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\chapter{26}{Depots}
\label{volume:infrastructure:chapter:depots}
% @ guide/26-depots/depots.src: lines 1-4: code points 1-40

\quotation{Maintenance is terribly important.}{Manolo Blahnik, fashion designer, 1942–}
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Depot areas serve an array of purposes, including bus-parking areas, refueling facilities, vehicle washing and cleaning, maintenance and repair areas, administrative offices for operators, and employee facilities.\par
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The objective of this chapter is to describe how to design the most efficient depot for the particular operational requirements of a BRT system. The chapter deals with where to locate a depot within the BRT corridor or system, how many depots are required, and their size and layout. Various design considerations are discussed and, finally, the need for intermediate parking facilities within the system is discussed.\par
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\section{1}{Depot Location Considerations}
\label{volume:infrastructure:chapter:depots:section:depot-location-considerations}
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Depots are generally, but not always, adjacent to terminals. Normally, the BRT vehicle will enter the terminal several times a day, but it will generally enter the depot only if it is being taken out of service, either because it is a nonpeak period, because it is the end of the day, or because it is in need of repairs. Ideally, depots will be located at or adjacent to terminal facilities so that depot parking can also be used for BRT vehicles coming out of service for off-peak periods without having to travel a long distance to return to a depot (Figure 26.1). Travel between the depot and terminal areas creates “dead kilometers,” since fuel and other expenses are consumed without generating any customer revenues. These dead kilometers can considerably increase overall operating costs. Such separation can also create service irregularities, especially if the BRT vehicles are delayed in mixed traffic congestion while travelling from the depot.\par
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However, since depots can consume considerable space, the location is often dependent on the economical acquisition of sufficient property. In some cases, sufficient land is not available near a terminal site and any site acquisition can be quite costly. Thus, for example, in TransJakarta, the depot area is located a considerable distance from the system’s terminals. BRT vehicles must not only travel a long distance from the depot in the morning and to the depot in the evening, but must travel to depot parking during nonpeak periods. In Cali, Colombia, for example, the city had land acquisition problems and was not able to build a depot next to a major terminal. The depot was then built approximately five kilometers away until the city could find a closer location for it. The issue was solved in just a few months, but having the depot far away, even if just for a short period of time, generated considerable revenue reductions for operators. As an alternative to locating the depot near the terminal, it is possible to increase the amount of temporary vehicle parking at the terminal area or through intermediate parking facilities.\par
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		\fignote{1}{In Bogotá, most depots are located next to the terminal areas in order to improve operational efficiency.\label{chapter:depots:figure:in-bogot-most-depots-are-located-next-to-the-terminal-areas-in-order-to-improve-operational-efficiency}}{Oscar Diaz and Por el País que Queremos (PPQ).}
	}
\fi

Terminals and depots for BRT may also be integrated with other transport facilities. In Dar es Salaam, Tanzania, a terminal and depot are being planned on the site of the long-distance bus services. This co-location of urban and long-distance services holds benefits both for the customer as well as the private operators. Customers are able to easily transfer from the long-distance services into the BRT system, and private operators may also benefit in terms of sharing facilities with long-distance operators.\par
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\section{2}{Number of Depot Facilities and Ownership}
\label{volume:infrastructure:chapter:depots:section:number-of-depot-facilities-and-ownership}
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		\fignote{2}{At the Usme depot in Bogotá, the green feeder vehicles are maintained at the same facility as the red trunk vehicles.\label{chapter:depots:figure:at-the-usme-depot-in-bogot-the-green-feeder-vehicles-are-maintained-at-the-same-facility-as-the-red-trunk-vehicles}}{Lloyd Wright.}
