Transportation

BUS TERMINALS

By JULIUS PANERO, Architect and Planning Consultant

INTRODUCTION

The growth and development of bus transpor-

tation has closely followed advances in auto-
motive technology and the improvement and
expansion of the national highway network.
The first bus routes were originated by individ-
ual entrepreneurs using converted passenger
automobiles. These routes were short and ser-
vice was generally unreliable . As the highway
network expanded and more suitable bus
equipment became available, these short, dis-
connected routes were merged into larger con-
solidated operations providing more reliable
through services over longer distances . Our
modern express highway system and the de-
velopment of more comfortable and efficient
high-speed buses have made bus transports-
tion the leading means of public transport in
the United States . Over the past decade bus
services have evolved into several general
operational categories and characteristic ter-
minal types.

TERMINAL TYPES

Intercity Bus Terminal

The intercity terminal is usually found in the
downtown core and is accessible directly by
local transit, taxi, and auto . It differs from
other terminal types in that it includes long-
haul service in excess of several hundred miles
and provides for a much greater number of bus
movements. Land costs normally dictate ver.
tical expansion capability in the denser city
areas. (See Fig. 1 .)
More elaborate "package express" facilities
are provided in the intercity terminal and a
greater amount of concession and rental space
is provided to defray higher terminal construc-
tion and operating costs.

Airport-City Bus Terminal

The airport-city bus terminal provides primar-
ily for the transportation of airline passengers
from an urban center to the major airports it
serves . Usually located in the urban center,
the terminal is accessible by local transit sys-
tems, taxis, and autos. Oriented to departing
and arriving flights, the terminal normally has
provisions for arrival and departing flight infor-
mation as well as preticketing and check-in
facilities .

Urban-Suburban Commuter Terminal

This type of facility may be located within the
downtown core, as a central passenger collec-
tion and distribution node, or on the periphery
of the core, as a rapid transit feeder station .
It is characterized by a diversified bus route
structure and high-turnover commuter-type
bus operations . Bus accessibility is an impor-
tant consideration . Grade separated access by
underpass or overpass connections and exclu-
sive bus lanes on connecting highways are Fig. 1 Terminal types. (a) Urban located intercity terminal . (b) Airport-city bus terminal. (c) Urban-suburban com-
desirable to maintain schedule efficiency . muter terminal . id) Suburban-interstate terminal .

