Dipayan Ghosh - Thesis - International Bus Terminal Kolkata

INTERNATIONAL BUS TERMINUS KOLKATA

DIPAYAN GHOSH A/2021/2008 SPA - Delhi

ARCHITECTURAL THESIS

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सारांश शोध का उद्देश्य कोलकाता के शहर में एक बस टर्मिनस के लिए एक क्रांतिकारी विचार के साथ आने के लिए गया था। प्रस्तावित बस टर्मिनल हवाई अड्डे के मानकों के बराबर तैयार किया जा रहा था। इस प्रकार चुनौती अपनी नज़र में समकालीन था और शहर की आत्मा की हत्या के बिना लग रहा है, जो एक डिजाइन के साथ आने के लिए किया गया था। कोलकाता शहर अपने सड़कों और यह कब्जा, जो पैदल चलने वालों के लिए जाना जाता है। इस प्रकार एक प्राथमिकता पर पैदल चलने वालों रखते हुए शोध के लिए प्रमुख कारकों में से एक था। इस प्रकार एक निर्बाध पैदल यात्री प्रवाह होने, पहली मंजिल पर सभी टर्मिनस गतिविधि को ऊपर उठाने और भूमि तल पर पैदल चलने वालों रखकर प्राप्त किया गया था।

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DECLERATION The thesis titled “International Bus Terminal at Rajarhat”, has been carried out by the undersigned as part of the Bachelors Program in the Department of Architecture, School of Planning and Architecture, New Delhi – 110002, India, under the supervision of Dr. Aruna Ramani Grover, Prof. Satish Khanna. The undersigned hereby declares that this is his original work and has not been plagiarized in part or full from any source. Furthermore this work has not been submitted for any degree in this or any other University. _________________________ DIPAYAN GHOSH A/2021/2008

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CERTIFICATE Certified that the thesis titled, “International Bus Terminal at Rajarhat” submitted in partial fulfillment of the requirements of the Degree of Bachelor of Architecture, is the bonafide work of DIPAYAN GHOSH who carried out the research work under our supervision in the Department of Architecture, School of Planning and Architecture, New Delhi 110002.

Further certified that to the best of our knowledge the work reported herein does not form any part of any other thesis or dissertation on the basis of which a degree or award was conferred on an earlier occasion on this or any other candidate. We recommend that the thesis be placed before the examiners for their consideration for the award of a Bachelor’s Degree.

Guide -----------------------Dr. Aruna Ramani Grover Department of architecture, School of planning and architecture, New Delhi -110002 -----------------------Dr. Mandeep Signh Thesis Co-coordinator Department of architecture, School of planning and architecture, New Delhi -110002 Guide …………………………

Prof. Satish Khanna Department of architecture, School of planning and architecture, New Delhi -110002

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ACKNOWLEDGEMENT This thesis would not have been completed without the help of many people; I would like to thank Prof Dr.Aruna Ramani Grover and Prof. Satish Khanna who have been everything a thesis supervisor should be, for their solid ideas, and constructive suggestions that made this research possible. I would like to thank Swati for getting me through the jury and for helping me out throughout the semester by playing a versatile role. I also want to thank Dhruv for his encouragement and for sharing the different moments with me during the conduct of the research. I would like to thank Ayush, Maddu, Rick, Nidhi, Mridula, Udit, Aarti and Shravan for working with me and keeping me awake through the last days.

I dedicate this work to my family for their endless support, who tried to understand what I was doing even while I was thousands kilometers away from them.

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Contents 1.0 DESIGN INVESTIGATION 11 PROLOGUE 12 INTRODUCTION 13 PREPOSITION 14 EXPLORATION 14 DESIGN PROJECT 15

2.1 CORE RESEARCH 17 RESEARCH I BUS TERMINALS 18

2.2 CASE STUDY & EXAMPLES 27 KASHMERI GATE 29 PRESTON BUS STATION 35 KAMPPI COMMERCIAL CENTER 41 ESPLANADE BUS TERMINUS 47

