CDA reviewed a proposal for a new National Bus Terminal in Sector I‑11/4 with capacity for 100+ buses, commercial facilities, and a link to the planned 11th Avenue to improve traffic flow.
What CDA approved in principle and where the terminal will be built
Islamabad may soon get a major upgrade in intercity transport infrastructure. Authorities are planning to establish a National Bus Terminal on around 31 acres of land in Sector I‑11/4, and the proposal was reviewed in a meeting held at the Capital Development Authority (CDA) headquarters on Monday.
The meeting was chaired by CDA Chairman and Chief Commissioner Islamabad Muhammad Ali Randhawa, with senior CDA officials present, including members for administration and estate, engineering, planning and design, and environment. Officials presented the proposed site plan and traffic management arrangements for the terminal.
Location matters for a bus terminal because it determines whether the facility reduces congestion or simply shifts it. I‑11/4 sits close to major road links and has room for a large footprint, which is why it is being considered for a national-level terminal rather than a small district facility. If designed well, it can centralise bus operations, reduce illegal roadside stops, and give passengers a single, safer hub for intercity travel.
Beyond daily convenience, a national terminal can improve city discipline. When buses operate from a structured hub, it becomes easier to enforce schedules, reduce unsafe roadside boarding, and improve coordination with police and emergency services. That can also improve the city’s image for visitors.
Capacity, facilities, and what passengers can expect
According to the briefing, the terminal will have capacity to accommodate more than 100 buses. That scale suggests it is being planned as a high-throughput facility that can handle peak travel days, holidays, and seasonal surges.
The planned infrastructure goes beyond basic bus stands. The terminal is expected to include bus bays, designated parking spaces for buses, commercial areas, and petrol pumps. Plans also include service stations, a taxi stand, and a maintenance workshop to support transport operations.
For passengers, these details matter because the quality of a terminal is usually defined by how well it handles waiting time, safety, and onward connectivity. A well-planned layout can reduce chaos at entry and exit points, create clear passenger movement zones, and improve security through controlled access. Commercial areas can also improve convenience, but they need to be designed in a way that does not choke circulation or create bottlenecks during rush hours.
To feel truly modern, passenger experience will need basics: clean washrooms, clear signage, lighting, safe waiting areas for families, and a simple system for ticketing and information. Even if private operators sell tickets, the terminal should provide standard displays for routes, departures, and platform numbers so passengers do not rely on agents shouting destinations.
Traffic management and the planned 11th Avenue connection
One of the most important elements discussed was traffic management. The briefing included plans for vehicle movement around the terminal, which is critical because bus terminals can attract heavy volumes of buses, taxis, ride-hailing vehicles, private cars, and pedestrians at the same time.
Officials said the terminal is expected to connect with the planned 11th Avenue. If that link is executed properly, it could improve access and spread traffic loads across multiple corridors, rather than forcing all terminal traffic through already crowded roads.
From a city-planning perspective, the success of the terminal will depend on how effectively CDA separates vehicle streams: buses should have dedicated entry and exit lanes; taxis and private cars should have their own pick-up and drop-off loops; and pedestrians should be protected through safe crossings and controlled walkways. Without these measures, even a modern facility can become a congestion hotspot.
If the 11th Avenue connection is delayed, CDA will need an interim traffic plan. Without alternative access, heavy bus flows can overwhelm nearby junctions. That is why staging matters: the terminal’s opening should ideally align with key road links, signals, and enforcement plans to avoid chaos in the first months.
Design quality, consultants, and how the project could be financed
Chairman Randhawa directed authorities to prepare a high-quality design for the project and said an open architectural competition should be organised to refine the terminal’s final design. This is notable because design competitions can help select layouts that balance function, passenger comfort, and long-term operating efficiency.
He also instructed relevant departments to expedite the hiring of consultants and to develop a financial and operational model for construction and future management of the terminal. That step is crucial because many public projects struggle not at the construction stage, but after opening—when maintenance, cleaning, security, and traffic control require steady funding.
A workable operational model could include structured bay fees, parking revenue, commercial rentals, and service station income, while keeping passenger services affordable. The objective should be a terminal that stays clean and functional for years, not a facility that deteriorates after the first few seasons.
If CDA moves quickly on design, consultants, and the financial plan, the terminal could become a flagship project that improves Islamabad’s intercity travel experience and reduces roadside congestion by shifting bus activity into a controlled, planned hub.
The architectural competition can also help solve practical problems that Islamabad already faces at informal bus stands: heat and rain protection, crowd control, and efficient boarding. A strong design can separate arrivals from departures, keep pedestrians away from bus lanes, and create a clear hierarchy of spaces so the terminal remains usable even during Eid and holiday peaks.