	}
\fi

In many cases, it is desirable to provide enough depots so that each operator controls its own maintenance and parking facilities. Most private operators, if they own the buses, like to have control over their own depots so that they can take responsibility for the vehicles’ security, maintenance, and repair. The vehicles represent the biggest corporate asset, and private protection of the long-term survival of this asset is one of the critical benefits of having private operators. The number of depots in a BRT system will therefore be partly a function of the number of private operators. In the case of TransMilenio, for instance, in Phase I there were three terminals, each one under the control of a different operator. The trunk-line vehicles were stored at these depots. The feeder buses may be stored at smaller depots under the control of the private feeder companies. These facilities are generally in fairly remote locations near the feeder routes where low-cost land is available. However, there may also be circumstances where the feeder-line operators share depot facilities with the trunk-line operators. If some firms operate both feeder and trunk services, then it can be more cost effective for such firms to utilize the same depot area (Figure 26.2). Also, depot services may be a profit center for some trunk operators who have the depot space and capacity to also provide refueling, repair, and maintenance services to feeder operators. However, the number of operators should be determined in a manner that maximizes system competition while also permitting administrative and management efficiency. For this reason, the number of operators can often exceed the realistic number of depot sites. In the extreme of a system with only one terminal and one depot, then all operators will have to share a single terminal and depot. In these cases, clear contractual language will be required to denote responsibilities at the site.\par
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Regardless of whether there is one or multiple operators at a depot facility, public authority should maintain ownership of the site. The operators may possess ownership-like responsibilities during the time of their concession, but at the termination of the concession, the public authority will wish to retain a high degree of flexibility. The next firm to gain the operating concession may or may not be the same as the existing company.\par
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If a depot location is already owned by a private operator, then it may not be possible for the public authority to assume ownership right away. Expropriation costs may be high and the legal process can be difficult. It may be necessary to move through the first concession period with the existing operator in full control of the site.\par
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\section{3}{Depot Sizing}
\label{volume:infrastructure:chapter:depots:section:depot-sizing}
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The size of the terminals and depots depends greatly on the amount of vehicle parking needed, and the number of vehicles likely to need repairs. The configuration of the parking area can be a trade-off between parking efficiency and ease of entry. Some configurations may require some vehicles to be backed out, which can be difficult with articulated and bi-articulated vehicles. Further, a densely packed parking area may be relatively space efficient, but it can also lead to occasional damage to vehicles bumping into one another.\par
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					\tabletitle{1}{Examples of Possible Vehicle Parking Configurations}
\label{chapter:depots:table:examples-of-possible-vehicle-parking-configurations}

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Source: Angel Molinero and Luis Ignacio Sánchez Arellano. Transporte Público: Planeación, Diseño, Operación y Administración.\par
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Local land prices will likely determine the flexibility available with the depot design. High land prices and a restricted depot area will necessitate some creativity in the layout of the area.\par
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\section{4}{Design Layout}
\label{volume:infrastructure:chapter:depots:section:design-layout}
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The internal design of the depot area should allow for a logical movement of vehicles based on their typical requirements. Figure 26.3 shows a typical layout for a depot area. This layout is for countries that drive on the right-hand side of the road, hence allowing for an anticlockwise movement of travel for the vehicles and minimizing vehicle conflicts inside the depot. For countries that drive on the left, the circulation should be in a clockwise direction to obtain the same benefit.\par