3.0 PROGRAMME READING 49 PROJECT SCOPE & PROFILE 51 Activity Programme 52 Building Bylaws 54

4.0 SITE READING 63 KOLKATA 65 RAJARHAT 67 THE BUS TERMINAL 69 TOPOGRAPHY 75

5.0 SWOT ANALYSIS 79 S.W.O.T. Analysis 80 Zoning Determinants 81

6.0 DESIGN TRANSLATION 85 ORIGAMI 87

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Contents LARGE SPAN 87

7.0 DESIGN EVOLUTION 91

DESIGN STAGE I 93 DESIGN STAGE II 93 DESIGN STAGE III 95

8.0 DESIGN OUTCOMES 97 Bibliography 111

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1.0 DESIGN INVESTIGATION

Introduction

PROLOGUE The city of Kolkata was one of the first cities made in colonial India and served as the capital till the last century. The city lost its importance as a center for trade as early as 1969 when the Suez canal was dug and the center shifted to former Bombay. The city has seen de-industrialisation on a par with the likes of Detroit. According to the central bank of India, the state accounted for a quarter of India’s industrial capital which dropped down to 7% in 2000. Post 1970 the state had a communist government which lasted for three decades. This period in the city’s history saw a state of economic stagnation in the states economy due to various factors. Today kolkata evokes havana, beautiful but shabby, the last metropolitan to remain largely untouched by India’s 20 year boom. With the change in government in the last decade, the city is looking towards new economic opportunities. As the starting point in this revolution infrastructure is the keystone for the rejuvenation if the city.

Fig 1.

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CIty of Kolkata ; Source : https://karnami.files.wordpress.com/2014/09/india-10491nf2-1.jpg?w=900&h=600

INTRODUCTION Public transport terminals are complex entities; they are nodes in transport networks, and places in the city; permanently or temporarily inhabited with compact and varied collection of uses and forms accumulated through time. The presence of a transport terminal infuses a change in the travel tradition and culture around it. Designing a Bus Terminal is a challenge as it is not enough that they should look pleasant and function seamlessly. User friendly solutions also require efficient circulation, in particular when the terminal serves thousands of travelers on a daily basis with varied interests and needs. These travelers form dynamic, lively, and changeable flows with varied abilities and requirements. The thesis explores a harmony between the different dynamic systems that are involved in a bus terminal which would induce a rejuvenation of the city’s identity.

For the city of kolkata the urban sprawl was in a north south direction contained between the swamps on the east and the river Ganga on the west. Before the habitation of Slatlake City on the swamp lands and the proposal of Rajarhat beyond that; Esplanade used to lie almost on the geographical centre of the city and housed the CBD and the City’s only Bus terminal. But the city has grown since in forms of urban agglomerations and satellite towns like Rajarhat and Barashat. There has also been a change in planning principle, where bus terminal is proposed on the edge of the city and is connected by the MRTS. GLOBAL IDEAS These buildings need to be welcoming places and good investments. Good design can create this value for owners and tenants by boosting revenue streams, creating operational efficiencies and minimizing the development’s impact on the environment. - HOK

(USA)

A highly transparent concourse provides maximum visual contact with its surroundings, and creates a calm and airy environment for passengers. - BDP (UK) Saying goodbye. Coming home. The Terminal is more than just a venue for travelers. It encompasses all emotions. It’s a meeting place for business, family, friends. It’s an active ecosystem with people from different cultures, backgrounds and countries, co-existing on their voyages.. - HKS (USA)

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Introduction

PREPOSITION

EXPLORATION

The transportation infrastructure consists of various modes ranging from the original ferries to metro rail via hand driven rickshaws, trams, buses and trains which currently share the same right of way. 60 % of the population uses Public Transit systems.

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Seamless inter-modal transfer and single travel experience to the commuter by connecting various transportation modes including non-motorized transport in a safe, comfortable, secure and timely manner. To evolve an integrated transportation system that contributes to the city’s productivity and improves the communities’ quality of life with minimal environmental impact.

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The Movement pattern of Busses in a terminal.

The location of entry and exit of the terminal with respect to the city.

The interface of the terminal with thge city.

The architectural statement that the terminal makes to generate an image of the city.

The role of the termianl with respect to the city, the state and the nation.

The environmental impact of a bus terminal in the locality.

The role rickshaws and autos play in the indian scenario of traffic in a city like kolkata The self organising nature of the pedestrians in a public space.

The role of the terminal as a Public Asset.

DESIGN PROJECT The selected project is one of the first initiatives of the new government to upgrade the infrastructure of the state and the city. This project poses to state the role of architecture in the economic development of the city. Since the terminal also plays a key role as an international bus terminal for Bhutan and Bangladesh, it can also be seen as the gateway the nation. The previous Bus terminal was located in Esplanade which was in the older CBD of the city. With Congestion in the older CBD region and decentralisation of resources, the location of the terminal plays a key role in determining the new Image of the city. The Site is located near the CBD of the satellite town of Rajarhat. There is a Metro Station proposed which is in walkable distance to the bus terminal. Though this is not an intermodal terminal in definition but the metro station will add a influx of footfall to it since the metro is the direct connection to the rest of the city. This Project can play a key role in paving the way to the new city.