Suburban Interstate Terminal
The suburban interstate terminal is a peripheral
type designed to avoid the traffic congestion
and heavy investment associated with central
city and/or airport terminal facilities .
The terminal is usually located adjacent to
interstate highway connections with major
cities or regional airports and in many in-
stances serves the increasing outlying "urban
sprawl" areas .
In an increasing number of cases terminals
of this type serve a commuter-type function
where the daily journey to work in the central
city may take as long as 2 hours .
Sometimes referred to as "park and ride"
terminals, because access is primarily by auto,
these facilities are provided with open, paved
parking spaces . Investment in waiting-room
and bus-berthing facilities is minimal . The
terminal is usually a one-story building of sim-
ple construction .
FUNCTIONAL ELEMENTS PLANNING CRITERIA
General functional organization of the terminal
is determined by site configuration, the volume
and type of bus operations, and passenger and
bus traffic circulation . Although all terminal
types to some extent share common planning
problems, there do exist some significant dif-
ferences in design rationale .
One of the most complicated terminals is
the intercity type, since it is often found in a
dense, developed area in the heart of the cen-
tral city and its general configuration is too
often inhibited by existing construction and
high land costs . Moreover, the underlying
design rationale should maximize provisions
for short lines of flow and communication be-
tween ticketing and baggage functions and the
bus interface .
An island plan with the functional elements
radiating from the core allows for maximum
efficiency. Such a relationship would allow
the "waiting" areas to serve as the central
focal point, with all bus berth positions being
equidistant . As the terminal becomes more
linear in plan, functional elements begin to
lose their cohesiveness and often require
duplication .
Although the design of all terminal types
is largely dictated by bus and passenger vol-
umes, this consideration becomes even more
significant in the design of high-volume com-
muter bus terminals .
In such facilities the design is controlled
more by bus and passenger volumes, traffic
circulation, and the resultant space demands
for large numbers of bus berths, while baggage
handling provisions are minimal or nonexis-
tent . These space demands may dictate a ver-
tical, multiple-bus-level solution, with inter-
mediate passenger circulation concourses .
Traffic access, by direct exclusive highways
on the bus side and by feeder transit, auto,
and taxis on the passenger side are important
elements of this type of terminal .
Generally, with regard to the airport-city
terminal, the primary planning considerations
include provisions for efficient check-in facil-
ities, baggage handling, and flight information .
Moreover, counter space requirements are
usually more extensive and should include
weigh-in provisions and conveyors for han-
dling of baggage . Adequate provisions should
also be made for limousine, auto, and taxi
access .
The suburban interstate terminal is perhaps
the simplest of the terminal types . The most
Fig. 2 Flow diagram.
significant planning requirement is adequate
provision for parking . Many, if not most of
the passengers drive to the facility and park
their cars until their return in the evening,
while others may be driven to the facility and
discharged . In many instances access to the
terminal may also be via local bus service and
taxi .
It is essential, therefore, that the parking
facilities be located so as to minimize the walk-
ing distance to the terminal and that egress
and ingreg% be planned to avoid traffic conges-
tion along nearby arteries . If possible, some
covered walkways should be provided leading
from the parking field to the terminal building .
Since there will be movement of both vehi-
cles and passengers at the same level, pro-
visions must be made, for obvious safety rea-
sons, to separate the two as much as possible .
Terminal requirements should include pro-
visions for ticket sales, vending machines
and/or small snack bar, toilet facilities, office,
baggage and/or storeroom . (See Fig . 2 .)
Space Requirements
Public Seating Seating in any of the terminal
types may be provided in the form of a separate
waiting room or, in a more open plan, in the
form of a simple seating area within a larger
public space . This function should be directly
accessible to the concourse area and should
be provided with drinking fountains, trash bas-
kets, ash urns, and clocks .
The amount of public seating varies depend-
ing on individual circumstances, terminal type,
and economic priorities . As a general rule of
thumb, however, an allowance of one seat for
every three passengers would be adequate for
an intercity terminal . The passenger quantity
is calculated by multiplying the number of
loading berths by an average bus capacity of
between 35 and 37 people . A 10-berth load-
ing platform therefore, would result in terminal
seating of between 117 to 124 .
In a high-volume commuter terminal, seat-
ing accommodations may be reduced consid-
erably since in-terminal waiting time is much
less . This would also hold true for the subur-
ban interstate terminal .
Ticketing Facilities
The trend in ticketing facil-
ities in the modern terminal, regardless of
the type, is toward open counters in contrast
Transportation
BUS TERMINALS
to the antiquated caged windows . In the larger
intercity terminal, where more than one carrier
may operate, separate self-contained glass-
walled ticket offices may be provided, each
housing their individual open ticket counters .
The number of selling positions or agent sta-
tions varies with the individual operations
policy of the carrier and the particular terminal
type .
Perhaps the greatest number of selling posi-
tions are required in the intercity terminal . On
the average, one position should be provided
for each 25 to 30 waiting room seats . The lin-
eal feet of counter space depends on individual
carrier operation and the type of ticketing
equipment used and may vary between 3 to 5
ft per position and/or about 50 to 60 sq ft per
position . The height of the counter is usually
42 in .
In the airport-city terminal the ticketing
facilities are usually in the form of continuous
counters with a certain number of selling posi-
tions allocated to each airline . The length of
each position is determined by the type of
electronic equipment, TV equipment, and
scales to be housed and usually varies between
4 to 5 ft .
Baggage Boom Baggage room requirements
vary significantly with terminal type and op-
eration .
In the intercity terminal and the airport-
city terminal, the baggage handling problem
is more severe.
Ideally, in both cases, the sooner the depart-
ing passenger and his baggage are separated,
the better . In the airport-city terminal this usu-
ally occurs at the ticket counter where the bag-
gage is sent by conveyor directly to the loading
platform or to a staging area or baggage room,
where it remains before it is placed on board
the bus .
In the intercity bus terminal the baggage is
normally hand-carried directly onto the bus or
to the baggage room, and from there it is placed
on the bus . The baggage room should be acces-
sible from both the public area and the con-
course and have an area equal to about 10
percent of the total building or contain about
50 sq ft for each bus loading berth, whichever
is higher . The baggage room should also be
equipped with standard metal racks about four
or five tiers high for baggage storage .
A portion of the baggage room may be used
Transportation
BUS TERMINALS
for a package express service, which and
should function without interfering with con-
course traffic. A separate package express
counter should be provided . The length of the
counter depends on the scope of the operation,
which varies with each location .
Public Lockers and Telephones Lockers and tele .
phones are revenue producing, and the quan-
tities to be provided depend to a great degree
on their potential earning capacity .
Dispatch Oflice The dispatch office controls
all bus movement and consequently should be
located on the concourse so that it can ob-
serve all loading berths . The size of the dis-
patch office may vary anywhere from 50 to
150 sq ft .
Offices All terminals regardless of type require
a certain amount of office space. The specific
area to be provided depends on the terminal
size and type . Although usually offices for
the terminal manager, passenger agent, and
switchboard are sufficient, in larger terminals
more elaborate facilities are required .
Rental Space The amount of rental space to be
provided for stores, shops, concessions, ate .,
depends primarily on the earning potential
involved and the amount of space available .
By JOHN J. FRUIN, Ph .D.
PEDESTRIAN DESIGN FOR PASSENGER
TERMINALS
The design of pedestrian facilities for passen-
ger terminals is dependent on the category of
terminal and its pedestrian traffic patterns .
Commuter passenger terminals, with extreme
but short peak traffic patterns and repetitive
users, can be designed for lower standards
of service than long-distance terminals, where
the users are generally unfamiliar with the
facility and peak traffic levels may be sustained
over several hours. Detailed photographic
studies of the use of pedestrian facilities indi-
cate that maximum capacity coincides with
the most crowded pedestrian concentrations,
representing a poor design environment . Many
of the elements of aesthetic design are lost
in this type of crowded environment, as the
pedestrian becomes preoccupied with the dif.
ficulties caused by the close interaction and
conflicts with other persons. The challenge
to the terminal designer is to balance the space
requirements for a comfortable and aestheti-
cally pleasing human environment against the
space restraints caused by building configura-
tion and cost .
The most recent approach to the design of
pedestrian spaces has been the use of the
level-of-service concept. On the basis of this
concept, a qualitative evaluation is made of
human convenience at various traffic concen .
trations and this is translated into appropriate
design parameters . For example, it has been
found through detailed photographic analysis
that the maximum capacity of a corridor is ob-
From "Pedestrian Planning and Design,"
(Copyright) by John J. Fruin, Ph .D .
tained when average area occupancies are
about 5 sq ft per person and human locomotion
is limited to a restricted, shuffling gait . Pedes-
trians require an average of more than 35 sq
ft per person in order to select their normal
walking speed and to avoid conflicts with
other pedestrians . Human locomotion on
stairs and the convenience and comfort of
pedestrian waiting areas is similarly related
to average pedestrian area occupancy .
Corridor Design
Minimum corridor widths are based on the
pedestrian traffic flow volume less appropriate
allowances for disruptive traffic elements
such as columns, newsstands, stairways, win-
dow shoppers, etc. Where the corridor is also
used as a waiting area to accommodate stand-
ing pedestrians, the maximum potential accum-
ulation and safe human occupancy of the cor-
ridor should be determined . (See "Queuing
Areas," below.) The maximum practical flow
through a corridor is approximately 25 persons
per foot width of corridor per minute (PFM) .
The flow volume that allows for the selection
of normal walking speed and avoidance of
traffic conflicts is equivalent to 7 PFM (or
less). This standard would be used in passen-
ger terminals that do not have severe peaking
patterns or space restrictions . Where severe
repetitive peaks and space restraints occur,
such as in a commuter terminal, the more
stringent standard of 10 to 15 PFM may be
used . This standard allows the attainment of
near-normal walking speed but does result in
more frequent traffic conflicts with other
pedestrians.
Entrances
The criteria utilized for corridor design can
be roughly applied to the design of doors. The
maximum capacity of a free-swinging door is
approximately 60 persons per minute, but this
capacity is obtained with frequent traffic dis-
ruptions and queuing at the entrance section .
A standard of 40 persons per minute would
be representative of a busy situation with occa-
sional traffic disruptions. Where free-flowing
traffic is desired, a standard of 20 persons per
minute should be adopted.
Stairs
Human locomotion on stairs is much more
stylized and restricted than walking because
of the restraints imposed by the dimensional
configuration of the stairs, physical exertion,
and concerns for safety . As with corridors,
capacity flow is obtained when there is a dense
crowding of pedestrians combined with re-
stricted, uncomfortable locomotion . The maxi-
mum practical flow on a stair is approximately
17 persons per foot width of stairway per min-
ute (PFM) in the upward or design direction.
An average of about 20 square feet per person
or more is required before stair locomotion
becomes normal and traffic conflicts with
other pedestrians can be avoided . This is equiv-
alent to a flow volume of about 5 PFM. This
standard would be used in terminals that do
not have severe peaking patterns or apace
restrictions . In commuter terminals, the more
stringent standard of 7 to 10 PFM would be
acceptable. Riser height has a significant im-
pact on stair locomotion . Lower riser heights,
7 in . or less, increase pedestrian speed and
thus improve traffic efficiency . The lower riser
height is also desirable to assist the handi-
capped pedestrian .
Queuing Areas
A number of different pedestrian queuing situ-
ations occur in terminals which affect their
functional design . Linear queues will occur
where passengers line up to purchase tickets
or board buses. Care must be taken that these
lines do not disrupt other terminal functions .
The length of a linear queue may be estimated
on the basis of an average per person spacing
of 20 in . The presence of baggage has little
effect on this spacing because baggage is
placed on the floor either between the legs or
at the sides. Bulk queues may occur within
a passenger terminal where passengers are
waiting for bus arrivals or other services .
Where no circulation through the queuing
space is required, area occupancies as low as
5 sq ft per person may be tolerated for short
periods. This allows standing pedestrians to
avoid physical contact with each other. Where
movement through the queuing space is re-
quired, such as in a passenger waiting con-
course, an average area of 10 or more sq ft
per person is required . Human area occupan-
cies below 3 sq ft per person result in crowded,
immobile, and potentially unsafe queues, par-
ticularly where pedestrians may be jostled
off platforms.
Escalators and Moving Walks
The high costs of escalators and moving walks
present difficult design quality decisions. The
units are generally designed close to their
practical operating capacities even though
this practice causes pedestrian delays and
queuing . Escalator and moving walk manu-
facturers will rate the theoretical capacity
of their units on assumption of uniform step
or space occupancies, but detailed photo-
graphic studies of pedestrian use of these
units show that, even under the most crowded
conditions, pedestrians will leave vacant step
positions or gaps, thus reducing effective
capacity . This is caused by the pedestrian's
own personal space preferences and momen-
tary hesitation when boarding these units, par-
ticularly when they operate at higher speeds .
This had led to the use of a nominal or prac-
tical design capacity of 75 percent of the theo-
retical as shown in Table 1 .
TABLE t Nominal Capacity-Escalators and
Moving Walks
Capacity, persons per minute
T ype of unit Speed-90 fpm Speed-120 fpm
32-in. escalator . . . . . 63 84
48-in . escalator . . . . . 100 133
24-in . walk . . . . . . . . . . . 60
30-in . walk . . . . . . . . . . . 1 20
Stationary stairs should be located in close
proximity to escalators and inclined moving
walks to allow for their alternative use in cases
of mechanical failure. With a rise below 20 ft,
pedestrians will also make alternative use of
these stairs if escalator queues become too
long . With high-rise applications above 20 ft,
virtually all pedestrians will use the escalator,
causing long queues and delays in the heavier
traffic applications . Space for pedestrian traf-
fic circulation and queuing should be allocated
at all lending areas.
 Transportation

