportunities to integrate facilities with natural

surroundings such as parks, corridors and trail networks

7. Incorporate bird-friendly design practices, treating glass

surfaces to prevent bird-crashing incidents.

Figure 42: Springfield Bus Terminal (Photo Credits: Google Maps)

Figure 43: Landscaping around Springfield Bus Terminal (Photo Credits: Federal
CITY OF TORONTO

Transit Administration)
2022

22
 Intermodal
Operations
4.4 Intermodal Operations

Bus Terminals | TRANSIT DESIGN GUIDE

1. Delineate bus terminal spaces from general public realm 9. Ensure that buses and pedestrians have a high priority of
elements through design treatments to achieve a clear access to and from the terminal.
visual distinction between the two spaces.
a. Consider the use of dedicated bus lanes, transit signal
2. Avoid encroachments of bus bays and bus terminal phases and transit priority measures at the approaches
circulation areas into the public sidewalk at access points to bus terminals as necessary to avoid delaying buses
at the interface between bus terminals and the public realm. in mixed-traffic bottlenecks.

3. Provide sufficient frontage for site access and consolidate b. Repurposing general purpose or median turn lanes for
access points at signalized intersections for adjacent reserved bus lane to avoid widening roadways.
development parcels and integrated development sites.

4. Avoid lane configurations and travel directions that may be

unexpected for pedestrians and other road users. Encourage Clear sidewalk
crossings with
high visibility
5. Minimize the number and width of driveways crossing the Building
public realm.

a. Consider opportunities for sharing access driveways

Bus Terminal
between buses and site servicing for integrated and Bus Platform

adjacent development, segregating these accesses only BUS

Bus Loop
as necessary to manage potential delays to buses that
would impact the operator’s ability to maintain schedule
adherence.
Figure 44: Desirable bus terminal integration with consolidated access points
b. Ensure that such consolidated access points provide and visible crossing allowing for safe movement of users

sufficient transit priority to prevent delay for buses. Consolidate

access points with
6. Design all driveway crossings of the public realm to transit priority
where possible
maximize safety and comfort of pedestrians and cyclists
in mixing zones while meeting the minimum operational
Discourage
geometric requirements of transit vehicles as described in Avoid frequent driveway
crossing of sidewalk and
standards documents. Building long pedestrian crossing of
terminal entry points
7. Provide transit-prioritized signalized crossings at points
Bus Loop
of interaction between pedestrians, cycle paths and bus
access points. Bus Terminal
Bus Platform

8. Minimize walking distances between bus bays and rapid

transit connections and provide direct paths without visual
encumbrances that include strong visual cues between the
Figure 45: Undesirable bus terminal integration with multiple crossings and no clear access
rapid transit and bus facilities. point to the terminal

23
 Intermodal
Operations
Bus Terminals | TRANSIT DESIGN GUIDE

10. Seek opportunities to consolidate access points for

integrated development and bus terminal where feasible to
minimize pedestrian conflict points on the sidewalk.

a. Consider the use of special design treatments and

measures to limit access to transit-only spaces.

11. Use special treatments for pedestrian and cyclist crossing

and mixing zones when priority bus access measures are
necessary, such as:

a. Providing protections for cyclists, such as protected

turns and raised lanes
Figure 46: Visual cues to and through the bus terminal promoting ease of transfer and
12. Incorporate distinct paving materials for bus waiting areas permeability to surrounding uses, London, Stratford, UK (Photo Credit: Marcus Bowman)
to direct passenger boarding and queuing at high volume
transfers.

13. When designing on-street terminals, use high-quality

materials and paving treatments to clearly indicate terminal
locations within the street right of way and assist with
wayfinding between connections.

14. Incorporate weather protection and shelter canopies into

adjacent buildings.

15. Test bus terminal and supporting road network designs

to ensure operations meet TTC requirements, undertaking
supportive multimodal micro-simulations including bus and
pedestrian simulation, if necessary, as part of an iterative Figure 47: Weather protection integration into adjacent building frontages, clear
prioritization of bus space and sidewalk markings to support loading areas - Commercial
design process. Broadway Station, Vancouver, BC (Photo Credit: Wiki Commons)

16. Locate operator break and washroom facilities close to

layover spaces to reduce time needed for breaks.