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2.1 CORE RESEARCH

RESEARCH I BU S T E R M I N A LS Introduction The growth end development of bus transportation has closely followed advances. In automotive technology and the improvident and expansion of the national highway network. The first bus routes were originated by individual entrepreneur using converted passenger automobiles. These route were short and service was generally unreliable.

As the highway network expanded and more suitable bus equipment became available, these short, disconnected routes were merged into larger consolidated operations providing more reliable through services over longer distances.

Our modern express highway system and the development of more comfortable and efficient high-speed buses have made bus transportation one of the leading means of public transport.

Over the past decade bus services have evolved into several general operational categories and characteristic terminal types.

TERMINAL TYPES International Bus Terminal - The international terminal is usually found in the downtown core and is accessible directly by local transit, taxi, and auto.

It occurs in combination to interstate terminals because of the scanty number of international buses. It differs from other terminal types in

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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 vertical expansion capability in the denser city areas.

Interstate Bus Terminal - This type of facility may be located within the downtown core, as a central passenger collection 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 important consideration. Grade separated access by underpass or overpass connections and exclusive bus lanes on connecting highways are desirable to maintain schedule efficiency. More elaborate facilities are provided in the interstate terminal and a greater amount of concession and rental space is provided to defray higher terminal construction and operating cost.

Intercity Bus Terminal - The intercity 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 instances 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.

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 baskets, ash urns, clocks and televisions.

The amount of public seating varies depending 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 bays by an average bus capacity between 35 to 46 people.

A 10 bay loading platform will result in a terminal seating of between 117 to 154.

In a high volume commuter terminal, seating accommodations may be reduced considerably since in terminal waiting is much less.

Ticketing Facilities – The trend in ticketing facilities in the modern terminal, regardless of the type is towards open counters in contrast to the antiquated caged windows. In the larger intercity terminal, where more than one carrier may operate, separate

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self-contained glass walled ticket offices may be provided, each housing their individual open ticket counters. The number of selling positions or agent stations varies with the individual operations policy of the carrier and the particular terminal type.

The greatest number of selling positions are required in the intercity terminal. On the average, one position should be provided for each 25 to 30 waiting room seats. The lineal feet of counter space depends on individual carrier operations and the type of ticketing equipment used and may vary 1 to 1.5 meters per position and/or about 4.5 to 5.5 sq m per position. The height of the counter is usually 1 to 1.2 meters Baggage room – Baggage room requirements vary significantly with terminal type and operation. In Indian scenario till date the baggage is usually hand carried directly onto the bus or to the baggage room, and from there it is placed on the bus. The baggage room should have an area equal to about 10 percent of the total building or contain about 4.5 sq m for each loading bay, 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 for a package express service, which should function without interfering with concourse traffic.

A separate package express courier should be provided.

The length of the counter depends on the scope of the operation, which varies with each location.

Fig 2.

Waiting area in New Bus terminal Ahmedabad Source : http://www.hubtown.co.in/images/btf-ahmedabad/large2.jpg

Fig 3.

Waiting area in an International Bus terminal Source : http://www.archivisionstudio.com/

Fig 4.

Airport waiting area Source : www.udonthaniairport.com/

Fig 5.

Airport Ticketing Counter Source : http://www.skyscrapercity.com/

Public Lockers and Telephones – Lockers and telephones are revenue producing, and the quantities to be provided depend to a great degree on their potential earning capacity.

Dispatch Offices – The Dispatch offices controls all bus movement and consequently should be located on the concourse so that it can observe all loading bays. The size of the dispatch office may vary anywhere from 5 to 15 square meters.

Fig 6.

Airport Ticketing Counter Source : http://www.skyscrapercity.com/

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 agents, and switch board are sufficient, in large terminals more elaborate facilities are required.

Rental Space – The amount of rental space to be provided for stores, shops, concessions, etc., depends primarily on the earning potential involved and the amount of space available location.

Fig 7.

Baggage Claim Source : https://kbp.aero/en/passengers/luggage

PEDESTRIAN TERMINALS

DESIGN

FOR

PASSENGER

The design of pedestrian facilities for passenger 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 longdistance 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 indicate that maximum capacity coincides with the most crowded pedestrian concentrations representing 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 difficulties 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 aesthetically pleasing human environment against the space restraints caused by building configuration 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

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various traffic concentrations 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 obtained when average area occupancies are about 0.5 sq m per person and human locomotion is limited to a restricted, shuffling gate. Pedestrians require an average of more than 3.25 sq m 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, window shoppers etc. Where the corridor is also used as a waiting area to accommodate standing pedestrians, the maximum potential accumulation and safe human occupancy of the corridor should be determined.