BUS TERMINALS

By JULIUS PANERO,
Architect and Planning Consultant

BUS GEOMETRICS

Bus Date Bus geometrics, or the physical

dimensions and maneuverability of the bus,
determine the width of roadways, shapes of
platforms, column spacing, ceiling heights,
and other aspects of bus-level design . The
apparently insignificant detail of the right-side
loading of buses often restricts terminal design
possibilities.

Swept Path When a bus turns normally, it al-

ways turns about a point which is somewhere
on the center line of the rear axle . This is true
whether motion is forward or backward .
The turns required to accomplish the move-
ment and positioning of buses are variable and
differ considerably with the equipment encoun-
tered. The turning template provides a con-
venient graphic method to determine minimum
clearances required . (See Fig . 3.)

ROADWAY RAMPS

Bus Roadway Widths Ten-foot-wide single lanes

will suffice for 8-ft-wide equipment. Eleven-foot
lanes are preferable where ample terminal
space is available and especially to accom-
modate equipment 8 ft wide, the use of which
steadily is increasing .
Double-lane runways, enabling standing
buses to be overtaken by other buses, provide
a great advantage over one-lane runways
SWEEP PATH 40' BUS 90 TURN because of the increased flexibility of opera-
tions that is made possible .
For the purpose of merely overtaking another

Fig. 3 Bus data .

Transportation

BUS TERMINALS

CLOCKWISE MOTION COUNTERCLOCKWISE MOTION

ISLAND BUS RAIL TRANSFER STEPPED PARALLEL

SINGLE
(b) PARALLEL LOADING
Fig. 4 Bus loading plans .

PLATFORM TYPES
Parallel Loading
" Requires excessive amount of space .
" Buses must usually wait until first bus
exits.
" Large terminal requires pedestrian under/
overpass facilities to protect passengers while
crossing lanes .
Right-Angle Loading
" Disadvantages include :
1 Outswinging bus door which forms a
barrier around which passenger must pass .
2 Bus maneuvering difficult .
Straight Sawtooth Loading
" Efficient-employed where lot is compara-
tively narrow and deep .
" Passenger has direct approach to loading
door .
" Baggage truck can operate between buses
for side loading .
Radial Sawtooth Loading
" Most efficient buses swing into position
along natural driving are.
" Space required at front is minimum-wide
space at rear making maneuvering easy .
(See Fig. 4.)