17. Minimize internal bus circulation time between layover

bays and pick-up/drop-off bays by locating both in close
proximity and providing direct routing between them.

18. Identify and mitigate potential points of bus-bus conflicts

with appropriate safety measures.
CITY OF TORONTO

19. Include appropriate space and provision for multimodal

active transportation infrastructure early in the planning
process such as for bike share stations.
2022

Figure 48: Transit station plaza area, Fairbank Station (Photo Credit: Metrolinx)

24
 Accountability
4.5 Accountability

Bus Terminals | TRANSIT DESIGN GUIDE

1. Consider future adaptive re-use opportunities where bus functions and multimodal access modes including e-bike
terminals may be replaced or otherwise become obsolete. and bike share charging.

2. Consider design implications of potential near-future 5. Seek opportunities to accommodate growth through
changes in policy and technology such as: increased efficiency rather than additional space allocation.

a. Different fare payment models that may reduce the 6. Consider dynamic passenger messaging systems or
need for fare-paid areas; dynamic bus bay assignment where appropriate that may
help to marginally increase bus terminal capacity in case of
b. New technologies such as autonomous vehicles; and
future demand growth.
c. New service delivery models such as micro-transit.

3. Protect for electrification facilities for bus operations in bus

terminal planning.

4. Include protection for electrification of other ancillary

Best Practice
*Not all terminus stations will see reduced volumes if a line is extended,
Temporary Terminus Point, Mount Dennis
careful coordination with service planning is required to understand
Mobility Hub Study, Toronto network assumptions.

Terminus rapid transit stations typically require large bus

terminals to accommodate large catchment areas and
extensive intermodal connections. Once the rapid transit
line is extended the former terminus may no longer need
to accommodate the same volume of buses. In cases
where the terminus point is very likely to be part of a
future extension of the rapid transit line, it is valuable to
plan accordingly for the design and orientation of the bus
terminal.
Figure 49: Mount Dennis Mobility Hub Study - Short term (Photo Credit: Metrolinx)

The Mount Dennis Mobility Hub Study (2011) included

specific strategies to locate and the design the bus terminal
such that it could be converted into a development site in
the future, should its terminal bus function no longer be
required. This included siting the terminal in an appropriate
development site, aligned with potential supporting
extensions to the local street network.

Figure 50: Mount Dennis Mobility Hub Study - Long term (Photo Credit: Metrolinx)

25
 Accountability
Bus Terminals | TRANSIT DESIGN GUIDE

Best Practice
Dynamic Bus Bay Assignment

In select cities throughout the world, dynamic bus bay

assignment has been used to improve customer experience
and increase capacity at urban bus terminals. The
technology allows for buses to be assigned to a different
bay upon arrival and communicates this information to
passengers in real time. This reduces the risk that a bus
will not have access to its scheduled bay upon arrival
and allows for some added flexibility in service planning.
Dynamic assignment was first used in Canada recently at
the new Union Station Bus Terminal opened in summer
2021. Figure 51: Leiden, Netherlands (Photo Credit: Marcus Bowman)

Application of the technology requires an extensive

planning process and is suitable only in specific network
and operational conditions, typically in integrated
development sites. In many cases, the technology is not
utilized in operations, but its capabilities allow for increased
flexibility in the design process.

Potential Benefits of Dynamic Bay Assignment:

• Allows for a centralized passenger waiting area with
access to amenities
• Modern 'airport like' feel to transit experience
• May reduce spatial requirements in specific network
and operational conditions Figure 52: Union Station Bus Terminal (Photo Credit: Marcus Bowman)
CITY OF TORONTO
2022

26
 Bus Terminals | TRANSIT DESIGN GUIDE
This page is intentionally left blank.

27
Figure 53: York University Station, Toronto (Photo Credits: Shai Gil) @CityplanTO toronto.ca/planning