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 will be used in passenger

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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 disruptions and queuing at the entrance section. A standard of 40 persons per minute would be representative of a busy situation with occasional 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 the pedestrians combined with restricted, uncomfortable locomotion. The maximum practical flow on a stair is approximately 17 persons per foot width of a stairway per minute (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 equivalent to a flow volume of about 5PFM. This standard would be used in terminals that not have severe peaking patterns or space restrictions. In commuter terminals, the more stringent standard of 7 to 10 PFM would be acceptable. Riser height has a significant impact on stair locomotion. Lower riser heights, 7 inch or less, increase pedestrian speed and thus improve traffic efficiency. The lower riser height is also desirable to assist the handicapped pedestrian.

Queuing Areas A number of different pedestrian queuing situations 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 linear queue may be estimated on the basis of an average per person spacing of 500 mm. The presence of baggage has little effect on the spacing because baggage is placed on the floor either between the legs or at the side. 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 0.5 sq m 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 required, such as in a passenger waiting concourse, an average area of 10 or more sq ft per person is required. Human area occupancies bellow 3 sq feet per person result in crowded, immobile, and potentially unsafe queues, particularly where pedestrians may be jostled of platforms.

Escalators and Moving Walks The high cost 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 cause pedestrian delays and queuing. Escalator and moving walk manufacturers will rate the theoretical capacity of their units on assumption of uniform step or space occupancies, but detailed photographic studies of pedestrian use of these units show that, even under 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 momentary hesitation when boarding these units, particularly when they operate at higher speeds.

This had led to the use of nominal or practical design capacity of 75 percent of theoretical .

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2.2 CASE STUDY & EXAMPLES

50 DEPARTURE BAYS 24 PEAK HOUR FOOTFALL 5000 ARRIVAL BAYS

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K AS H ME R I GATE It has been a point of interchange between the intercity busses. It is located at the intersection of the two national highways, NH1 and NH24, which carry about 60% of passenger traffic to Delhi. It has the Ring Road at its edge. It is inclose proximity to the Old Delhi Railway Station.

Architect : V. P. Dhamija & Rajinder Kumar Compleated : 1973 Site Area : 11 Acres

Fig 8.

Kashmeri Gate, Bus Terminal Satelite View Source : Google Earth

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6800 buses in both directions Total passenger trips: 3,00,000 Total daily trips:

Peak Hour load: 10% of daily load: 30,00 passengers approx.

9,900 passengers Outgoing: 67% of peak load: 20,100 passengers Incoming: 33% of peak load:

• With upcoming metro lines, RRTS, and more intra city bus lines this ‘interchange’ is getting more complex.

• The interchange station will handle about 2.5lakh passengers in 2016 which will increase to 5 lakh passengers by 2041.In peak hour interchange terminal will handle about 25 thousand passengers increasing to 50 thousand.

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• It is estimated that about 51 % of traffic from ISBT , 65 % from Metro, 49 % from RRTS Panipat and 52 % from RRTS –Alwar will interchange at station.

• Remaining traffic will disperse with Para-transit, Private and NMT modes.

• For this purpose a new scheme of integration of these modes has been proposed, which has been discussed in the study further.

In the departure block two ramps and two staircases are provided to connect main lounge. An over bridge is also provided to connect inter state terminal building to DTC block. A subway to access DTC buses has been provided, which segregates the movement of passengers using the local and the interstate buses.

CIRCULATION •There is segregation in circulation of buses and non -bus (other light vehicles) traffic due to the difference in movement character.

•There is a separate entry and exit points for inter-city and intra-city bus services.

•There is a proper segregation for vehicular and pedestrian movement.

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40 DEPARTURE BAYS 40 PEAK HOUR FOOTFALL 3600 ARRIVAL BAYS

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PRESTON BUS STATION

Designed to accommodate 80 double decker buses and 1,100 cars it is one of the largest bus stations in Western Europe Architect : Building Design Partnership Compleated : 1969 Site Area : 11 Acres Completed in 1969 by Keith Ingham and Charles Wilson, a pair of architects working for British firm Building Design Partnership (now known as BDP), the 170-metre-long structure became the largest bus station in Europe and a poster child for the Brutalist style. The colossal scale of the structure – it boasts 40 gates for double-decker buses on both its east and west sides – is seen as both the building’s greatest feature and, by some, its failing.