Fig. 5 Bus roadway widths .
bus or row of buses having no appreciable tail-
out, double-lane runway widths should be at
least 20 ft and preferably 22 ft, especially if
extra-wide equipment is to be accommodated
-immediately or in the future . However, for a
flexible operation under which departing buses
may pull out from the platform around a stand-
ing bus, the runway width and the amount
of lineal space at the platform for the pull-out
maneuver are directly related . This relationship
is indicated by Fig . 5, from which it is seen, for
example, that a 40-ft bus having a 16-ft clear-
ance ahead actually uses 22 ft of runway width
for the pull-out . This would indicate, for prac-
tical purposes, a runway width of at least 24
ft . Also, a total minimum berth length of 40 ft
plus 16 ft, or 56 ft, would be required . Obvi-
ously, the shorter the berth length allowed, the
wider the runway must be, and vice versa .
Ramping Where roadway ramping down or up,
at entrances or exits to runways is necessary,
care should be taken to avoid sharp grade
changes which will result in discomfort to pas-
sengers or rough treatment of equipment,
particularly when heavily loaded . Here again,
where this factor is involved, tests should be
made with buses and allowance made for pos-
sible future vehicles having a longer wheel-
base and overhang . Because of the longer
Transportation
BUS TERMINALS
wheelbase of buses, critical attention should
be paid to the vertical clearance where a sag
curve exists, since required bus clearance will
be greater . Where buses are to enter terminal
buildings, doorways and other structures
should allow sufficient side clearance to permit
free movement of vehicles and to avoid damage
and delay . Door headroom should be at least
12 ft for typical equipment, allowance being
made for any use of the terminals by deck-and-
a-half or double-deck buses . Actual dimensions
of equipment to use the terminal should be
checked before fixing critical dimensions .
Minimum side clearance to all structures along
the roadway should be at least 12 in .
Transportation
TRUCK TERMINALS
A truck terminal is a highly specialized facility,
designed for a specific function and operating
plan in terms of the service standards it must
meet, the area it serves, and the volumes to be
handled. The objective of this article is to ex-
plain the planning required to assure that the
facility will be adequate for:
1 . Dock design and yard layout . Provide
sufficient space for trucks to maneuver in and
out quickly and for parking equipment . Protect
freight and personnel from the weather . Design
docks to provide ready access for moving
material into trucks .
2. Number of dock spots. Provide the appro-
priate number of doors to enable trucks to load
and unload without undue delay.
3. Accumulation space. Space is required
immediately behind shipping and receiving
spots for accumulating shipments so that
vehicles can be processed quickly .
The complete design of the truck terminal,
of course, depends upon first establishing the
operating plan and mission. Evaluation and
considerations of alternate handling systems
and building designs are beyond the scope
of this article.
Possible future changes must be thoroughly
analyzed in establishing the design year re-
quirements . Facilities are designed for the
future, and they must be able to handle peak
loads . Although the data gathering and analyti-
cal techniques required to accurately establish
a design basis appear complex, they are neces-
sary . Only with this information can the design-
er assure that the facility will operate as
planned.
DESIGN YEAR REDUIREMENTS
The planning starts with a 5-year forecast .
The planners have established the specific
mission of the facility and have thoroughly
estimated the needs of the future including :
1 . Inbound and outbound destinations to be
served
2. The nature of the workload to be handled
3. The terminal schedules required
The objective of the planning analysis is to
establish a few numbers such as pounds per
hour which describe what the terminal will
have to do during the peak period of the design
year day. The designer must know whet the
workload availability will be in terms of truck
arrivals, dispatches, loading, and unloading
times for peak operations .
1 . Determine design year peak . Historical
data are of interest only as they relate to the
future . Usually, current information must be
collected to describe the details of the present
terminal workload, so that the data may be
adjusted for the future . Determine how this
current test period relates to the normal sea-
sonal peaks and valleys encountered during the
year . If the terminal is a new facility replacing
en existing one, then data can usually be col-
Shipper-Motor Carrier Dock Planning Model,
The Operations Council of the American Truck-
ing Associations, Inc., Washington, D.C,
lected for one point. If the terminal is replacing
two or more existing terminals or has an
entirely new mission, then information may be
collected for several points . The designer, of
course, would like to have complete informa-
tion available to make his forecast, but he must
be practical and use whatever information is
at hand . The type of information which can be
used for evaluating seasonal peaks and valleys
is :
a. Number of shipments
b. Pounds handled
c. Revenue dollars
d. Number of loads
2. Tabulate and analyze peak period. Estab-
lish a logical basis for a peak period . Planning
the facility to handle the absolute peak day 5
years in the future is not logical. This would
mean unnecessary building cost . Select a peak
period somewhat lower then the average,
depending upon evaluation of daily or weekly
variation. For a small facility, a 40-door term-
inal or less, a good rule of thumb is to take an
average of the 10 highest consecutive weeks
during the year and use this as a base to com-
pare other periods of the year for which you
are collecting detailed information. A larger
facility deserves detailed analysis . Tabulate
the daily or weekly data on a bar chart. Ex-
amine it, and establish some logical cutoff for
the peak period. Usually a design base which
will accommodate the volume of 85 to 90 per-
cent of the working days of the year will be
suitable .
3. Establish the design year planning base .
The new terminal should be planned for 5 years
hence. Site and yard space requirements
should be planned for 10 to 20 years in the
future to allow for expansion of the platform
facilities and other facilities beyond the design
year . Design year peak should include the
following :
a. The current planning base
b. Forecasted growth for inbound-outbound
transfer and interline freight
c. Acquisition of operating rights within
present system including new distribution
points and peddle routes
d. Mergers with other carriers and possible
consolidation of terminals in the same city
a. Change in the freight pattern
The design year daily volume should be in
pounds . Be careful in projecting growth based
on pest revenue increases, because these usu-
ally reflect rate increases, not actual growth
of traffic. The final figure established should
represent the planned peak design year day in
terms of total pounds handled. Detailed infor.
mation on current workload can therefore
later be adjusted to reflect a future planning
base .
4. Tabulate data on workload availability .
Set up the teat period and accumulate 4 weeks
of data by maintaining daily activity logs and
records. The objective of this analysis is to
provide complete information on all elemedts
of the workload, to determine the time of its
availability and what must be done with it .
Daily activity logs should be maintained for:
a. Inbound arrivals by origin point
b. Delivery loaded by route and interline
carrier
c. Inbound break-bulk by origin and destina-
tion points
d. Interline and cartage received by carrier
e. Pickup unloaded by route
f. Outbound loaded by destination
The availability logs should show the work-
load arrivals in terms of units (or trucks), ship-
ments, and pounds, and when it arrived . At the
end of each day, summarize the information on
the logs to show the workload availability by
hour . At the end of the 4-week test period,
summarize the vehicle and freight activity for
the entire period in hourly increments . Review
the daily results for a consistent pattern of
vehicle and freight arrivals and for variations
from the pattern.
5. Evaluate future changes. Before establish-
ing the design year workload characteristics
and specific terminal mission, determine those
workload availability changes which might
occur in the interim, either through manage-
ment direction or from other sources . Key
factors to consider are:
a. Different closeout times at origin termi-
nals
b . Changes in routing between origin and
destination terminals which may alter travel
time
c. Changes in cutoff times for interline
freight
d. Feasibility of replacing single trailer with
double trailer operations, to reduce elapsed
loading or eliminate combination loads
e. Possibility that double trailer combina-
tions may mean earlier arrival at new terminal
f. Break-bulk traffic patterns may change by
review of system operation
For new areas to be serviced by acquisition
of additional rights or by merger with other
carriers, estimate the workload availability
based on the location of possible new terminals
and estimated freight volumes to be handled.
Evaluate all of these factors, and establish
the design year workload availability for the
new terminal .
6. Establish service objectives. The planner
now has available a good description of the
new terminal workload in terms of its content
and availability . The next step is to establish
two key factors :
a. Required cutoff times for outbound
loading
b. Required time that delivery vehicles
should be available on the street
The planner, therefore, will know when the
workload is available and how much time the
dock crew will have for processing the work-
load .
7 . Establish distribution of traffic by out.
bound destinations . The objective is to esti-
mate the amount of traffic to be loaded over the
platform to each outbound destination to be
served . Tabulate the daily average test period
weight in pounds to each destination . The pro-
cedure is as follows:
a. Tabulate daily average weight in pounds
to each destination .
b. Apply the forecasted growth factor to
each destination for design year daily average
weight . If forecasts are not available by desti-
nation point, use the same growth factor for all
points .