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		\fignote{3}{Standard layout for a depot area, with legend below\label{chapter:depots:figure:standard-layout-for-a-depot-area-with-legend-below}}{.}
	}
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\begin{itemize}
\item 1. Gate and visual inspection area% @ guide/26-depots/264-design-layout.src: lines 11-12: code points 1-0
\item 2, 3, and 6. Administrative offices for the concessioned operators% @ guide/26-depots/264-design-layout.src: lines 12-13: code points 1-0
\item 4. Refueling area% @ guide/26-depots/264-design-layout.src: lines 13-14: code points 1-0
\item 5. Vehicle washing and cleaning area% @ guide/26-depots/264-design-layout.src: lines 14-15: code points 1-0
\item 7, 10. Major repairs% @ guide/26-depots/264-design-layout.src: lines 15-16: code points 1-0
\item 8, 9. Minor repairs and maintenance% @ guide/26-depots/264-design-layout.src: lines 16-17: code points 1-0
\item 11. BRT vehicle parking% @ guide/26-depots/264-design-layout.src: lines 17-18: code points 1-0
\item 12. Private vehicle parking% @ guide/26-depots/264-design-layout.src: lines 18-19: code points 1-0
\item Area occupied by a vehicle, VA:% @ guide/26-depots/264-design-layout.src: lines 19-19: code points 1-38
\item Articulated bus: 45 m2% @ guide/26-depots/264-design-layout.src: lines 19-19: code points 39-67
\item 12 m long bus: 30 m2% @ guide/26-depots/264-design-layout.src: lines 19-19: code points 68-94
\item 10 m long bus: 25 m2% @ guide/26-depots/264-design-layout.src: lines 19-20: code points 95-0
\item Access area (AP) = 2,5 to 4,0 VA% @ guide/26-depots/264-design-layout.src: lines 20-22: code points 1-0
\item Visual inspection, fueling, and cleaning (VI) = 6,0 to 8,0 VA% @ guide/26-depots/264-design-layout.src: lines 22-23: code points 1-0
\item Parking (PAR) = 2* VA*N (number of vehicles)% @ guide/26-depots/264-design-layout.src: lines 23-25: code points 1-0
\item Maintenance area: (AM) = 0.2*PAR% @ guide/26-depots/264-design-layout.src: lines 25-25: code points 1-39
\end{itemize}
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\begin{itemize}
\item Green: Operational vehicles% @ guide/26-depots/264-design-layout.src: lines 27-28: code points 1-0
\item Yellow: Vehicles requiring minor or routine maintenance% @ guide/26-depots/264-design-layout.src: lines 28-29: code points 1-0
\item Red: Vehicles requiring major repairs% @ guide/26-depots/264-design-layout.src: lines 29-29: code points 1-43
\end{itemize}
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Vehicles will enter the depot area as they are instructed to temporarily come out of service by the control center. As BRT vehicles enter the depot, they are visually inspected at point 1 in Figure 26.3. The vehicle is classified as “green” (operational), “yellow” (in need of minor repairs), or “red” (in need of major repairs).\par
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If the bus is classified as “green,” it will typically first move to refueling. Here fuel levels and vehicle kilometers are checked as a way of monitoring usage and operating costs. In Bogotá, a digital monitoring device records the pertinent vehicle information upon entering the refueling area (Figure 26.4). If required, the vehicle will be refueled at this time.\par
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		\fignote{4}{Upon entering the refueling area, a digital monitoring device records the pertinent vehicle details (i.e., fuel level, odometer, etc.).\label{chapter:depots:figure:upon-entering-the-refueling-area-a-digital-monitoring-device-records-the-pertinent-vehicle-details-ie-fuel-level-odometer-etc}}{Lloyd Wright.}
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		\fignote{5}{Upon entering the refueling area, if fuel is required, an attendant will then refuel the vehicle.\label{chapter:depots:figure:upon-entering-the-refueling-area-if-fuel-is-required-an-attendant-will-then-refuel-the-vehicle}}{Lloyd Wright}
	}
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From the refueling area, the vehicle will likely be either washed or placed in a parking bay. The exterior of the vehicle will typically be washed once per day. Most often, the washing occurs after the vehicle’s final run of the day. The vehicle’s interior may be cleaned upon each entry into the depot area, even if the vehicle is to return for the afternoon-peak period. Maintaining a pristine interior area does much to send a positive message to the customer as well as to psychologically discourage littering. In some systems, such as the Quito Ecovía corridor, the vehicle interior is cleaned after each pass through the corridor. The cleaning, in this case, is actually done at the terminal platform (as opposed to within the depot area).\par