Fig 9.

Preston, Bus Terminal Satelite View Source : Google Earth

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12 DEPARTURE BAYS 14 PEAK HOUR FOOTFALL 1400 ARRIVAL BAYS

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KAMPPI COMMERCIAL CENTER

The cityscape of the new Kamppi district is conversing with the functional basic idea. Towards Mannerheimintie Street the department store expresses the functional main theme in the city centre mosaic. The brick-copper-glass façades of the office buildings in Urho Kekkosen katu Street mix nicely with the façades of the Hämäläistentalo block. Thus the centre gains a brick dominated and active street, ending with the Energy Building by Alvar Aalto and the new campanile of Kamppi.

Architect : HELIN & CO ARCHITECTS Location : City Centre, Helsinki, Finland Compleated : 2006 Site Area : 6.6 Acres Site Area : 56 200 SQ M The townscape of Tennispalatsin aukio Square is shaped by dwelling houses, a department store and the façades of the restaurants and the shops. The three dwelling houses comprise both diversity and resemblance. In all of them, the balconies and the terraces are large, mainly glazed according to the prevailing Finnish practice and dwellers’ needs. Behind the glasses wood is showing as a material between the public and the private spaces Fig 10. Kampi Commercial Centre Satelite View Source : Google Earth

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The commercial spaces complement the service range of the city centre and improve its competitiveness compared with other commercial centres nearby. This is important in order to strengthen the vitality of the city centre and to avoid an urban decline syndrome, where old centres fade into repulsive areas of no man’s land. The street level premises of the new Kamppi are public, and the restaurants, commercial facilities and terminals are intertwined.

One can’t notice boundaries between the department store and other commercial functions.

Also the interior space represents the 21st century, where the choice of materials is ruled by a life span philosophy: they are aesthetic, functional, technically durable and economical also in the future. In the commercial spaces, a functional content gains the main role through the wide removable glass walls and the lighting, utilizing the latest technology.

Kamppi Centre has become a meeting point for people of all ages. It is an urban mixture where new intertwines with old both functionally and physically. In 1999–2000, the City of Helsinki held a design and tender competition for development, design, building and funding of the centre of Kamppi, the old bus terminal area in the heart of the city. The aim was to create a vital commercial and office centre with some housing, bus terminals and extensive pedestrian areas. After the competition, Helin & Co Architects took charge of the offices and part of the commercial accomodation. Four other architectural offices designed the housing, squares, pedestrian areas, the department store, underground bus terminals and the parking area.

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ESPLANADE BUS TERMINUS

This is the existing bud terminus in kolkata which is to replaced by the proposalof this thesis.

Located in the heart of the city this terminus saw an incremental growth in its size Architect : Compleated : 1902 Site Area : 9 Acres It is currently the busiest terminal in kolkata. According to transport department officials, over 2,000 long-distance buses operate from the city. Most of the state and private buses originate from the Esplanade.

Fig 11. Esplanade Bus Terminal Satelite View Source : Google Earth

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3.0 PROGRAMME READING

50 Reading of the Programme

PROJECT SCOPE & PROFILE Scope - The scope of project is limited to a the functioning of bus terminal in the context of the city of kolkata.

The Bus terminal proposed is to cater to all state buses and inter city buses arriving and departing from the city. The transport network in the state of Bengal is divided into four major government bodies; SBSTC (South Bengal Surface Transport Corporation), NBSTC (North Bengal Surface Transport Corporation), CSTC (Calcutta Surface Transport Corporation) and WBSTC (West Bengal Surface Transport Corporation). The City is located Geographical at the southern part of the state. Thus buses bound Northward, which are undertaken by the NBSTC, experience long distance trips and depart and arrive at larger intervals. Most of these buses are overnight buses which depart mostly after 4 pm and reach their destination the next day, similarly bulk of the NBSTC buses arrive in the morning. The SBSTC which is responsible for the south bound trips cater to 2 to 5 hour journey trips paring a few cities. The SBSTC buses depart at 1 or 2 hour intervals. The CSTS runs within the city and some of the urban agglomerates, though this body has bus terminals dedicated to itself in the city it is also allocated a stop in the proposed terminal. WBSTC Connects all the major cities in and around kolkata and has a large overlap with the other three bodies. The buses under this body are lesser in number and depart once a day. Apart from this there are various private bodies which have equal number of buses and are an important stake holders.

There are a total of 12 international buses proposed per day for the terminal. Four departure and four arrivals from Dhaka, Bangladesh, while 2 Departure and 2 arrival from Bhutan.