c . List all new destination points acquired
through operating rights or mergers with other
carriers .
d. Determine design your daily average out-
bound weight for each new point.
A similar analysis should be prepared for in-
bound traffic . List all present routes, including
commercial consignees and interline carriers .
Evaluate these routes end determine whether
future plans will call for rerouting and handling
additional volume by more routes, improved
delivery load averages, or more trucks on the
some routes . Tabulate the expected volume
of freight for each route .
At this point, the planner should have a
complete description of the future workload,
when it will be available, where and how it
must be loaded, and what the loading and
unloading-overall handling capacity required
-will be for the design year day .
NUMBER OF DOORS
The number of loading and unloading doors
required is based on the peak period during
the design day. The peak doorway requirement
may be for the inbound operation or a peak
where the inbound and outbound overlap . The
planner has already established the volumes
to be handled, the destinations to be sorted,
and the availability of freight to be unloaded .
The number of doors for a given workload will
therefore depend upon the number of destina-
tions to be loaded inbound and outbound as
well as the rates at which freight can be loaded
and unloaded through a door . Typical truck
terminal unloading and loading rates are shown
in Table 1 . These may be used if the planner
has not already established loading and unload-
ing rates for his own operation. The rates
shown are based on the number of pounds
per hour which normally can be loaded and
unloaded through a doorway based on a one-
man operation . The rates also include time for
spotting equipment .
1 . Calculate outbound doors required. For
outbound, obviously the minimal requirement
is one door per destination . Additional doors
will be needed for destinations which have a
greater volume of freight then can be loaded
through a door in the required time period . Let
us say that a carrier has four destinations and
can load freight through a doorway at a rate of
6,000 lb per hour. The design year requirement
for the peak period during the design day has
been established . The calculation is as follows .
Example : There are four destinations, and
the average loading rate is 6,000 Ib per hour.
Pounds per Number of
hour to be doors
Destination loaded calculated
1 .7
A . . . , . . . . .10,000
9 . . . . . . . . . 4,000 0 .7
C . . . . . . . . .25,000 4 .2
0 . . . . . . . . . 2,000 0 .3
Total . . . . .41 .000 6 .9
As a rule of thumb, when determining the
number of doors for each destination, round
all decimal values of 0 .3 to the next higher
whole number, and drop all decimal values less
then 0 .3 . When calculating the number of out-
bound doors, be sure that all destination points
are well defined . For example, Chicago might
be a destination . There may be additional sub-
destinations required such as Chicago proper,
Chicago interline, end Chicago route truck .
Each of these would have to be treated as
TABLE 1 loading and Unloading Rates'
Shipments
Type
Very small shipments* . 150
Small shipments . . . . . . . .
Average shipments . . . . . . .
Large shipments . . . . . . . .
Unit loads . . . . . . . . . . .
Containers1' . .
Conveyor loading . . . . . . . . . . .
'Rates based on steady flow of freight to or from doorway . Pounds per hour will decrease if freight flow is interrupted
to pick or detail inspect shipments and to travel long distances between storage and shipping or receiving area .
t Rates are based on one-man operation . With two-man operation rates will increase 50Minimum
*Includes large percentage of minimum shipments and one shipment delivery or pickup.
per vehicle .
Includes pallet loads, skid loads, clamp loads, and slip sheet loads .
Includes cages, metal, wood, end plastic containers .
separate destinations if the freight is sorted
for them and loaded separately .
2 . Calculate number of inbound doors. The
number of doors for local delivery will depend
upon the number of routes and the method
used for servicing the route . Before calculating
the number of doors, the operating plan must
be established . The planner must know :
a . The number of dropped trailers or trucks
for interline or large customers
b. Whether the plan calls for flooring freight
and loading all trucks in sequence, or whether
the inbound operation will be all or partially
a cross-dock or direct-loading operation
c . Whether all delivery vehicles will be dis-
patched at once or whether there will be a
second wave of local delivery
Use the planning data developed to deter-
mine the volume of freight for each route .
Develop the operating plan, end provide
enough truck spots for each route to be loaded
at any one interval of time .
3 . Calculate number of doors required for
unloading . The calculation of the number of
doors required for stripping or unloading in-
bound trailers or pickup and delivery vehicles
is relatively simple . From the design day peak
workload analysis, the planner knows the
volume of traffic, its availability and how much
must be stripped in a given number of hours .
The only additional information needed is at
what hourly rate he can expect a dockman to
unload freight through a doorway.
Example
A carrier's daily peak period is during the in-
bound operation . The plan calls for dock crews
Number of to start in force at 2 A .M . and complete unload-
ing inbound trailers by 7 A .M . Workload avail-
doors
ability analysis shows that 300,000 Ib of
allowed
inbound is available for stripping during this
2 period. The elapse d time for the operation is 5
1 hours . Stripping is planned at a continuous
level rate ; then the crew has 5 hours to com-
4
plete the unloading . The plan will require strip-
1
ping inbound vehicles et a rate of 60,000 Ib
8
per hour . Delivery can be loaded at an average
rate of 4,000 Ib per hour through a door ; then
the number of doors required for stripping is :
60,000- 15 doors required
4,000
Similar calculations can be made for strip-
ping pickup vehicles . Important factors to
know are when the pickup is available, and at
what continuous rate stripping should be
planned in order that the unloading be com-
pleted in time to close out the outbound equip-
ment on schedule .
Transportation
TRUCK TERMINALS
overage
p ou nds Pounds per hour t
2,000- 4,000
. . . 300 4,000- 5,500
. . . 500 5,500- 6,500
. . . 3,000 6,500- 8,000
. . . 22,000-30,000
17,000-21,000
9,000-11,000
percent to 60 percent .
service time is 6 minutes
SHIPMENT ACCUMULATION SPACE
Accumulation space is needed to stage ship-
ments so that they are ready for the pickup
vehicle and for placing goods received prior
to disposition . Shipments should be staged in
an area convenient to the truck dock .
Accumulation space may contain storage
aids such as racks, bins, or shelves . Shipments
may be accumulated on pellets, skids, carts,
trucks, or in containers . The apace might also
be occupied with conveyor banks to accumu-
late orders or merely contain cartons stacked
on the floor .
In an operation in which all freight is moved
directly into vehicles spotted at the dock,
accumulation space is not needed . In this case,
the vehicle serves as the accumulation area,
and having been filled with freight, is replaced
with an empty .
1 . Determine peak accumulation . The
accumulation space should be calculated for
the design year . Adequate space must be avail-
able for the total shipment accumulation
volume for the peak hour of the day . The ware-
house is picking orders at a certain rate and
loading trucks at certain times . The accumula-
tion space requirement, therefore, must pro-
vide storage for the cumulative total of orders
picked during the day minus the cumulative
total of orders loaded out . By tabulating both of
these cumulative volumes by hour, the planner
can determine when the peak will occur as
well as what the peak volume needing to be
stored will be . The peak accumulation for most
facilities will generally occur sometime in the
early afternoon, just prior to the peak arrival
period for carriers .
2 . Calculate space required . Convert the
maximum accumulated volume for the peak
into cubic feet . Convenient conversion factors
can be established for converting pounds or
cases into cubic feet . Finished goods, how-
ever, are not accumulated in one solid mass .
Additional space must be provided for access
and for separation of shipments by carrier .
For most conditions, the allowance for addi-
tional space is usually about 2'4 to 3 times as
great as the actual cube of the product. There-
fore, multiply the finished goods cubic feet by
the storage space utilization factor of 2A to 3
to obtain total storage cubic feet required .
3 . Prepare block layout . The next step in
planning the shipping accumulation space is
determining the number of square feet . The
procedure is as follows :
a . Determine the overall stacking height for
the shipment to be stored .
b. Divide the total storage cubic feet by the
stacking height .
Transportation
TRUCK TERMINALS
The result will be the storage area in square
feet.
Additional space must be provided for
access aisles . Depending on the storage aide
used, area requirements for aisles will range