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The washing area should be designed to facilitate easy access to all parts of the vehicle. A channelized pit with drainage permits the washing of the vehicle’s underside (Figure 26.6). Special scaffolding equipment permits washing of the vehicle’s roof (Figure 26.7). Alternatively, the washing area can be contained within a building, where stairs and catwalks can be provided to gain access to the vehicle roof for cleaning purposes (Figure 26.9). Vehicle washing machines can also be installed, but this needs to weighed against the cost of these machines, the number required to meet the peak demand for washing, and the speed at which hand washing can be achieved.\par
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		\fignote{6}{A channel allows the undersides of the vehicles to be washed\label{chapter:depots:figure:a-channel-allows-the-undersides-of-the-vehicles-to-be-washed}}{Lloyd Wright}
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		\fignote{7}{Scaffolding permits the tops of the vehicles to be washed\label{chapter:depots:figure:scaffolding-permits-the-tops-of-the-vehicles-to-be-washed}}{Lloyd Wright.}
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		\fignote{8}{Bus washing area. Mexico City, CISA depot Metrobús Line 1.\label{chapter:depots:figure:bus-washing-area-mexico-city-cisa-depot-metrobs-line-1}}{Karina Licea, 2011.}
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		\fignote{9}{Stairs and a catwalk give access to the vehicle roof for washing purposes.\label{chapter:depots:figure:stairs-and-a-catwalk-give-access-to-the-vehicle-roof-for-washing-purposes}}{Andre Frieslaar.}
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In some depots in Bogotá, water-recycling facilities have been established in order to permit reuse of the water from washing (Figure 26.10). Such recycling not only improves the environmental aspects of the system but can also reduce operating costs.\par
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		\fignote{10}{A wastewater pond helps facilitate water recycling in Bogotá.\label{chapter:depots:figure:a-wastewater-pond-helps-facilitate-water-recycling-in-bogot}}{Lloyd Wright.}
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If the BRT vehicle is classified as “yellow,” it is moved to the minor maintenance area (Figure 26.11). From the minor maintenance area a vehicle may return to service the same day or by the next morning. This area may also perform routine checks on the vehicle based on the total kilometers travelled.\par
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If the vehicle is classified as “red,” it goes to the major maintenance building, and is replaced by a standby vehicle. The major maintenance building includes a range of facilities, namely vehicle service bays, maintenance offices and facilities, and parts storage. A channeled work space (or pit) below each vehicle permits repair staff to easily access the vehicle chassis for inspection and repair (Figures 26.12 and 26.13). Typically, a certain percentage of vehicles (5 to 10 percent) of the fleet are held in reserve to replace vehicles undergoing maintenance. However, in other systems, a just-in-time (JIT) philosophy prevails where all vehicles are fully utilized.\par
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		\fignote{11}{Vehicles are periodically removed from service for routine evaluation and maintenance.\label{chapter:depots:figure:vehicles-are-periodically-removed-from-service-for-routine-evaluation-and-maintenance}}{Lloyd Wright.}
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		\fignote{12}{A pit beneath the work area allows technical staff to inspect (and service) the underside of the vehicle.\label{chapter:depots:figure:a-pit-beneath-the-work-area-allows-technical-staff-to-inspect-and-service-the-underside-of-the-vehicle}}{Andre Frieslaar.}
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		\fignote{13}{Channel pit for Mexibus depot.\label{chapter:depots:figure:channel-pit-for-mexibus-depot}}{Karina Licea, 2011.}
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		\fignote{14}{Repair areas for Metrobús Line 1, Mexico City.\label{chapter:depots:figure:repair-areas-for-metrobs-line-1-mexico-city}}{Karina Licea, 2011}
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Typically, seven vehicle-service bays are required per hundred vehicles based at the depot. Of these seven bays, four bays should be equipped with service pits, two bays without service pits, and one bay should be separate and used as a spray painting bay (Figure 26.18).\par