Profile - The terminal is proposed to be of “airport standards quality” by the governing bodies. This crudely reflects the need for a terminal which can represent the image of a de-cluttered city. The reference to an airport can be read to various dimensions.

• The segregation and seamless merger of different transport mode • Comfort of passengers • An Centrally air-conditioned building to escape the humid weather of the city • A secure facility with controlled used groups

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Reading of the Programme

Activity Programme

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The Capacity of the Bus Terminus would have to be ascertained keeping in view that buses would ply intercity / interstate / and also to neighbouring countries. The Architect / Agency / Consultancy firm should consider providing space for at least 100 buses & their ancillary facilities, and the space requirements for the Commercial / Business Complex may be adjusted accordingly. The Bus Terminus may include the following facilities: • Night Shelter and Restroom for staff, • Canteens, • Food Court for Commuters, • Ticket Counters • Washrooms • Terminal hall, waiting lounges, waiting rooms, retiring rooms etc. for the passengers to take rest and wait for their buses, • As an integral part of the Bus Terminal, separate Two wheeler parking facilities, separate parking facilities for auto rickshaws and taxis and separate parking facilities for parking private cars must be made available for those commuters who would park their car and board a bus for onward travel and also for those who would come to pick-up visitors, • long distance bus parking area • city bus parking area • railway reservation counters • air ticket booking counters • emergency medical facilities • pharmacies and other shopping counters • ATM counters • Cloak room and left luggage facility • trolley & wheel chair storage arrangements • fire fighting block • at least two fuel filling stations • security office • green area with fountain etc.

• breakdown van block, repair and maintenance sheds etc.

• • • • •

Proper pedestrian access to and from the terminus including connectivity with footways shall be provided.

Adequate security and lighting arrangements is to taken care of Space for timetables, Route Maps, Bus service numbers shall be provided at suitable places where it is easily visible to the passengers.

The said bus terminal should include suitable approach and exit paths for buses appropriate drainage arrangements, bus stop pole and flag, all other necessary amenities, allied services, a logistic hub and minimum essential depot facilities in respect of a Bus Terminus.

Any other facility that might be considered essential by the Consultant.

Minimum Facilities to be Included in the space for the Business and Business related activities • • • • • • • • • •

Portion of the building accomodating Business & Business related activities should be designed in such a way that it can accommodate state-of-the-art Offices etc.

Sufficient utilities like toilets both for ladies and gents whould have to be provided at appropriate locations.

Appropriate light and ventilation should be taken care of.

Provisions for disabled person should be there.

The building should be environment friendly and uses of nonconventional energy should be considered.

Provisions for rainwater harvesting should be included.

The facilities like canteens etc. are also to be provided.

Provisions for adequate lifts at appropriate spaces is to be made.

The Planning should be of high standards and the building should be architecturally and aesthetically looking good.

Segregated arrangements for entry & exit to the Business Complex and the Bus Terminus Facilities would be necessary.

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Reading of the Programme

Building Bylaws Mixing of uses or occupancies. – Every plot on which erection of building will be undertaken shall be provided with a principal use or joint principal use by the Development Authority.

Business / Merchentile (Retail) - uses not permiscible for mixing - Educational, Institutional, Mercantile (Wholesale), Storage, Industrial, Hazardous Maximum extent of permiscible mixing : 20% of total covered area of all floors.

Means of access.–Means of access shall be in the following manner:— (a) every plot shall about a means of access; (b) entry from plots to the adjacent public open spaces shall not be allowed without specific written permission from the Development Authority; (c) building(s) in a plot not abutting on a means of access shall abut on an internal road. (d) in plots above 10 ha organized park(s) provided within the plot, shall abut on an internal road. (e) the minimum width of internal road for different size of plots shall be as given in Table below:

FAR : 2.0 Permiscible ground Coverage : 45 %

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Reading of the Programme

Builtup AREA:

35,992

Peaking Footfall

5060

SQ M

10% For local Transit Busses

International buses to Bangladesh and Bhutan 65% Departure bay and 25% arrival Bay.

20% of total builtup area dedicated to the business centre 56

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58 Reading of the Programme

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60 Reading of the Programme

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CITY AREA: population

185

SQ KM

44.87 Lakh

Reading of the Site

60% population Uses Cycles

Kolkata has rail and road connectivity with Dhaka, capital of Bangladesh. the city’s “road space” was only 6% compared to 23% in Delhi and 17% in Mumbai.