from 50 percent to 150 percent of the storage
area, according to the size of the storage bank,
type of equipment used, and whether aisles are
used for more than one purpose . In most cases,
the allowance for aisles is equivalent to the
storage apace available . Prepare a typical lay-
out for one bay . Measure storage space and,
based on aisle space needed, multiply the
storage ores in square feet by a factor of 1 .5
to 2.5. The total square feet should provide
adequate space for shipment accumulation .
Draw a layout of the configuration of the area,
giving the required number of square feet, and
arrange the storage blocks on the layout as
they actually will be . If adjustments must be
made in space allowances, make them at this
time .
DOCK DESIGN AND SPECIFICATIONS
The third major element in planning the ship-
ping facility is to see that docks are the proper
height for loading and unloading vehicles, that
people and freight are protected from weather,
end that adequate apace is allowed for access
and perking . Once again, plan for the design
year and allow for expansion .
1 . Determine vehicle parking requirements .
Estimate the following for the design year :
Company or contract carrier vehicles
a. If company trucks or contract carrier
vehicles are used for distribution, determine
the maximum total number and type of vehicles
on site. This maximum number will generally
occur on a weekend or over a holiday .
b. Multiply the number of each type vehicle
-such as 40-ft trailer, 18-ft straight truck,
tractor with 40-ft trailer-by the square foot
allowance for each different length of vehicle .
Parking space for a vehicle should be 12 ft
wide, end the length of the space should be
the overall length of the vehicle plus 20
percent .
Parking space per vehicle, sq ft
= (overall length, ft X 1 .2) X 12 ft
c. Add total space requirement for all
vehicles.
d. Subtract space for number of vehicles to
be spotted at the dock.
e. Calculate truck apron area, employee
parking area, and service road area . Total area
for combined facilities .
Common carrier vehicles
a . Estimate the maximum number and size
of vehicles which could be waiting for a door
position, and provide space for these vehicles .
b. Keep apron and dock approach area clear
to permit rapid removal and spotting of vehi-
cles at the dock .
2 . Provide adequate maneuvering space.
The length of a vehicle's parking space or
dock approach is the greatest length for the
tractor-trailer combination (stall length) and
the apron length necessary to maneuver the
vehicle in and out of the parking spot . The
apron is measured from the outermost part
of the longest vehicle to be accommodated
or from the outermost part of any obstruction,
such as a post or part of a building structure
in front of the dock . As a general rule, the
dock approach should be at least twice the
length of the longest tractor-trailer combina-
tion .
The width for each new parking spot or stall
should be 12 ft to accommodate the longer and
wider tractor-trailer combinations . This width
can be used for outside parking or parking in
an enclosed dock area . Use Table 2 as a guide .
TABLE 2 Minimal Parking Space or Dock
Approach Length and Width (Width-12 ft)
Overall length Apron Dock approach
of tractor-trailer, feet length, feet length, feet
40 43 83
45 49 94
50 57 107
55 62 117
60 69 129
3. Plan for good traffic flow. When prepar-
ing the plot plan, include :
a. Vehicle movement on site. Vehicles
should circulate in a counterclockwise direc-
tion . Making left-hand turns with large vehicles
enables the driver to see more easily the tail
end of the vehicle .
b. Service roads . For two-direction traffic,
roads should be 23 ft wide . This will allow for
a 3-ft clearance between passing eh-ft-wide
vehicles with a 1 h-h side clearance . For one-
way roads, the minimum straightaway width
should be 12 ft .
c. Roadway approaches and intersections .
Gates and approaches to roadways should be
at least 30 ft wide for two-direction traffic and
at least 20 ft wide for one-way traffic. For a
right-angle roadway intersection, a minimum
radius of 50 ft will be satisfactory for most
vehicles . However, if the road is wider than
20 ft, the minimum radius may be decreased
to 35 ft .
d. Pedestrian lanes . These should be located
adjacent to a service road, but separated from
the roadway by a physical barrier. The width
of the lane can range from 4 to 6 ft, depending
on the volume of pedestrian traffic .
4 . Provide proper dock height. Truck-trail-
ere and pickup and delivery vehicles are not
built to any specific bed height ; therefore,
docks for vehicles at plants and distribution
centers cannot be constructed to one specific
height . For most trailers designed to handle
dry merchandise, the vehicle bed height will
vary between 48 and 52 in . For some high .
cubs trailers with smaller wheels, the bed
height will be less than 48 in . Truck chase!*
with a "reefer" body will increase the bed
height up to 6 in . Pickup and delivery vehicle
bed heights will vary between 44 and 50 in .
Vehicles with capacity loads can compress
springs and change the bed height . A single-
axle trailer bed height can change as much me
6to8in .
To provide the best dock height for a facility,
a survey should be made of the type of equip-
ment used to determine the bed height of
vehicles servicing the plant or distribution
center . Different heights may be provided if
all straight trucks arrive et one dock location
and all trailers arrive at another . In general,
selecting a dock height lower-rather than
higher-will enable the driver to open or close
vehicle doors while the truck is at the dock .
5 . Avoid pits and ramps . If at all possible,
grade the approach and apron area for the
proper dock height and keep equipment near
level . If loading pits and ramps cannot be
avoided, use the following guidelines :
a . If a ramp is needed, grade the approach
to the dock so that the truck or trailer Is nearly
level . Equipment parked at a steep angle is un-
safe to load and unload . If the front end of the
truck or trailer is elevated too much, the truck
roof may strike the building when backing in .
b . Although most loaded trucks are de-
signed to pull a 15 percent grade, the start-up
grade for pulling away from a dock is much
lower. In addition, dock facilities even if
covered cannot be kept dry in wet weather . A
3 percent grade is the maximum allowable for
pulling away from a dock .
6 . Specify door height and width. Almost
all shipper-consignee facilities should have
truck dock doors to provide security and dock
area protection from wind, rain or snow when
vehicles are not at the dock . For most installa-
tions, a 9-af door width is recommended for
vehicles not perfectly spotted . Trailer widths
may increase in the future to 102 inches . Door
widths greater than 9 ft will cause excessive
lose of heat or refrigeration ; doors less than 9
h wide will require extra maneuvering of
vehicles for spotting at the dock .
To determine door heights, subtract the dock
height from 14 ft . In most cases the door height
will range from 9 ft 8 in . t o 10 ft . This height
will accommodate up to 13-ft 6-in .-high trailers .
If only straight trucks deliver and pick up
freight at the dock, the height of the door will
range between 8 ft and 9 ft 4 in .
7 . Install permanent, self-leveling dock-
boards . Installation of dock levelers enables
faster turnaround of trucks and contributes to
increased dock productivity . Permanently
installed boards are safer to use than portable
boards . The one exception to the use of dock-
boards would be for facilities exclusively utiliz-
ing conveyors to transport freight out of or into
vehicles.
The dockboard specification will depend on
the following factors :
a . Greatest height difference between the
dock and bed of trucks or trailers serviced
b . Type of materials handling equipment
used
c . Type of loads handled into and out of
vehicles
d. Type of vehicle road equipment picking
up or delivering freight
After determining the maximum height dif-
ference from dock level, the length of the clock.
board can be calculated by using the allowable
percentage grade for the type of handling
equipment used . Allowable grades are shown
in Table 3.
TABLE 3 Percent of Grade for Material
Handling Equipment
Allowable percent
Type of equipment of grade'
Powered handtrucks . . . . . . . . . . . 3
Powered platform trucks . . . . . . . . . 7
Low-lift pellet or skid trucks . . . . . . 10
Electric fork trucks . . . . . . . . . . . . 10
Gas fork trucks . . . . . . . . . . . . . . 15
Contact manufacturer and check manufacturer's specifications
belore operating beyond allowable percent of grade .
Most standard truck dockboard lengths
range from 6 to 10 ft . For most applications,
dockboards should be 6 ft wide . Use 7-ft wide
dockboard for loading or unloading unit loads
with fork truck .
8 . Provide area for access to trucks . A
minimum area measured inside the plant from
the edge of the dock should be kept clear end
unobstructed for the movement of freight and
materials handling equipment . The depth of the
area must allow for maneuverability of mate-
rials handling equipment in end out of vehicles
and for two-way cross traffic behind the dock .
If dockboards are used, provide a minimum