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\begin{itemize}
\item The one service bay with a pit should be equipped with brake testing equipment (Figure 26.19);% @ guide/26-depots/264-design-layout.src: lines 110-111: code points 1-0
\item The pit lengths should exceed the length of the longest vehicle by at least a meter on either end of the pit, to ensure access to the pit once the vehicle has been parked over it. The pits should be equipped with hydraulic lifting equipment to facilitate lifting of the chassis to do wheel repairs (Figure 26.20);% @ guide/26-depots/264-design-layout.src: lines 111-115: code points 1-0
\item One or both of the service bays without pits, should be equipped with stairways and catwalks, so that the air-conditioning units of the vehicles can be inspected and repaired;% @ guide/26-depots/264-design-layout.src: lines 115-117: code points 1-0
\item All lubricants, oils, etc., required for the maintenance of the vehicles can be piped through the building to each of the service pits (Figure 26.17).% @ guide/26-depots/264-design-layout.src: lines 117-118: code points 1-56
\end{itemize}
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		\fignote{17}{Service bays with pits at the Gautrain bus depot, Johannesburg, South Africa.\label{chapter:depots:figure:service-bays-with-pits-at-the-gautrain-bus-depot-johannesburg-south-africa}}{Andre Frieslaar.}
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		\fignote{18}{Spray painting bay at the Gautrain bus depot, Johannesburg, South Africa.\label{chapter:depots:figure:spray-painting-bay-at-the-gautrain-bus-depot-johannesburg-south-africa}}{Andre Frieslaar.}
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		\fignote{19}{Brake testing equipment at the Gautrain bus depot, Johannesburg, South Africa.\label{chapter:depots:figure:brake-testing-equipment-at-the-gautrain-bus-depot-johannesburg-south-africa}}{Andre Frieslaar.}
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		\fignote{20}{Hydraulic chassis lifts in service pits at the Gautrain bus depot, Johannesburg, South Africa.\label{chapter:depots:figure:hydraulic-chassis-lifts-in-service-pits-at-the-gautrain-bus-depot-johannesburg-south-africa}}{Andre Frieslaar.}
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Spare-parts storage is typically located near the maintenance and repair areas. The extent to which parts storage is required depends in part on the procurement practices of the particular operating company. Some firms may prefer to purchase in bulk, and thus retain a fairly substantial spare-parts inventory. In other cases, a just-in-time (JIT) philosophy may prevail, and the operating company may hold just a minimum number of spare parts (Figure 26.21). The operating company Sí 99 in Bogotá maintains a very lean inventory in order to minimize costs. In fact, the spare parts are part of the contractual arrangements with the BRT vehicle supplier who must provide on-site service. Since this type of close manufacturer-operator relationship was not foreseen at the outset of the depot construction, facilities were not provided for the manufacturer offices. Instead, provisional trailers have been set up to accommodate manufacturer offices and supplies (Figure 26.22).\par
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		\fignote{21}{Storerooms for spare parts should be planned into depot design.\label{chapter:depots:figure:storerooms-for-spare-parts-should-be-planned-into-depot-design}}{Lloyd Wright.}
	}
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		\img{\hsize}{infrastructure/assets/5919e774df39d98cb9a1b24c742c5222214ba106.jpeg}
		\fignote{22}{Makeshift trailers provide office and storage space for suppliers to the TransMilenio operators.\label{chapter:depots:figure:makeshift-trailers-provide-office-and-storage-space-for-suppliers-to-the-transmilenio-operators}}{Lloyd Wright.}
	}
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		\img{\hsize}{infrastructure/assets/c18feb4072d33105e057ecb87661676862fa8693.jpeg}
		\fignote{23}{Warehouse tools and supplies. Mexico City, CISA depot Metrobús Line 1.\label{chapter:depots:figure:warehouse-tools-and-supplies-mexico-city-cisa-depot-metrobs-line-1}}{Karina Licea, 2011.}
	}
\fi

Sufficient parking space must be provided to hold the vehicle fleet during off-hour periods. The parking-area design should also maximize easy entry and departure movements of vehicles. The numbering and assignment of the parking bays can provide efficient control over the fleet (Figure 26.24).\par
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		\fignote{24}{Efficient organization of the fleet parking improves management control over the depot area.\label{chapter:depots:figure:efficient-organization-of-the-fleet-parking-improves-management-control-over-the-depot-area}}{Lloyd Wright.}