Population Growth

Religion

160 140 120

Others

0.71

Jain

0.46

Christian

0.88

Lakhs

100 80 60 Islam

40 20

66

0 1975

20.27

Hinduism 1980

1985

1990

1995

2000

2005

2010

2015

01

77.68 02

03

04

05

06

07

08

09

0

68 Reading of the Site

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TOPOGRAPHY The Site is leveled with a natural growth of fauna. There are no big trees (5m spread) on site. The soil is soft with a mix of coarse rocks. There is a small part of the site which is currently under irrigation.

An irrigational canal passes through the site and there is a seasonal water body.

There are a number of temporary juggis on site. Since the irrigational canal passes through the site, there is a part of the site which is inaccessible. This inaccessible parch of land is thus encroached upon.

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5.0 SWOT ANALYSIS

SWOT Analysis

S.W.O.T. Analysis

STRENGTH

WEAKNESS

• • • •

•

• •

• •

Rajarhat road is one of the primary roads of the town but its is too narrow and unorganised to support an entry to the Bus terminal.

There is an absence of architectural charecter around the site. The rural charecter is punctured by the evolution of the city on rural grounds.

There is a Agricultural canal passing through the site.

OPPORTUNITY

THREAT

•

•

• •

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A traditional community A rich history Metro station in close proximity.

Increase in footfall due to the shift in the CBD of the area.

Shares an edge to the Rajarhat Road which forms the major spine of the satellite town.

Humid nature of climate supports growth of vegetation with ease.

The site is mildly contoured with a total level difference of about 2 metres on site.

There are no major vegetation present on site.

The architectural charecter of the precinct is not defined as the region has a very short urban history and majority of the construction in and around Rajarhat was undertaken by developers.

• • •

The town is still in the making and thus lacks basic infrastucture.

The site has residential on one of its sides.

The site experiences heavy rainfall throughout the year.

The climate is very humid throughout the year rendering passive cooling methods useless.

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6.0 DESIGN TRANSLATION

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TRUSS ORIGAMI ROOFING

Design Translation

ORIGAMI

Origami is the Ancient art of Paper Folding.

It has been applied in architecture in various modes. Since the terminal required for large spans the roofing had a scope for a form driven by origami. The resulting architectural language was too strong by itself, thus to have a coherent system of architectural expression it was also introduced on the facade of the building.

LARGE SPAN

The brief for the design mentioned a terminal at par with the airport standards.

This can be interpret in many way. The approach to design for this will not only include the services of an airport but also the proportion of spaces. To attain the large proportion of airport waiting lounges, large span structures were required.

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88 Design Translation

The conclusion from various case studies conducted during the semester was to segregate the movement of traffic. The terminal will function better if the arrival and departure are at different zoning. In most cases the arrival and departure are segregated on the ground level and the drop-off happens on the first floor. Finally the pedestrians are left to find their way amidst the chaos of arrival and departure.

The Commercial part of the terminal forms the entrance to the treminal. It is a Bridge between the pedestrian zone and the departure zone. The Pedstrians have to go through the commercial block to reach the Departyure block. The vicinity to the departure block is chosen based on the fact that people have more time while departing than they have while arriving.

The terminal was to represent the gateway to the city of Kolkata. The city is known for its street culture and the democracy of the pedestrian. Thus there in lies the soul of the city. To celebrate that the pedestrians had to be given utmost priority in the design. Thus the idea was after arrival the pedestrian will not have to do a vertical U-turn through the circulation either by a foot over-bridge or by a subway.

The Arrival block is segregated in its own circulation so that it is not hindered by the activities of the rest of the terminal. People arriving to the terminal are mostly tierd and in a hurry to leave. Thus the objective have been to make this transition from the arrival block to the exit unhindered. The pick up points for auto taxi and cars are suitably placed on the way.

To attain this the arrival and departure levels are segregated at different levels and the entire terminal is based on a podium bellow which there is an uninterrupted flow of pedestrians. Uninterrupted here means not foiled by crossing a vehicular path. The dropoff happens on this level. So irrespective of what medium is taken to reach the treminal, all pedestrians are brought to mthis point to disperse in their respective directions.

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90 Design Translation

7.0 DESIGN EVOLUTION

DESIGN STAGE I

DESIGN STAGE II

This was the first phase of the design where the entry for the terminal was taken from the service road dedicated from the terminal. The arrival lounge was at the ground floor level and the departure level was on the first floor. The drop off was handled in the basement and the pedestrian flow from the arrival to the public transit or the interface with the city was uninterrupted by any motorized traffic.

The pros were • The form was well defined due to the fact that the massing was linear in the nature and in coherence with the shape of the site.

• The pedestrian flow was uninterrupted.