depth of 12 ft behind the inside edge of the
board . If dockboards are not used, allow 15 ft
from the dock edge . If conveyors are used
to load and unload all freight, the requirement
for a clear distance behind the dock edge will
not apply .
9 . Provide for weather protection . An
alternative to a fully enclosed dock is the instal-
lation of dock shelters and canopies completely
enclosing the space between the building and
the rear of the vehicle . Dock shelters provide
a closure between the truck and dock doors .
Canopies provide a roof over the dock and
should be extended over the dock's entire dis-
tance . In order to reduce the effects of wind,
rain and snow, the installation of canopies
should also include side panel walls extending
from the building at each end of the dock area .
Most shelters are designed to accommodate
vehicles ranging from 10 ft to 13 ft 6 in . high .
Dock shelters should be considered for plants
and distribution centers which have the follow-
ing characteristics :
a . Plant site is located in cold, windy or wet
climate .
b . A large concentration of people work in
the area and the adjacent dock area .
c . Female employees, performing stationary
tasks, are located near the dock area .
Fig . 1 Back-in type enclosure .
d. Long loading and unloading time intervals
occur et the dock .
e . There is a limited range of vehicle sizes
picking up and delivering freight .
Canopies should extend a minimum of 8 ft
out from the building to provide adequate pro-
tection over the rear end of parked vehicles et
the dock . For level driveways, the outside edge
of the canopy should be no less than 1 5 ft high
to accommodate 13-ft 6-in . trailers . If the
height of all vehicles using the dock is less than
13 ft 6 in ., locate the canopy 1'h ft higher than
the highest vehicle .
10 . Evaluate fully enclosed dock . The initial
cost of constructing a completely enclosed
dock facility, compared with an outside dock
facility, may be justified if :
a . Maximum security is needed .
b. Plant site is located in cold, windy or wet
climate .
c . Vehicles are dropped for overnight load-
ing .
d . High value merchandise is handled .
e. Merchandise handled is sensitive to tem-
perature and water .
f. A large concentration of people work
in the area and the adjacent dock area .
If a dock is completely enclosed in a building,
the width of each dock position should be a
Transportation
TRUCK TERMINALS
minimum of 12 ft wide . The overall clear height
in the vehicle docking area should be a mini-
mum of 1'h ft higher than the highest vehicle
or legal height . For most installations, this will
be a 15-ft overall clear height.
The back-in type enclosure is the most com-
mon type of completely enclosed dock facility .
For this enclosure, each vehicle dock position
has its own doorway for direct access to the
outside as shown in Fig . 1 . The distance from
the leading edge of the dock to the inside of the
doorway where the vehicle backs in should
exceed the maximum length of the vehicles
using the facility or the maximum legal length
of the vehicle combination by at least 5 ft . For
most installations receiving tractor-trailers,
an overall length of 65 ft will meet this require-
ment .
DOCKING FACILITIES
The primary consideration in planning mod-
ern loading and unloading facilities for motor
transport equipment is to provide adequate
space for efficient maneuvering into and out
of loading position at properly constructed
docks . No one plan will fit all requirements,
but careful study of present needs and future
possibilities will determine the type and size
of facilities essential to efficient operation .
There is, of course, no set of standard dimen-
sions covering the space required for maneu-
vering the many possible combinations of
tractor-trucks and semitrailers into and out
of loading position at docks or in stalls and
driveways . However, the maneuvering space
required is largely dependent on three factors :
(1) overall length of the tractor-trailer unit ;
(2) the width of the position in which the vehi-
cle must be placed ; and (3) the turning radius
of the tractor-truck which pulls the unit . Inas-
much as a tractor-trailer uses slightly more
space to pull out than to back in, all reference
to maneuvering apron space is based on the
requirements for pulling out .
Length of Tractor-Trailer Unit
The length of tractor-trailer units to be accom-
modated will vary in accordance with state
laws and differing types of operation . Analysis
of the specific problem will determine the
largest vehicle to be considered . For the pur-
poses of this discussion tractor-trailer units
of 35, 40 and 45 ft are considered to be the
most prevalent overall lengths . If an apprecia-
ble volume of traffic is handled by "for hire"
motor transport, it may be expected that the
unit length to be accommodated will approxi-
mate the legal limit in the state concerned,
usually between 45 and 50 ft . It is obvious that
commercial haulers will use the maximum size
tractor-trailer practical for efficient operation
within state limitations . In general, it may be
assumed that straight trucks can be accommo-
dated in the space required for tractor-trailer
units inasmuch as it has been impractical to
build trucks even approaching the length and
cubic capacity of modern trailers . In some
states trains of more than one trailer are per-
mitted . Such equipment is not being considered
as it is assumed that each trailer in a train
would be spotted separately .
Width of Position
The maximum allowable width of a truck or
trailer is 8 ft and it may be assumed that virtu-
ally all units (other than those for light city
delivery) are built to take full advantage of
this dimension .
Transportation