	}
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		\fignote{25}{Mexibus depot.\label{chapter:depots:figure:mexibus-depot}}{Karina Licea, 2011.}
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		\fignote{26}{Mexibus depot.\label{chapter:depots:figure:mexibus-depot}}{Karina Licea, 2011.}
	}
\fi

Some private-vehicle parking may also be required at the depot area. Certainly, access for emergency vehicles should be included in the design. In some cases, not all employees may be able to utilize the BRT system to arrive at work. Since the drivers, mechanics, and other employees will likely need to arrive prior to the start-up of the system in the morning, alternative arrangements should be considered. At the Bogotá Américas depot, bicycle parking is provided for the staff (Figure 26.27). Providing good pedestrian and bicycle access to the depot area helps encourage staff to utilize sustainable forms of transport to get to work (Figure 26.28).\par
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		\img{\hsize}{infrastructure/assets/07201f0a7169dc2c73f385fcf9efff8254d104c6.jpeg}
		\fignote{27}{In Bogotá, TransMilenio staff are provided with bicycle parking at the depot site.\label{chapter:depots:figure:in-bogot-transmilenio-staff-are-provided-with-bicycle-parking-at-the-depot-site}}{Lloyd Wright.}
	}
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		\fignote{28}{A bike lane provides direct access to the nearby Américas depot in Bogotá.\label{chapter:depots:figure:a-bike-lane-provides-direct-access-to-the-nearby-amricas-depot-in-bogot}}{Lloyd Wright.}
	}
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It is best to locate the offices for operating companies at or near the depot. By being located at the depots, operating company officials can better monitor activities and oversee staff (Figure 26.29). The administrative offices may also include conference and training facilities.\par
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		\fignote{29}{Administrative office facilities for operating companies are provided at TransMilenio depots.\label{chapter:depots:figure:administrative-office-facilities-for-operating-companies-are-provided-at-transmilenio-depots}}{Lloyd Wright.}
	}
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Finally, the depot area should also provide facilities catering to the needs of staff, such as drivers, mechanics, and administrative workers. These facilities may include showers and lockers, luncheon areas, and recreational areas (Figure 26.30). The workplace environment should be designed to allow drivers and other employees an opportunity to relax after or in-between shifts, as well as prepare prior to the start of a shift.\par
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		\fignote{30}{Cafeteria for drivers and other staff at the TransMilenio Américas terminal.\label{chapter:depots:figure:cafeteria-for-drivers-and-other-staff-at-the-transmilenio-amricas-terminal}}{Lloyd Wright.}
	}
\fi

\section{5}{Design Considerations}
\label{volume:infrastructure:chapter:depots:section:design-considerations}
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\quotation{Design is not just what it looks like and feels like. Design is how it works.}{Steve Jobs, co-founder, chairman, and CEO of Apple, Inc., 1956–2011}
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\subsection{1}{Aesthetics}
\label{volume:infrastructure:chapter:depots:section:design-considerations:subSection:aesthetics}
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Although depot areas are not generally accessible to the public, there still may be many reasons to give attention to the aesthetic qualities of the space. First, depots consume large amounts of urban space and thus are typically quite visible to the general population. Thus, the visual aesthetics of the depot will affect the local residents’ image of the system. It is always important to be a good neighbor with populations living near the system. Second, a well-designed work environment can have a positive impact on employee satisfaction and work effectiveness. The maintenance depots of systems such as Bogotá, Colombia, and Guayaquil, Ecuador, provide a highly pleasing appearance to both local residents and employees (Figures 26.31 and 26.32)\par
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		\fignote{31}{The architecture for the maintenance areas in Bogotá is both aesthetically pleasing and highly functional.\label{chapter:depots:figure:the-architecture-for-the-maintenance-areas-in-bogot-is-both-aesthetically-pleasing-and-highly-functional}}{Lloyd Wright.}