• The departure and the arrival had an option for connection.

• The city Bus terminal was not hampering the circulation on site.

• The Business center had a separate entry and had a well defined circulation of its own.

The cons were • The Northern edge, i.e., the Rajarhat Road side was underutilized.

• The drop off zone was inadequate to handle the pressures of a transport hub.

• The circulation of the bus was in a clockwise direction, since we drive on the left in this country, the circulation needed to be in an anticlockwise direction.

• The exit of the bus terminal was to close to the junction.

• Parking Facilities were inadequate.

In this design the entry was taken from the main road. The business center gets its entry from the Northern road(Rajarhat Rd) thus utilizing the potential of that edge. The State buses exit from the service lane on the southern part of the site.

All the drop-off facility was also done from this road. The ground floor contained the arrival block while the first contained the departure block. The Business center had its own circulation.

The pros were • The circulation of the buses were in counter clockwise direction thus supporting the Indian style of traffic movement.

• The Business center was accessed from the Rajarhat Road so there was no conflict of traffic within the site, they were segregated outside.

• There was a scope for adequate drop-off.

• The pedestrian connect to the city still remained uninterrupted by motorized traffic.

The Cons were • The Ramps were taking too large a shape thus disrupting the form of the building.

• The angle taken for the bus parking was not sufficient for bus maneuver thus the actual number of buses that the design would accommodate will be lesser than the requirements.

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94 Design Evolution

8.0 DESIGN OUTCOMES

The massing of the bus terminal can be divided into three parts.

A. The Bus terminal forms the most important part of the design project. it consists of 60% of the built mass and occupies the lower three floors of the complex.

B. The Business Centre is required to have a seperate entry and thus is located at the nothern part of the site where entry of busses is restricted. Thus the circulation of the business centre is independent of the circulation of the bus terminal. The buisenss centre is to greet one with its own entrance lobby.

B. The Hotel is the last part of the design. It is located above the bus terminal but oriented according to the sun path. The overall architectural language is carried on in the hotel in the form of balconies and tilted windows. The rooms are connected by a singly loaded corridor. The shares its core with the bus terminal. The entrance lobby of the hotel is located at the arrival and the departure levels of the busterminal. The terrace of the buisiness centre forms the speciality resturant and the lounge for the hotel, with an iconic roof and panoromic view of the city.

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102 Design Outcomes

104 Design Outcomes

106 Design Outcomes

The act of Departure is taken to be the Second act in the circulation of the bus terminal. The busses departing are classified on the basis of their make and their charecter as a city bus, state bus or international bus. The road beyond the Departure bay is 9 m wide containing three lanes. One is a freeway lane for the busses leaving the terminal. The rest two are for the circulation within the terminal. A bus arriving at the departure level has only one purpose to take passengers out.

Design Outcomes

The Departure Bay level concourse is a destination zone where the passengers are to spend most of their time waiting. The spent by the passengers is very high. The facilities required by the passengers are a retiring rooms, retails, washrooms, magazine stalls and lots of seating . Plus this level is also to house the food court of the terminal.

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Bibliography

112 Appendix

BUREAU OF INDIAN STANDARDS. (2005). National Building Code of India. New Delhi: BUREAU OF INDIAN STANDARDS. CHAKRAVARTI, P. (1957). SOILS OF WEST BENGAL. Kolkata: State Agricultural Research Institure.

Cinquina, A. (2008). Sustainable public urban transport systems: The case of Curitiba. Lund University.

CPWD. (1998). Guidelines and Space standards for barier free environment. New Delhi: CPWD. Dirk Helbing, L. B. (2005). Self-Organized Pedestrian Crowd Dynamics. Dresden,Germany: INFORMS. Donald Watson, FAIA, editor-in-chief; Michael J. Crosbie, Ph.D., senior editor; John Hancock Callender in memorium;. (1997). Time-Saver Standards for Architectural Design Data. Madison, CT, USA.: The McGraw-Hill Professional Book Group.

Ghanbari, R. (2004). Solving bus terminal location problems using evolutionary algorithms. Elsevier.

Government of West Bengal. (2014). Kolkata Gazette. Kolkata: Kolkata Nagaryan.

Infrastructure Development Finance Company Ltd. (2008). Comprehensive Mobility Plan. Kolkata: Infrastructure Development Finance Company Ltd. Little, A. D. (2012). Future of Urban Mobility. Future Lab. Neufert, E., & Neufert, P. (n.d.). Neufert, Architects Data. Oxford: Blackwell Science.

USAF. (2007). Landscape Guidelines. USAF.

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