The way a bus network is designed and operated can affect the number and location of bus layover spaces required. For example, the way in which the driver shifts and fleet are scheduled and location of depots in relation to termini can affect the need for and availability of bus layovers and driver facilities.
This section covers these issues and provides advice intended to manage the number of layover spaces needed to support reduced land and cost requirements.
Driver changeover is when one bus driver leaves a bus (when they finish their shift) and a new driver takes over (usually starting their shift).
Scheduling solutions allow this changeover to occur either:
Mid-route changeover typically allows earlier return to the depot to take a break, minimising physical infrastructure investment. This is most efficient when the changeover is scheduled to occur where the bus is closest to the depot, so that the drivers can walk between the changeover location and the depot. Potential disadvantages of mid-route changeover are passenger delay and bus stop congestion.
When the changeover location is further from the depot, such as at a layover, a staff car is often used to shuttle the drivers between the bus and the depot. Consider how such vehicles can be accommodated in close vicinity to the bus stop or layover without adversely impacting the ability of buses to manoeuvre in and out of the space and while also balancing the general parking demand.
Public transport authorities and road controlling authorities need to work closely with operators to consider layover availability alongside bus drive shift scheduling. This is because bus operators determine driver shifts and sometimes driver changeover during layovers. This can also help them understand where parking space is needed to support driver changeover so they can apply appropriate parking restrictions.
Advantages and disadvantages of mid-route driver changeover:
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Network planning consideration |
Advantages |
Disadvantages |
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Mid-route driver changeover |
No bus layover spaces are required because buses stay in-service. Drivers can take their breaks at the depot where full facilities are provided. |
Changing drivers mid-route can create delay for passengers, especially if the new driver is late to meet the bus Driver changeover can result in longer dwell times which can increase congestion at the bus stop. Avoid driver changeover at busy bus stops or interchanges unless dedicated space is provided. |
Through-routing is the term for when bus routes are designed to run from one side of a town or city to the other without terminating, waiting and recommencing in the centre. Through-routing can be thought of as joining two bus routes together so that there is one bus route end to end rather than two overlapping bus routes.
Diagram showing through-routing.
There are both advantages and disadvantages to consider for through-routing:
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Advantages |
Disadvantages |
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Through-routing |
Reduced number of terminating buses in city centre with layover taken at suburban termini. This can reduce bus congestion and central space requirements Reduced passenger transfers because customers have a “one seat” ride across the town or city. Operational cost savings from having fewer overlapping services in town or city centre |
Can decrease service reliability, especially if route covers a long distance or operates without bus priority on roads prone to congestion. May need relatively long ‘timing point’ stops (stops where buses wait if ahead of schedule). May reduce opportunities for driver to take a break and access facilities, particularly on long routes. |
Terminating routes are services which terminate in the city centre.
Terminating routes can affect layover provision and other operational aspects, as described in the below table.
Potential advantages and disadvantages of terminating routes:
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Advantages |
Disadvantages |
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Terminating routes |
Increased service reliability as routes are shorter. Drivers have access to town or city centre amenities when taking rest and meal breaks. Simpler timetables than loop routes as only one direction of travel is shown to customers. |
Increased demand for layover space in town or city centre where street space is limited. Less convenient for passengers making some cross town journeys which then require transferring. Increased operating costs as routes double up town or city centre. |
A loop route is when a bus route is designed to return to the same location which the trip started without terminating at the turnaround point.
Loop routes can be thought of as joining the inbound and outbound trips together so that layover is only undertaken at one end.
Loop routes operate most effectively when the route is short and/or bus priority is provided along the route to minimise the potential for delay.
Diagram which first shows a service terminating at the turnaround point (in blue) compared with a loop route (in green) which does not terminate at the turnaround point.
Potential advantages and disadvantages of loop routes:
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Advantage |
Disadvantage |
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Loop routes
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Can reduce quantity of layover and driver facilities required as the infrastructure can be consolidated to one end of route. |
Opportunity to rationalise quantity of driver facilities could lead to reduced access to infrastructure like toilets. Can be issues with travel time reliability and bus bunching especially for longer bus routes. A timing point may be required at the turnaround point anyway to support schedule adherence. |
The number of layover spaces required to reliably and efficiently operate a bus service are affected by the following factors:
Generally, the highest demand for layover spaces occurs around the morning peak, early afternoon, and afternoon peak when drivers are scheduled to take meal breaks. Therefore, some layover spaces could be used for other purposes during off-peak times, including weekends.
Consider potential changes to the bus network such as likely expansion or reconfiguration to support future-proofed infrastructure.
Operational considerations like layover capacity requirements are important also to the configuration of layover spaces.
Consider electric bus charging requirements in planning and design of layovers to ensure that charging equipment can easily be installed as needed. This may include allowing space for charging equipment (eg pantograph, plug in or induction), installing electrical ducting, and considering the capacity of the local power grid.
Pantograph electric bus charging facilities, Reef Street, Wellington (Source: Lorelei Schmitt).