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		\fignote{32}{The architecture for the maintenance areas in Guayaquil is both aesthetically pleasing and highly functional.\label{chapter:depots:figure:the-architecture-for-the-maintenance-areas-in-guayaquil-is-both-aesthetically-pleasing-and-highly-functional}}{Lloyd Wright.}
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The design should protect maintenance workers from adverse weather conditions, such as wind, rain, or strong sun. The maintenance-area ceiling height should be sufficient to allow employees to comfortably perform maintenance on the topside of the BRT vehicles.\par
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\subsection{2}{Pavement Design}
\label{volume:infrastructure:chapter:depots:section:design-considerations:subSection:pavement-design}
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The majority of the surface area of depots is paved. These areas are for parking, circulating, refueling, washing, and maintenance. Due to the damage caused by engine oil and fuel on asphalt pavements, consideration should be given to constructing the majority of these surfaces in concrete. Areas where asphalt could be considered are circulation areas, where vehicles are moving and unlikely to park for extended periods of time (Figure 26.33).\par
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		\fignote{33}{Use of concrete for bus parking areas and asphalt for bus circulation areas at a BRT vehicle depot the Lanzhou, China. Image\label{chapter:depots:figure:use-of-concrete-for-bus-parking-areas-and-asphalt-for-bus-circulation-areas-at-a-brt-vehicle-depot-the-lanzhou-china-image}}{Karl Fjellstrom.}
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The external areas, if constructed in concrete, should be jointed panels to allow for expansion and contraction of the large concrete surface. The pavement should be designed according to the flexural strength required to support the vehicle. Asphalt areas should be designed taking into account the vehicle axle loads and the number of axle loads likely to be required in the pavement’s design life.\par
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\section{6}{Intermediate Parking Facilities}
\label{volume:infrastructure:chapter:depots:section:intermediate-parking-facilities}
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Intermediate parking facilities provide parking for BRT vehicles during off-peak periods, so that the vehicles do not have to travel all the way to the depot or the terminal to return to service in the afternoon peak (Figure 26.34). Bogotá’s TransMilenio has two intermediate parking locations.\par
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Some systems will have specific turnabouts midway along a corridor, so that operations can be more closely adjusted to customer volume. On a very long corridor, significant operational costs can sometimes be saved if, for example, half of the vehicles do not go all the way to the terminal, but instead turn around at some midpoint, so that more service can be provided on the part of the corridor with the highest demand. Sometimes an important depot and interchange facility is not located at the end of a corridor, but at a midpoint, in which case the terminal may be an important turnabout location.\par
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		\fignote{34}{Parking next to Terminal de las Americas in Bogotá.\label{chapter:depots:figure:parking-next-to-terminal-de-las-americas-in-bogot}}{Google Earth.}
	}
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Typical driver facilities provided at these intermediate parking facilities include an administration building, toilets, a room where drivers can wait while off duty, and lockers. A mock station platform could be provided to allow for driver docking training to take place at these venues during the off peak.\par
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\section{7}{Cost}
\label{volume:infrastructure:chapter:depots:section:cost}
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Depot facilities for an articulated bus can amount to more than US\$40,000. The courtyard setting located in Poniente 152, in Mexico City, which serves the Metrobús 3 line, came at a cost of approximately US\$2.5 million. Fifty buses are stored within an area of 12,000 m2 with workshops, washing areas, and offices.\par
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It is not always necessary to build bus depots, such as in the case of the Guangzhou, China, BRT where BRT routes are based on previously provided routes and use existing depot facilities, providing a more sustainable and economically attractive option.\par
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