TRUCK TERMINALS

one maneuver has been worked out in practi-

cal tests with standard equipment handled by
experienced drivers . Inasmuch as a high aver-
age turning radius has been arbitrarily used
to provide a margin for differences in equip-
ment, the variable factors were overall length
and position width . The apron space required
is measured out frorn the outermost part of
any vehicle or other possible obstruction in
the area of the maneuver (Fig . 4) .
In the case of a single-position unobstructed
dock (Fig . 4a), the distance would be measured
straight out from the dock . However, if a can-
opy or roof, supported by posts (Fig . 46) should
be present to protect the loading area, the dis-
NOTES : (A) Should be at least 6 in . over legal height for tance would be measured out from the posts .
level area, more for slope. If it is necessary to spot a trailer alongside
(B) Dock height, 1,8 to 52 in . for road trailers, another vehicle (Fig . 4c), the distance would
44 in, for city trucks . be measured from the outermost point of the
(C) Concrete apron of the dimensions shown vehicle obstructing the maneuver . When a
will accommodate trailers from 22 to 40 ft stall or driveway is involved (Fig . 4d), the dis-
tance would be measured from the outermost
long . obstruction, such as a curb, pole, or vehicle,
(D) Additional slab length recommended to sup- ate .
port tractor wheels . It is highly recommended that at least the
(E) General rule for distance required : total minimum apron space be allowed and that
length of tractor-trailer times 2. it be kept clear for the approach and maneu-
Trailer width-8 ft vering of transport units .
Trailer stall width-10 ft mininnunl, 12 ft In locations where the proper space is not
reeoniniended. available for parking in one maneuver, trailers
can be jockeyed into position . This, however,
Fig . 2 Recommended dimensions and clearances for truck loading docks . is a time-wasting, costly, and unsatisfactory
The consensus among transport and traffic made to determine the space required . Units process for both commercial and private trans-
men interviewed is that 12 ft is a very desirable utilizing cab-over-engine truck-tractors have port operators .
width for stalls or truck positions . Slightly somewhat shorter turning radii for the same
narrower position widths can be utilized when lengths and consequently require less apron Overhead Clearance
necessary but should be avoided in order to space than units with conventional tractors .
reduce the possibility of damage to equipment Standard trailers vary in height up to 12''A ft .
Many of these tractor-trucks are in use, but
and loss of time for jockeying into position . Consequently, it is recommended that 14-ft
few shippers can count on their exclusive use .
Also, as position width increases, the apron clearance be provided at docks or in yards,
space required for maneuvering will decrease . driveways, doors, stalls and interior roadways .
Apron Space Required Special transportation conditions such as
The apron space required to maneuver tractor-
Trailer DimensionsAverage dimensions of large delivery of large machinery may require greater
trailers are shown in Fig . 2, along with recom- trailer units into or out of loading position in clearance .
mended dimensions end clearances for dock
structures .

Turning Radii of Tractor-Trucks

The turning radii of tractor-trucks have a defi-

nite bearing on the apron space required for
maneuvering equipment . However, because
of the variation in this dimension among trucks
of different types, capacities and makes, a high
average turning radius has been used in arriv-
ing at recommendations regarding space
requirements .
The requirements of heavy-duty units with
extremely long turning radii call for special
consideration . If such equipment is a factor
in any operation, a special study should be

When designing for ramps, dips, or crowns

in the terminal area, special care must be
taken to provide clearance at the points
indicated in the diagram. Actual dimensions
must be obtained . Cab clearances are more
critical when the combination is jackknifed .
Landing gear height (A) may be as low as
10 in.
Fig. 3 Critical points for clearance . Fig . 4 Apron space required for various conditions .

Fig. 5 Turning clearance for driveway.
Drainage
Roofs or canopies over loading docks should
be constructed so as to avoid drainage into
the loading area. This precaution will reduce
the hazards of mud and ice and the resulting
loss of traction . It is particularly important
to prevent ice formation on the pavement where
tractor and trailer are coupled .
Traffic Congestion
So far as possible, loading areas and ap-
proaches should be free from general traffic
Fig. 7 Truck terminal dock plan for fork-lift truck and pallet storage.
and obstructions . Railroad crossings, auto-
mobile traffic, parked vehicles, and material
carelessly stored outside all contribute to
delays in pick-up and delivery. If a right-angle
turn must be negotiated in a narrow driveway,
extra clear apace should be provided on the
inside of the turn to eliminate maneuvering .
For instance, in a driveway 12 to 14 ft wide,
the triangular area, formed by the inside corner
of the turn and the two points 24 ft on each
side of the corner, should be left clear . This
will allow proper clearance for the turning
radius of the tractor-truck and the cut-in of
trailer wheels .
Turning Clearance (see Fig. 5)
Site
Location : In selecting a site, consider the
following factors :
l . Proximity to pickups, deliveries, and
connecting carriers
2 . Accessibility to main traffic arteries
3 . Obstructions such as bridges, under-
passes, and railroad crossings
4 . Zoning
5 . Urban and regional plans ; future growth
pattern of city
6 . Transportation facilities for employees
7 . Utilities
Grade : Site should be approximately level :
maximum slope 3 percent ; minimum slope for
drainage, 1 percent . Storm drains recom-
mended 60 to 75 ft on centers, 100 ft maximum .
Transportation
TRUCK TERMINALS
Pavement: 6-in. concrete slab reinforced
with 6 by 6 in . No . 6 gauge welded wire mesh ;
expansion joints 30 ft on centers .
Fence : 2-in . wire mesh No . 9 gauge, 7 ft high
including several strands of barbed wire at
the top . Protect the fence from damage by
trucks by placing bumpers or 2-ft-high earth
curbs 5 to 15 ft from the fence, depending
upon the type of truck using the yard . In car
parking areas place bumpers at least 3 ft from
the fence .
Dock Building
Orientation : If possible, place the long
dimension of the building parallel to the pre-
vailing storm winds .
Column spacing : Depends upon stall width .
Recommended stall width 12 ft, column spac-
ing 24 ft .
Width of building varies from 45 to 70 ft,
depending upon the type of operation : usual
figure is 60 ft .
Height: Minimum clear interior height, 12 ft .
Foot overhang or canopy projection-3 ft
minimum, no maximum (the longer the better) ;
usual figure, 12 ft .
End walls : May be extended a similar dis-
tance for better weather protection .
Doors : Overhead type, 8 to 10 ft wide by
8 to 9 ft 4 in . high ; the larger sizes are more
usual .
Floor : Reinforced concrete designed for a
live load of 150 to 250 par ; nonslip finish
(float or abrasive) .
Bumpers : Wood usual ; steel or rubber may
be used .
Steps : Iron bar rungs set in concrete dock
front are less expensive than stairs ; provide
one set of steps per four stalls .
Light: 15 footcandles recommended ; sky-
lights optional . Floodlights arranged to shine
into truck or trailer bodies are required, also
floodlights for the general yard area .
Heat : Required in northern areas ; suspended
unit heaters or radiant heat in floor slab may
be used .
Ventilation : Mechanical ventilation required
if fork-lift trucks are used .
Sprinklers : Recommended for entire dock
area .
(See Figs . 6 and 7 .)
Offices
The office facilities may include any or all
of the following :
General office
Message center
Billing office
Cashier
Telephone room
Foreman's office
Office manager
Terminal manager
Operations manager
Salesmen's room
Record room
Heater room
Central checking
Drivers' locker room
Transportation department
Dormitory
Cafeteria
Drivers' ready room
Other Facilities
Maintenance shop
Fueling area (near shop)
Weighing area
Truck and trailer parking area (two parking
spaces per dock stall recommended)
Employee and visitor parking area
Transportation

TRUCK TERMINALS
Truck Types and Dimensions

Fig . 8

"How Blg Is a Truck-How Sharp Does If Turn, "The

Operations Council of American Trucking Association,
Inc ., Washington, D .C ., 1974 .
 Transportation

TRUCK TERMINALS
Truck Types and Dimensions